G3X Toch Instalation Manual
G3X Toch Instalation Manual
G3X Toch Instalation Manual
Installation Manual
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RECORD OF REVISIONS
Revision
Revision Description
Date
AN 03/29/21 Updated non-Garmin installation materials
AP 09/30/21 Various updates
AQ 09/20/22 Various updates
AR 12/15/22 Various updates
AS 03/06/23 Various updates
WARNING
This product, its packaging, and its components contain chemicals known to the State of
California to cause cancer, birth defects, or reproductive harm. This Notice is being
provided in accordance with California's Proposition 65. If you have any questions or
would like additional information, please refer to our website at www.garmin.com/prop65.
NOTE
The Garmin G3X™ system includes non-TSO certified products that have received no FAA
approval or endorsement. Consequently the G3X system is not type-certificated and is not
suitable for installation in type-certificated aircraft.
NOTE
Unless otherwise noted all installation guidance, requirements, and instructions apply to
one, two, three, four, five, and six-display G3X systems.
NOTE
References to the GAD 29 throughout this manual apply equally to the GAD 29C.
References to the GAD 29B throughout this manual apply equally to the GAD 29D.
NOTE
References to the GDU™ 37X throughout this manual apply equally to the GDU 370 and
GDU 375 except where specifically noted.
NOTE
References to the GDU 46X throughout this manual apply equally to the GDU 460 and
GDU 465 except where specifically noted.
NOTE
References to the GDU 4XX throughout this manual apply equally to the GDU 45X,
GDU 46X, and GDU 47X except where specifically noted.
NOTE
References to the GMC Mode Controller throughout this manual apply equally to the
GMC 305, GMC 307, and GMC 507 except where specifically noted.
NOTE
References to the GSU 25 throughout this manual apply equally to the GSU 25B,
GSU 25C, and GSU 25D except where specifically noted.
NOTE
The term LRU, as used throughout this manual is an abbreviation for Line Replaceable
Unit. LRU is used generically in aviation for a product (such as a GDU 37X or GTP 59)
that can be readily “swapped out” (usually as a single component) for troubleshooting/
repair.
NOTE
All GMU 22 information in this Installation Manual also applies to the GMU 44. The
GMU 44 had previously been used as the G3X magnetometer but has been replaced by the
GMU 22.
NOTE
Connector references JXXX(X) and PXXX(X) are used throughout this document. The
letter “J” or “P” designates the connector (whether on the LRU or wiring harness). “J”
(Jack) refers to the connector on the LRU, and “P” (Plug) refers to the connector on the
wiring harness. “J” or “P” designate the connector only, regardless of contact type (pin
or socket). However GDU 4XX connectors on the LRU are designated as P4X0X.
NOTE
The GDU 37X/4XX products contain a lithium battery that must be recycled or disposed
by professional services according to applicable governing laws. Only Garmin-
authorized service facilities are permitted to perform maintenance on this product.
NOTE
The Bluetooth® word mark and logos are registered trademarks owned by Bluetooth SIG,
Inc. and any use of such marks by Garmin is under license.
BNC/TNC Coaxial Connectors - May be required to terminate the antenna cable, depending upon which
antenna is used. Check the antenna installation instructions for detailed information. Example below:
• Connector, BNC/TNC Coaxial, male, crimp (MIL-PRF-39012)
• Carlisle IT P/N CAN24TST120(CIT), (must be ordered from the following Carlisle IT facility):
Carlisle Interconnect Technologies
5300 W. Franklin Drive
Franklin, WI 53132
United States
Toll Free: +1 (800) 327-9473
Phone: +1 (414) 421-5300
Fax: +1 (414) 421-5301
Resistors:
• 400kΩ (±10%), 0.5W minimum resistors qualified to MIL-R-10509 or MIL-PRF-26
(i.e. RN70C4023BB14)
• 1 kΩ (±1%), 0.5W resistors qualified to MIL-R-10509 or MIL-PRF-26
(i.e. RN70C1001FRE5, RN65E1001FB14)
• 390Ω (±5%), 0.25W minimum resistors qualified to MIL-R-10509 or MIL-PRF-26
(i.e. RN60D3900FB14, RN60D3920FB14, RN65C3900FB14). (For GMA™ 245R)
Shield Terminators:
• AS83519/1-X, AS83519/2-X or equivalent
• AS83519/X-2 for single conductor wire
• AS83519/X-3 for twisted-pair and triple conductor wire
• AS83519/X-4 for RG-400 coax
Switches - Wig-wag installation, high current (>5A) MIL-DTL-3950 (i.e. Honeywell P/N 2TL1-10).
NOTE
Non-Garmin part numbers shown are not maintained by Garmin and consequently are
subject to change without notice.
NOTE
G3X refers to both the legacy GDU™ 37X system and GDU 4XX systems. For items only
applicable to the GDU 4XX systems, the system name is referred to as G3X Touch™.
The G3X is an advanced technology avionics suite designed to integrate pilot/aircraft interaction into one
central system. The system combines primary flight instrumentation, aircraft systems instrumentation, and
navigational information, all displayed on one, two, three, four, five, or six displays. The G3X system is
composed of several sub-units or Line Replaceable Units (LRUs). LRUs have a modular design and can
be installed directly behind the instrument panel (or mounted to the panel in the case of a GDU display or
GMC control panel) or in a separate avionics bay if desired. This design greatly eases troubleshooting and
maintenance of the G3X system. A failure or problem can be isolated to a particular LRU, which can be
replaced quickly and easily. Each LRU has a particular function, or set of functions, that contributes to the
system’s operation. For additional information on LRU functions, see the applicable section of this
manual.
NOTE
GDU 37X and GDU 4XX displays may not be combined in the same system.
A G3X system can have up to two G5 standby flight displays. For G5 installation information, refer to the
G5 installation manual (190-02072-01).
GDU displays communicate with other LRUs using the CAN bus (with optional RS-232 backup paths
supported for some LRUs) and with other devices using RS-232.
A G3X Touch system installed with no ADAHRS units can display MFD data, including engine
information, on up to six GDU 4XX displays. This system configuration can also support Garmin
autopilot functionality when paired with one or more G5 flight displays.
A single GDU display, installed without any other G3X system components, may be configured as a
standalone MFD. A standalone GDU 37X MFD does not support flight or engine instruments, or
advanced interface capabilities, and is intended for applications where only basic mapping and navigation
features are required.
2.1.1.5 Pitot/Static
The ADAHRS units (and optional G5 displays) in the G3X system must be connected to the aircraft’s
pitot/static system. The airframe manufacturer’s guidance should be followed to find the proper location
of the pitot tube and static port.
The GAP 26 pitot/AOA probe is a combination pitot tube and angle of attack (AOA) probe. It is available
in several configurations, including heated and unheated versions. Refer to Section 5 for GAP 26
installation information.
G3X ADAHRS units and G5 displays may also be used with any other pitot tube, if AOA is not required.
Refer to Section 31 for information on conducting periodic tests of the static system.
2.1.1.8 GPS
Each GDU display includes an internal VFR GPS receiver, and a connection for an external antenna. GPS
position data is shared between GDU displays using the CAN bus. For a list of GPS antennas supported by
the GDU display, refer to Appendix E, or Section 6.
The GPS 20A is a TSO-compliant WAAS GPS position source that is compatible with the G3X system.
The GPS 20A provides GPS data to the G3X system using the CAN bus, and can send ADS-B position
data to a transponder using RS-232. For GPS 20A installation information and a list of supported GPS
antennas, refer to Section 14.
GPS data is used for ADAHRS performance monitoring, so at least one source of GPS data is required.
This requirement can be met by installing a GPS 20A, or by connecting a GPS antenna to at least one GDU
GPS receiver. In a system with multiple GDU displays, additional GPS antennas may be connected to the
other displays for redundancy, if desired.
The G3X system is capable of displaying basic position data from an external IFR GPS navigator, but this
data is not used for ADAHRS monitoring and thus does not satisfy the above requirement.
For general GPS antenna installation information, refer to Section 19.
2.1.1.14 Transponder
The G3X system can interface to any Garmin transponder with a digital interface (all models except the
GTX 320). The transponder code, operating mode, and flight ID can all be displayed and controlled using
the GDU displays.
