kcs 55a manual king 1

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PilotsGuideKCS 55ABendix/King Compass System


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Introduction to the King KCS 55APanel display:Compass System . . . . . . . . . . . . . . . . . . . . . . . . 3

KI 525A Pictorial Navigation Indicator . . . . . . . . .KA 5 1 6 Slaving Control and Compensator . . . . . .KM T 112 M agnetic Slaving Transmitter . . . . . . . .KG 102A D irectional Gyro . . . . . . . . . . . . . . . . . .KA 52 or KA 57 Autopilot Adapters . . . . . . . . . . .KI 525A description and display functions . . . . . . .6.7,KA 51B Slaving M eter-operation . . . . . . . . . . . . . . 8.9

KCS 55A System operating instructions . . . . . 9.10.11Operating procedures:Vectors to intercept a radial . . . . . . . . . . . . . . . . 2Turn to intercept a Victor Airway . . . . . . . . . . . . . 3Negotiating a dogleg in a V ictor Airway . . . . . . . 4Intercepting a new Airway . . . . . . . . . . . . . . . . . 5

Remote un its:

Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . 16ILS Approach-Front Course . . . . . . . . . . . . . . . . 7ILS Approach-Back Course . . . . . . . . . . . . . . . 1 8Crown NAV/COMM System . . . . . . . . . . . . . . . . 9KCS 55A System in the King SilverKCS 55A System in the K ingSilver Crown NAV/RNAV/COMM System . . . . . . 9KCS 55A System Autopilot Interfaces . . . . . . . . . . . . 0An example of a completeKing Silver Crow n System . . . . . . . . . . . . . . . . . .

KCS 55A System Specifications . . . . . . . . . . . . 22.23

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Silver Cro w n K CS 55ACom pass Sys temThe K ing KCS 55A Compass System provides the pilot witha 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 compensatorunit, a directional gyro for stabilization of the system, anoptional autopilot adapter and the Pictorial NavigationIndicator (PNI) itself.The panel-mounted KI 525A PNI combines the display func-tions of the standard Directional Gyro with VOWLOC coursedeviation indication and Glideslope deviation and flag intoone compact display. Consequently, pilot workload is con-siderably reduced and visual coordination between severalseparate indicators is eliminated.The KI 525A simplifies course orientation, intercept andtracking and will generally result in better piloting techniqueand skill.

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This is the completeKCS 55A System:PANEL DISPLAY

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. The KI 525A Pictorial NavigationIndicator is the panel display for theKCS 55A compass system. By com-bining the display functions of thestandard Directional Gyro, the VORand LOC deviation indicator withGlideslope display, the KI 525A sim-plifies navigation and reduces cockpitworkload.

The KA 518 Slaving Control andCompensator Unit is panel-mountedand provides a means of selectingeither the slaved gyro or free gyromodes. The free gyro mode allowsmanual slaving when fully automaticoperation is not desired. The unitalso contains a meter which indicateswhen there is a difference betweenthe KI 525A compass card and theaircrafts magnetic heading. Optionsto the KA 51B include vertical or hor-izontal mounting. When spacebehind the panel is restricted, thecompenstor unit may be re-movedand remote mounted.


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REMOTE UNITSThe KMT 112 Magnetic SlavingTransmitter senses the direction ofthe earths magnetic field and con-tinuously transmits this informationthrough the slaving circuitry to theDirectional Gyro which is automati-cally corrected for precession ordrift. This sensor is mountedremotely... usually in a wingtip .. toeliminate the possibility of magneticinterference.

The KG 102A Directional Gyro pro-vides gyro-stabilization for the sys-tem and contains the slaving circuit-ry necessary for operation of thesystem. This unit is remote-mount-ed.

The KA 52 or KA 57 AutopilotAdapters are optional remote-mount-ed units that convert direct currentheading select and course select sig-nals from the KI 525A into altemationcurrent signals that are compatiblewith most aircrafl auto-pilot or flightdirector systems.

