Pilot's Guide KNS 81: Bendmng VOR/LOC/GS/RNAV Integrated System With Lbwaypoint Capability

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The document discusses the features and operation of the KNS 81 integrated navigation system, which combines VOR, LOC, glideslope, RNAV, and DME capabilities.

An RNAV waypoint is a point defined by specific coordinates that can be navigated to using area navigation capabilities.

The DME Hold function allows the pilot to hold the current DME distance reading, effectively pausing DME updates, which can be useful in certain VOR operations but limits RNAV capabilities.

Pilot’s Guide

KNS 81
Bendmng VOR/LOC/GS/RNAV
Integrated NAV System
with lbwaypoint Capability

I
-Me ofContents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Systems plannin for efficiency ........................
Recommended compatible Systems .................................... 6
Controls, Functions, and Displays . . . . . . . . . . . . . . . . . . . . . . . . .
RNAV Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
What is a waypoint? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Reaching out with waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
RNAVgeometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Linear or angular crosstrack deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Variations in along track distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Along Track/Crosstrack Error (chart) . . . . . . . . . . . . . . . . .
KNS 81 System Applications. ...........................
Learning to Use the KNS 81 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Programmin the waypoints .......................
Turn on the fNS 81 . . . . . . . . . . . .
Select.the navigation mode . . . . .
Select the first data storage bin .
Select the frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Select the radial ..............
Selectthedistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Program the second data storage bin . . . . . . . . . . . . . . . . .
The system in operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Preflight system check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Navigating to waypoint 1 . . . . . . . . . . . . . . . . ......................
Getting a waypoint radial reading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waypoint passage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changeover to waypoint 2 ........................ . . . . . . . . . . . . . . . . . .21
Making a fast position report ................... . . . . . . . . . . . . . . . . . .22
Reaching waypoint 3 . . . . . . ........................................ 23
Navigating a DME-Arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Completing the approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
A waypoint at the holding pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
A waypoint at the outer marker ......................................... 25
Tuning the ILS frequency . . . . . . . . . . . . . . . . . . ......................... 25
A word on DME Hdd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
KNS 81 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Back cover

3
Introduction

The KNS 81 lnte rated NAV The KNS 81 requires only 15 watts
System combines a ?SO’d 200-channel input power and will operate on any DC
VOR/LOC receiver, a TSO’d 40-channel voltage from 11 to 33 volts, with no modi-
Glideslope receiver, and a digital RNAV fications or accessories.
computer with capability for preselection, And since the KNS 81 RNAV
storage and display of 10 NAV frequen- computer incorporates a non-volatile
cies and/or complete RNAV waypoint memory, you can store NAV frequencies
parameters. and waypoint parameters indefinitely
When teamed with a compatible without batteries of any kind.
Digital DME and indicator, the KNS 81 The purpose of this Pilot’s Guide is
lets you put all your DME or waypoint to acquaint you with the operation and
information right in front of you for easy controls of the KNS 81. You will be as im-
scanning. Add a course deviation indi- pressed by the simplicity of its operation
cator (CDI or HSI) and a Marker Beacon and the ease with which you can use it
receiver display unit and you have a as you will be pleased with its reliable
complete NAV/RNAV/ILS/DME system. performance and flexible capabilities.
The KNS 81 is compact and light-
weight, measuring only 2 inches high
(5.08 cm) and weighing just 5 pounds NOTE: The FAA and most foreign air-
craft regulatoryagencies requirethe operator
(2.3 kg). It is the end result of full utili- to be familiar with the approved Flight Manual
zation of state-of-the-artelectronics, SupplementlPilot’sguide prior to flight. It is
including extensive use of microproces- recommendedthat this Pilot’sGuide be read
sors throughout the unit. completely prior to system operation.

4
Systems planning for efficiency.

The KNS 81 is a self-contained CDVHSI


panel-mounted navi ational system KI 206; KI 202; KNI 520; KI 525/Kl525A;
consisting of a VOR/bC receiver, an KPI 550NKPI 551A: KPI 550/KPI 551
RNAV computer, and a Glideslope (when factory-modified to KPI 550A/
receiver..
When teamed with other compatible
avionics-a CDI or HSI indicator, digital
di
KPI551A ; KPI552; KPI553A (when used
with the old Crown KDM 706/706A
DME or KTU 709 TACAN systems)
DME and indicator, and Marker Beacon EHSl
receiver and lights-the KNS 81 pro- EHI 40; EHI 50
vides the nucleus for a versatile and DME INTERROGATOR
comprehensive NAV/RNAV/DME/ILS KN 63; KDM 706/706A
system with all the capabilities needed DME INDICATOR
for efficient operation in today’s air traffic KDI 572; KDI 573; KDI 574; KPI 553A
environment. Special versions of the WEATHER RADAWGRAPHICS
KNS 81 having a graphics output are RDS 81 Weather Radar with
also compatiblewith the EHI 40 and GC 381A Radar Graphics Unit
EHI 50 Electric HSls and also with the
GC 381A Radar Graphic System. The
KNS 81 interfaces with the following
avionics:

5
Recommended Compatible Systems:

II

I
I
I
I
I
I
I
I
Th. KDI 572 is a digital I
DME panel indicator I
that features simultane- I
ous display of distance, I
groundspeed. and I
time-to-station. It fea- I
tures large, easy-to-
read gas discharge
numerics that automati-
TL., . 206 is a
VOR/LOC/GSCourse
I
I
I
The KI 525A IS the
slaved Pictorial Navi-
cally,dimaccording to Deviation Indicator that I ation Indicator for
ambient light provides a rectilinear I &e Silver Crown KCS
conditions. display of NAV/RNAV/ I 55A Compass System.
GS/LOCdeviation I It provides a complete
I pictureof the navi ation
I situation during V8R.
I RNAV or ILS opera-
I tions. It replaces the
I Directional Gyro and
I CDI in your panel
I

I-
I
I
I

€HI 40150: Special


versions of the KNS 81
having a graphics
Th.KN(Wisa100-watt. output are capable of
directly with
remote-mountedSilver
Crown DME that saves $E% (shown) or
EHI 50 Electronic
panel space b utilizing HorizontalSituation '
the compact KbI572 Indicators.
panelmounted indi-
cator. The KN 63 fea-
tures all solid-state
construction and is
TSO'd.

6
Controls, Functions, and Displays

r- d
3) Waypoint select Knob-
. ~mericaldisplays on the Selects any one of ten “data storage
KNS 81 are 7-segment gaseous dis- bins” in which VORlLOC frequencies,
charge lights. Operating modes and with or without waypoint coordinates,
status informationare annunciated by have been inserted. Each “storage bin”
individually lighted abbreviations and can be called up as required from 0 to 9,
legends. or 9 to 0.
The KNS 81 illustration above 4) Data Input Knobs-Two con-
shows all displays and legends lighted. centric knobs used for selection of VORl
In actual operation, only the appropriate LOC frequency, waypoint radial and
operating displays and legends are I waypoint distance. DME is channeled
annunciated. Using the illustration as with selection of the paired VOR
a reference, here is a brief description frequency. The intemal Glideslope is
of each control and display. channeled with selection of the paired
B: LOC frequency. Turn these knobs to
11r
- ONlOFF and Volume enter desired data into the RNAV
Control-Turn clockwise for “Dower computer as follows:
on” and volume increase. PUII out for Fmquency SektiOn; The large
VORlLOC IDENT tone. knob controls the 10 and 1MHz
2) Mode Select Knob-This knob digit in the display. The small knob
changes the operating mode from VOR controls the 0.1 and 0.05 MHz digit
(direct to or from a VOR or VORTAC and chinnels FRQ in 0.05 MHz
station with angular course width devia- steps in either the “in” or, “out”
t i ) to VORlPAR (direct to or from a posith.
VORTAC, with linear crosstrack devia- RadialSdectfon:bThe large knob
tion f 5 nm) to RNV (direct to waypoint changes the 10” and 100” &&it of
with linear crosstrack deviation f 5 nm) the display. The small knob
to RNVlAPR (direct to a waypoint with changes the 1O digit in the “in”
linear crosstrack deviation f 1.25 nm) positionand the 0.1O digit in the
and then back to the VOR mode. When ”0Ut”posith.
an ILS frequency is entered with the Distance Sdectlon: The large
Data Input Knob the system will knob changes the 100 and 10nm
automaticallygo to the 11s mode d@itof the display. The small knob
regardless of the mode annunciated. changes the 1nm digit in the “in”
When the ILS frequency is removed position and the 0.1 nm digit in
from the input, the system will revert the “out” position.
back to the mode it was in previously.
7
I -

5) DATA Button-A moment- -, Data Input Knobs are controlling. The


push button, the DATA Button moves the Caret Display cycles from FRQ to RAD
Caret ( > c ) Display from FRO to RAD to to DST and back to FRQ as the Data
DST and back to FRQ so you will always Button is pressed.
know which waypoint parameter the 13) FRO (Fmquency) Display-
Data Input Knobs are addressing. Shows the frequency entered into the
6 ) RTN (Retum) Button-A system for VOR, VORTAC or Localizer
momentary push button that switches stations with the Data Input Knobs.
the display to the active waypoint, VOR- When selecting a frequency, the Carets
TAC, or ILS frequency. This button is must be below the frequency display.
useful after you have entered new data 14) RAD (Radial) Dlspiay-
for other waypoints and want to return Shows the VORTAC station radial on
to the navi ation data presently in use. which the waypoint is located and is
7) UgE Button-After calling up selected by the Data Input Knobs when
a previously entered RNAV waypoint, the Caret is below the radial displa
VORTAC or ILS frequency with the When the CHK button is pressed, tks
Waypoint Select Knob, depressing this area will display the radial from the
momentary push button will put in use VORTAC station to the aircraft-an aid
that waypoint, VOR, VORTAC, or ILS in determining crossfixes and position
frequency. reports. (Note: In the VOR mode, this
8) RAD (Radial) Button-This display will show dashes to indicate that
two-position button is normally operated RNAV radial information is irrelevant.)
in the outer position. When depressed 15) DST (Distance) Display-
(inner position), the remote digital DME Shows the distance the waypoint is
indicator will display the radial you are offset from the VORTAC station and is
on (from the active waypoint or VORTAC selected by the Data Input Knobs when
station) instead of groundspeed and the Caret is below the distance display.
time to station. This feature can be To help determine crossfixes and posi-
helpful in many navigation situations. tion reports, this area will display the
This feature becomes inoperative in distance from the VORTAC station to
DME hold mode or when DME is tuned the aircraft when the CHK button is
from another NAV receiver. pressed. (Note: In the VOR mode, this
9) CHK (Cheek) Button- display will show dashes to indicate that
Pressing this momentary push button RNAV distance information is irrelevant.)
displays the aircraft’s present position
from the VORTAC by replacing the Remote DME Displays
waypoint parameters normally
displayed over RAD and DST on the a