A panel-mount transponder such as the GNX 375, GTX 327, GTX 328, GTX 330, GTX 335 and GTX 345
can be controlled either from the GDU displays or by the transponder’s front-panel interface. Remote-
mount transponders such as the GTX 23ES, GTX 32, GTX 33, GTX 35R/45R and GTX 335R/345R lack
front-panel controls, and are controlled only using the GDU displays. The diversity transponders
GTX 345D, GTX 335D, GTX 335RD, and GTX 345RD are all supported.
The transponder connects using RS-232 to the #1 ADAHRS unit, which relays transponder data to the rest
of the G3X system through the CAN bus. The ADAHRS provides pressure altitude data to the transponder,
so a separate altitude encoder is not required. A second connection from the transponder to the #2
ADAHRS can be made to provide a backup datapath for this information.
In a G3X system with a transponder and a GTN, the transponder is typically controlled by the G3X system,
not the GTN. Note the GTX 23ES and GTX 35R/45R can only be controlled by the G3X system, not by
the GTN.
The GTX 23ES, 33ES, 35R, 45R, 330ES, 335/335R/335D/335RD, and GTX 345/345R/345D/345RD are
Mode S transponders with extended squitter capability. When provided with a GPS position source that
meets the TSO performance requirements specified in 14 CFR 91.227, these transponders are an
acceptable method of complying with the requirements for ADS-B Out. Compliant GPS position sources
include the GPS 20A, GTN, GNS WAAS units, or the internal WAAS GPS contained in certain models of
the GTX 335/345. The GDU GPS receiver does not meet the TSO GPS requirements, thus it is not
sufficient to provide position data to a transponder for ADS-B Out compliance.
Certain transponders support ADS-B or TIS-A traffic data, and/or FIS-B weather data. See below for
information on traffic (Section 2.1.1.17) and weather (Section 2.1.1.16) interface capabilities.
For information on connecting and configuring a transponder with the G3X system, refer to Section 23 and
Appendix H or Section 29. Refer to Section 31 for information on performing periodic tests of the
transponder.
For information on installing remote transponders, refer to 190-00906-01 for the GTX 23ES, or
190-01499-10 for the GTX 35R/45R. For all other transponders, refer to the appropriate installation
manual.
2.1.1.20 Video
In a G3X Touch system with GDU 4XX displays, each display has a rear connector which supports
composite (NTSC/PAL/SECAM) video. Video input to a GDU 4XX display can be used with various
cameras or entertainment systems, with the video image displayed on a dedicated MFD page, or in an inset
window on the GDU 46X PFD. Wireless remote control of Garmin VIRB® action cameras is also
supported, allowing recording to be started or stopped from the GDU 4XX display.
CAUTION
To avoid damage to the LRUs, take precautions to prevent Electro-Static Discharge (ESD)
when handling connectors and associated wiring. ESD damage can be prevented by
touching an object that is of the same electrical potential as the LRU before handling the
LRU itself.
CAUTION
Do not connect the heated/regulated version of the GAP 26 (010-01074-20) to 28 VDC.
The heated/non-regulated version of the GAP 26 (010-01074-10) may be connected to
either 14V or 28V. See Section 5 for wiring information.
Table 2-1 GAP 26 Initial Current Draw vs Probe Temperature (-10, -20 units only)
Probe Temperature -40°C (-40°F) 0°C (32°F) 50°C (122°F) 100°C (212°F) 175°C (347°F)
Amps 12 Amp 9.25 Amp 7.3 Amp 5.85 Amp 4.36 Amp
Table 2-1 refers to probe temperature at initial turn-on. For example, upon turn-on at -40°C, the standard
(-10) or regulated (-20) heated probes will initially draw 12 amps, but will draw less current as they warm
up.
The -10 non-regulated probe draws current proportional to the probe temperature as shown in Table 2-1.
The -20 heated regulated probe uses similar power to the -10 probe when airborne, but will limit the
current to regulate the probe temperature to ~75°C (167°F) when the probe temperature reaches this
value.
CAUTION
Check wiring connections for errors before connecting any wiring harnesses. Incorrect
wiring could cause internal component damage.
NOTE
Please refer to the G3X Touch Pilot’s Guide (190-01754-00) for guidance in using
Connext Bluetooth connections to Garmin Pilot device(s).
To test for the installation of the Apple iOS compatible configuration module, enter config mode, select the
System Information page, highlight PFD1, press Menu, and run the Apple compatibility test.
Figure 2-3 Apple iOS Compatible Black Configuration Module P/N 010-12253-00
LRU LRU
TERMINATION CONNECTIONS
Figure 2-4 CAN Bus Backbone
DAISY-CHAINED LRUs
LRU LRU
TERM
TERM
LRU LRU
LRU
Daisy-chained LRUs (LRUs not at the extreme ends of the CAN bus) connect to the CAN backbone
through short “stub” or “node” connections (Figure 2-6). The length of each node connection should be
kept as short as possible, and should not exceed 0.3 meters (1 foot). The best way to connect devices
between the ends of the CAN bus while maintaining short stub node lengths is to splice the connections as
close to the device as practical (Section 21.2.9). Unshielded wire sections should be kept as short as
practical.
Multiple devices must not connect to the CAN bus backbone at the same point. Rather than splicing two or
more stub node connections together, the CAN bus should instead be daisy chained from one device to the
next (Figure 2-6).
LRU LRU
Max. node length
TERM
TERM
LRU
LRU LRU
TERM
TERM
LRU LRU
LRU
HUB
LRU
DEVICE
AVOID “T” OR “Y” SHAPE AVOID STAR SHAPE DO NOT USE THIRD-PARTY
HUB DEVICES
SHIELD
D GROUNDED
R UND D AT
T EACH
H DAISY-CHAINED
NE
DAISY-CHAINED
D H N D LRU,
U RECOMMENDED
E OM E E LRU
U ON CAN
N BUS
P
PXXX JXXX
X
CAN-H
CAN H
C N L
CAN-L
SHIELD
LD GROUND
R UND
CAN BUS
B TERMINATION
RMI T N CAN
N BUS
U TERMINATION
N I
JXXX
X PXXX
X PXXX
X JXXX
J
CAN-H
N H CAN-H
N H
CAN-L
N C N L
CAN-L
SHIELD
LD GROUND
ROUND S ELD GROUND
SHIELD ROU
SHIELD
H E D GROUNDED
G OUND D AT CAN BUS
BU TERMINATIONS,
RMIN T ONS REQUIRED
E E
ALL WIRING
WIR NG SHOWN
HOWN IS
S TWISTED
TW S ED SHIELDED
ELDED PAIR
A
For proper CAN bus operation, it is important for all devices on the CAN bus to share a common power
ground reference. Connect all LRU power ground pins to a single common ground point - do not use local
ground points or use the aircraft structure as a ground return path.
Figure 2-10 CAN Bus Termination (011-02887-00) for GAD 29, GEA 24, GMA 245, GMU 11,
GPS 20A, GSU 25, and G5
P3701/
3 0
GAD 27 & P27
2 1 P4X01
0
GDU 37X/4
X/ 5X/46X/47X
X 4 /4 X
1
2
3
Figure 2-11 CAN Bus Termination for GAD 27, GDU 37X/4XX, and GSU 73
Both ends of the CAN bus should be terminated (Figure 2-14), but devices that are not at the ends of the
CAN bus should not be terminated (Figure 2-15).
LRU LRU
TERM
TERM
LRU LRU
LRU
LRU
LRU
TERM
TERM
LRU LRU
LRU
LRU LRU
TERM
LRU LRU
LRU
8. Start only the PFD1 display and one other CAN device at a time, and verify the connection quality
for each device. Sometimes a device will communicate with PFD1 only when it is the only
powered device on the CAN bus, if one or more of the above issues is present. Evaluating each
CAN device in turn can help narrow down a problem.
9. It is very important for each device on the CAN bus to share a common power/signal ground.
Ground potential differences between devices on the CAN bus can cause communication errors.
Ground devices to a common ground bus, not to the airframe or to multiple grounding buses.
