Pilot’s
Guide
KCS
55A
Bendix/King Compass System
2
Introduction to the King KCS 55A
Compass System
. . . . . . . . . . . . . . . . . . . . . . . .
3
Panel display:
KI 525A Pictorial Navigation Indicator
KA 516 Slaving Control and Compensator
Remote units:
KMT 112 Magnetic Slaving Transmitter
KG 102A Directional Gyro
KA 52 or KA 57 Autopilot Adapters
KI 525A description and display functions
. . . . . .
.6.7,
KA 51 B Slaving Meter-operation
. . . . . . . . . . . . . .
KCS 55A System operating instructions
. . . . .
.9.10. 11
Operating procedures:
Vectors to intercept a radial
Turn to intercept a Victor Airway
. . . . . . . . . . . . .
Negotiating a dogleg in a Victor Airway
. . . . . . .
Intercepting a new Airway
Holding Pattern
. . . . . . . . . . . . . . . . . . . . . . . . .
16
ILS Approach-Front Course
ILS Approach-Back Course
. . . . . . . . . . . . . . .
-18
KCS 55A System in the King Silver
Crown NAV/COMM System
KCS 55A System in the King
Silver Crown NAV/RNAV/COMM System
KCS 55A System Autopilot Interfaces
. . . . . . . . . . . .
An example of a complete
King Silver Crown System
. . . . . . . . . . . . . . . . . .
KCS 55A System Specifications
. . . . . . . . . . . .
.22. 23
Silver Crown KCS 55A
Compass System
The King KCS 55A Compass System provides the pilot with a simple, comprehensive visual display of the aircraft's head- ing and position in relation to a desired course.
But the KCS 55A is considerably more than a visual display; it's a complete slaved compass system that includes a mag- netic slaving transmitter, a slaving control and compensator unit, a directional gyro for stabilization of the system, an optional autopilot adapter and the Pictorial Navigation
Indicator (PNI) itself.
The panel-mounted KI 525A PNI combines the display func- tions of the standard Directional Gyro with VOWLOC course deviation indication and Glideslope deviation and flag into one compact display. Consequently, pilot workload is con- siderably reduced and visual coordination between several separate indicators is eliminated.
The KI 525A simplifies course orientation, intercept and tracking and will generally result in better piloting technique and skill.
3
This
is
the complete
KCS 55A System:
PANEL DISPLAY
.
The KI 525A Pictorial Navigation
Indicator is the panel display for the
KCS 55A compass system. By com- bining the display functions of the standard Directional Gyro, the VOR and LOC deviation indicator with
Glideslope display, the KI 525A sim- plifies navigation and reduces cockpit workload.
- U l +
The
KA
518 Slaving Control and
Compensator Unit is panel-mounted and provides a means of selecting either the “slaved gyro” or “free gyro” modes. The free gyro mode allows manual slaving when fully automatic operation is not desired. The unit also contains a meter which indicates when there is a difference between the KI 525A compass card and the aircraft’s magnetic heading. Options to the KA 51 B include vertical or hor- izontal mounting. When space behind the panel is restricted, the compenstor unit may be re-moved and remote mounted.
REMOTE UNITS
The KMT 112 Magnetic Slaving
Transmitter senses the direction of the earth’s magnetic field and con- tinuously transmits this information through the slaving circuitry to the
Directional Gyro which is automati- cally corrected for precession or
“drift”. This sensor is mounted remotely.
.. usually in a wingtip
... to eliminate the possibility of magnetic interference.
1
The KG 102A Directional Gyro pro- vides gyro-stabilization for the sys- tem and contains the slaving circuit- ry necessary for operation of the system. This unit is remote-mount- ed.
The KA 52 or KA 57 Autopilot
Adapters are optional remote-mount-
ed
units that convert direct current heading select and course select sig- nals from the KI 525A into altemation current signals that are compatible with most aircrafl auto-pilot or flight director systems.
I
NAV Warning
(actual size)
Lubber Line
I
Compass
Warning Flag
Selected course
Pointer
Heading
SelectBug
,
Indicator
Dual
Glideslope
Pointers
Glideslope
Deviation
Scale
Symbolic
Aircraft
-
RNAV
VORROCI
Deviatlon Bar
Course
-
Heading
Select Knob
/
r
Select Knob
VORAOClRNAV
Deviation Scale
Compass Card
6
Description of Indicator and Display Functions
Compass Card
Directional Gyro, this card rotates within the display
so
that the aircraft heading is always at the top, under the Lubber
Line.
