Cessna Aircraft Differences Training (Autopilots)

Objectives / Content Summarize key differences between: KAP 140 Autopilot Garmin GFC 700 Automatic Flight Control System

The information in this briefing is intended to serve as a departure point for discussion during CAP flight evaluations and transition training. It should not be interpreted or used as a substitute for the detailed information provided in the Airplane Flying Manual or Pilot’s Operating Handbook for each aircraft model.

Automatic Flight Control Systems KAP 140 GFC 700 Two axis autopilot with pitch and roll Pilot must use rudder for coordinated flight and throttle for power (no yaw damper or auto throttles) Rate-based (info from TC) Attitude-based (info from AHRS) Engaging AP engages VS & roll holds Engaging AP engages pitch & roll holds Vertical components include: Vertical Speed Hold (VS) Altitude Pre-select Altitude Hold Glide slope capture Glide slope / glide path capture Flight Level Change (FLC) Vertical navigation (VNAV) Go-Around Mode (GA) Flight Director (can be used with or without the autopilot) Control Wheel Steering (CWS)

Go-Around Differences KAP 140 Actions & Expectations GFC 700 Actions & Expectations Press yoke AP disconnect. Autopilot disconnects. Climb, stay on final approach course. Press OBS/SUSP when SUSP annunciated. Press CDI to switch nav source to GPS. Press go-around (GA) button by throttle. Autopilot disconnects.  GA/GA horizontal/vertical mode annunciated. Straight-ahead guidance provided. GPS automatically sequences to missed approach (un-SUSP). CDI nav source automatically switches to GPS. Note: Review your aircrafts POH, any differences the POH governs. Different software updates may also have differences

Failure Modes Failure of Effect on GFC 700 Effect on KAP 140 Other impacts MFD None ROL, VS, ALT Modes only NAV2/COM2 Lost PFD Loss of AP and FD NAV1/COM1 Lost AHRS ROL Mode only   ADC Loss of AP, FD functions in PIT Mode, all lateral modes of FD function Loss of Alt Pre-Select and Alerts A/S, Alt, VS, OAT lost AHRS/ADC Loss of AP and FD, MET available LOC/GS still available Magnetometer Loss of HDG Mode, vertical modes still available, NAV modes available if engaged at time of failure, ROL available Reverts to ROL Mode Any Display Respective NAV/COM, reversionary mode

Limitations G1000 Autopilot Failure Modes: GFC 700 Limitations Must be disengaged: IFR - <200 AGL and VFR < 800 AGL Autopilot maximum engagement speed – 165 KIAS Autopilot minimum engagement speed – 70 KIAS Electric trim maximum operating speed – 175 KIAS Maximum fuel imbalance with the autopilot engaged – 90 pounds C172 Must be disengaged: IFR - <200 AGL and VFR < 800 AGL Autopilot maximum engagement speed - 150 KIAS Autopilot minimum engagement speed - 70 KIAS Electric trim maximum operating speed - 163 KIAS Maximum fuel imbalance with autopilot engaged - 90 pounds KAP 140 Limitations Cessna T182T / 182T (Reference the appropriate PIM for the complete list of limitations) Maximum Airspeed - 160 KIAS Minimum Airspeed - 80 KIAS Recommended Approach Speed - 100 KIAS Maximum Flap Extension - 10 deg Cessna 172R/S (Reference the appropriate PIM for the complete list of limitations) Maximum Airspeed - 140 KIAS Minimum Airspeed - 70 KIAS Recommended Approach Speed - 80 KIAS Maximum Flap Extension - 10 deg Note: Review your aircraft’s POH for specific guidance. Be aware that software updates may introduce more differences.

KAP 140 Notes & Techniques Note 1: the KAP 140 autopilot may act erratic or disengage when moving flaps while the autopilot is engaged.  Pilots should be aware of this and instructors should include this information in their instruction of KAP 140 use. Note 2: The KAP 140 pitching tendency can be minimized by easing the flap handle slowly into position, rather than moving it quickly.  The KAP 140 pitching tendency can also be minimized by reducing the throttle a few inches after the flap handle was moved quickly to the detent; the power reduction compensates for the pitch up tendency that occurs when the flaps are lowered rapidly with the autopilot engaged. KAP 140 autopilot techniques for moving flaps:  Prior to flap movement, disengage the autopilot, set the flaps, and then re-engage the autopilot. With one hand on the control yoke, ease the flap handle slowly into position, rather than quickly.