Weight of Unit
LRU Width Height Depth Unit Weight
and Connector(s)
1.954 inches
5.204 inches
[49.63 mm]
GAD 27 [132.18 mm]
no connector
(Flaps/ 3.78 inches no connector 0.64 lbs 0.97 lbs
Lights/Trim [96.01 mm] 3.569 inches (0.29 kg) (0.44 kg)
6.533 inches
Controller) [90.65 mm]
[165.93 mm]
with
with connector
connector
3.23 inches [82.0 mm]
no connector
5.10 inches [129.4
GAD 29
mm] GAD 29 0.38 GAD 29
(ARINC 6.10 inches 1.48 inches
w/connector lbs 0.63 lbs
429 [154.9 mm] [37.6 mm]
5.54 inches 140.7 (0.172 kg) (0.285 kg)
Adapter)
mm]
w/connector and CAN
terminator
-00 probe with
-00 probe: adjustable
GAP 26 0.33 lbs mounting kit:
-00, -10 0.82 inches 16.0 inches 6.12 inches [157.7 (0.15 kg) **0.53 lbs (0.20 kg)
(Air Data [20.9 mm] [406.4 mm] mm] -10 probe: -010 probe with
Probe) 0.39 lbs adjustable
(0.18 kg) mounting kit:
**0.59 lbs (0.22 kg)
*weight includes nut plate
**Previous versions of the mounting kit used a steel mount tube that is heavier by 0.14 lbs than
the weights listed in this table. The steel mount tube has welded mounting tabs and a constant
wall thickness. The currently used aluminum mount tube has machined mounting tabs and the
wall thickness is greater at the upper end vs. the lower end. Add 0.14 lbs to listed weights when
using the steel mounting tube.
Weight of Unit
LRU Width Height Depth Unit Weight
and Connector(s)
**-20 probe with
Probe Probe -20 probe:
6.12 inches adjustable
.82 inches 16.0 inches 0.39 lbs
[157.7 mm] mounting kit:
[20.9 mm] [406.4 mm] (0.18 kg)
GAP 26 0.59 lbs (0.22 kg)
-20 Control Box
(Air Data 2.25 inches
Probe [57.0 mm]
and (includes -20 control
Heater Control Box: Control Box:
wiring box
Control 1.11 inches 4.55 inches NA
grommet 0.36 lbs
Box) [28.2 mm] [115.6 mm]
and screw (0.16 kg)
heads, but
not
harness)
5.00 inches 1.63 inches 6.17 inches 17.7 oz 19.5 oz
GDL 39R
(127.0 mm) (41.35 mm) (156.7 mm) (502 g) (552 g)
0.78 lbs 0.904 lbs
GDL 51R
6.10 inches 1.60 inches 5.00 inches (0.35 kg) (0.41 kg)
(154.9 mm) (40.6 mm) (127.0 mm) 0.83 lbs 0.954 lbs
GDL 52R
(0.38 kg) (0.43 kg)
GDU 370 6.04 inches 7.83 inches 3.41 inches 1.6 lbs
1.8 lbs*, (0.803 kg)
(Display) (153.4 mm) (198.8 mm) (86.6 mm) (0.71 kg)
GDU 375 6.04 inches 7.83 inches 1.7 lbs
3.41 inches (86.6 mm) 1.9 lbs*, (0.862 kg)
(Display) (153.4 mm) (198.8 mm) (0.77 kg)
Depth behind panel
including
GDU 450 8.00 inches 5.93 inches 2.71 lbs
recommended 2.98 lbs*, (1.35 kg)
(Display) (203.0 mm) (150.5 mm) (1.23 kg)
backshell 3.68 inches
(93.4 mm)
Depth behind panel
including
GDU 455 8.00 inches 5.93 inches 2.84 lbs
recommended 3.11 lbs*, (1.41 kg)
(Display) (203.0 mm) (150.5 mm) (1.29 kg)
backshell 3.68 inches
(93.4 mm)
10.85
GDU 460 7.82 inches 3.57 inches 4.60 lbs
inches 4.81 lbs*, (2.18 kg)
(Display) (198.6 mm) (90.7 mm) (2.09 kg)
(275.5 mm)
*weight includes nut plate
**Previous versions of the mounting kit used a steel mount tube that is heavier by 0.14 lbs than
the weights listed in this table. The steel mount tube has welded mounting tabs and a constant
wall thickness. The currently used aluminum mount tube has machined mounting tabs and the
wall thickness is greater at the upper end vs. the lower end. Add 0.14 lbs to listed weights when
using the steel mounting tube.
Weight of Unit
LRU Width Height Depth Unit Weight
and Connector(s)
10.85
GDU 465 7.82 inches 3.57 inches 4.73 lbs
inches 4.94 lbs*, (2.24 kg)
(Display) (198.6 mm) (90.7 mm) (2.15 kg)
(275.5 mm)
Depth behind panel
including
GDU 470 6.01 inches 7.82 inches 2.66 lbs
recommended 2.93 lbs (1.33 kg)
(Display) (152.6 mm) (198.6 mm) (1.21 kg)
backshell 3.68 inches
(93.4 mm)
3.0 inches (76.2 mm)
GEA 24 6.5 inches 1.9 inches 0.71 lbs
5.0 inches (127.0 mm) 1.6 lbs, (0.725 kg)
(EIS) (165.1 mm) (48.3 mm) (0.322 kg)
w/connectors
GI 260
(AOA
Indicator) 1.36 inches 3.19 inches 0.27 lbs
2.36 inches (60.0 mm) NA
Including (34.6 mm) (81.0 mm) (0.122 kg)
Socket
Mount
GMC 305 6.25 inches 1.85 inches 0.5 lbs
(Mode 3.30 inches (83.8 mm) 0.60 lbs, (0.272 kg)
Controller)
(158.8 mm) (47.0 mm) (0.226 kg)
5.06 inches 1.76 inches 3.49 inches (88.65 0.56 lbs 0.67 lbs
GPS 20A
(128.5 mm) (44.7 mm) mm) (0.254 kg) (0.304 kg)
Weight of Unit
LRU Width Height Depth Unit Weight
and Connector(s)
2.12 inches
(53.8 mm)
GSU 25 4.0 inches 0.48 lbs
2.61 inches 2.5 inches (63.5 mm) 0.68 lbs, (0.310 kg)
(ADAHRS) (101.6 mm) (0.217 kg)
(66.2 mm)
w/conn
5.50 inches (139.8
GSU 73 mm)
5.50 inches 3.96 inches 3.1 lbs
(ADAHRS/ 7.33 inches (186.2 3.5 lbs, (1.587 kg)
(139.7 mm) (100.6 mm) (1.406 kg)
EIS) mm)
w/connectors
0.3 lbs
GTP 59 - - - -
(0.136 kg)
8.80 inches (223.5
mm)
6.15 inches 1.28 inches 1.23 lbs
GTR 20 10.22 inches (259.5 1.34 lbs, (0.608 kg)
(156.2 mm) (32.4 mm) (0.560 kg)
mm)
w/connectors
Modular Modular 11.05 inches (281 mm)
Including Connectors Modular Rack, Unit
Rack Rack
, and Connectors
1.72 inches 6.30 inches (measured from front
3.9 lbs (1.77 kg)
GTX (44 mm) (160 mm) face of unit to rear of 3.1 lbs
23ES Remote Remote
connector backshells) (1.41 kg)
Remote Rack, Unit
Rack Rack
, and Connectors
1.78 inches 6.92 inches
4.4 lbs (2.00 kg)
(45 mm) (176 mm)
Unit, Standard
9.9 inches (252 mm) Mouting Tray,
6.3 inches 1.7 inches 1.7 lbs (0.77
GTX 35R (unit, mount, and Backplate, and
(160 mm) (43 mm) kg)
connector backshells) Connectors
2.5 lbs (1.13 kg)
Unit, Standard
9.9 inches (252 mm) Mouting Tray,
6.3 inches 1.7 inches 2.0 lbs (0.91
GTX 45R (unit, mount, and Backplate, and
(160 mm) (43 mm) kg)
connector backshells) Connectors
2.9 lbs (1.32 kg)
*weight includes nut plate
**Previous versions of the mounting kit used a steel mount tube that is heavier by 0.14 lbs than
the weights listed in this table. The steel mount tube has welded mounting tabs and a constant
wall thickness. The currently used aluminum mount tube has machined mounting tabs and the
wall thickness is greater at the upper end vs. the lower end. Add 0.14 lbs to listed weights when
using the steel mounting tube.
NOTE
Avoid installing the G3X LRUs near heat sources. If this is not possible, make sure that
additional cooling is provided. Allow adequate space for installation of cables and
connectors. The installer will supply and fabricate all of the cables. All wiring should be
in accordance with FAA AC 43.13-1B and AC 43.13-2B.
CAUTION
The GAD 27 is not intended for 28V installations.