Lubber Line
- that indicates aircraft magnetic heading on the Compass Card.
Symbolic Aircraft
- craft. This miniature aircraft always points toward the top of the display and the Lubber Line.
Selected Course Pointer
- indicates the desired VOR or Localizer course and the “tail” indi- cates the reciprocal. This pointer is set by rotating the Course
Select Knob.
Course Select Knob
-
Pointer to the desired course on the Compass Card. This knob corresponds to the Omni Bearing Selector (OBS) on standard
NAV indicators.
VOWRNAV and LOC Deviation Bar
- to the “lefthight” needle on standard Course Deviation
Indicators. When the aircraft is precisely on the VOR radial or
Localizer course, it forms the center section of the Selected
Course Pointer and will be positioned under the Symbolic
Aircraft. When off course or approaching a new course, it will move to one side or the other. Since the entire VOR and
Localizer display rotates with the Compass Card, the angular relationship between the Deviation Bar and the Symbolic
Aircraft provides a pictorial symbolic display of the aircraft’s position with respect to the selected course.
Deviation Scale
white dot represents 2” of deviation left or right of course.
When tuned to a Localizer, the deviation is 1/2” per dot. In
RNAV “APPR” mode the scale is 1/4 nm per dot. In RNAV
“ENROUTE mode the scale is 1 nm per dot.
Heading Select Bug
perimeter of the display, used primarily to select the desired heading you wish to fly. This desired heading can be coupled into the Autopilot or Flight Direction with the appropriate
Autopilot adapter to provide the “heading select” function.
Heading Select Knob
-
Bug to a desired point on the Compass Card.
To-From Indicator
- display that indicates, with reference to the OBS setting, whether the aircraft is flying to or from the selected VOWRNAV station.
7
Dual Glideslope Pointer
on either side of the display. These pointers drop into view when a usable glideslope signal is received and go out of view when the Glideslope signal becomes marginal. During an ILS approach, these pointers represent the vertical orien- tation of the aircraft with respect to the center of the
Glideslope beam. When on Glideslope, the pointers will align with the center markers on the Glideslope scale.
Glideslope Deviation Scale
-White dots on each side of the display which, in conjunction with the Glideslope point- ers, indicate either “too high”, “too during an
ILS approach. low”, or “on Glideslope”
Compass Warning Flag
- red flag labeled “HDG becomes visible in the upper right quadrant of the display whenever the electrical power is inadequate or the direc- tional gyro is not up to speed.
NAV
Warning Flag
- red flag labeled ible in the upper left quadrant
“NAV” becomes vis- of the display whenever an unusable VOR or Localizer signal is being received.
KA
51 Slaving Meter/Compensator
8
A
Horizontal Mount
‘ I
Counterclockwise
Adjustment
Vertical Mount
Slaving Meter
between the displayed heading and the magnetic heading.
Right deflection indicates a clockwise error of the compass card. Left deflection indicates a counterclockwise error of the compass card. Whenever the aircraft is in a turn and the card rotates, this meter will show a full defection to one side or the other.
Note:
During level flight
it
is normal for the mabr needle to continuously move from side to side and to be fully deflected during a turn. tf the needle stays ful- ly deflected, l& or right, during level flight, the Free
Gym mode can be used center
It, as described below. to
Slave and Free
Gyro
Locking Switch
“slave” position, the system is in the slaved gyro mode.
When the switch is in the “free” position (not engaged), the system is in the free gyro mode.
Clockwise Adjustment
- gyro mode, the clockwise manual heading drive switch will rotate the compass card to the right to eliminate left compass card error.
Counterclockwise Adjustment
- the free gyro mode, the counterclockwise manual heading drive switch will rotate the compass card to the left to elimi- nate right compass card error.
OPERATING
INSTRUCTIONS
1. Until power is applied to the KCS 55A System, and the directional gyro is up to speed, a red flag labeled
“HDG: will be visible in the upper right quadrant of the KI
525A Indicator.
In operation, this warning flag will be visible whenever the power being supplied is inadequate or the gyro is not up to speed.
2. With power application to the KCS
55A System, and gyro operating speed, the red “HDG: flag will disappear from view.
3.
