KFC-250 Flight Control System

7/27/2019 KFC-250 Flight Control System

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Pilots G uLKFC 250BendixlKing Flight Control System

APPR C P L D G C C P L D BAfH CR S


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Table of Contents

Introduction o the KFC 250 Flight Control System . . . . . . . . . . . . . . . . . 3KFC250 System Integration 4. 5KFC250 Flight Control SystemSpecifications . . . . . . . . . . . . . . . . . . . . . . . 6Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7KFC 250 System Panel Checklist 9Operating the KFC 250 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11System Safety-Integrity Monitors . . . . . . . . . . . . 12PreflightTest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Flight Director Mode(FD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Autopilot Engagement (AP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Heading Select/PreselectMode (HDGSEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15YawDampMode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Navigation Mode (NAVIARM and NAVICPLD) . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Approach Mode (NAVIARM and APPRICPLD. GSICPLD) . . . . . . . . . . . . . . . . . . . 7BackCourseMode(BC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Go-AroundMode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Altitude Select Mode (ALT ARM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Altitude Hold Mode (ALT HOLD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Control Wheel Steering Mode (CWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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uperat ing Procedures:Takeoff and Climb o SelectedAltitude . . . . . . . . . . . . . . . . . . . . . . . . . . . .20.21Outbound on Front Course for Procedure TurntoILSapproach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22.23Front Course ILS Approach with MissedApproachandGo-Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.25RNAVCapture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26. 27

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Introduction to the KFC 250 Flight Control System

complete 3-axis integrated system with laige, 4-inchtric (or 3-inch vacuumlelectric) Flight CommandPictorial Navigation Indicators.An all solid-state Flight Computer provides com-d Flight Director commands along with completeis Autopilot control. The system provides all stan-operating modes plus altitude preselect capability.This system is designed specifically to bring thentages of advanced technology to single pilot

IMPORTANT This Pilots Guide provides a general descriptionof the variousoperational characteristicsof the KFC 250 Flight Control System. However,operation of the system should not be attempted without first reviewing yourFAA approved Aircraft Flight Supplement Manual for complete systemfamiliarization and limitations.

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Control System Components (4 Inch Instruments:SENSE CONTROL COMPUTE DISPLAY

AIP DiscITrim Manual ElectricInterrupt SwitchCWS Switch

Control Wheel Switches

ThrottleGo-AroundI9 I I

KP I 552r?KEA 346ServoedAltimeter

t aAS 297AH Pre-SelectMonitor

1 1 IwitchPitch Yaw Roll Pitch Trim

KA 518 KMT 112 ServolMount ServolMount ServolMount ServolMount

KFC 250 System IntegrationThe system diagrams show the compo-nents of the KFC 250 Integrated Flight ControlSystem and their relationships.The system is functionally divided into fourparts: Sense, control, compute and display.All sensor information (pitch and roll reference:slaved compass: RNAVIVORILOCIGS;DME:marker receiver: and air data) is fed into theKCP 299 Flight Computer.

The Flight Computer computes pitch androll steering commands. These two com-mands are routed to the KCI 310 or KI 256Flight Command Indicator where they aredisplayed on the V-bar as visual steering com-mands. These steering commands are alsofed to the Autopilot computation circuits con-tained in the Flight Computer where the steeringcommands and aircraft yaw rate informationI . . F .- . . . : *. . _I . , - . ,.. .

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(3 nch Instruments)

SENSE CONTROL COMPUTE

KC 2901291 1 KCP299

DISPLAYKEA 346ServoedAltimeter

Annunciator

E..

Staticlpitot Pressure 1 7KRG 331

A IP DisclTrimInterrupt Switch

Control Wheel Switches

KI 256Flight Command1 1 I I 1 IndicatorK I 525APictorialNavigationIndicator

KA S 297Alt Pre-Select

gridwitch b i bPitch Yaw Roll Pitch TrimServolMount ServolMount ServoiMount ServolMountA5 lB KMT112are combined o generate the aileron, elevator displayed on the V-bar in the FCI, into the re-trim, and. rudder drive commands for the quired elevator and aileron position commands.Autopilot. Full integration of Flight Director andUsing the same pitch and roll commands Autopilot allows the pilot to delegate theprovides totally consistent Flight Director manual effort of flying the aircraft to thesteering command and Autopilot control. Autopilot while monitoring its activity with theThere is no disagreement in computation. The Flight Director.Autopilot simply converts the pitch and rollsteering commands from the Flight Computer,