Flap Controller
The Flap Controller interfaces directly to the flap motor and uses flap position measured by the GEA™ 24
from an external position sensor to support up to 8 pre-programmed flap settings. The GAD 27 can
automatically move the flaps between pre-programmed positions in response to a momentary press of the
flap control switch by the pilot. Each momentary press of the flap switch causes the flaps to move by one
step in the specified direction, stopping at the next pre-programmed position.
For example, Up, Middle, and Down pre-programmed flap positions can be defined. By "bumping" the
momentary flap switch downward, the GAD 27 will automatically move the flaps from the Up position to
the Middle position in the downwind. Similarly, after turning final, the pilot can bump the switch
downward again and the GAD 27 will automatically extend the flaps to the full down position. Since the
GAD 27 receives airspeed from the G3X Touch™ system, it can also prevent flap extension when the
3.000 76.20
.390 9.91 .277 7.04
6.533 165.93
4.650 118.11
1.831 46.51
CENTER OF GRAVITY
NOTES:
1. DIMENSIONS: INCHES [MM].
2. DIMENSIONS ARE SHOWN FOR REFERENCE ONLY.
3.569 90.65
1.723 43.77
.984 24.99
CENTER OF GRAVITY
GAD 27
CONNECTOR KIT 011-01855-01
011-03877-00
330-00625-15
GAD 27
011-03876-00
J272
TB273
J271
GAD 27
CONNECTOR KIT
011-03877-00
330-00625-50
P271
011-01855-04
NOTE
A GAD 29 cannot be installed in a system that also includes a GSU 73. For
ARINC 429 I/O, use the appropriate pins on the GSU 73 instead.
NOTE
All information for the GAD 29 is applicable to the GAD 29B/29C/29D unless explicitly
noted.
NOTE
The GAD 29 was a prior version of the GAD 29C, all form, fit, and functions are identical
for the two models.
NOTE
The GAD 29B was a prior version of the GAD 29D, all form, fit, and functions are
identical for the two models.
J292
J291
29
2X 2.352 59.74
2.950 74.93
CENTER OF GRAVITY
5.539 140.68
4.6 Outline and Installation Drawings
3.235 82.17
3.090 78.49
.040 1.02
.100 2.54 TYPICAL THICKNESS
BENEATH FASTENER HEAD .675 17.15
6.100 154.94
CENTER OF GRAVITY
011-01855-00
J292
011-03236-20
GAD 29
P291
330-00624-25
P292
011-01855-02
CONNECTOR K T
011-03271-00
GAD 29
GAD 29
CONNECTOR K T
011-03271-00
J292
330-00624-25
J291
011-01855-02
330-00625-09
CAN TERM NATOR
P292 011-02887-00
[OPT ONAL]
IMPORTANT NOTE:
DEPEND NG ON HOW THE SYSTEM S PHYS CALLY W RED,
TH S ADAPTER MAY OR MAY NOT BE NEEDED N THE
P291 011-01855-00 NSTALLAT ON THE G3X CAN BUS MUST BE TERM NATED
AT ONLY THE TWO MOST EXTREME PO NTS ON THE CAN
BACKBONE REFER TO SECT ON 2 FOR USAGE OF TH S
PART AND SPEC F C GU DANCE OF THE G3X CAN BUS W R NG
NOTE
The pneumatic tubing for pitot pressure is the longer of the two tubes extending out of the
probe (Figure 5-1).
Inspection Panel
GAP 26 Probe
Figure 5-3. GAP 26 Shown with Inspection Panel and Doubler Plate
5° MAX
ANGLE BETWEEN CHORD
LINE AND PROBE CENTERLINE 4" MIN CENTERLINE
DISTANCE
10" MAX CENTERLINE
DISTANCE
WING LEADING EDGE
PROBE CENTERLINE
GARMIN RECOMMENDED
FARTHEST AFT PROBE TIP LOCATION
GARMIN RECOMMENDED
FARTHEST FORWARD PROBE TIP LOCATION
“Banded” Wire
Figure 5-5 GAP 26 Banded Wire
CAUTION
Do not connect the heaters in parallel to 28V. See Figure 5-7 for use on 28V aircraft. The
heaters will be damaged if connected incorrectly to 28V.
-20
20 VERSION
S GAP
A 26
2 GEA
E 224, GSU
G U 73, OR
O GAD
G 27
HE E CONTROL
HEATER N R BO
BOX (OPTIONAL)
P
BLUE
LU WWIRE
E D
DISCRETE INPUT
UT
-20
0 VERSION
N GAP 26 PROBE
R
WIR W/WHITE
WIRE E CONN.
ONN WH T CONN.
WHITE W
WIRE W/WHITE
HI CONN.
C N
RED
D WIRE ((CONN.)
NN RED
ED CONN.
N PLAIN
L WIRE
IR (CONN.)
RED WIRE
I E (CONN.)
(CO ) RED
ED CONN. PLAIN
LA W
WIRE
E (CONN.)
CONN
BLACK WIRE
IR (CONN.)
C N RED
ED CONN.
NN BANDED
N WIRE
W (CONN.)
NN
BLACK
L K WIRE ((CONN.)
ONN RED
ED CONN. BANDED
N WIRE
W (CONN.)
NN
20A
R D WIRE
RED IR (BARE)
R
RED WIRE
IR (BARE)
E
+
B CK WIRE
BLACK W R (BARE)
E
14V
BLACK WIRE
IR (BARE)
-
NOTE
Both pressure chambers on the GAP 26 probe have drain holes that when open during
normal operation would constitute a “designed-in” leak that is several times higher than
250 knots/min but does not add significant error.
CAUTION
When the GSU 25 is used in conjunction with the GAP 26 pitot/AOA probe to perform
Part 43 Appendix E altimeter tests, the probe adapter from the pitot-static tester must
completely cover the pitot and AOA ports and drain holes on the GAP 26 to avoid over-
pressuring (and causing damage to) the internal AOA sensor of the GSU 25. If the GAP
26 is installed but AOA is unused (i.e., the AOA port of the GAP 26 is not connected to the
AOA port of the GSU 25) then the GAP 26 AOA port must be connected to the same
pressure port as the pitot port during pitot-static testing.
*Note: If the AOA is unused and connected to the static port (as described in the
preceding Caution statement) it can remain connected to the static port for the pitot-static
test.
After the leak test is completed, make sure that all pressure ports and drain holes on the GAP 26 are open
and clear of debris.
A
821 20 84
790 20 07
5.6 Outline and Installation Drawings
6 12 155 40 PITOT
AOA
13 130 333 50
15 995 406 27
1 110
618
575
3 865
4 300
250
185
150 THRU
0
0
4X
.389
.250
0
960
960
2X 1.250
1.500
1.639
1.776
450
2 320
Figure 5-11 GAP 26 Heater Control Box (used with -20 unit only)
NOTE
References to the GDU 4XX throughout this manual apply equally to the GDU 45X,
GDU 46X, and GDU 47X except where specifically noted.
This section contains general information as well as installation information for the GDU 4XX units. Use
this section to mount the GDU 45X/46X/470 unit(s).
NOTE
There is no TSO/ETSO applicable to the GDU 4XX.
NOTE
GPS data is used for ADAHRS sensor drift correction, so at least one source of GPS data
is required. This requirement can be met by installing a GPS 20A, or by connecting a GPS
antenna to at least one GDU GPS receiver. In a system with multiple GDU displays,
additional GPS antennas may be connected to the other displays for redundancy, if
desired.
NOTE
Make sure that no dust or grit accumulates at the bottom of the display glass. The
GDU 4XX displays us invisible infrared beams for touch detection, this makes it very
important to keep the screen clean, especially along the edges.
NOTE
See Section 31.2.1.5 for information on replacing a GDU 37X display with a GDU 4XX
display.
NOTE
A G3X™ system installation can use either GDU 37X or GDU 4XX displays, but a G3X
system installation cannot use GDU 37X and GDU 4XX displays.
NOTE
If upgrading from a GDU 37X to a GDU 4XX display, refer to upgrade instructions in
Section 31.2.1.5 for information pertaining to preserving/transferring stored system
calibration information.
NOTE
Please refer to the G3X Touch™ Pilot’s Guide (190-01754-00) for guidance in using
Connext® Bluetooth connections to Garmin Pilot™ device(s).
The GDU 4XX uses CAN and RS-232 interfaces to communicate with Garmin LRUs and other devices.
Refer to sections Section 2, Section 23, Appendix G, Section 24, and Section 29 for interconnect and
configuration information.
The GDU 4XX supports video input through a wired connection (see Section 22.3.4).