If the KCS 55A System is in the slaved gyro mode, the compass card will automatically fast slave at the rate of 180 degrees per minute toward the magnetic heading.
(Immediately after applying power, this compass card move- ment should be quite visible.) It will continue to fast slave until the proper magnetic heading is indicated, after which
9
10 it will slave at a constant rate of 3 degrees per minute to keep the system aligned with the earth’s magnetic field.
4.
If the KCS 55A System is in the free gyro mode, check the slaving meter to determine whether there is right or left deflection. Then move the manual slave switch the appro- priate direction to center the needle and properly align the system with the earth’s magnetic field.
5.
Until a usable navigation signal is being received by the
KCS 55A system, a red flag labeled “NAV will be visible in the upper left quadrant of the KI 525A Indicator. In opera- tion, this warning flag will be visible whenever an inadequate navigation signal is being received.
6. For normal navigation, set the NAV receiver to the desired VOR or Vortac station and the red navigation flag
(NAV)
will disappear from view if a usable signal is being received.
7. Rotate the Course Select knob to position the Selected
Course Pointer to the desired VOR course.
8.
The VOR Deviation Bar represents the selected course and the relationship of this bar to the symbolic aircraft in the center of the instrument visually presents the actual rela- tionship of the selected course to your aircraft position. (in other words, if the symbolic aircraft on the display indicate approaching the deviation bar at which your aircraft is actually approaching the selected course.)
9. To prepare for an ILS approach, tune the NAV receiver to the desired frequency. If a usable Localizer signal is being received, the NAV warning flag will disappear.
10.
For a front or back course approach, rotate the Course
Select knob to set the course Pointer on the front Localizer course. As with normal navigation (#6 above), the LOC
Deviation Bar represents the desired course. The relation- ship between this bar and the symbolic aircraft gives a true picture of where your aircraft is located with respect to the
Localizer course. Following this procedure provides the cor- rect sensing whether flying a front or back course approach.
11. The Glideslope Deviation pointers will become visible on both sides of the display when a usable Glideslope signal is received. If they do not come into view, a usable Glideslope signal is not being received.
12.
The Glideslope pointers indicate the relative position of the Glideslope path with respect to the aircraft.
k
(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. The VOWLOC Deviation Bar, the
NAV flag, and the To/From Indicator will remain in operation.
If the Navigation Warning Flag (NAV) appears during oper- ation, there are five possibilities:
(1) the NAV receiver is not turned on, (2) the NAV receiver is improperly tuned, (3) the ground VOR or LOC station is malfunctioning or not in oper- ation, (4) the NAV receiver is malfunctioning, or (5) the air- craft is out of range of the selected ground station. (The
Compass Card will continue to display the aircraft heading even if a usable NAV signal is not being received.)
If the Glideslope pointers remain out of view during a front course ILS approach, either the aircraft Glideslope receiver or the ground station Glideslope transmitter is malfunction- ing. Glideslope is usually not available during a back course approach. (The VOR and LOC course display will continue to function normally even if usable Glideslope signal is not being received.)
A continuous large deflection of the Slaving Meter or large discrepancies between the Magnetic Compass and the KI
525A Compass Card may indicate a failure in the slaving system. If a slaving failure should occur, the free/slave gyro switch should be pulled and moved to the “free” position to select the free gyro mode. Then, by moving the adjustment switch to the Clockwise or Counterclockwise position, the
Compass Card can be rotated to the correct heading as indi- cated on the alcohol compass. The KCS 55A System will continue to function normally except the heading information will be solely derived from the KG 102A Directional Gyro: there will be no automatic correction and periodic adjust- ments must be made manually to correct for precession.
Note:
It is desirable to disconnect the autopilot under the fol- lowing conditions:
1. HDG flag comes into view
2. System is in Fast Slave
3. System is in Free Gyro mode and being manually slaved.
Therefore, the system has the capability to supply the autopi- lot with an automatic disconnect signal under these condi- tions.
11
r1
z
1
\
12
Procedures with the KCS 55A
The following seven 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 and the pho- tographs of the KI 525A PNI will give you an idea of how simple and comprehensive the display really is.
1.
Vectors to Intercept a Radial
After takeoff from Kansas City, we select a heading of
060 degrees with the heading bug to intercept the 110 degree course to Napoleon (ANX) VOR.