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(actualsize)Compass

I Warning FlagLubber LineAV Warning

HeadingSelectBug ,

DualGlideslopePointers

Symbolic -AircraftrVORROCI/RNAVDeviatlon BarSelectedcoursePointerIo-FromIndicatorGlideslopeDeviationScale

- HeadingSelect Knob

Course VORAOClRNAVSelect Knob Deviation Scale Compass Card

Description of Indicatorand Display FunctionsCompass Card - esponding to input from the slavedDirectional Gyro, this card rotates within the display so thatthe aircraft heading is always at the top, under the LubberLine.

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Lubber Line- fixed white marker at the top of the displaythat indicates aircraft magnetic heading on the Compass Card.Symbo lic Aircraft- fixed representation of the actual air-craft. This miniature aircraft always points toward the top of thedisplay and the Lubber Line.Selected Course Pointer- n this two-part arrow, the headindicates the desired VOR or Localizer course and the tail indi-cates the reciprocal. This pointer is set by rotating the CourseSelect Knob.Course Select Knob - sed to rotate the Selected CoursePointer to the desired course on the Compass Card. This knobcorresponds to the Omni Bearing Selector (OBS) on standardNAV indicators.VOWRNAV and LOC Deviation Bar- his bar correspondsto the lefthight needle on standard Course DeviationIndicators. When the aircraft is precisely on the VOR radial orLocalizer course, it forms the center section of the SelectedCourse Pointer and will be positioned under the SymbolicAircraft. When off course or approaching a new course, it willmove to one side or the other. Since the entire VOR andLocalizer display rotates with the Compass Card, the angularrelationship between the Deviation Bar and the SymbolicAircraft provides a pictorial symbolic display of the aircraftsposition with respect to the selected course.Deviation Scale - hen tuned to a VOR frequency, eachwhite dot represents 2 of deviation left or right of course.When tuned to a Localizer, the deviation is 1/2 per dot. InRNAV APPR mode the scale is 1/4 nm per dot. In RNAVENROUTE mode the scale is 1nm per dot.Heading Select Bug - movable marker on the outerperimeter of the display, used primarily to select the desiredheading you wish to fly. This desired heading can be coupledinto the Autopilot or Flight Direction with the appropriateAutopilot adapter to provide the heading select function.Heading Select Knob- sed to rotate the Heading SelectBug to a desired point on the Compass Card.To-From Indicator- white triangle near the center of thedisplay that indicates, with reference to the OBS setting,whether the aircraft is flying to or from the selected VOWRNAVstation.

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Dual Gl id eslop e Pointer - hartreuse triangular pointerson either side of the display. These pointers drop into viewwhen a usable glideslope signal is received and go out ofview when the Glideslope signal becomes marginal. Duringan ILS approach, these pointers represent the vertical orien-tation of the aircraft with respect to the center of theGlideslope beam. When on Glideslope, the pointers willalign with the center markers on the Glideslope scale.Glideslo pe Deviat ion Scale -White dots on each side ofthe display which, in conjunction with the Glideslope point-ers, indicate either too high, too low, or on Glideslopeduring an ILS approach.Com pass Warning Flag - A red flag labeled HDGbecomes visible in the upper right quadrant of the displaywhenever the electrical power is inadequate or the direc-tional gyro is not up to speed.NAV Warnin g Flag- red flag labeled NAV becomes vis-ible in the upper left quadrant of the display whenever anunusable VOR or Localizer signal is being received.

KA 51B Slaving Meter/Compensator.

A I-ounterc lockwise

AdjustmentHorizon tal Mount Vertical Mount

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Slaving Meter - This meter indicates the differencebetween the displayed heading and the magnetic heading.Right deflection indicates a clockwise error of the compasscard. Left deflection indicates a counterclockwiseerror of thecompass card. Whenever the aircraft is in a turn and thecard rotates, this meter will show a full defection to one sideor the other.Note: During level flight it is normal for the mabr needle to continuously movefrom 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 tocenter It, as described below.Slave and Free Gyro Locking Swi tch - When in theslave position, the system is in the slaved gyro mode.When the switch is in the free position (not engaged), thesystem is in the free gyro mode.Clockw ise Adjustment -When the system is in the freegyro mode, the clockwise manual heading drive switch willrotate the compass card to the right to eliminate left compasscard error.Counterc lockwise Adjustment - When the system is inthe free gyro mode, the counterclockwise manual headingdrive switch will rotate the compass card to the left to elimi-nate right compass card error.