The GDU 4XX includes a wireless Bluetooth transceiver than can communicate with tablet computers and
other Garmin devices that support the Connext interface protocol. Refer to the G3X Touch Pilot’s Guide
(190-01754-00) for guidance in using Connext Bluetooth connections.
A separate drilling guide is included to aid the installation of a GDU 470 in a panel that formerly contained
a GDU 37X display.
Table 6-3 Contents of GDU 470 Installation Kit (010-12150-02)*
NOTE
GDU 4XX units cannot be used with GA 35, GA 36, or GA 37 antennas.
30 7 40
41
75 188 0
10 3 FRONT SURFACE OF PANEL
5 93 5 33
150 5 135 5
2 15
54 7
1 68
(2X) 1 66 (2X) 87 30
7 99 42 6
42 3 22 2 75
203 0 58 (2X) 2 13
14 7 (3X) 88 54 2
22 3
1 52 4 32
38 7 109 7
6 96
176 8
190-01115-01
Rev. AS
6.7
Figure 6-5 GDU 45X Assembly Drawing
4X .29
7.4
7.4
95.7
2X 3.77
94.8
3.73
4X .29
7.4
137.0
5.39
189.5
7.46
CL
0.0
CL
94.8
3.73
95.7
2X 3.77
2X 2.73
69.4
2X 2.73
69.4
0.0
2.70
68.5
2.70
68.5
0
Rev. AS
190-01115-01
3 7
3.57
25
2.59 90.75
7
65.90
5 90
FRONT
O SURFACE
SU E OF PANEL
A EL
7.23
2
1183.57
3 57
7 2
7.82
GDU 46X Outline and Installation Drawings
198.600
4.05
0
102.86
2 86
3.56
90.46
46 (2X)
2.77
77
( )
70.46 (3X)
Rev. AS
3.68
93.45 (2X) .29
190-01115-01
R7.35 (4X))
3.64
92.55
5
.29
7.35 (4X)
4
7.29
185.10
.00
0
1 1
10.31
262.00
3.64
92.55
3.68
5.16
5.16
131.00
131.00
5.19
5.19
131.90 (2X)
131.90 (2X)
Rev. AS
190-01115-01
3.68 93.4
2.70 68.6
2.24 56.8
1.75 44.4
6.01 152.6 FRONT SURFACE OF PANEL .96 24.4 .83 21.0 .29 7.3
.41 10.3
2X 2.09 53.0
4.27 108.6
GDU 470 Outline and Installation Drawings
2X 3.68 93.5
3.65 92.8
2X 3.31 84.0 4X .29 7.4
5.48 139.1
7.30 185.5
CL
0 0.0 CL
2X 3.35 85.2
3.65 92.8
2X 3.68 93.5
2X 2.89 73.4
2X 2.77 70.5
2.74 69.6
0 0.0
2.74 69.6
2X 2.77 70.5
2X 2.89 73.4
(4X)
4X) .29
29 in
[7.4
7 4 mm]
(4X
(4X) R .29
29 in
IMPORTANT! [7.4
7 4 mm]
Make sure the Page Scaling setting
is set to NONE when printing
(4X)
4X) .29
29 in
this page. Verify dimensions
[7.4
7 4 mm]
of printed template are
accurate before cutting panel.
7
7.46
46 in
[189.5
9 mm]
.29
29 in
n
R7 35 mm (4X
R7.35 (4X)
IMPORTANT!
Make sure the Page Scaling setting
is set to NONE when printing
this page. Verify dimensions
of printed template are .29
29 in
accurate before cutting panel. 7.35
7 35 mm (4X
(4X)
10.31 in
262.00 mm
262
4X R.29 7.4
4X .29 7.4
5.48 139.1
7.30 185.5
IMPORTANT!
Make sure the Page Scaling setting
is set to NONE when printing
this page. Verify dimensions
of printed template are
accurate before cutting panel.
GEA 24 UNIT
011 02848 00
J243
J242
J244
J241
NOTE
If a GEA 24 is installed in a system that also includes a GSU 73, the GEA 24 must be
configured as EIS #2 as described in Section 22.4.16.
NOTE
Refer to Section 31.2.5 for information regarding swapping GEA 24 and GEA 24B units.
CAUTION
Do not mount the GEA 24 on the ‘hot’ side (engine side) of the firewall, or in any location
where it would be exposed to radiated heat from the engine.
Rev. AS
2X 0.20 5.1 2X 6.40 162.6
190-01115-01
NOTE:
1. D MENS ON: NCHES[mm]. METR C VALUES ARE
FOR REFERENCE ONLY.
2. D MENS ONS ARE NOM NAL AND TOLERANCES
ARE NOT MPL ED UNLESS SPEC F CALLY STATED
2.00 50.8
2X 0.42 10.7
Outline and Installation Drawings
4.98 126.6
2.94 74.7
3.4 86 0.2 4
CENTER OF GRAV TY CENTER OF GRAV TY
1.1 27
CENTER OF
GRAV TY
190-01115-01
GEA 24 CONNECTOR K T
011-02886-00
(OPT ONAL)
GEA 24 CAN TERM NAT ON K T
011-02887-00
IMPORTANT NOTE:
DEPEND NG ON HOW THE SYSTEM S PHYS CALLY W RED, TH S
ADAPTER MAY OR MAY NOT BE NEEDED N THE
Stall Warning
AOA
Caution Alert
Approach AOA
Target AOA
Minimum
Visible AOA
Rev. AS
190-01115-01
1.36 34.6
.90 22.9
.9
1.78 45.1
1.29 32.8
3X MOUNTING HOLE
HOLES
FOR #6 100° FLATHEA
FLATHEAD
FASTENER
FASTENERS
Outline and Installation Drawings
26.30 668.0
REF.
RE
.20 5.1
3.19 81.0
REF.
RE 011-03562-00 SOCKET MOUNT
MOUNTING DETAILS
2.09 53.0
REF.
RE
NOTES
ES:
1. DIMENSIONS: INCHES[mm]. METRIC VALUES ARE FOR REFERENCE ONLY.
ONLY
2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED UNLESS
SPECI
ECIFIC
ICALL
LLY STAT
TATED
ED.
NOTE
References to the GMC Mode Controller throughout this manual apply equally to the
GMC 305, GMC 307, and GMC 507 except where specifically noted.
This section contains general information as well as installation information for the GMC 305. Use this
section to mount the GMC 305 unit.
Figure 9-1 GMC 305 Unit View (-20 version shown, -00 version has no YD button)
9.1 Equipment Description
The GMC 305 is a Garmin Automatic Flight Control System (AFCS) Mode Controller that can be used in
a G3X™ installation. The GMC 305 provides a user interface for the autopilot function of the G3X
system. The GMC 305 mounts flush to the aircraft instrument panel using four threaded cap screws.
9.2 Equipment Available
9.2.1 Required Equipment
Table 9-1 GMC 305 Part Numbers
CAUTION
To remove the GMC from the instrument panel, turn each of the two pawl latches
counterclockwise. After initially breaking the pawl latch loose, continue to loosen while
not exceeding 15 in-lbs of torque.
9.4.4 Wiring
The 15 pin connector, pins, and backshell supplied in the GMC 305 installation kit are used to add wiring
for the GMC 305.
It is recommended that a 2 Amp fuse or circuit breaker be used to supply power to the GMC 305
(Figure 23-1.7). Backup power is optional.
The GMC 305 is connected through RS-232 to any GDU™ 37X/4XX display (Figure 23-1.7). The
selected GDU RS-232 channel must be configured for “Garmin Instrument Data”.
If the installation includes a Garmin integrated autopilot using GSA 28 servos, the GMC 305 installation
also includes an RS-232 connection to the GSA 28 roll servo (Figure 23-1.7). GMC 305 RS-232 channel 1
must be connected to any one of the 3 available RS-232 channels on one of the GDU 37X/4XX units. The
GMC 305 RS-232 channel 2 must be connected to the GSA 28 roll servo RS-232 channel 1 if this roll
servo is installed.
For installations using a non-Garmin autopilot with a GMC 305 controller, refer to Figure 23-2.25.
Rev. AS
5.34 135.6
190-01115-01
.86 21.8
3.31 84.0
.46 11.6 TYP.
1.27 32.2
Outline and Installation Drawings
FRONT SURFACE OF
A RCRAFT PANEL
6.25 158.8
.51 13.0 .080 2.03 TYP.