With the KNS 81 system, all DME


KNS 81 display with the radial and information is presented simultaneously
distance from the VORTAC station on a separate panel-mounted indicator.
In order to generate precise DME Data,
Displays: the remote-mounted DME unit elec-
tronically converts into distance the
10) System Status Displays- elapsed time required for signals to
Complete mode annunciation tells you travel to and from the ground station.
what mode (VOR, VORIPAR, RNV, or The resultiq computation is then re-
RNVIAPR) is active. Note: When an sented in nautical miles on the D&
ILS Frequency is selected, the system panel display. This distance;,commonly
automatically goes into the ILS mode referred to as “slant r&$$ distance,
regardless of what mode is should not be confused with aetual
annunciated. along-the-ground distance. The dif-
11)WPT (Waypoint) Dlspiay- ference between actual ground distance
Shows the waypoint number of the and slant range distance is smallest
waypoint data storage bin that is being at low altitude and long range; greatest
displayed on the KNS 81’s digital read- at close range to the VORTAC facility.
out. When the displayed waypoint However if the range is 3 times the
number is different from the active
waypoint, the WPT will blink. isn li ibk.
-
altitude or areater. this slant ranae error
12) Caret Display ( >< )- %d(NautIcalMiles) Display-In
Indicates the waypoint parameter the VOR and VOR/PAR modes. the DME
(frequency, radial, or distance) that thc indicator displays slant range distance

8
to the VORTAC station-or dashes ., -. Remote CDI-HSI C
when the DME oes into search. In the Displays
RNV and RNV/%PR modes, the DME
indicator displays distance to the way- OBS (Omnl Bearing Selector)
point; dashes are displayed if the DME Knob-This control selects the desired
is in search, or if the VOR indicator fla s. course to or from the VORTAC station or
KT (Knots) Display-In the VO 'R waypoint.
and VORlPAR modes, the DME displays Course Devlatlon-Full-scale
groundspeed to or from the VORTAC sensitivity factors are as follows: VOR
station or dashes when the DME goes mode--+-lo"; VORlPAR mode-25
into search. If the RAD button on the nm; RNV mode-'5 nm; RNV/APR
KNS 81 is pressed, the display indicates mode-'1.25 nm; ILS mode-3 to 6"
the radial from the VORTAC station (dependin on ground facility).
instead of groundspeed. In the RNV and Fla &ration-In the VOR mode
RNV/APR modes, groundspeed to or the CDI%Sl will be flagged when a
from the active waypoint is dis la ed usable signal is not within ran e. In the
#E
and dashes appear when the M goes
into search or when the signal is unusa-
VORIPAR, RNV, and RNV/AP# modes,
the instrument will be flagged if the VOR
ble. If the RAD button is pressed whik in or DME data is invalid. In the ILS mode,
these modes, the display indicates it will be flagged if the Localizer or Glide-
the radial from the waypoint instead slope data IS invalid. When flagged,
of groundspeed. the needle on the CDI-HSI will center
MIN (Mlnutes) Display-In the until a suitable signal is received to
VOR and VOR/PAR modes, the DME activate it and unflag the instrument.
dis lays time to or from the VOR-
TA8 station or dashes when the DME
goes into search. If the RAD button is
pressed, the display shows the letter 'F"
to indicate 'radial from the VORTAC
station." In the RNV and RNVlAPR
modes, time to or from the active way-
point is displa ed and dashes appear
when the DMZgoes into search. If the
RAD button is pressed, the display
shows the letter 'F' to indicate 'radial
from the waypoint."