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KING KFC250 Flight Control System SpecificationsWeight

KFC 250 Current Drain ( W(Kgs)(Common components)KC 290 Mode ControllerKC 291 Yaw ControllerKCP 299 Flight ComputerKDC 298 Air DataKA 136 Trim MonitorKS 27X (4) ServolMountKRG 331 Yaw Rate SensorKAS 297 Altitude SelectorKEA 346 Servoed Altimeter

.50 .22.10 .045.90 2.671.70 .77.50 .2213.40 6.07

.76 .341.20 .542.90 1.31

10.45 A 28 VDC4.5 VA26VAC 26.96 12.18

4-InchKCI 310 Flight CommandKPI 552 Pictorial NavigationKAP 315 Mode AnnunciatorKVG 350 Vertical GyroKCS 305 Slaved D.G.

IndicatorIndicator

Total 4-Inch

5.00 2.274.80 2.181.40 .636.00 2.725.60 2.54

11.95 A 28 VDC43.6 VA 26 VAC

95 VA max 115 VAC 49.76 22.523-InchKI 256 Flight Command 3.30 1.50KI 525A Pictorial Navigation 4.00 1.82KA 285 Mode Annunciator .50 .20KG 102AI Slaved D.G. 5.50 2.50KMT 112/ SystemKA 518

IndicatorIndicator

13.85 A 28 VDCTotal 3-Inch 4.5 VA 26VAC 40.26 18.20


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Flight Director System Modes of OperationHeading (HDG) Al t i t ude Hold (ALT)

Fl ight Director (FD)

FD/AP-ert ica l Tr im(Pi tch At t i tude/Al t i tude)

-Yaw DampeiEngagelDisengage

Navig ate (NAV) REV LOC (BC) App roach (APPR)(VORIRNA V) (ILS. VOR or RNAV) Annunc ia to rL igh t

Flight Director Guidanceand Command to AutopilotBasic Attitude Reference Mode Activated with power on but with nomodes selected. The Flight Commandindicator and Pictorial NAV indicator willdisplay existing attitude and heading.The Command V-bar is retracted out ofview until a Flight Director/Autopilotmode has been selected.Flight Director (FD) Command V-bar will call for wings level.The pitch attitude of the aircraft willremain the same as at the time of modeselection.

Select desired heading on PNI, then selectthe HDG mode and the system will com-mand the necessary bank to turn to andmaintain the selected heading.Set desired course on PNI and selectNAV mode. The systems all-angle NAVCourse Capture feature gives the pilotcomplete freedom to select any interceptangle in response to ATC vectors, usingHDG mode. The NAV mode will bearmed, and at the capture point HDGwill automatically disconnect and the sys-tem will couple and command thenecessary bank to capture and track aselected VOR or RNAV course withoutovershooting.

Heading (HDG)

NAV (VOR/RNAV)

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Approach (APPR) (ILS or VOR) Set the inbound front approach courseon the PNI and select Approach mode.The system's all-angle Approach CourseCapture feature allows the pilot to selectany intercept angle in response to ATCvectors, as in the NAV mode. The Ap-proach mode will be "armed," and at theappropriate capture point the system willcouple" and command the necessarybank and pitch to capture and track LOCand Glideslope beams for precision ap-proaches.. . or bank command to cap-ture and track VOR courses for non-precision approaches.With back course selected in Approachmode, the system when capturing willcommand the bank necessary to captureand track a reverse LOC course . . .Glideslope is locked out. The inboundfront approach course is always set onthe PNI to enable you to make coursecorrections toward the needle rather thanaway from the needle on the PNI.Push the "G o Around" button and thesystem will command wings level andnose up to a preset missed approachclimb attitude.Pitch command to maintain engagedaltitude.Provides capability to adjust or slew theAltitude up or down without disengagingand then reengaging ALT Hold. If Alti-tude Hold is not engaged, the VerticalTrim knob will adjust the pitch attitude UFor down.Permits preselection of a desired altitudeand automatic capture upon reachingthat altitude.Control surfaces respond to all selectedFlight Director mode commands in bothpitch and roll axis plus automatic pitchtrim. A full time yaw damper is in opera-tion any time the Autopilot is engaged.Separate Autopilot servos and capstansmake it easy to remove and service thecontrol surface servos without de-riggingthe surface control cables.Allows manual flight maneuvering with-out the need to disengage and reengagcthe Autopilot. With the CWS switch depressed, the system pitch axis is synchronized with the airplane and the Auto-pilot servos disengage, so the pilot canhand fly the airplane (in the existing modewith Autopilot engaged) without remov-ing his hand from the control wheel.System senses motion around the yawaxis and automatically moves the rudderto oppose yaw.