OPERATING INSTRUCTIONS1. Until power is applied to the KCS 55A System, and thedirectional gyro is up to speed, a red flag labeled HDG: willbe visible in the upper right quadrant of the KI 525A Indicator.In operation, this warning flag will be visible whenever thepower being supplied is inadequate or the gyro is not up tospeed.2. With power application to the KCS 55A System, and gyrooperating speed, the red HDG: flag will disappear from view.3. If the KCS 55A System is in the slaved gyro mode, thecompass card will automatically fast slave at the rate of 180degrees per minute toward the magnetic heading.(Immediately after applying power, this compass card move-ment should be quite visible.) It will continue to fast slaveuntil the proper magnetic heading is indicated, after which

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it will slave at a constant rate of 3 degrees per minute tokeep the system aligned with the earths magnetic field.4. If the KCS 55A System is in the free gyro mode, checkthe s laving meter to determine whether there is right or leftdeflection. Then move the manual slave switch the appro-priate direction to center the needle and properly align thesystem with the earths magnetic field.5. Until a usable navigation signal is being received by theKCS 55A system, a red flag labeled N A V will be visible inthe upper left quadrant of the KI 525A Indicator. In opera-tion, this warning flag will be visible whenever an inadequatenavigation signal is being received.6. For normal navigation, set the NAV receiver to thedesired VOR or Vortac station and the red navigation flag(NAV) will disappear from view if a usable signal is beingreceived.7. Rotate the Course Select knob to position the SelectedCourse Pointer to the desired VOR course.8. The VOR Deviation Bar represents the selected courseand the relationship of this bar to the symbolic aircraft in thecenter of the instrument visually presents the actual rela-tionship of the selected course to your aircraft position. (inother words, if the symbolic aircraft on the display indicateapproaching the deviation bar at 45, hat is the angle atwhich your aircraft is actually approaching the selectedcourse.)9. To prepare for an ILS approach, tune the NAV receiver tothe desired frequency. If a usable Localizer signal is beingreceived, the NAV warning flag will disappear.10. For a front or back course approach, rotate the CourseSelect knob to set the course Pointer on the front Localizercourse. As with normal navigation (#6 above), the LOCDeviation Bar represents the desired course. The relation-ship between this bar and the symbolic aircraft gives a truepicture of where your aircraft is located with respect to theLocalizer 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 onboth sides of the display when a usable Glideslope signal isreceived. If they do not come into view, a usable Glideslopesignal is not being received.12. The Glideslope pointers indicate the relative position ofthe Glideslope path with respect to the aircraft.

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(In other words, if the pointers are above the center marker,the aircraft is below the Glideslope.)Abnormal CircumstancesIf the Warning Flag (HDG) appears during operation, theCompass Card indications will be in error. Power may beremoved from the KG 102A Directional Gyro by pulling theappropriate circuit breaker. The VOWLOC Deviation Bar, theNAV 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 notturned on, (2) the NAV receiver is improperly tuned, (3) theground 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. (TheCompass Card will continue to display the aircraft headingeven if a usable NAV signal is not being received.)If the Glideslope pointers remain out of view during a frontcourse ILS approach, either the aircraft Glideslope receiveror the ground station G lideslope transmitter is malfunction-ing. Glideslope is usually not available during a back courseapproach. (The VOR and LOC course display will continue tofunction normally even if usable Glideslope signal is not

being received.)A continuous large deflection of the Slaving Meter or largediscrepancies between the Magnetic Compass and the KI525A Compass Card may indicate a failure in the slavingsystem. If a slaving failure should occur, the free/slave gyroswitch should be pulled and moved to the free position toselect the free gyro mode. Then, by moving the adjustmentswitch to the Clockwise or Counterclockwise position, theCompass Card can be rotated to the correct heading as indi-cated on the alcohol compass. The KCS 55A System willcontinue to function normally except the heading informationwill 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 Slave3. System is in Free Gyro modeand being manually slaved.Therefore, the system has the capability to supply the autopi-lot with an automatic disconnect signal under these condi-tions.