9
RNAV Review

Area navigation (RNAV) is a method track deviation are supplied by the


of point-to-point navigation along any RNAV computer as solutions to
desired course within the service area continuously changing trigonometric
of a VOWDME station, without the need equations during flight.
for flight over the station. This course is Known inputs to the RNAV com-
puter are: (1) the VORTAC station radial
.-- -. that passes through the wa point; (2)
d
A waypoint IS dined as a geo- the distance from the VO AC station
graphic position located within the to the waypoint; (3) the radial from the
service area of a VORTAC station. It VORTAC station that the aircraft is on at
may be used for route definition and/or any particular point in time; (4) the DME
progress reporting. A waypoint is often distance from the VORTAC station to the
called a "phantom" station because aircraft, and (5) the selected course
it provides the RNAV user with the (OBS to the waypoint.
same navigation information that a real h e RNAV computer continuously
VORTAC station at that location would processes this information to supply the
provide: aircraft distance from the waypoint and
A waypoint is described by its crosstrack deviation of the aircraft from
radial and distance from the selected the selected course in nautical miles
VORTAC station. The waypoint below (linear deviation instead of the angular
is located on the 255.0"radial at a deviation used in conventional VOR
distance of 20.0 nm from the ANX navigation).
VORTAC.
VOR Radial

WAWOlNT
114
255 Waypoint Radial
A

waypoints close together-a technique


Linear or angular crosstrack
that involves unnecessary planning deviation?
and execution. Good RNAV technique Linear crosstrack deviation on a
s gests that you should 'reach out" CDI or HSI permits flying parallel to a
Y
wit the waypoints by placing them at
least 100 nm or so apart. Experiencewill
selected course by maintaining appro-
priate needlb deflection.
tell you what your technique should be. In an RNAV enroute mode, each
But the whole idea behind RNAV is to dot represents 1.0 nm off c;ourse. In an
reduce pilot workload and shorten flight RNAV approach modeyefrch dot repre-
time. Remember, when selecting away- sents 0.25 nm off course.
point from a particular VORTAC, the In a VOR mode, the RNAV CM-
aircraft must be in the service range of puter is by-passed so that deviation
the VORTAC for proper operation.

F basic Q netry we know that


if two sides of a trian le and the angle
1
they form are given, t e other sides and
angles can be calculated. This is what
the RNAV computer does.
Calculations based on waypoint
radial, waypoint distance, and cross- Lmar Crosstrack Deviation

10
from the selected course is conven- 5- track distance while operating in the
tional angular crosstrack deviation RNAV modes.
expressed in degrees off course (one VOR scalloping is defined as'an
dot equals 2"). imperfection or deviation in the received
In a VORlPAR mode, you have VOR signal that causes radials to devi-
in effect put the waypoint over the ate from their standard track. VOR
VORTAC station and will, therefore, be scalloping is generally the result of
provided linear crosstrack deviation as reflection from buildings or terrain. This
in an RNAV enroute mode. Remember, deviation or scalloping effect causes
VOR and DME information must be the CDI needle to slowly or rapidly shift
provided to the KNS 81 to operate in from side to side.
this mode. Factors contributin to VOR scal-
Variations in along track loping include: (1) VOdAC location
distance. in mountainous terrain when not a
Under certain conditions, VOR Doppler VOR; (2) snow cover on the
scalloping can contribute significant ground around a VORTAC station.
variation in smoothness of the along
The effects of VOR scalloping are minimized under the
followlng conditions:
1.

NT
2.

1 NT
3. VORTAC ~

4.

m
5. WAYPOINT

WAYPOlNT
6.

When the waypoint offset distance is


Ion and the angle formed by the flight
patf and the waypoint offset radial is way of saying this is that the along track
small (5) (6). (Note: When the angle is distance will have the least variation if
large, the distance needs to be short. the geometry is such that DME infor-
Conversely, when the distance is long, mation is the major factor in computing
the angle needs to be small. Another along track distance.)
11
Along TkacWC"ack Error

0 10 20 30 40 50 60 70 80 90 100

VORTAC Waypoint offset distance (nm)


0

10

20

Legend:
Flightpath
Crosstrack (coursewidth)error '4.9nm
Along track (distance) error
WAYPOINT

This illustration shows the alon track and crosstrack


#
errors that can occur with the NAV-working with
a conventional VORTAC ground station.
12
How to interpret the Along TLackjCro-ttrack Error chart
h e illustration shows four flight perpendicular to the flight path and the
parns to waypoints bein offset varying aircraft is 100 nm from the waypoint-
distances from the VOdAC. You will the aircraft can be anywhere within a 5.7
note that in flight path 1 the offset dis- nm square when the crosstrack needle
tance is zero; the waypoint, in other is centered and the along track (dis-
words, is located Over the VORTAC. tance) indicator is showing exactly
In this case, the along track and cross- 100 nm to go.
track error is minimal. This is because In summary, the illustration shows
the along track error is totally derived that the accuracy of the RNAV s stem
from the DME and the crosstrack error is poorest when the wa point o&et
is from the VOR. distance and the aircrai distance from
Please note that the along track the VORTAC station is large. On the
and crosstrack errors increase in fli ht other hand, the RNAV accuracy is
paths 2,3,and 4 as the waypoint of- greatest when the waypoint offset
set perpendicularto the flight path distance and the distance from the
increases. For example, on flight path VORTAC station is small.
&where the waypoint is offset 100 nm