Back Course (BC)

Go Around (GA)

Altitude Hold (ALT)Vertical Trim

Altitude Preselect

Autopilot (AP)

Control Wheel Steering

Yaw Damp Engage

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KFC 250 System Panel Checklist:1. THE KAP 315 ANNUNCIATOR PANELprovides the pilot with continuous informationon system operating status. It shows modesin operation, as well as modes armedprior to capture. It also displays MarkerBeacon lights and a Trim Fault warning.2. THE KPI 552 PICTORIAL NAVIGATIONINDICATOR displays slaved gyro magneticheading information. By positioning theHeading Bug on the PNI with the headingselect knob, the pilot selects the desiredaircraft heading. For VORlLOClRNAV courseselection, the course select knob is used.Glideslope deviation is shown on the left sideof the instrument face when a valid Glideslopesignal is received. TOlFROM indications andappropriate warning flags are also displayedon this indicator.A KPI 553A PNI with built in DME displayand RMI pointer is available as an option(see picture on page 11).

3. THE KCI 310 FLIGHT COMMA NDINDICATOR displays the followinginformation:Pitch and roll attitudePitch and roll commandsDecision Height (DH)RNAV Annunciation (RNV)SkidlSlip on inclinometerSeparate wiring from the remote verticalgyro to the attitude indicator and strictseparation of attitude and command barpower circuits assure the pilot of attitudereference even in the event of a FlightComputer failure.

4. THE KC 290 MODE CONTROLLERprovides pushbutton selection of all FlightDirectorlAutopilot modes, plus Vertical Trim.This trim switch allows the pilot to adjust theaircrafts altitude or pitch attitude withoutdisturbing the selected Flight Director modeor disengaging the Autopilot. The Autopilotengage switch engages all three axis of theAutopilot. The compact KC 290 unit can beeasily installed in panel or pedestal mountconfigurations.

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1A. THE KA 285 ANNUNCIATOR PANELprovides the same functions as the KAP 315with the exception of the ALT ARM light.

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2A.THE KI 256 3-INCH VACUUMlELECTRlCFLIGHT COMMAND INDICATOR disdavs.~the following information:Pitch and roll attitudePitch and roll commandsDecision height (DH)

3A. THE KI 525A PICTORIAL NAVIGATIONINDICATOR displays slaved gyro magneticheading information and operates similarlyto the KPI 552.

6.KEA 346 SERVOED ALTIMETER providesbarometric corrected altitude information tothe KAS 297 Altitude Selector and encodingfor an ATC transponder.5. THE OPTIONAL KC 291 YAW MODECONTROLLER can be installed alongsidethe KC 290 Mode Controller. In this config-uration the yaw axis is wired so that itautomatically engages when the Autopilot isengaged. Disengagement of the yaw damperis accomplished by using the control wheelmounted disengage switch or the KC 291engageldjsengage switch.The Yaw Damper only is engagedor disengaged using the KC 291. The YawDamper engage status is annunciated on 7. THE KAS 297 ALTITUDE SELECTORthe KC 291. permits the pilot to preselect a desired altitudeSome airplanes are certified with the in climb or descent. The system providesyaw damper on at all times when the autopilot automatic capture and hold upon reachingis engaged. (Refer to Flight Manual Supple- that altitude. Altitude alerting is also providedment to determine your type of installation.) as required by FAR 91.51.

AL'RH SELECTED ALTITUDEv SET A"..An10


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r iOperating the KFC 250 System

There are twelve (12) modes of operationthat are provided by the KFC 250 system tooffer the pilot Flight Director/Autopilot com-mands in response o his selection of desiredmodes on the Mode Controller.Most of these modes are activated bypushbutton switches on the Mode Corltroller.These pushbuttons operate with alternateaction. The first depression ofthe pushbuttonactivates a mode; the second depressioncancels it, if it has not already been automat-ically inactivated. Annunciation of the modeselected appears on the annunciator panel.Any operating mode not compatible witha newly-selected mode will be automaticallycancelled in favor of the pilots latest selec-tion. This lets the pilot advance along his

flight sequence without the inconvenience ofhaving to manually cancel modes. Forexample, if in NAV CPLD mode, selection ofHeading will automatically cancel NAV.THE BASIC MODEOFSYSTEM OPERATION

The system will be in the Basic AttitudeReference or Gyro mode with engines run-ning and aircraft power on, but no modesselected (Annunciator Panel blank). Thisprovides indication of aircraft heading on thePictorial Navigation Indicator, and roll andpitch attitude on the Flight Command indi-cator. The FCI Command V-bar is biased outof view.

