king-KN62 KN62A KN64 PDF
king-KN62 KN62A KN64 PDF
king-KN62 KN62A KN64 PDF
KN 62/62A/64
DISTANCE MEASURING
EQUIPMENT
COPYRIGHT NOTICE
REVISION HISTORY
ITEM ACTION
SECTION I
GENERAL INFORMATION
1.1 INTRODUCTION..........................................................................................1-1
SECTION II
INSTALLATION
SECTION III
OPERATION
LIST OF FIGURES
LIST OF TABLES
SECTION I
GENERAL INFORMATION
1.1 INTRODUCTION
This manual contains information relative to the physical, mechanical, and electrical characteris-
tics and installation procedures for the KN 62/62A/64 DME. The KN 64 has lower output power
than the KN 62/62A. The KN 64 is not TSOed.
SPECIFICATION CHARACTERISTIC
D. Gas discharge display
OUTPUT POWER: 50 watts peak, pulsed power minimum (35 watts,
KN 64)
100 watts nominal (50 watts, KN 64)
MAXIMUM DISPLAY RANGE:* 389 nautical miles
PANEL HEIGHT: 1.3 inches (3.30 cm) maximum
ACQUISITION SENSITIVITY: -82dBm minimum, -87dBm nominal
(-78dBm minimum, -87dBm nominal, KN 64)
NOTE
SPECIFICATION CHARACTERISTIC
RANGE ACCURACY:* .1 NAUTICAL MILES OR .14%, WHICH-
EVER IS GREATER, FROM 0 TO 99.9 NAU-
TICAL MILES
The KN 62/62A/64 can be channeled by the internal channeling tunning knobs or it may be chan-
neled by an external source. The KN 62/62A/64 will accept external channeling in the form of
Shifted BCD, ARINC 2X5, or Bendix/King Slip code. The tunning logic for each of the three types
of channeling is given in tables 1-1, 1-2, and 1-3.
Frequen- MA ME MC MD X KA KE KC KD .XX K5
cy Mhz Mhz Mhz 0
108 0 1 1 0 .0X 1 0 1 1 .X0 1
109 0 0 1 1 .1X 0 1 1 1 .X5 0
110 1 0 1 1 .2X 0 1 0 1
111 0 1 1 1 .3X 1 1 0 1
112 0 1 0 1 .4X 1 1 1 0
113 1 1 0 1 .5X 1 1 0 0
114 1 1 1 0 .6X 1 0 0 1
115 1 1 0 0 .7X 1 0 1 0
116 1 0 0 1 .8X 0 1 1 0
117 1 0 1 0 .9X 0 0 1 1
The following critical frequencies are mechanical resonance of the unit under test that have peak
acceleration amplitude greater than twice the input acceleration amplitude. There were no ob-
served changes in performance of the unit under test.
1.4.3 KN 64 DME
The KN 62/62A/64 installation kit, P/N 050-01611-XXXX is available in two versions. The -0000
and the -0001. The contents of the kit are listed below:
SECTION II
INSTALLATION
The conditions and tests required for TSO approval of this article are minimum performance stan-
dards. It is the responsibility of those desiring to install this article either on or within a specific
type or class of aircraft to determine that the aircraft installation conditions are within TSO stan-
dards. The article may be installed only if further evaluation by the applicant documents an ac-
ceptable installation and is approved by the Administrator.
2.1.2 KN 62 AND KN 64
The conditions and tests performed on this article are minimum performance standards. It is the
responsibility of those desiring to install this article either on or within a specifice type or class of
aircraft to determine that the aircraft installation conditions are within these perfomrance stan-
dards. The article may be installed only if further evaluation by the applicant documents an ac-
ceptable installation and is approved by the Administrator.
The greatest single contributor to increased reliability of all modern day avionics is to limit the max-
imum operating temperature of the individual units. While modern day individual circuit designs
consume much less electrical energy, the watts per cubic inch dissipated within avionics units re-
mains much the same due to high density packaging techniques utilized. Consequently, the im-
portance of providing avionics stack cooling is still with us.
While each individual unit may not require forced air cooling, the combined heat load of several
units operating in a typical avionics stack will significantly degrade the reliability of the avionics if
provisions for stack cooling are not incorporated in the initial installation. Recommendations on
stack cooling are contained in Bendix/King Installation Bulletin #55 and #143 revised. Failure to
provide stack cooling will certainly lead to increased avionics maintenance costs and may void the
Honeywell warranty.