Selected course pointer is set on 110 degrees with the course knob. The KI 525A Pictorial
Navigation Indicator convenient- ly and accurately displays the intercept angle.
U
2.
TheVOR deviation bar begins to center as we approach the 110 degree course to Napoleon. The
KI 525A PNI makes it possible to intercept the course smoothly, without overshooting or bracket- ing. One method of doing this is to adjust your heading
so
that the top of the deviation bar always touches the lubber line.
As your aircraft heading approaches the new course, the deviation bar will swing towards the center and the angle of inter- cept will decrease.
r
c‘
3.
Turn to Intercept a
Victor
Airway
The ‘TO” indicator starts to swing to “FROM as you fly over the
Napoleon VORTAC station. At this time, set the selected course pointer on the V-12 course of 088 degrees.
As your begin your left turn to track V-12, notice that the KI
525A PNI continuously displays an accurate picture of the rela- tionship between your aircraft and the ANX 088 degree radial.
Once again, you can make a pre- cise, coordinated course inter- ception by adjusting your head- ing to keep the top of the devia- tion bar touching the lubber line.
4.
When the deviation bar is cen- tered and aligned with the course arrow, you are on course. Notice that correction
for
wind drift-in this case, a 080 degree heading on a 088 degree course-is completely automatic as long as you keep the deviation bar centered.
5.
About midway between
Napoleon and Columbia (CBI), you switch to the CBI VOR and the
TO/FROM
indicator immedi- ately swings to ‘TO”. Also note the course arrow should be moved from 088 degrees to 090 degrees which is the V-12 course to CBI.
13
--
14
6.
As you fly over the Columbia station, the TO/FROM indicator changes to "FROM. Since the outbound course for V-12 from
Columbia to Foristell (FIZ) is
098 degrees, you now set the selected course pointer on 098 degrees, you now set the select- ed course pointer on 098 degrees and fly to keep the devi- ation bar centered.
7.
Near the Heman intersection you switch to Foristell VORTAC and move the course arrow to
100 degrees, which is the V-12 inbound course to FTZ. The
TO/FROM indicator change to
To".
u
Your clearance is V-12 to
8.
Airway Interception
9.
As you cross the Foristell VOR-
TAC, the deviation bar will align
Foristell, then V-14 to the St.
Louis (STL) VORTAC, direct with the course arrow. Now set the heading bug to 062 degrees
Lambert Field. Approaching the
FTZ station, the heading bug is and tun left to follow V-14 to the
STL VORTAC. on 100 degrees as a reference for the V-12 course or as head- ing command for the autopilot, if used. Select the St. Louis VOR-
TAC on the NAV receiver and set the course pointer on the
STL 062 degree course.
14, flying to the STL VORTAC.
Once again, if you fly to keep the deviation bar centered, cor- rection for wind drift will auto- matically be accomplished.
NOTE:
For system limitations refer to your Flight Manual
Supplement.
15
Holding
Pattern
1
_ - -
1.
Approaching the
STL
VOKLAC,
the controller asks you to hold Southwest of the VOFKAC
on
the 244" radial, right turns. You are now
over
the station with a 064' course selected (the
2.
Halfway through the outbound turn, the KI 525A display shows the Deviation Bar behind the
sym-
bolic aircraft. You know, therefore, that you must eventually fly back to the radial in order to be on
TOFROM indicator has swung to "FROM"). (Set your Heading Bug to the reciprocal course during the inbound leg of the holding pat-
... or outbound tern. heading
...
244'
for
easy
reference and begin your right-turn holding pattern.)
1
I
as
a reference for 244". The 244" radal is
off
the right wing and parallel to your outbound course.
16
4.
Halfway through your turn to the inbound 064" course, the KI 525A shows the symbolic aircrafl approaching the Deviation Bar at a right angle. By keeping the top of the Deviation Bar on the
Lubber
Line, you can complete your turn and roll wt pre- cisely on course.
' U
/
ILS Approacn-
L
Course
1.
You are vectored from the holding pattem to the 1 Smile 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.The Glideslope pointers came into view when the
ILS
frequency was tuned, since a usable Glideslope signal is being received.
2.
Capturing me
ILS
course can be accomplished without overshooting or bracketing with the same technique you used in intercepting an enroute course: simply keep the top of the Deviation Bar on the Lubber Line and coordinate your tum until the bottom of the bar is aligned with the Course A m .