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System Safety Is Assured By Integrity MonitorsThe KFC 250 monitors the validity of the

system sensors and the Flight Computer toalert the pilot when the system cannot res-pond correctly to command signalsInvalid signals provide visual warvlngby means of the flags and annunciators In-valid signals are also routed to the KFC 250switching logic to lock out modes which willnot operate reliablyMost failures in the slaved compasssystem would be annunciated by a compassflag and the system would not allow selectionof the Heading, NAV or APPR modesThe illustrations above show the KFC 250Flight Director cockpit displays with all warn-ing flags in viewFlight Command indicator warnings:Flight Director (FD) Command V-bar will biasout of view whenever the FD mode is notselected, and when FD internal power is in-adequate Attitude and computer flags willalso be in viewThe Pictorial Navigation Indicatorwarnings: A compass flag indicates that thecompass card is not displaying proper heading

A NAV flag indicates hat a valid NAV Signal isnot being received12 -

When an ILS channel is selected on theNAV receiver and a valid Glideslope signal isreceived, the Glideslope pointer will appear.Glideslope coupling usually occurs at OuterMarker, when the Glideslope is intercepted(glideslope pointers centered) and APPRCPLD. If, after GS coupling, the GS pointerdisappears, the system will flash the GS An-nunciator and go from GS coupled to PitchAttitude Hold. If the GS pointer reappears,the system will revert back to GS coupled.The NAV warning flag indicates an invalidLocalizer but has no effect on Glideslopeoperation.In the Approach mode, in an aircraftequipped with dual LOC and GS receivers,Ap-proach monitoring s provided f both systemsare tuned to the LOC frequency. If the devia-tions of No. 2 LOC or GS differs greater than apreset amount the appropriate annunciatorlight (APPR or GS) will flash.The Trim warning light in the Annun-ciator Panel will light when a monitored Autoor Manual electric trim failure occurs or whenthe trim breaker is pulled. It will also flash 4to 6 times when the TEST switch on the ModeController is depressed.


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Preflight Test Determines, Before Takeoff,that the System is Operating Normally.With power on, a!l circuit breakers in,and engine running, allow 3 minutes for thegyros to come up to speed.Make sure you are in slaved gyro modeby confirming the status on the KA 51B Slav-ing Meter and compare the compass card onthe KPI 552 or KI 525A with your magneticcompass.With no modes engaged, depress thePreflight Test button on the Mode Controller.All modes will be annunciated on the Annun-ciator Panel, ncluding he 3 Marker lights, andthe red Autotrim light will flash. At least four and

not more than six flashes must be be observedto indicate proper operation of the Autotrimmonitor f.eature. The KCI 310 computer flagwill also come into view. (Figure 1)For attitude indicator test, push the testbutton on the KCI310 front panel. The attitudeand compass flags will appear and the pic-torial horizon will display a climbing right turn.(Figure 2)The KI 256 FCI does not have a computeror attitude flag or attitude test since the gyro isair driven.The pilot first engages the Flight Directorto activate the Command V-bar. Then he

engages the Autopilot. The Autopilot will notengage when the Flight Director is notoperating.Now depress the CWS switch, center thedisplay on the Flight Command Indicator andrelease the CWS switch. Then apply force tothe controls to determine if the Autopilot canbe overpowered.CAUTION: Operation of the Autopilot on theground may cause the autotrim to run becauseof back force generated by elevator down-springs or pilot induced forces.

Some aircraft have preflight test sequen-ces required in addition to the general pro-cedures described here. See the FAA approvedAircraft Flight Manual Supplement for yourparticular aircraft for details.IMPORTANT: This pilot Guide provides ageneral description of the various operationalcharacteristics of the KFC 250 Flight ControlSystem. However, op eration of the systemshould not be attempted without f irstreviewing your FAA Approved AircraftFl ight Supplement Manual for completesystem famil iarization and l imitation.