KNS 81 System applications

In addition to conventional VORl distance and time-to-waypoint infor-


DMElLOClGSfunctions, the KNS 81 mation with your KNS 81.
system provides many advantages A parallel mute to an alway
related to RNAV navigation: may be established simply by using the
Direct route navigation from point of KNS 81 in the VORlPAR mode and main-
origin to destination-without following taining a constant course deviation on
the frequently circuitous Victor airways- your CDI (1 nm per dot, up to +- 5 nm full-
is a basic use of RNAV. Determine your scale). A parallel route to the airway but
most direct route and set up as many as farther out may be accomplished by
10 waypoints at intervals along that route. establishingwaypoints the Same distance
(Remember: The KNS 81 stores all of out from each of the VORTAC stations
the waypoint parameters n m - radial, that define the airway.
distance, and frequency. Other systems PoclRlon mports requested by
store only radial and distance, thereby ATC often come during periods of heavy
requiring you to change both the radial/ pilot workload. With the KNS 81, you can
distance data and the frequency in order use the CHK Button feature to get an
to activate a new waypoint.) immediate readout of radial and distance
Location of afrflelds that are from the VORTAC station even when in
not equipped with navigationaids is a the RNAV mode.
common use of RNAV. Simply locate the Radial from the waypblnt,
airfield on your navigationchart and VORTAC or VOR If you wish to know
place a waypoint at that location. the radial from the waypoint, VORTAC
Set up a holding pattem at any or VOR without disturbing your O S ,
geographic point convenient to you or simply depress the RAD Rufloritand the
ATC. Establisha waypoint at that location, system will provide you hh’distwtce
then fly your pattern just as if it were a and radial informationfrom a waypoint
real VORTAC station, using your course or VORTAC station.
deviation needle and DME for reference. RNAV charts for RNAV Approaches
Locate weather kseb reported SIDs, and STARSare availablefrom NOS
by Flight Service or Air Traffic Control. or Jeppesen.
Establish a waypoint at that location and
fly directly to it.
~ I I pcMetratia
W timeof
ADIZ or restricted areas. Establish a
waypoint at your planned point of
penetration, then fly directly to that way-
point. You will be provided continuous
13
Learning to use the KNS 81

The KNS 81 Integrated NAV System City Downtown Airport direct to Richard
is remarkably versatile and easy to use. Lloyd Jones, Jr. Airport in Tulsa. In
After you have experienced a few flights anticipation of possible below mini-
with it, you will begin to develop flight mums conditions on arrival, you have
management techniques that will greatly prepared for a missed approach to
relieve our workload during both IFR Jones and a subsequent ILS approach
and VFk operations to Runway 3% at Tulsa International.
To illustrate some of the ways you Even before starting the engines in
can use the KNS 81, imagine that you Kansas City, the necessary data can be
have charted a flight plan from Kansas programmed into the KNS 81 computer.

\
[ WAYPOINT I STATION I FREQUENCY I RADIAL 1 DISTANCE IAPPLICATION
i

Pattern
5 TUL 11440 2120" 77nm LocatorOuter Marker
6 I-TUL 110 30 (N/A) (N/A) ILS Frequency
7 - - - - Available for Use
I 8 I - I - I - I - I Available for Use I
9 - __ - - 1 Available for Use
14
Programming the waypoints

8
Tbrn on the KNS 81
Tum the system on by rotating the whenever an ILS frequency is dialed in,
PowerNolume Control clockwise. thereby eliminating the need for radial
When the system is first turned on, and distance data. When the ILS fre-
the information being displayed prior quency is removed from the input, the
to the last shutdown will be displayed system reverts back to the mode
again. In this example, the information is annunciated and displays the
the ILS frequency (109.9) at Kansas City appropriate information.
Downtown Airport. The KNS 81 has a nonvolatile
Notice that no other information is memory and will retain programmed
displayed. This is because the system data indefinitely through power shut-
automatically goes into the ILS mode downs. No batteries are necessary.

S G .'

w
Since data stora e bin 1 is to
be used for enroute NAV operation,
rogram the computer appropriately
In addition to the RNV and RNV/
APR modes, you may also select from
a VOR mode (direct to a VOR station)
% turning the Mode Select Knob until
NV" appears on the System Status
Display.
or a VOR/PAR mode (parallel to the
selected course or Victor airway with
linear crosstrack deviation).

15
Select the first data storage bin
Turn the Waypoint Select Knob display has been replaced with other
either clockwise or counterclockwise information. This is because the ILS
until the number "1" is displayed above frequency is contained in storage bin 5
the legend "WPT". This provides access and the system has been switched to
to the first of ten data storage bins. storage bin 1-which in this example
The legend "WPT" will immediately still contains data for a previous RNAV
start blinking to indicate that the data approach to the DowntownAirport
displayed is not the active data. It will Initial Approach Fix.
continue to blink until the USE Button In order to program the system's
is pressed to call the data storage bin memory with the new data for storage
being displayed into active use. bin 1, the old data will be changed-
Notice that the ILS frequency or updated-one piece at a time.