Each dot on the LOC Deviation Scale represents
1/2"
deviation when tuned to an ILS frequency.
3. The KI
525A
shows you that you have inter- cepted the Localizer course. The Glideslope pointers have started to center,
although
the dis- play indicates your aircraft is still below the glide- path at this point.
4. You are now centered on the
Localizer and
the
Glideslope. Once again, the KI 525A shows your aircraft is crabbed about 005" to the right to main- tain the Localizer course.
17
Back Course
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 head- ing. This will result in conventional pictorial deviation sensing even on back course. The KI 525A dis- play gives you an accurate picture of where you are at all times dur- ing the approach and the prom-
1
.You are outbound on the back Localizer course, having already set the Selected Course pointer to the inbound front course at 238". The Heading
Bug is preset at 193" for the procedure turn.
(Since there is usually no Glideslope signal on a
back
course, the Glideslope pointers are out of sight.)
2.
During the procedure tum outbound, the devia- tion bar shows pictorially that the aircraft
(as
repre- sented by the symbolic aircraft in the center of the
KI 525A) is flying
away
from the Localizer center- line at
45"
is under the Lubber Line. Note that left-right deviations of the course bar give "fly-to" indicators, just
as on
the front course.
3.
Now you've reset the Heading Marker to 013", and made a 180" tum to this Heading.This 013" heading will intercept the back course. The KI
525A clearly pictures the course you are to inter- cept and the angle of interception.
18
4. You have smoothly intercepted
the
back course.
Since the Course
Arrow
is
set
on the
front course
(238") the KI 525A shows a true picture
of the
situ- ation
... flying inbound on the back course. You
may
reset the Heading Marker to
058"
for
easy
refer- ence.
ni
ZZY
King TSO'd digital Silver Crown
NAVICOMM Systems
FROM ADF
This system diagram may help you understand how the different units of the digital
Silver Crown KX 165 system work together to provide a complete 200-channel NAV system with HSI and RMl ...p Ius 720-channel COMM capability.
King Silver Crown
NAV/RNAV/COMM System
RNAVNORILOC
KY 196
n
GS
KNS
W
The system diagram shows you how much King's digital Silver Crown
has
simplified addition of
Area Navigation to your avionics capabilities. The KNS
80
provides a 200- channel VOWLOC receiver, a 40-channel Glideslope receiver, a 200-channel DME and an RNAV Computer for storage of 4 complete waypoints (frequency, distance and bear- ing). It also has an integral LOC converter, so it provides complete RNAVNOWLOCIGS input to the KI 525A PNI. 720 channels COMM is provided by the KY 196.
19
20
Autopilot or Flkht Control System.
The low coat, slaved Pictorial Navigation System, with remote electric gyro, provides selected heading and course outputs for most Autopilots and Flight Directors.
To fly a heading, select your desired heading on the Heading
“Bug”. With Heading mode engaged, your Autopilot or Flight
Director commands the proper bank to fly the selected head- ing. To fly a VOR, RNAV or LOC course, select the desired course on the Course Arrow. With Radio Coupling mode engaged, your Autopilot or Flight Director commands the proper bank to make good the selected track with automatic correction for crosswind.
To provide heading and course coupling of the King Silver
Crown Compass System to your Autopilot or Flight Director,
King offers
two
optional, remote-mounted Autopilot Adapter units (KA 52 or KA 57). These Adapters convert DC heading and course select signals from the KI 525A
PNI into AC sig- nals compatible with most aircraft Autopilots and Flight
Directors.
This entire system has been designed to relieve the pilot's workload and make cockpit management easier and more efficient.
Combined functions such as NAVlRNAWGS
DME and ADFl Flight TimelElapsed Time reduce installation time and save space and weight. The "stay-ahead standby frequency selection with "flip-flop" transfer feature adds convenience and extra operational flexibility.
These new generation Silver Crown avionics demonstrate King's continuing leadership in state-of-the-art electronic design and the full utilization of microprocessor and display tech- nology to bring you tomorrow's avionics today.