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Procedures w i ththe KCS 55AThe following seven pagesdepict a normal flight departurefrom MKC enroute to STL viaVictor Airway V-12. The chartsshown here are for illustrationpurposes only and the pho-tographs of the KI 525A PNI willgive you an idea of how simpleand comprehensive the displayreally is.

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1.Vectors to Intercepta RadialAfter takeoff from Kansas City,we select a heading of 060degrees with the heading bug tointercept the 110 degree courseto Napoleon (ANX) VOR.Selected course pointer is seton 110 degrees with the courseknob. The KI 525A PictorialNavigation Indicator convenient-ly and accurately displays theintercept angle.

U.TheVOR deviation bar begins tocenter as we approach the 110degree course to Napoleon.TheKI 525A PNI makes it possibleto intercept the course smoothly,without overshooting or bracket-ing. One method of doing this isto adjust your heading so thatthe top of the deviation baralways touches the lubber line.As your aircraft headingapproaches the new course, thedeviation bar will swing towardsthe center and the angle of inter-cept will decrease.12


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3.Turn to Intercept aVictor AirwayThe TO indicator starts to swingto FROM as you fly over theNapoleon VORTAC station. Atthis time, set the selected coursepointer on the V-12 course of 088degrees.As your begin your left turn totrack V-12, notice that the KI525A PNI continuously displaysan accurate picture of the rela-tionship between your aircraftand 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 thecourse arrow, you are oncourse. Notice that correction forwind drift-in this case, a 080degree heading on a 088degree course-is completelyautomatic as long as you keepthe deviation bar centered.

5.About midway betweenNapoleon and Columbia (CBI),you switch to the CBI VOR andthe TO/FROM indicator immedi-ately swings to TO. Also notethe course arrow should bemoved from 088 degrees to 090degrees which is the V-12course to CBI.

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--

6.As you fly over the Columbiastation, the TO/FROM indicatorchanges to "FROM. Since theoutbound course for V-12 fromColumbia to Foristell (FIZ) is098 degrees, you now set theselected course pointer on 098degrees, you now set the select-ed course pointer on 098degrees and fly to keep the devi-ation bar centered.

7 .Near the Heman intersectionyou switch to Foristell VORTACand move the course arrow to100 degrees, which is the V-12inbound course to FTZ. TheTO/FROM indicator change toTo".

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u.Airway InterceptionYour clearance is V-12 toForistell, then V-14 to the St.Louis (STL) VORTAC, directLambert Field. Approaching theFTZ station, the heading bug ison 100 degrees as a referencefor the V-12 course or as head-ing command for the autopilot, ifused. Select the St. Louis VOR-TAC on the NAV receiver andset the course pointer on theSTL 062 degree course.

9.As you cross the Foristell VOR-TAC, the deviation bar will alignwith the course arrow. Now setthe heading bug to 062 degreesand tun left to follow V-14 to theSTL VORTAC.14, flying to the STL VORTAC.Once again, if you fly to keepthe deviation bar centered, cor-rection for wind drift will auto-matically be accomplished.NOTE: For system limitationsrefer to your Flight ManualSupplement.

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HoldingPattern

1_ - -1. Approaching the STL VOKLAC, the controller 2. Halfway through the outbound turn, the KI 525Aasks you to hold Southwest of the VOFKAC on display shows the Deviation Bar behind the sym-the 244" radial, right turns. You are now over the bolic aircraft. You know, therefore, that you muststation with a 064' course selected (the eventually fly back to the radial in order to be onTOFROM indicator has swung to "FROM"). (Set course during the inbound leg of the holding pat-your Heading Bug to the reciprocal...or outbound tern.heading ..244' for easy reference and begin yourright-turn holding pattern.)

1I

3.Outbound, you are using the Heading Bug as areference for 244".The 244" radal is off the rightwing and parallel to your outbound course.

16 cisely on course.