PULL
inrmr

Select the frequency


According to the flight plan, the first until "90"appears. The frequency is now
station to be used is Butler VORTAC stored in the system.
(115.90/BUM). When the DATA Button is pressed,
Prepare this information for the Caret Dis lay will automatically
rogrammin by turning the large Data
kput Controfknob until '1 15" appears
8
move from F 0 to RAD,,indicatingthat
you may now update tM idformation for
on the display. Then tum the small knob the waypoint's radial.

16
Select the radial
Using the Data In ut Knobs, dial digit when it is in the "out" position.
in the waypoint's radiap(264.0") from B pressing the DATA Button, the
the VORTAC station. The large knob
changes the lo" and loo" digits, while
i5
Caret isplay will automatically move
from RAD to DST so that you can now
the small knob changes the 1" di it update the DST (distance) information.
when it is in the "in" position, and Re 0.1"

Select the distance


Once again using the Data Input thereby cause the WPT display to stop
Knobs, dial in the distance from the blinking. U on pushing the USE Button,
VORTAC station to the waypoint (23.4 the Caret &spla will retum to its "rest"
nm in this example). The large knob position under '~RGY.
changes the 10 and 100 nm digits, while
the small knob changes the 1 nm digit Note: The navi ation mode (VOR,
when it is in the "in" position, and the 0.1 VOR/PAR RN$RNV/APR) is not stored
nm digit when it is in the 'Out" position. with the waypoint information. With the
The legend 'WPT" is still blinking exception of,automatic sel&tion of ILS
so,you can either move on to program mode, the pilot must manually select the
the second storage bin, or w can appropriate navigation mode, desired
press the USE Button to c a i the first using the lar er conc-b knob on the
storage bin into active service and lower left of #e KNS 81. -

17
1
Program the second data
storage bin as long as the WPT number is selected
The second group of waypoint first.
parameters may be entered into the In the photo above, waypoint 2 of
system's memory in the same fashion. our example-25 nm on the 225.0'
The usual procedure is to change to the radial of OSWEGO VORTAC (117.6/
next WPT number and then by depres- 0SW)- has already been program-
sing the DATA Button (l),move the caret med and the KNS 81 system is ready
from FRO (2) to RAD (3) to DST (4)- to accept other waypoints and their
although any sequence may be used parameters.

18
?
The system in operation

IBr
Pre-fli ht s stem check
Be ore ta eoff, check to be sure display to return to the active waypoint.)
that RNV is still the active mode and Notice that the remote, panel-
that waypoint 1 is the in "USE" or active mounted DME is displaying dashes in
all windows. This indicates that it is in
w a F k e you have already pressed search. When you reach lineof-sight
the SE Button on waypoint 1, it should altitude, the DME will lock on and pro-
be the active waypoint. . . unless you vide distance, groundspeed, and time
have pressed the USE Button while to the waypoint or VOFITAC station
another waypoint number was dis- dependin on o rational @e
played. If waypoint 1 is still the active, selected. The Cgfor HSI will also
any other waypoint number being dis- be fla ged until both VOR and DME
played will be blinking By pressing are vcfid.
the FITN Button, you can cause the

19
b
I
Nav ating to waypoint 1
?!
A er takeoff, you receive departure
vectors to the southwest of Kansas City
are accurate onlywhen flying directly
to or from the staton or waypoint.
and then a clearance to proceed under But in order to fly direct to the way-
our own navigation direct to the first point and eliminate an inconvenient
R NAV waypoint.
At this point, your DME is provid-
dogleg, it would be helpfulto know
precisely what heading you should
ing information regarding distance, pick u . The KNS 81 can provide

n
aroundsDeed. and time to wavmint 1. this ingrmation.
Since the airckft is notyet flyiib directiy
to the waypoint, only distance nforma-
tion is valid. Remember that grwnd-
speed and time-ttxtation information

\> .
Getting a waypoint radial
mdln
Wnf! the KNS 81 in RNV mode, the OBS knob until the needle centers
press the two-position RAD Button to and the TO-FROM indicator is signalling
its “in” position and the remote DME “To”. This will be your course direct to
display changes from distance, ground- WFT #l.
speed, and timeto waypoint -to (At this time, you may also want to
distance and radial from the waypoint- check the ident of the VOR station by
in this case,005”. Simply use the OBS pulling the PowerlVolume Control to
knob on your CDI to place the reciprocal its “out” position. When the station has
of that radial (185”) under the lubber line been identified, you can return the
and fly to center the needle. If you do control to its “in” position to mute the
not wish to use this feature, you can turn ident tones.)
20
Way oint passage
X u are now passing over waypoint From this point, your flight plan calls
1. The TO/FROM flag on your CDI shifts for a course of 192" direct from waypoint
to the FROM position and the needle 1to Jones Airport in Tulsa. Use your OBS
holds stead If the Autopilot is cou- knob to place 192" under the lubber line,
pled to NAqwaypoint passage will be fly to center the needle, and continue on
smooth, with the wings remaining level. the outbound course from waypoint 1.