Capabilities of these units include:
240-mile display Weather Radar
Audio Control Console with push-button trans- mitter and receiver selection and built-in
Marker Beacon receiver with automatically dimmed lights
720-channel VHF COMM
Integrated NAV/RNAV/DME/GS system with storage for 4 complete waypoints
*#2 Digital NAV/COMM with 720 channel
COMM, 200-channel NAV, and 40-channel
Glideslope
Pictorial Navigation Indicator with gyro-slaved magnetic heading
VOWLOC/Glideslope Indicator
Digital ADF with elapsed and flight timers
Radio Magnetic Indicator
(RMI)
Full capability Class 1 Transponder
KFC 150 Flight Control System
Airborne Radiotelephone
21
King KCS
55A
System Specification:
TSO Compliance:
.
TSOC6c
RTCA Environmental Categories
KI 525A,
KA
518: DAMAAAXXXXXX
KG
102A,
KA
52:
KMT 112:
BAJAAAXXXXXX
BAS-
System Accuracy:
Accurate to within 2 degrees of local magnetic heading.
Power Requirements:
13.75 VDC
(15.8 max.)
(1 1 .O min.)
1.73 amps or
27.5 VDC
(31.6 max.)
(22.0 min.)
1.73 amps
Slaving Rate:
Normal: 3 degrees per minute
Fast: 180 degrees per minute
Warm-up Time:
Varies from one minute at
+55"C to 5 minutes at -46°C
Altitude:
-1,000 to +40,000 feet
KI
525A
Size:
3.375
x
3.550 x
7.305 inches, nominal
(8.57 x 9.02 x 18.05 centimeters)
22
Weight:
3.94 pounds (1.786 kilograms)
Mounting:
Flanged mounted through front of the instrument panel.
NAV ReceiverNOR Converter
Signal Inputs:
VOWLOC deviation meter:
150k20 microamperes through a resis- tance of 1000*30 ohms for a full scale deflection of five dots.
To-From pointers: 200*40 microamperes through a resistance of 200k30 ohms for full deflection.
NAV warning flag: Disappears from view with an input of 210*30 microamperes through a resistance of 1000*30 ohms.
Glideslope deviation pointer: 150*20 microamperes through a resistance of
1 0 m 3 0 ohms for a full scale deflection of three dots.
Course resolver: Omnirange zeroed at
300 degrees for
30
Hz. Electrically equiv- alent to Clifton TSC-11 -F-08.
Signal Outputs:
Heading synchro output equal to 206 millivolts per degree of heading rotation. Requires external 26 volt AC excitation. Selected heading error output: An internally excited trans- ducer which supplies an error output equal to 0.6 volts D.C. per degree of dis- placement from the lubber line.
KG
102A
Size:
5.370 x 7.790 x 4.290 inches, nominal (13.64 x 19.79 x 10.90 centimeters)
Weight:
4.3 pounds (1.95 Kilograms)
Mounting:
Shock mount supplied with system.
KMT
112
Size:
3.37 dia. x 1.81 high, nominal
(8.55 dia. x
4.64 high, centimeters)
Weight:
0.3 pounds
(1 50 grams)
Mounting:
Rigid mount with three #6 nonmagnetic screws in a remote magnetically stable area.
KA
518
Size:
1.20 x 2.12 x 3.01 inches, nominal (3.05 x 5.38 x 7.62 centimeters)
Weight:
0.2 pounds (0.09 Kilograms)
Mounting:
Flanged mounted through the front of the instrument panel.
KA
52
and
KA
57
Size:
1.259 x 3.172 x 4.016 inches, nominal
(3.20 x 8.06 x 10.20 centimeters).
Weight:
0.4 pounds (170 grams).
Mounting:
Rigid mount with four
#6
screws.
Signal
Inputs:
Heading select D.C. input from the KI
525A.
Course datum
D.C. input from the KI
525A.
A.C. reference input from the aircraft autopilot system at
5 volts
R.M.S. mini- mum.
Signal Outputs:
Heading select A.C. output transformer isolated and phase locked to the refer- ence input signal.
Course. datum A.C. output transformer isolated and phase locked to the refer- ence input signals.
WARNING: Avionics i I skills, tools and test equipment.The famous King full year warranty system is valid only for equipment installed by an authorized Kings Sales and Service Center.
23
General Aviation Avionics Division
400 North Rogers Road
Olathe, Kansas 66062-1212
Telex 669916 KINGRAD FAX 913-791-1302
Outside USA & Canada (913) 782-0700
USA
&
Canada (913) 782-0400
01992 Allied-Signal Inc.
6/92 006-08256-0004 Printed in the U.S.A.
&lied
Signal A