4. Halfway through your turn to the inbound 064"course, the KI 525A shows the symbolic aircraflapproaching the Deviation Bar at a right angle. Bykeeping the top of the Deviation Bar on the LubberLine, you can complete your turn and roll wt pre-


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' UL ILS Approacn-Front C o u r s e1. You are vectored from the holding pattem tothe 1Smile DME arc. The aircraft is turning, withthe Heading Bug set on 170" to intercept theLocalizer. You have already set the SelectedCourse Pointer on the inbound ILS course 130"and the KI 525A shows the Localizer course isdirectly ahead.The Glideslope pointers came intoview when the ILS frequency was tuned, since ausable Glideslope signal is being received.

2. Capturing me ILS course can be accomplishedwithout overshooting or bracketing with the sametechnique you used in intercepting an enroutecourse: simply keep the top of the Deviation Bar onthe Lubber Line and coordinate your tum until thebottom of the bar is alignedwith the Course A m .Each dot on the LOC Deviation Scale represents1/2" deviation when tuned to an ILS frequency.

3. The KI 525A shows you that you have inter-cepted the Localizer course. The Glideslopepointers 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 theGlideslope. Once again, the KI 525A shows youraircraft is crabbed about 005" to the right tomain-tain the Localizer course.

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Back CourseIf a back course approach. ISrequired, it can be accomplishedas easily as a front courseapproach. The Course Arrowshould always be set on the Frontcourse inbound Localizer head-ing. This will result in conventionalpictorial deviation sensing evenon back course. The KI 525A dis-play gives you an accurate pictureof 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 tothe inbound front course at 238". The HeadingBug is preset at 193" for the procedure turn.(Since there is usually no Glideslope signal on aback course, the Glideslope pointers are out ofsight.)

2. During the procedure tum outbound, the devia-tion bar shows pictorially that the aircraft (as epre-sented by the symbolic aircraft in the center of theKI 525A) is flying away from the Localizer center-line at 45"angle when the heading marker is underthe Lubber Line. Note that left-right deviations ofthe course bar give "fly-to" indicators, just as on hefront course.

3. Now you've reset the Heading Marker to 013",and made a 180"tum to this Heading.This013"heading will intercept the back course. The KI525A 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... lying inbound on the back course. You mayreset the Heading Marker to 058" or easy refer-ence.


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King TSO'd dig ital Silver CrownNAVICOMM SystemsFROM ADF

ni ZZY

This system diagram may help you understand how the different units of the digitalSilver Crown KX 165 system work together to provide a complete 200-channel NAVsystem with HSI and RMl ..p Ius 720-channel COMM capability.

King Silver CrownNAV/RNAV/COMM System

KY 196nRNAVNORILOC

GSKNSW

The system diagram shows you how much King's digital Silver Crown has simplifiedaddition 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 andan RNAV Computer for storage of 4 complete waypoints (frequency, distance and bear-ing). It also has an integral LOC converter,so it provides complete RNAVNOWLOCIGSinput to the KI 525A PNI. 720 channels COMM is provided by the KY 196.

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Autopilot or F l k h t Control System.

The low coat, slaved Pictorial Navigation System, withremote electric gyro, provides selected heading and courseoutputs for most Autopilots and Flight Directors.To fly a heading, select your desired heading on the HeadingBug. With Heading mode engaged, your Autopilot or FlightDirector commands the proper bank to fly the selected head-ing. To fly a VOR, RNAV or LOC course, select the desiredcourse on the Course Arrow. With Radio Coupling modeengaged, your Autopilot or Flight Director commands theproper bank to make good the selected track with automaticcorrection for crosswind.To provide heading and course coupling of the King SilverCrown Compass System to your Autopilot or Flight Director,King offers two optional, remote-mounted Autopilot Adapterunits (KA 52 or KA 57). These Adapters convert DC headingand course select signals from the KI 525A PNI into AC sig-nals compatible with most aircraft Autopilots and FlightDirectors.