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FLIGHT DIRECTOR Mo de (FD)The Flight Director mode is activated bydepressing the FD button on the ModeI ontroller.The FCI Command V-bar will appearand provide the pilot with steering commandsto maintain wings level and the pitch attitudethat existed at the time of Flight Directorengagement.If pitch or roll attitude are changed, re-cycling the FD button will synchronize theCommand V-bar to the new situation.If a change only in the commanded pitchattitude is desired, the Control Wheel Steering(CWS) button installed on the pilots controlwheel allows the pilot to synchronize he Com-mand V-bar (in the FD mode with Autopilotdisengaged) without removing his hand fromthe control wheel.The Flight Director can also be activatedby direct selection of any specific mode,which will activate the Command V-bar. Suchselection will annunciate both FD and theappropriate mode.The Vertical Trim switch on the ModeController may also be used to adjust theselected pitch attitude up or down at approx.1degreelsecond.Special note: The FD mode must beactivated before the Autopilot can be

engaged.AUTOPILOT Engagem ent

The AUTOPILOT is engaged by movingthe solenoid-held AP toggle switch on theMode Controller to the ON position. Note thatthe AP and the YAW DAMP (YD) switches arewired so that the YAW DAMP mode isautomatically engaged with the AP switch.The Autopilot, together with the YawDamper, provides three-axis stabilization,automatic turn coordination and automaticelevator trim as well as automatic responseto all selected Flight Director commands.

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CAUTION: When the autopilot is engaged,manual application of aforce to the pitch axisof the control wheel for a period of 3 secondsor more will result in the autotrim systemoperating in the direction to create a forceopposing the pilot. This opposing mistrimforce will continue to increase as long as thepilot applies a force to the control wheel andwill ultimately overpower the autopilot. If the

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IfI autopilot is disenoaoed under theseconditions, the p lot maybe required to exertcontrol forces in excess of 50 pounds tomaintain the desired aircraft attitude TheDilot wi,I have to maintain tnis control forcewhile he manually retrims the aircraftCAUTION: Prior to Autopilot engagement,the pilot should make sure the V-bar com-mands are satisfied This will prevent anyrapid changes in the aircrafts flight pathwhen the Autopilot IS engaged

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HEADING SELECT/PRESEL ECTMode (HDG SEL)Select a desired heading by positioningthe heading "bug" on the PNI. This is donewith the HDG knob on the PNI.Depress the HDG button on the ModeController to activate the HDG SEL mode.

HDGSEL" will light on the Annunciator Paneland a computed, visually displayed bankcommand is shown on the FCI. Following thisbank command, the aircraft will bank and rollout on the desired preselected heading.The Command V-bar on the FCI will de-flect in the direction of the shortest turn tosatisfy the commanded turn to the pre-selected heading. The aircraft may be man-ually banked to realign the V-bar and satisfythe command or, if the Autopilot is engaged,the aircraft will automatically bank, turn to,rollout and hold the preselected heading. Asthe aircraft approaches the selected head-ing the V-bar will command a rollout to wingslevel.With the HDG SEL mode in operation,subsequent changes made in the headingbug" position on the PNI will immediatelycause the V-bar on the FCI to call for a turn tothe new heading.The HDG SEL mode is cancelled whenNAV or APPR coupling occurs, or wheneverthe FD or HDG mode buttons are depressed.CAUTION: An invalid heading source (com-pass flag in view) will automatically disen-gage the autopilot. The autopilot may then bere-engaged, however, only the verticalmodes will be useable.

YAW DAMP ModeThe KC 291 Yaw Mode Controller is in-stalled beside the KC 290 Mode Controller

and the yaw axis is wired so that it automati-cally engages when the Autopilot IS en-gaged Disengagement of the Yaw Damperis accomplished by using the alternate ac-tion switch (pushbutton) on the KC 291 TheYaw Damper may be engaged alone with orwithout any Flight Director mode It usuallyprovides a more stable aircraft whethercontrol surfaces are operated manually or bythe Autopilot The Yaw Damper engagestatus is annunciated on the KC 291 YawMode Controller15


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NAVIGATION (NAV ARM and NAVCPLD)ModeThe NAV mode provides visual bankcommands on the Flight Command Indicatorand deviation guidance on the PNI to inter-cept and track a VOR course or an RNAVcourse.Operation of the NAV mode requires thepilot to:1.Tune the frequency of the selected VOR(or VORTAC) station. For RNAV operation,set in waypoint distance and bearing fromthe VORTAC station.2. Set the PNI course pointer on the de-sired course.

