The issue with GS capture is more a function of being underneath at the Glideslope and capturing it from underneath, not so much how close you’re to the FAf (I believe but yours could be acting differently). If you have issues and you click off autopilot and hand fly, you should be able to hit Approach again and it will lock into LOC and GS, you can re-engage the AP. It’s a good autopilot.
Amazing. I was just looking for answers to this. A few questions: 1. During my IFR training in my F33a, the CFI and I noticed we had to input the heading changes during approach mode as the KFC150 did not pick up the Garmin 430w course change. Is this normal or do I have an instrument problem? 2. I noticed you mention that the KFC150AP does not like last minute changes when starting the approach. We had this happen both in RNAV GPS and VOR NAV, where we just kept flying straight. I realized I had to bug the heading in with the HSI needle - is this normal? How soon do you hit Approach mode and then is it protocol to dial in the headings from there? 3. Same with altitude while on approach. I took it out of autopilot and hand flew the decent after the initial fix. I see you allowed the plane to stay at 2500 until the glide scope was level and autopilot took control of the decent. Is that standard proceedure for the KFC150? This video you made is outstanding, and our planes are almost the same except the garmin and tip tanks. Thanks for making this.
I will attempt to answer the best I can. Please keep in mind that I am not necessarily an expert on the system, but I can share my experience. If you haven't already, check out the KFC150 instructions from Bendix King. I found them to be pretty helpful for different approach examples. Assuming the 430 is in the GPS CDI mode and not VLOC, they should talk. You need to move the HSI course arrow (not the heading bug) to match the heading shown on the GPS though. The 430 will give you a heads up on upcoming direction change. My issues with last minute approach changes involved the glide slope primarily. That said, the nav / apr can get "lost" sometimes. I like to use my heading bug mode to get close to the course first before engaging the nav or apr mode so it doesn't wallow all over the place trying to find the course. Once I have it tracking nav / apr though, it usually holds lateral without too much issue. The glide slope though will only capture in APR mode, which means you have to be established fairly well before the FAF for it to work. I have had issues when ATC vectors me to the approach course less than a mile from the FAF. By the time I get established and hit APR mode, it fails to capture the glideslope and I have to fly it manually. If established early enough and on APR mode, it grabs the glideslope and takes her down nicely as shown in my video. My "usual" plan is start on heading bug mode while being vectored. Once cleared direct to a fix, I make sure I am pointed in the right direction or turning into it and engage NAV mode with the HSI arrow set to the DTK. I follow the GPS instructions turning the HSI arrow for each approach segment. Once established, I hit APR mode for the better sensitivity and glideslope capture. When being vectored to final, I use heading bug until established on the final approach course and with the HSI arrow set for the final course I engage APR mode. This is where sometimes the glideslope doesn't capture. Overall, I have been really happy with my KFC150. It isn't as nifty as the new Garmin stuff, but it does what I need it to do pretty well. There is usually a little course deviation, but it is close. Given the cost of new stuff, I hope it continues to work for a long time. I am planning to do a video on using the KFC150 in a hold next. Thanks for watching!
First video I have found that explains the KFC 150 use in an approach. Thank you
The issue with GS capture is more a function of being underneath at the Glideslope and capturing it from underneath, not so much how close you’re to the FAf (I believe but yours could be acting differently). If you have issues and you click off autopilot and hand fly, you should be able to hit Approach again and it will lock into LOC and GS, you can re-engage the AP. It’s a good autopilot.
Good job
Amazing. I was just looking for answers to this. A few questions:
1. During my IFR training in my F33a, the CFI and I noticed we had to input the heading changes during approach mode as the KFC150 did not pick up the Garmin 430w course change. Is this normal or do I have an instrument problem?
2. I noticed you mention that the KFC150AP does not like last minute changes when starting the approach. We had this happen both in RNAV GPS and VOR NAV, where we just kept flying straight. I realized I had to bug the heading in with the HSI needle - is this normal? How soon do you hit Approach mode and then is it protocol to dial in the headings from there?
3. Same with altitude while on approach. I took it out of autopilot and hand flew the decent after the initial fix. I see you allowed the plane to stay at 2500 until the glide scope was level and autopilot took control of the decent. Is that standard proceedure for the KFC150?
This video you made is outstanding, and our planes are almost the same except the garmin and tip tanks. Thanks for making this.
I will attempt to answer the best I can. Please keep in mind that I am not necessarily an expert on the system, but I can share my experience. If you haven't already, check out the KFC150 instructions from Bendix King. I found them to be pretty helpful for different approach examples.
Assuming the 430 is in the GPS CDI mode and not VLOC, they should talk. You need to move the HSI course arrow (not the heading bug) to match the heading shown on the GPS though. The 430 will give you a heads up on upcoming direction change.
My issues with last minute approach changes involved the glide slope primarily. That said, the nav / apr can get "lost" sometimes. I like to use my heading bug mode to get close to the course first before engaging the nav or apr mode so it doesn't wallow all over the place trying to find the course. Once I have it tracking nav / apr though, it usually holds lateral without too much issue. The glide slope though will only capture in APR mode, which means you have to be established fairly well before the FAF for it to work. I have had issues when ATC vectors me to the approach course less than a mile from the FAF. By the time I get established and hit APR mode, it fails to capture the glideslope and I have to fly it manually. If established early enough and on APR mode, it grabs the glideslope and takes her down nicely as shown in my video.
My "usual" plan is start on heading bug mode while being vectored. Once cleared direct to a fix, I make sure I am pointed in the right direction or turning into it and engage NAV mode with the HSI arrow set to the DTK. I follow the GPS instructions turning the HSI arrow for each approach segment. Once established, I hit APR mode for the better sensitivity and glideslope capture. When being vectored to final, I use heading bug until established on the final approach course and with the HSI arrow set for the final course I engage APR mode. This is where sometimes the glideslope doesn't capture.
Overall, I have been really happy with my KFC150. It isn't as nifty as the new Garmin stuff, but it does what I need it to do pretty well. There is usually a little course deviation, but it is close. Given the cost of new stuff, I hope it continues to work for a long time. I am planning to do a video on using the KFC150 in a hold next. Thanks for watching!