.34 8.6
NOTES:
1. D MENS ONS: NCHES[mm]. METR C VALUES ARE FOR REFERENCE ONLY.
2. D MENS ONS ARE NOM NAL AND TOLERANCES ARE NOT MPL ED UNLESS SPEC F CALLY STATED.
Rev. AS
NSTALLAT ON K T
190-01115-01
A RCRAFT PANEL
(REF.) CONNECTOR K T
SUPPL ED W TH 010-12034-00
NSTALLAT ON K T
4X 211-00169-01
SUPPL ED W TH 010-12034-00
GMC 305 UN T
011-03226-XX
4X .150 3.81
.925 23.50
.865 21.97 4X .218 5.54
2X .660 16.76
5.380 136.65
1.730 43.94
8X .098 THRU
2X .660 16.76 .176 4.47 X 100°
.865 21.97
.925 23.50
0 0.00
2.690 68.33
2.690 68.33
NOTES:
3.125 79.38
3.125 79.38
6X 2.860 72.64
6X 2.860 72.64
2. TOLERANCES: NCH mm
.XX±.02 .X±0.5
.XXX±.010 .XX±0.25
IMPORTANT!
5.380 136.65
Make sure the Page Scaling setting
is set to NONE when printing this
page. Verify dimensions of printed
template are accurate before
cutting panel.
1.730 43.94
NOTES:
1. DIMENSIONS: INCHES[mm]. METRIC VALUES ARE FOR REFERENCE ONLY.
2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED UNLESS
SPECIFICALLY STATED.
Figure 9-5 GMC 305 Panel Cutout Template
NOTE
References to the GMC Mode Controller throughout this manual apply equally to the
GMC 305, GMC 307, and GMC 507 except where specifically noted.
This section contains general information as well as installation information for the GMC 307. Use this
section to mount the GMC 307 unit.
Figure 10-1 GMC 307 Unit View (-00 version shown, -20 version has no YD button)
10.1 Equipment Description
The GMC 307 is a Garmin Automatic Flight Control System (AFCS) Mode Controller that can be used in
a G3X™ installation. The GMC 307 provides a user interface for the autopilot function of the G3X
system. The GMC 307 mounts flush to the aircraft instrument panel using two pawl latches.
10.2 Equipment Available
10.2.1 Required Equipment
Table 10-1 GMC 307 Part Numbers
CAUTION
To remove the GMC from the instrument panel, turn each of the two pawl latches
counterclockwise. After initially breaking the pawl latch loose, continue to loosen while
not exceeding 15 in-lbs of torque.
10.4.3 Wiring
The 15 pin connector, pins, and backshell supplied in the GMC 307 installation kit are used to add wiring
for the GMC 307.
It is recommended that a 2 Amp fuse or circuit breaker be used to supply power to the GMC 307
(Figure 23-1.7). Backup power is optional.
The GMC 307 is connected through RS-232 to any GDU™ 37X/4XX display (Figure 23-1.7). The
selected GDU RS-232 channel must be configured for “Garmin Instrument Data”.
If the installation includes a Garmin integrated autopilot using GSA 28 servos, the GMC 307 installation
also includes an RS-232 connection to the GSA 28 roll servo (Figure 23-1.7). GMC 307 RS-232 channel 1
must be connected to any one of the available RS-232 channels on one of the GDU 37X/4XX units. The
GMC 307 RS-232 channel 2 must be connected to the GSA 28 roll servo RS-232 channel 1 if this roll
servo is installed.
For installations using a non-Garmin autopilot with a GMC 307 controller, refer to Figure 23-2.25.
Rev. AS
5.99 152.1
1.15 29.1
190-01115-01
C.O.G. 3.29 83.6
NOTE 3
3.43 87.1
.13 3.3 TYP.
FRONT SURFACE OF
A RCRAFT PANEL
.34 8.6
C.O.G. .40 10.2
NOTES:
1. D MENS ONS: NCHES[mm]. METR C VALUES ARE FOR REFERENCE ONLY. SEE NOTE 3
2. D MENS ONS ARE NOM NAL AND TOLERANCES ARE NOT MPL ED UNLESS SPEC F CALLY STATED.
3. CENTER OF GRAV TY (C.O.G.), LOCAT ON SHOWN S W THOUT CONNECTOR K T NSTALLED.
330-00366-15 NCLUDED N
011-01824-00
CONNECTOR K T
A RCRAFT PANEL
.075 - .140 [1.9 - 3.6] ALLOWABLE
PANEL TH CKNESS RANGE
190-01115-01
MAX.
1.98 50.3
BEZEL OUTLINE
GMC 307 PANEL CUTOUT (REF.)
IMPORTANT!
MAKE SURE THE PAGE SCALING SETTING IS SET TO NONE
WHEN PRINTING THIS PAGE. VERIFY DIMENSIONS OF
PRINTED TEMPLATE ARE ACCURATE BEFORE CUTTING
PANEL.
1.98 50.3
6.015 152.78
NOTES:
1. DIMENSIONS: INCHES [mm]. METRIC VALUES ARE FOR REFERENCE ONLY.
2. TOLERANCES: INCH mm
.XX ±.02 .X ±0.5
.XXX ±.010 .XX ±0.25
Figure 10-6 GMC 307 Panel Cutout Template
NOTE
References to the GMC Mode Controller throughout this manual apply equally to the
GMC 305, GMC 307, and GMC 507 except where specifically noted.
This section contains general information as well as installation information for the optional GMC 507.
Use this section to mount the GMC 507 unit.
CAUTION
Exercise caution when installing the rack in the instrument panel. Deformation of the
rack will make it difficult to install and remove the GMC 507.
NOTE
If the front edges of the installation rack are behind the front surface of the aircraft panel,
the GMC 507 pawl latches may not fully engage.
NOTE
The GMC 507 install rack may be used as a template for drilling the mounting holes.
CAUTION
To remove the GMC from the instrument panel, turn each of the two pawl latches
counterclockwise. After initially breaking the pawl latch loose, continue to loosen while
not exceeding 15 in-lbs of torque.
11.3.3 Wiring
The 15 pin connector, pins, and backshell supplied in the GMC 507 installation kit are used to add wiring
for the GMC 507.
See Figure 23-1.8 for example interconnect drawing.
190-01115-01
54 13 6
3 13 79 4
3 14 79 7 C G (NOTE 3)
13 3 3
2 PLACES
1 11 28 1 03 0 6
C G (NOTE 3)
11.4 Outline and Installation Drawings
FRONT SURFACE OF
AIRCRAFT PANEL
1 05 26 7
6 25 158 8 1 27 32 3
C G (NOTE 3)
2 10 53 3 1 90 48 3
26 6 7 87 22 1
03 0 6
C G (NOTE 3)
A RCRAFT PANEL
(NOTE 1)
GMC 507 UN T
011-04548-00 SHOWN
NSTALLAT ON NOTES:
1.930 49.0
2X .50 12.7
Figure 11-5 GMC 507 Cutout Drawing, No Installation Rack (Not to Scale)
1.930 49.0
6.020 152.9
BEZEL OUTLINE
(REF.)
NOTES:
1. DIMENSIONS: INCHES [mm]. METRIC VALUES ARE FOR REFERENCE ONLY.
2. TOLERANCES: INCH mm
.XX ±.02 .X ±0.5
.XXX ±.010 .XX ±0.25
Figure 11-6 GMC 507 Panel Cutout Template (no installation rack)
190-01115-01
RACK
1 91 48 5
69 17 6
3 28 83 3
3 14 79 7 C G (NOTE 3)
02 0 5
1 15 29 2 C G (NOTE 3)
FRONT SURFACE OF
AIRCRAFT PANEL
NOTE 4 6 25 158 8
1 15 29 1
BEZEL 1 27 32 3
C G (NOTE 3)
515 13 1 415 10 5
2 09 53 1
RACK
2 10 53 3 (NOT INCLUDING DIMPLES)
BEZEL
26 6 7 87 22 1
415 10 5 515 13 1
02 0 5
2X 437 11 1 C G (NOTE 3)
2X 437 11 1
NOTES
1 DIMENSIONS INCHES[mm] METRIC VALUES ARE FOR REFERENCE ONLY
330-00366-15
NCLUDED N 011-01824-01
CONNECTOR K T
Rev. AS
FROM FRONT OF AIRCRAFT PANEL)
6 33 160 8
190-01115-01
OPTION 2:
RADIO CUTOUT (RACK INSTALLED
FROM FRONT OF AIRCRAFT PANEL)
2 14 54 4
6 33 160 8
OPTION 3:
RADIO CUTOUT (RACK INSTALLED
FROM BACK OF AIRCRAFT PANEL
ONLY)
2 12 53 8
NOTES
1 D MENS ONS NCHES [mm]
2 TOLERANCES
NCHES mm
Figure 11-9 GMC 507 Panel Cutout Template for Installation with Installation Rack
XX ± 02 XX ± 0 5
XXX ± 010 XX ± 0 25
3 MAX MUM A RCRAFT PANEL TH CKNESS S 125[3 2] 6 21 157 7
NOTE
The GSU 73 is not compatible with the GMU 11 magnetometer. Installations that include
a GSU 73 must also include a GMU 22 connected to the GSU 73.