A. Plan a location on the aircraft panel that is clearly visible and within easy access of the pilot.
B. Avoid mounting the KN 62/62A/64 close to heater vents or other high heat sources.
C. Compass safe distance is 8 inches for worst case deflection of one degree.
D. Install the mounting rack in the aircraft using 6-32 x 1/2 flat head phillips screws (P/N 089-
06012-0008) and 6-32 clip nuts (P/N 089-02353-0001). The screws are inserted from the
inside through the holes in the sides of the mounting rack.
E. Connect the harness wires to the connector pins and insert the connector pins into the rear
of the Molex connector. See Section 2.3.3 and Figures 2-1 and 2-2.
F. Mount the Molex connector on the two hex spacers at the rear of the mounting rack. Use
two 4-40 x 7/16 pan head, phillips screws (P/N 089-05903-0007) and two #4 split lock wash-
ers (P/N 089-08003-0034). Orient the connector so the polarizer key is closer to the side
next to the antenna connector.
H. Install the antenna connector in the mounting rack from the outside as shown in Figures 2-
14, 2-15. Secure connector in place with three washers and a retaining ring as shown in the
figure.
I. Install the KN 62/62A/64 into the mounting rack and secure by turning the hold down adjust-
ment screw (accessible through a hole in the front panel) clockwise with an allen hex
wrench until it is locked in place (Figure 2-13).
J. The audio output of the KN 62/62A/64 is set for approximately 2mW into 600 ohms at the
factory. If a different level is desired, readjust the audio level adjustment, accessible through
the top cover (Figure 2-13).
K. For 066-1068-04 and 066-1088-01 units with backlit Nomenclature refer to interconnect
drawings for interconnect to lighting buss.
L. When operating dual KN 62/62A/64s, the respective DMEs will interfere with each other
when the NAV frequencies differ by 5.3 MHz (for example, 108.00 MHz and 113.3 MHz).
This interference results in premature flags or loss of lock-on. Should this occur, one of
the KN 62/62A/64s should be either turned off or tuned to a different NAV frequency so that
the 5.3 MHz difference is eliminated.
1. Strip each wire 5/32 for contact terminal (P/N 030-01107-0030). (The last two digits of
the contact terminal part number indicate the number of terminals furnished).
3. Using needle nose pliers, fold over each conductor tab in turn, onto the exposed con-
ductor. When both tabs have been folded, firmly press the tabs against the conductor.
5. Apply a small amount of solder (using minimum heat) to the conductor/tab connection
to assure a good electromechanical joint.
1. After the contact terminals have been installed on the wiring harness, the contact ter-
minals can be inserted into the proper location in the connector housing (P/N 030-
01094-0053). The terminal cannot be inserted upside down. Be sure to push the ter-
minal all the way in, until a click can be felt or heard.
2. The self-locking feature can be tested by gently pulling on the wire.
1. Slip the flat narrow blade of a Molex contact ejector tool, HT-1884 (P/N 047-05009-
0001) under the contact on the mating side of the connector. By turning the connector
upside down one can see the blade slide into the stop.
2. When the ejector is slid into place, the locking key of the contact is raised, allowing the
contact to be removed by pulling moderately on the lead.
3. Neither the contact nor position is damaged by removing a contact; however, the con-
tact should be checked visually before reinstalling in connector, to be certain that
retaining tab A extends as shown (see Figure 2-1) for retention in connector.
2.3.4.1 General
a. The antenna should be well removed from any projections, the engine(s), and propeller(s).
It should also be well removed from landing gear doors, access doors, or other openings
which will break the ground plane for the antenna.
b. The antenna should be mounted on a bottom surface of the aircraft and in a vertical position
when the aircraft is in level flight.
e. Where practical, plan the antenna location to keep cable lengths as short as possible, and
avoid sharp bends in the cable to minimize the VSWR.
h. The antenna should be kept clean. If left dirty (oil covered) the range of the DME may be
affected.
i. On pressurized aircraft, the antenna should be sealed using RTV (P/N 016-01082-0000)
around the connector and mounting hardware.
j. All antennas should be sealed around the outside for moisture protection.
a. Peel the backing off the antenna template and apply template to the aircraft at the desired
mounting location.
b. Drill or cut the proper size holes for mounting the antenna, then remove the template.
c. Using the antenna as a stencil, draw a line around the base of the antenna that will come
into contact with the aircraft. Then carefully scrape off the paint within the stenciled area.