3. Establish angle of intercept by settingheading "bug" and activate "HDG" mode.4. Depress the NAV button on the ModeController.When the "NAV" button on the ModeController is depressed, "NAVIARM" will belighted on the Annunciator Panel and theautomatic capture circuit is armed. Headingselect, if operating, is retained until captureoccurs.The VOR or RNAV "course-capture''point is variable to prevent overshoot anddepends on angle of intercept and the ratethe course deviation is changing. Upon cap-ture, a bank command will be displayed on

the FCI; the HDG, if on, will be cancelled and"NAVICPLD" will be lighted on the Annun-ciator Panel.The pilot can manually bank the aircraftto satisfy the command display which will callfor a rollout to level flight when on coursecenterlhne to track the course. Crosswindcompensation is provided in the "trackstate.If the NAV mode is selected with theaircraft level within k4 ' of bank and withinthree dots of course deviation, NAVIARMwillbe bypassed and NAVICPLD will engagedirectly.If the Autopilot is engaged, the aircraftwill bank to satisfy the command display androllout on course automatically.Upon station (or waypoint) passage, anoutbound course other than the inbound re-ciprocal can be selected by resetting theNAV course arrow on the PNI. This will causean immediate V-bar deflection on the FCI di-recting a turn to the,new course.The NAV mode is cancelled by depress-ing the NAV button, or selecting HDG (whenin NAV coupled) or APPR modes, or pushingFD to "OFF'.CAUTION: The NAV mode of operation willcontinue to provide airplane control without avalid VOR/LOC signal (NAV flag in view).

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APPROACH (APPRIARM, A PPRICPLDand GS CPLD) ModeThe APPR mode provides visual roll andpitch commands on the FCI V-bar to captureand track precision ILS (LOC and Glide-slope) beams, or non-precision VOR radialsLateral and vertical deviation can be moni-tored on the PNIOperation of the APPR mode requiresthe pilot to1. Set the NAV receiver frequency2. Set the PNI course pointer to the in-bound runway heading or.the front coursein case of ILS precision approach Do thiseven on back course approach3.Set the HDG SEL"bug" on the PNIto thedesired intercept angle and activateHDG" mode4. Depress the "APPR" button on the modecontrollerThe automatic APPR capture functionwill be immediately armed "APPR/ARM" willbe 11 hted on the Mode Annunciator Panelfn APPR/ARM mode, prior to capture,the heading select mode is retained in orderto allow the pilot to adjust heading toApproach Control vectoring instructionsThe LOC beam or VOR "capture" pointwill vary, depending on angle of interceptand rate of change of deviation indication

Upon capture, a bank command will be in-troduced on the FCI, the existing headingmode will be cancelled and "APPRICPLD"will be lighted on the Annunciator PanelThe pilot may manually bank the aircraftto satisfy the command display, which willcommand a rollout to level flight when theaircraft is on course Automatic crosswindcompensation will provide precise trackingVOR/LOC deviation is shown on the PNI, andactual crab angle will be shown by offset ofthe course arrow from the lubber lineThroughout APPR mode operation, LOCand Glideslope deviation or VOR deviationare displayed in the PNIIf the Autopilot isengaged during opera-tion in the APPR mode, automatic steeringresponse will follow the command display onthe FCIThe Glideslope mode is armed for au-

has occurred Automatic Glideslope captureoccurs as the aircraft passes through theglide path from above or belowUpon interception of the Glideslope,capture occurs and "GS CPLD" is lighted onthe Annunciator Panel A smooth capturepitch command is displayed by the Com-mand V-bar The pilot (or Autopilot) controlsthe aircraft to satisfy the Command V-barUpon GS capture, the ALT HOLD mode(if active) is cancelled. However, ALT HOLDmay be manually reselected to maintainaltitude upon reaching MDA if visual contact isnot established

tomatic capture if LOC front course capture

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During VOR or RNAV approaches,Glideslope capture will not occur becausethe NAV receiver is channeled to a VOR sta-tion, not an ILS, and this locks out the Glide-slope function.APPR/CPLD mode is cancelled byselection of HDG, NAV, or Go-Around modes. . . or pushing FD or APPR to "Off".CAUTION:The APPR mode of operation willcontinue to provide airplane control without avalid VOR/LOC signal (NAV flag in view).