li
I
Changeover to waypoint 2
At about 35 nm outbound from When you are ready for change-
waypoint 1, you prepare for changeover over, press the USE Button and way-
to waypoint 2. Just turn the Waypoint point 2 will become active. The DME
Select Knob until the number '2" is display will displa dashes for a few
displayed, along with the waypoint seconds, then vdbegin to display dis-
parameters pr rammed earlier. Since
sg
waypoint 1 is the active waypoint,
the 'WPT" display is blinking
a
tance, roundspeed, and time informa-
tion tot e new waypoint.
'7 Rllv
-'KT ...,

II
II

RN

WPT

Makin a fast position report


W!ti the KNS 81, you don't need to VOATAC station-! Just press the momen-
switch from the RNAV operation mode in tary CHK Button on the KNS 81 and
order to give the controller an accurate you et the answer above the RAD
position report. Instead, you are able to and& I ends on the KNS 81-15.6
respond immediately. nm on the%o" radial-withput disturb-
In the above photo, r aircraft ing the OBS or the distance to the way-
pu
is located 29.2 nm DME rom waypoint
2. But where is it in relationship to the
point displayed on the remote DME
indicator.
w i'

22
L

Reaching waypoint 3
You have switched over to waypoint which was placed at the location of the
3 and kept the needle centered. Now Initial Approach Fix for a 24-nm DME-
you are coming up on the waypoint, Arc approach to Jones Airport in Tulsa.

c3

OFF IDEM I
Navigating a DME-Arc
In order to fly the DME-Arc ap needle on the CDI and fl to keep the
proach, press the DATA button until needle centered on the hI:bntinue
the carets rest under the RAD legend. using this technique of moving the way-
As you pass the original 3rd waypoint, point along the Arc until reachingthe
change the radial to 1 8 9 O , recenter the 217' radial for your turn inbound.

23
-
I ' I 1-1 .
r r r ,
WPT, FRQ< RAD
'"E

I
m""
EO
YI
KNS 81

KING OFF
0 PULL

IDEN1
ORN
Completing tho appmach
As you turn inboundon the 21P the KNS 81 during the approach, you
radial and start our descent, switch the get not only distanceto the VORTAC but
KNS 81 to the &R mode and set the digital radial in addition to course devia-
OBS to the proper inbound course for tion on the CDI.
the approach (037)and make the ap- Continue your approach toward the
proach as you normally would. missed approach point at 14.5 DME.
By depressing the RAD button on

.7
I 111..
i
1
I 1
.
1-8
I 1-1
. I ,
I ,I
L I-. U.IJ
1 1 1 1
I:' '<.ii
WPT FRQ< RAD dST

A waypdnt at the holding .


pattern
When you reach the missed ap- programmed for the entrance to the
proach point and still do not have the holding pattern), press the USE Button,
runway in sight, the approach plate and turn the Mode Select Knob to the
calls for a "climbing left turn to 2400 ft. RNV mode.
via TUL VORTAC R-220 to Sappa Inter- This will allow you to navigate
section and hold." directly to the holding pattern and hold
Upon turning and intercepting the at the intersection the same way you
R-220 switch to waypoint 4 (already would hold over a VOR or VORTAC.

24 ,
A wa point at the outer marker
Jhile being vectored from the With the OBS set to the inbound LOC
holding pattern to the Outer Compass course the displaced needle of the
Locator or LOM for the Tulsa Interna- CDI will display the distance from the
tional approach, you can use the KNS 81 extended LOC since in the RNAV mode,
to tell you where you are at all times. one dot deviation equals one nm off
Remaining in the RNV mode, call up course.
waypoint 5-the one you programmed And pressing the CHK Button peri-
earlier to mark the position of the odically providesyou with an instant
Tulsa InternationalLOM-and press the display of the radial and distance from
USE button. In this configurationthe the VORTAC station.
remote DME indicator will display

n
distance to the LOM. By pressing the
RAD button, the radial from the way-
point (the LOM) will also be displayed.

Thing the ILS frequenc


As you approach the L O Jturn to tance information to the TUL VORTAC
waypoint 6, and depress the USE button throughout the approach. Fly the ap-
for the ILS frequency you programmed proach into Tulsa International.
beforeyour departure. You'll probably You can see from this repre-
want to tune the VORTAC on your num- sentative flight that the KNS 81 is
ber 2 NAV receiver and place the easy to use and makes your IFR flying
switch on your remote DME indicator easier and more efficient. The above
to the "2" position so that the DME examples are just some of the many
will continue to provide you with dis- uses you'll find for the KNS 81.
25
I
I T
, .
RAD DST
.