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This entire system has been designed torelieve the pilot's workload and make cockpitmanagement easier and more efficient.Combined functions such as NAVlRNAWGSDME and ADFl Flight TimelElapsed Timereduce installation time and save space andweight. The "stay-ahead standby frequencyselection with "flip-flop" transfer feature addsconvenience and extra operational flexibility.These new generation Silver Crown avionicsdemonstrate King's continuing leadership instate-of-the-art electronic design and the fullutilization of microprocessor and display tech-nology to bring you tomorrow's avionics today.Capabilities of these units include:

240-mile display Weather RadarAudio Control Console with push-button trans-mitter and receiver selection and built-inMarker Beacon receiver with automaticallydimmed lights720-channel VHF COMMIntegrated NAV/RNAV/DME/GS system withstorage for 4 complete waypoints*#2 Digital NAV/COMM with 720 channelCOMM, 200-channel NAV, and 40-channelGlideslopePictorial Navigation Indicator with gyro-slavedmagnetic headingVOWLOC/Glideslope IndicatorDigital ADF with elapsed and flight timersRadio Magnetic Indicator (RMI)Full capability Class 1TransponderKFC 150Flight Control SystemAirborne Radiotelephone

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King KCS 55A System Specification:TSO Compliance:

RTCA Environmental CategoriesKI 525A, KA 518: DAMAAAXXXXXXKG 102A,KA 52: BAJAAAXXXXXXKMT 112: BASSystem Accuracy:Accurate to within 2 degrees of localmagnetic heading.Power Requirements:(15.8 max.)13.75 VDC 1.73 amps(11O min.)or

. TSOC6c

(31.6 max.)27.5 VDC 1.73 amps(22.0 min.)Slaving Rate:Normal: 3 degrees per minuteFast: 180 degrees per minuteWarm-up Time:Varies from one minute at+55"C to 5 minutes at -46CAltitude:-1,000 to +40,000 feetKI 525ASize: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 theinstrument panel.NAV ReceiverNOR ConverterSignal Inputs:VOWLOC deviation meter:150k20 microamperes through a resis-tance of 1000*30 ohms for a full scaledeflection of five dots.To-From pointers: 200*40 microamperesthrough a resistance of 200k30 ohms forfull deflection.NAV warning flag: Disappears from viewwith an input of 210*30 microamperesthrough a resistance of 1000*30 ohms.Glideslope deviation pointer: 150*20microamperes through a resistance of1 0 m 3 0 ohms for a full scale deflectionof three dots.Course resolver: Omnirange zeroed at300 degrees for 30 Hz. Electricallyequiv-alent to Clifton TSC-11 F-08.


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Signal Outputs:equal to 206 millivolts per degree ofheading rotation. Requires external 26volt AC excitation. Selected headingerror output: An internally excited trans-ducer which supplies an error outputequal to 0.6 volts D.C. per degree of dis-placement from the lubber line.KG 102ASize:5.370 x 7.790 x 4.290 inches,nominal (13.64 x 19.79 x 10.90centimeters)Weight:4.3 pounds (1.95 Kilograms)Mounting:Shock mount supplied with system.KMT 112Size:3.37 dia. x 1.81 high, nominal(8.55 dia. x 4.64 high, centimeters)Weight:0.3 pounds (150 grams)Mounting:Rigid mount with three #6 nonmagneticscrews in a remote magnetically stablearea.

Heading synchro output KA 518Size:1.20 x 2.12 x 3.01 inches, nominal (3.05x 5.38 x 7.62 centimeters)Weight:0.2 pounds (0.09 Kilograms)Mounting:Flanged mounted hrough the front of theinstrument panel.KA 52 and KA 57Size: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 KI525A.Course datum D.C. input from the KI525A.A.C. reference input from the aircraftautopilot system at 5 volts R.M.S. mini-mum.Signal Outputs:Heading select A.C. output transformerisolated and phase locked to the refer-ence input signal.Course. datum A.C. output transformerisolated and phase locked to the refer-ence input signals.

WARNING: Avionics i Iskills, tools and test equipment.Thefamous King full year warranty system is valid only for equipment installed by anauthorized Kings Sales and Service Center.

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General Aviation Avionics Division400 North Rogers RoadOlathe, Kansas 66062-1212Telex 669916 KINGRAD FAX 913-791-1302Outside USA & Canada (913) 782-0700USA & Canada (913) 782-0400019 92 Allied-Signal Inc.6/92 006-08256-0004 Printed in the U.S.A.

kcs 55a manual king 1

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