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BA CK COURSE (BA CK CRS) ModeWhenever a LOC or ILS frequency isselected, the BC mode may be activated bydepressing the BC button on the Mode Con-troller, after selecting APPR. When in BCmode and Localizer caDture occurs. the

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system will turn and track outbound on thefront course or inbound on the back course.The BC mode reverses the LOC deviationsignal and course datum to permit the FCIsteering command display to operate on a fly-to rather than a fly-from basis on the reversecourse. BACK CRS is lighted on the Annun-ciator Panel.Operation on BC is identical to frontcourse operation including setting the PNICourse Pointer to the front course heading,except that automatic Glideslope capture islocked out by the switching circuitry.Localizer deviation on PNI will have the propersensing if the front inbound Localizer coursewas set on the PNI.GO-AROUND Mode

The Go-Around mode is primarily de-signed to assist the pilot in establishing theproper pitch attitude under missed approachconditions. The Go-Around switch is locatedon the throttle lever for pilot conveniencewhen applying climb-out power.Depression of the Go-Around switchduring an approach cancels all Flight Di-rector modes and disengages the Autopilot,if it is engaged.* A wings-level and pitch-upcommand is displayed by the FCI and :GOAROUND is lighted on the AnnunciatorPanel. The magnitude of the pitch-up com-mand is adjustable to match Flight Manualcriteria for each aircraft model.The Go-Around mode may also be usedon takeoff for climb-out attitude guidance.When used for takeoff, the Go-Around mode

may be followed with HDG for continuousheading control during departure. NAV andAPPR modes may also be armed for automa-tic capture and guidance during the depar-ture sequence.Go-Around may be cancelled by use ofVertical Trim, Altitude Hold mode, ControlWheel Steering mode or by turning off theFlight Director.*Some airplanes are certified with the Auto-pi lot remaining engaged when GA isselected. (Refer to Flight Manual Sup,ple-ment to determine your type of installation.)AL TITUDE SELECT (AL T ARM) Mode

This mode allows the pilot to select analtitude and, upon approaching that se-lected altitude, obtain an automatic visualpitch command on the FCI to capture andhold the preselected altitude. To operate inthis mode the pilot must:1. Set the desired altitude into theselected altitude window of the KAS 297Altitude Selector.

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2. Establish a climb or descent as appro-priate.3. Depress the ARM button on the AltitudeSelector. This may be done at any time dur-ing the climb or descent before the selectedaltitude has been attained. ALT ARM willlight on the Annunciator Panel and on theAltitude Selector.4. The Altitude ALERT annunciator in theKAS 297 will illuminate (and in most systemsa two second aural tone will sound) 1,000 ft.prior to reaching selected altitude and willcancel at 300 ft. prior. An aural tone willsound upon reaching altitude.As the aircraft approaches the selectedaltitude, an adaptive pitch ,rate commandwill automatically guide the pilot through it ata low rate. As the aircraft reaches theselected altitude, ALT HOLD ,will automati-cally engage, ALT HOLD will light on theAnnunciator Panel and ALT ARM will dis-appear. The command bars on the FCI willcall for level flight at the selected altitude. Ifautopilot s engaged, the system will performthe required maneuvers.ALT ARM is disengaged by depressingthe ALT ARM button, by engaging ALTHOLD, by GS capture, or selecting FLT DIRto OFF.

AL TITUDE HOLD (ALT HO LD) ModeThis mode will cause a computed visualpitch command on he FCI command bars tohold the aircraft at the pressure altitude ex-isting at the time it was activated.The mode is activated either automati-cally by the ALT ARM function, or manuallyby depressing the ALT button on the ModeController.If the autopilot is engaged, it will auto-matically hold the aircraft at that altitude.The Vertical Trim switch may be used toadjust the selected altitude up or down at a

constant rate of approximately 600 fpm withoutdisengaging the mode. This enables the pilotto conveniently adjust the aircraft altitude tomatch resetting of the altimeter, or to makeshort descent segments during a nonprecisionapproach.The ALT HOLD mode is cancelled byautomatic Glideslope capture or selection ofALT ARM, or GO-AROUND modes, or selec-tion of FLT DIR to OFF.CONTROL WHEEL STEERING(CWS) Mode