NOTE
If the requirements listed in Table 12-4 cannot be met, a magnetometer interference test
must be performed to make sure of proper operation of the G3X™ system. Refer to the
AHRS/Magnetometer Installation Considerations document (190-01051-00) available
from the Garmin website (www.garmin.com).
Minimum Distance
Disturbance Source*
from GMU 11
Electric motors and relays, including servo motors 10 feet (3.0 meters)
Ferromagnetic structure greater than 1 kg total (iron, steel, or cobalt materials,
8.2 feet (2.5 meters)
especially landing gear structure)
Ferromagnetic materials less than 1 kg total, such as control cables 3 feet (1.0 meter)
Any electrical device drawing more than 100 mA current 3 feet (1.0 meter)
Electrical conductors passing more than 100 mA current [(should be twisted
3 feet (1.0 meter)
shielded pair if within 10 feet (3.0 meters)]
Electrical devices drawing less than 100 mA current 2 feet (0.6 meter)
Magnetic measuring device other than another GMU 11 (e.g. installed flux
2 feet (0.6 meter)
gates, even if not powered)
Electrical conductors passing less than 100 mA current [(should be twisted
1.3 feet (0.4 meter)
shielded pair if within 10 feet (3.0 meters)]
*Disturbance sources listed in table do not apply to a second installed GMU 11
Make sure that any electrical conductor that comes within 10 feet (3.0 meters) of the GMU 11 is installed
as a twisted shielded pair, not a single-wire conductor. (If possible, the shield should be grounded at both
ends.)
Use nonmagnetic materials to mount the GMU 11, and replace any magnetic fasteners within 0.5 meter
with nonmagnetic equivalents (e.g. replace zinc-plated steel screws used to mount wing covers or wing tips
with nonmagnetic stainless steel screws).
In general, wing mounting of the GMU 11 magnetometer is preferred (unless as noted in Appendix B).
Fuselage mounting is less desirable because of numerous potential disturbances that interfere with accurate
operation. For installations with dual GMU 11 magnetometers, co-locating the two magnetometers close
to each other in the tail or in one wing is recommended as this reduces the likelihood of heading splits or
miscompares when operating on the ground in the vicinity of local magnetic anomalies.
Mechanical mounting fixtures for the GMU 11 must be rigidly connected to the aircraft structure. Use of
typical aircraft-grade non-magnetic materials and methods for rigid mounting of components is acceptable,
so long as adequate measures are taken to provide a stiffened mounting structure.
Level the GMU 11 to within 3.0° of the in-flight level cruise attitude.
Per Figure 12-4, align the GMU 11’s forward direction to within 0.5° of the any of the 4 cardinal directions
with relation between its connector and the nose of the aircraft. Make sure the bottom of the unit is facing
downwards (towards earth) per Figure 12-4.
2.74
2.28 0.93
1.37 0.38
0 91
2 02
3 78
2 00
3 71 WITHOUT CAN TERMINATOR
4 15 WITH CAN TERMINATOR
9-P N CONNECTOR,
W TH OPT ONAL CAN TERM NATOR
(011-03002-00 SUPPL ED W TH 011-04349-90
GMU 11 CONNECTOR K T)
#6 FLAT WASHER, SS
(212-00024-06 SUPPL ED W TH 011-04349-90
GMU 11 CONNECTOR K T)
Rev. AS
190-01115-01
UP CONNECTOR ALIGNED TOWARD NOSE OF AIRCRAFT
CONNECTOR ALIGNED TOWARD PORT SIDE
PORT FORWARD
AFT STARBOARD
DOWN
TOWARD EARTH
NOTES
1 ALIGN THE GMU 11 CONNECTOR TO WITHIN 0 5 TO ANY OF THE 4 AIRCRAFT AXIS SHOWN
2 THE GMU 11 MUST BE MOUNTED SUCH THAT THE BOTTOM OF THE UNIT IS FACING THE EARTH
NOTE
All GMU 22 information in this Installation Manual also applies to the GMU 44, which
had previously been the G3X™ magnetometer but has been replaced by the GMU 22.
This section contains general information as well as installation information for the GMU 22. Use this
section to mount the GMU 22 unit. Installers may also benefit from studying Appendix B, which provides
guidance for installing the GMU 22 into specific experimental airframes.
NOTE
If the requirements listed in Table 13-4 cannot be met, a magnetometer interference test
must be performed to make sure of proper operation of the G3X system. Refer to the
AHRS/Magnetometer Installation Considerations document (190-01051-00) available
from the Garmin website (www.garmin.com).
Minimum Distance
Disturbance Source*
from GMU 22
Electric motors and relays, including servo motors 10 feet (3.0 meters)
Ferromagnetic structure greater than 1 kg total (iron, steel, or cobalt materials,
8.2 feet (2.5 meters)
especially landing gear structure)
Ferromagnetic materials less than 1 kg total, such as control cables 3 feet (1.0 meter)
Any electrical device drawing more than 100 mA current 3 feet (1.0 meter)
Electrical conductors passing more than 100 mA current [(should be twisted
3 feet (1.0 meter)
shielded pair if within 10 feet (3.0 meters)]
Electrical devices drawing less than 100 mA current 2 feet (0.6 meter)
Magnetic measuring device other than another GMU 22 (e.g. installed flux
2 feet (0.6 meter)
gates, even if unpowered)
Electrical conductors passing less than 100 mA current [(should be twisted
1.3 feet (0.4 meter)
shielded pair if within 10 feet (3.0 meters)]
*Disturbance sources listed in table do not apply to a second installed GMU 22
Make sure that any electrical conductor that comes within 10 feet (3.0 meters) of the GMU 22 is installed
as a twisted shielded pair, not a single-wire conductor. (If possible, the shield should be grounded at both
ends.)
Use nonmagnetic materials to mount the GMU 22, and replace any magnetic fasteners within 0.5 meter
with nonmagnetic equivalents (e.g. replace zinc-plated steel screws used to mount wing covers or wing tips
with nonmagnetic stainless steel screws).
In general, wing mounting of the GMU 22 magnetometer is preferred (unless as noted in Appendix B).
Fuselage mounting is less desirable because of numerous potential disturbances that interfere with accurate
operation. For installations with dual GMU 22 magnetometers, co-locating the two magnetometers close
to each other in the tail or in one wing is recommended as this reduces the likelihood of heading splits or
miscompares when operating on the ground in the vicinity of local magnetic anomalies.
Mechanical mounting fixtures for the GMU 22 must be rigidly connected to the aircraft structure. Use of
typical aircraft-grade materials and methods for rigid mounting of components is acceptable, so long as
adequate measures are taken to provide a stiffened mounting structure.
Level the GMU 22 mounting rack to within 3.0° of the in-flight level cruise attitude.
Align the GMU 22 mounting rack’s forward direction to within 0.5° of the longitudinal axis of the aircraft.
In a system with more than one ADAHRS (GSU 25/73), ADAHRS 1 must be connected to a GMU22, but
installing additional GMU 22 units for other GSU 25 ADAHRS units is optional. An ADAHRS without a
GMU 22 connected will use magnetometer data supplied by other ADAHRS as long as they are both
communicating through CAN.
Table 13-6 lists material in the GMU 22 connector kit and the associated reference number, as shown in
Figure 13-7. The GMU 22 magnetometer has an attached pigtail with male polarity. The harness
connector for the GMU 22 has female polarity.
Table 13-6 GMU 22 Connector Kit (011-00871-00)** Contents, Reference Figure 13-7
NOTE
If the GMU 22 is ever removed, the anti-rotation properties of the mounting screws must
be restored. This may be done by replacing the screws with new Garmin part number
211-60037-08. If original screws must be re-used, coat screw threads with Loctite 242
(blue) thread-locking compound, Garmin part number 291-00023-02, or equivalent.