Awe
. ,-- - - , - . f switching of caution is advised regarding the use
the DME over to your number 2 NAV of DME Hold with the KNS 81's other
receiver during the ILS approach, you operating modes.
can keep it locked onto the VOR frequen- Since the DME Hold switch in effect
cy indicatedon your KNS 81 by using isolates certain DME functions from the
the DME Hold function on the KDI 572 logic of the KNS 81's RNAV computer,
remote indicator. It's simply a matter the informationbeing processed is
of remembering to put the KNS 81 in the rendered incomplete.Thus, it is recom-
VOR mode first and flipping the DME mend that DME Hold be used only
selector switch into the HLD position in connection with straight VORllLS
before changing over from the VOR to navigation, and not with RNAV or its
the ILS frequency. You'll still get distance related modes.
informationto the VORTAC throughout For example, here's what you
the approach. can expect to see when DME Hold
But while it's a useful convenience is activated on each of the KNS 81's
to have in a situation like this, a word operating modes.

YlN

r
I

KING

In VOR Mode, of course, the and the KDI 572 remote DME indica-
system will continue to operate normally, tor will continue to display distance,
as described above. The CDI-HSI will groundspeed and time to V m A C .
provide regular VORl ILS navigation,
26
I
,

However, when the CHK Button is to indicate that DME information is not
pressed with the system in DME Hold, available to the KNS 81. Nevertheless,
only the radial portion of the position the remote KDI 572 indicator will con-
check will be displayed on the KNS 81. tinue to display the complete distance,
The distance portion will display dashes groundspeed and TTS sequence.

The function of the RAD Button is Thus, the CDI-HSI will be flagged and
rendered inoperative in the DME Hold its indicator needle will center and be-
mode. Informationdisplayed on the come inactive. In addition, all indications
KDI 572 will not be affected bv the msi-
. I
except for a flashing RNV mode annun-
tion of the RAD button. ciation will be blanked from the KDI 572
In VORlPAR Mode. which reauires DME indicator. As a result, when the
RNAV inputs, use of DME'Hold will make CHK button is pressed, only the. fre-
the navigation signal dusable. The quency and radial are displayed on
CDI-HSI will be flagged and its indicator the KNS 81.
needle will center and become inactive. As you can see, the DME Hold
Otherwise, the display functions of the function expands the KNW1%capabili-
KNS 81 and KDI 572 will react in much ties in certain VORllLS operations,'but
the same way as they did in the VOR severely limits them in regardto Area
Mode. Again, depressing the RAD button Navigation. Consequently, you'll want to
will have no effect on the information use the DME Hold switch with discretion
displayed. in all but a few recommended situations
In RNAV and RNAVIAPR Modes, in order to gain maximum utility from
the use of DME Hold will render the Area your KNS 81 system.
Navigation computer's output invalid.
KNS 8l Integrated NAV System Specifications

Size (including mounting rack): Bearing and Distance Accuracy: Meets


Length . . . . . . . . . . . 11.48 "(29.16 Cm) FAA Advisory Circular 90-45A
Height. . . . . . . . . . . . .2.00 "(5.08 cm) accuracy requirements
Width. . . . . . . . . . . . .6.31a(16.03cm) Course Width, VOR Mode: f 10.0'
Weight. . . . . . . . . . . . .5.0 Ib~(2.3 kg) Course Width, VOR Parallel Mode:
Power Requirement: 11 to 33 VDC, * 5.00 nm
15 watts maximum Course Width, RNAV Enroute Mode:
13.75 VDC@1.O amps f 5.00 nm
27.50 VDCaO.5 amps Course Width, RNAV -roach Mode:
TSO ComDliance: f 1.25 nm
NAV: &a (DO-153A)
LOC: C36c, Class D, Cat II (DO-131A) EXTERNAL OUTPUTS
GS: C34c. Class D. Cat II (DO-132A) RNAV, ILS, APP External Annunciator:
RNAV: Per FAA AC 9 0 - 4 d Active State: less than 0.3V@75 ma
Off State: High impedance (more than
NAV RECEIVER AND CONVERTER lOOK ohm)
Frquency Range: 200 bhannels, 33V max.
108.00 to 117.95 with 50 kHz spacing O B Resolver: 30 Hz O W resolver
(crystal controlledsyntf)esizer) meeting ARlNC requirements
Sensitivity: 2.0pv max. (hard) will Course Deviation: up to 5 floating 1,ooO
provide a flyable course indication otim loads
Selectivity: 6db@f 17.4 kHz, 80 db VORlLOC Warning Flags: up to 5
@ f 42.0 kHz floating 1,ooOohm loads
Spurious Responses: At least 60 db NAV Audio Output: 50 mw min. into
down 500 ohm (volume control)
VOR Accuracy: Typically less than f 1O
error GLIDESLOPE SECTION
Frequency Range: 40 channel, 329.15
RNAV SECTION to 335.00 MHz with 150 kHz spacing
Number of Waypoints: 10 Sensitiity: 10 pv or less' for 60% of
Wayptnt Distance: Selectable on digital standard deflection
display, zero to 199.9 nm in 0.1 nm Selectivity: less than 6 db@ f 21 kHz,
increments at least 40 db@ 129 kHz off channel
Waypoint Radial: Selectable on digital
display from zero to 359.9' in 0.1 O
increments

k
A

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