When the Autopilot is engaged, ControlWheel Steering provides the pilot with thecapability for natural and convenient manualmaneuvering of the aircraft without the needto disengage and reengage the Autopilot, orreselect any modes of operation.The CWS mode is engaged by continu-ous pressure on the CWS button, preferablylocated on the left-hand horn of the controlwheel. Operation of the CWS button causesimmediate release of Autopilot servos and

allows the pilot to assume manual control,while Autopilot control functions and PitchCommand and Altitude Hold modes areplaced in a synchronization state.This means that these modes remain incontinuous synchronization with the pilotsaircraft maneuvers so that, upon release ofthe CWS mode button, the Autopilot willsmoothly reassume control of the aircraft tothe original lateral command and existingvertical command.Since all engaged modes remaincoupled (in synchronization) during opera-tion of the CWS mode, their annunciatorlights will continue to show on, the Annun-ciator Panel. The CWS mode is not sepa-

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I1. The FD has been engaged. Takeoff is in theGO-AROUND mode, activated by depres-sing the GO-AROUND button located on thethrottle. GO-AROUND is lighted In the an-nunciator panel. Wings are commandedlevel and the nose up to the GO-AROUNDangle. Takeoff is on runway 35 as shown onthe PNI. 2. The aircraft is well off the ground andclimbing.The heading bug on the PNI is turnedto a desired heading and HDG mode hasbeen pushed on.The Flight Director has responded withthe Command V-bar calling for a left turn tothe 270 heading and takeoff pitch attitude.The aircraft has not yet responded to theheading command but will as soon as theAutopilot is engaged.


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3.With the.Autopilot engaged, the aircraft isresponding to the FCI commands with a leftbank. Takeoff climb attitude continues. Desir-ed altitude may now be selected and armedon the KAS 297 altitude selector. Altitude aler-ting will be provided as you approach yourselected altitude.

4. Desired altitude has been reached, ALTHOLD mode has been automatically en-gaged and the aircraft has returned to levelflight. The 270" heading has been acquired.

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o ILS Amroach

1. In HDG SEL and ALT Hold mode on a LCCchannel, the aircraft is heading 270 towardthe Localizer. The front inbound localizercourse of 58 is selected. APPR mode andBc have been selected. The back course(BC) mode is selected to go outbound on thefront course. The capture point is now beingcomputed, based on closure rate.

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r2. When the computed capture point isreached, the APPR CPLD mode is automati-cally activated and a left turn outbound onthe localizer is commanded by the FCI, andis satisfied by the Autopilot.Note that the left-right deviations of thebar give fly-to ndications ust ason the frontcourse inbound.


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3.Prior to .procedure turn you will return toHDG mode in order to select your outboundheading. Approach Coupled mode will au-tomatically cancel.During the procedure urn outbound, thedeviation bar shows pictorially that the air-craft is flying away from the Localizer cen-terline at a 45" angle on a selected headingof 283".

4. Now you have reset the heading selectbug tol03"and madealapturn othis head-ing. This 103" heading will intercept the frontcourse. The PNI clearly pictures the courseyou are to intercept and the angle of intercep-tion. APPR ARM mode has been selected sothat automatic capture of the Localizer willoccur.

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1.Continuing the maneuver on precedingpage, APPR coupling occurs and the Glide-slope mode is automatically armed. TheCommand V-bar will command a turn to theLOC course and the PNI shows your positionin relation to the LOC course.

2. The Autopilot (or pilot) is following theCommand V-bar on the FCI which commandsthe necessary heading to maintain on center-line of the Localizer. At the Outer Marker theGlideslope pointer is approximately at midpoint,Altitude Hold is automatically disengaged andGlideslope capture occurs when the airplanepasses through beam center. The V-bar willcommand a descent on the Glidedone and onLocalizer.

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3. At the Middle Marker a missed approachis executed by pressing the Go-Around but-ton on the throttle as you increase power. Thisdisengages the Autopilot and the FCI com-mands the correct nose-up attitude andwings level. At the discretion of the pilot, theAutopilot may be reengaged to complete themissed approach. Some airplanes are cer-tified with autopilot remaining engaged whenGA selected.

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4. The heading "bug" has been previouslyset to the missed approach heading,90".Ac-tivating the HDG mode will cause the Com-mand V-bar in the FCI to command a turn tothat heading. Pitch-up attitude may be ad-justed from the Go-Around angle by usingCWS or the Vertical Trim control on the Au-jopilot controller, either of which terminatesGA" mode.

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KFC-250 Flight Control System

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Transcript of KFC-250 Flight Control System