Lightly sand the bare metal with fine sandpaper to insure removal of all paint and protective
coatings.
d. Sand the inside area of the aircraft where the backing plate will be located to remove the
chromate or other protective finish.
e. Apply Alumiprep No. 33 (P/N 016-01127-0000) following the directions on the container to
cleanse the metal of any residue.
f. Apply Alodine No. 1001 (P/N 016-01128-0000) following the directions on the container.
h. Mount the antenna using #8 star washers (P/N 089-08017-0037) and 8-32 nuts (P/N 089-
02148-0032) included with the antenna.
i. RGU 400 or equivalent coaxial cable is normally used on installations having a cable run of
ten feet or less. For cable runs from ten to twenty feet, use RG 142B/U cable (P/N 024-
00002-0000).
j. Inspect coaxial cable connector for proper center contact, then fasten it securely to the
antenna.
SECTION III
OPERATION
3.1 GENERAL
It is recommended that power to the KN 62/62A/64 be turned on only after engine start-up, as this
procedure increases the reliability of the solid state circuitry.
The KN 62/62A/64 front panel controls consist of an ON-OFF switch, a function switch, and fre-
quency selection knobs (Figure 3-1). The function switch determines both the information dis-
played and the channeling source for the KN 62/62A/64. In Remote (RMT) mode, the KN 62/62A/
64 is channeled from an external control head, and the display shows range, speed, and time-to-
station. In Frequency (FREQ) mode, the KN 62/62A/64 is channeled from its own frequency se-
lection knobs, and the display shows range and frequency. In Ground Speed/Time-to-Station
(GS/T) mode, the KN 62/62A/64 holds the last internally selected frequency and displays range,
speed, and time-to-station.
The frequency hold feature in GS/T mode is necessary to prevent accidental rechanneling of the
DME when frequency is not being displayed. To prevent the unit from displaying false information,
the KN 62/62A/64 will display dashes and stay in search whenever power is turned on or mo-
mentarily interrupted in GS/T mode. Normal operation is re-established by switching to FREQ or
RMT mode.
When the KN 62/62A/64 is locked to a ground station, range is displayed to the nearest 0.1 nau-
tical mile from 0 to 99.9 nautical miles and to the nearest 1 nautical mile from 100 to 389 nautical
miles. Ground speed is displayed to the nearest knot from 0 to 999 knots. Time-to-station is dis-
played to the nearest minute from 0 to 99 minutes. The display also indicates 99 minutes for any
computed time- to-station greater than 99 minutes. When the KN 62/62A/64 is in search mode,
dashes are displayed instead of range, speed, and time-to-station. An automatic dimming circuit
adjusts the brightness of the display to compensate for changes in ambient light level. The dim-
ming is controlled by a photocell mounted behind the front panel to the left of the display. Back-
lighting of nomenclature on 066-1068-04 and 066-1088-01 is connected and controlled directly by
aircraft dimming bus.
The audio output of the KN 62/62A/64 can be set as high as 15 milliwatts into 600 ohms using the
audio level adjustment accessible through the top cover. It is set for approximately 2mW output
at the factory. It is desirable to use the audio to identify the DME ground stations being received.
The effective range of the KN 62/62A/64 DME depends on many factors; most important being the
altitude of the aircraft. When the aircraft is on the ground, the KN 62/62A/64 usually will not re-
ceive DME stations due to line-of-sight signal limitations. Other contributing factors to the DME,s
effective range are the location and altitude of the ground transmitter, transmitter power output,
and the degree of maintenance of the ground facility. The distance measured by the KN 62/62A/
64 is slant-range distance (measured on a slant from aircraft to ground station) and should not be
confused with actual ground distance. The difference between ground distance and slant-range
distance is smallest at low altitude and long range. These distances may differ considerably when
in close proximity to a VOR/DME facility. However, if the range is three times the altitude or great-
er, this error is negligible. In order to obtain accurate ground speed and time-to-station, the aircraft
must be tracking directly to or from the station.
When operating dual KN 62/62A/64s, the respective DMEs will interfere with each other when
the NAV frequencies differ by 5.3MHz (for example, 108.00MHz and 113.3MHz). This interfer-
ence results in premature flags or loss of Lock-On. Should this occur, one of the KN 62/62A/64s
should be either turned off or tuned to a different NAV frequency so that the 5.3MHz difference is
eliminated.