Important: Mounting screws must be brass.
1.57 40
Rev. AS
190-01115-01
AIRCRAFT MOUNTING HOLES
GMU 22 MOUNTING RACK FOR
115-00481-00 115-00481-00
TOLERANCES
INCHES mm
.XX 0.010 .X 0.25
.XXX 0.005 .XX 0.13
3X .164 4.17
THRU (IN THIN MATERIAL, USING LOCKING NUTS)
3X .213 5.41 OR
OPTIONAL CLEARANCE DRILL AND TAP
3.370 85.60 #6-32 UNC IN MATERIAL THICKER
HOLES FOR HOLD-DOWN SCREWS
THAN 3/16 [4.8]
2.520 64.01
2.175 55.25
120°
FORWARD
Outline and Installation Drawings
2X 1.485 37.72
120°
.725 18.42
2.51 63.75
0
2.49 63.25
.795 20.19
0
190-01115-01
(PREFERRED)
#6-32 PAN
HEAD BRASS SCREWS
0.24 [6.1] MAX THREAD LENGTH
WITHOUT CLEARANCE HOLES
(211-60037-08 SUPPLIED WITH
011-00871-00 GMU 22
CONNECTOR KIT)
GMU 22
16.2 412
3.37 85.60
.3 8
NOTES:
2.38 60.33
190-01115-01
(NOT PREFERRED)
115-00481-00
OR 115-00481-10
AIRCRAFT
MOUNTING RACK
(-00 IS SHOWN)
AIRCRAFT MOUNTING
SURFACE
16.2 412
3.370 85.60
GMU 22
.3 8
#6-32 PAN
HEAD BRASS SCREWS
0.24 [6.1] MAX THREAD LENGTH
2.38 60.33
NOTE
The GPS 20A can only be used with GA 35, GA 36, or GA 37 antennas.
NOTE
If a GPS 20A (and connected GA 35, GA 36, or GA 37 antenna) is used for GPS position,
additional GPS antennas (connected to GDU™ 37X/4XX units) may be used for
redundancy, but are not required.
NOTE
The GPS 20A is not an FAA-approved product and thus is not eligible for installation in
certified aircraft.
14.7 Antennas
The GPS 20A requires the installation and use of a GA 35, GA 36, GA 37. Refer to Section 19 for antenna
information.
3.488
5.064
4.600
2.250
.232
.275
.135
1.759
2.800
330-00625-09
011-01855-00
011-03913-00
GPS 20A
CONNECTOR K T
011-03914-00
P201
GPS 20A
190-01115-01
GPS 20A J201
CONNECTOR K T
011-03914-00
NOTE
There is no TSO/ETSO applicable to the GSA 28.
The GSA 28 servo is an autopilot servo intended for use in non FAA certified aircraft, including light sport
and home-built aircraft. The servo is intended to be used as part of the G3X™ system.
The function of the GSA 28 is to drive a flight-control axis (pitch, roll) of the aircraft. The servo can also
be installed in the rudder control system to provide yaw damping. Trim drive support is available for any
axis using various 3rd party (i.e. Ray Allen) trim motors. The GSA 28 can also be used as the trim actuator
in the pitch and/or roll axis. All configurations can be used with or without auto-trim in each axis.
• Roll autopilot only
• Pitch/roll autopilot
• Pitch/roll autopilot with yaw damper
The GSA 28 servo features an advanced brushless DC motor and gearbox, with an engagement clutch to
allow for very low-friction operation of the aircraft flight controls with clutch disengaged. The GSA 28
performs continuous internal monitoring and fault detection, and can also safely be back-driven by the
pilot in the event of an engagement clutch fault condition. An advanced electronic slip clutch provides the
ability for the pilot to overpower the servo at a configurable torque threshold without requiring use of a
consumable shear pin or additional moving parts.
NOTE
The GSA 28 engagement clutch is actuated by an internal solenoid. An audible clicking
sound when the servo is engaged or disengaged is normal and expected.
Under normal conditions, the GSA 28 servo operates based on flight director commands from the G3X
display units (GDU™ 370/375/460/465). When used with an optional GMC Mode Controller, the GSA 28
maintains a reversionary capability to engage and fly the aircraft in basic wings-level and altitude-hold
NOTE
Make sure basic autopilot functionality is properly adjusted before enabling trim control
for any servo.
15.1.1 Status LED
The GSA 28 has an LED on its outer case that indicates its current status. See Section 30.1.1 for details.
15.2 Equipment Available
Table 15-1 GSA 28 Part Numbers
Characteristic Specification
Height 4.0 inches (10.16 cm)
Width 2.5 inches (6.35 cm)
Depth 2.8* inches (7.11 cm)
Weight 1.40** lbs, (0.635 kg)
*Harness connector not included
**Accessories not included
CAUTION
The DC trim motor connected to the GSA 28 should be rated for the full power supply
voltage being used to power the GSA 28. If the GSA 28 is connected by a 24-28V power
input, the trim motor must also be rated for 28V.
NOTE
The GSA 28 does not provide a voltage step-up service. To drive a 24V trim motor, the
GSA 28 must be supplied with 24V or higher.
Characteristic Specification
Maximum Rated Torque 60 in-lbs
WARNING
It is vital to make sure the autopilot servo and aircraft control linkage is free to move
throughout its entire range of travel without binding or interference. Failure to provide
adequate clearance between the moving parts of the control system linkage and nearby
structure could result in serious injury or death. If any control system binding or
interference is detected during installation or preflight inspection, it must be corrected
before flight.
CAUTION
Do not mount the GSA 28 on the ‘hot’ side (engine side) of the firewall, or in any location
where it would be exposed to radiated heat from the engine.
WARNING
Cotter pins supplied with GSA 28 are only intended for one time use. If removed from GSA
28 discard and use new cotter pin.
WARNING
Do not use crank arm attachments to actuate cable driven controls. A Capstan attachment
should be used for this purpose.
WARNING
An over-center position of the servo control arm relative to the attached push rod can cause
the flight controls to jam. This could result in serious injury or death. Please be sure this is
well understood before flying with the GSA 28 servo.
CAUTION
If screws are being used to mount the stop bracket to the front face of the GSA 28 are
different than the screws provided with the stop bracket kit, care must be taken to make
sure these screws are not long enough to contact moving parts inside the GSA 28.
Maximum screw insertion, as measured from the front of the
GSA 28, must be less than 0.25” to avoid contact with parts inside the GSA 28.
CAUTION
To avoid the possibility of contaminating the internal rotating mechanisms of the GSA 28,
do not apply thread locking compound directly to the stop bracket attachment holes in the
front face of the servo. Instead, apply a small amount of thread locking compound to the
threads of the stop bracket screws before the screws are inserted. Thread locking
compound is not required upon initial installation of the included stop bracket screws,
which are supplied with thread locking compound already applied.
CAUTION
The GSA 28 can supply a maximum of 1 Amp of current to the trim motor. Do not connect
a trim motor that requires higher current.
NOTE
The GSA 28 supports a single trim switch input only. For use with multiple trim switches
(e.g. pilot and co-pilot), a GAD 27 or other third-party device capable of mixing multiple
trim switches into one is required. See Figure 23-1.10 for additional details.
NOTE
The CWS/DISCONNECT button must be mounted where it is easily accessible to the pilot
during all phases of flight. The pilot must have ability to quickly disconnect the autopilot
under all circumstances.
15.5.2.5 GSA 28 Removal Adapter
The GSA 28 connector kit is shipped with a GSA 28 removal adapter (011-03158-00). This part is not
intended to be installed with the GSA 28, but is used to replace the GSA 28 when the harness connector is
un-plugged. The removal adapter contains an internal 120 Ω resistor between pins 2 and 3 for CAN
termination. It also contains shorts between pins 11 & 13 and 12 & 14 to pass through power for trim
motors. The intention of this component is to allow operation of the CAN bus and trim motors when the
servos are not plugged into the harness. It is recommended that a removal adapter is kept with each servo
installation, in case the GSA 28 needs to be removed without losing functionality of the CAN bus and trim
motors.
Mounting
Install Manual
Garmin P/N Description Bracket
Figures
Included
011-02952-00 Sub-Assy, GSA 28 Mounting Kit, Generic, Push-Pull No 15-8.7
011-02952-01 Sub-Assy, GSA 28 Mounting Kit, Generic, W/Bracket Yes 15-8.8
011-02952-02 Sub-Assy, GSA 28 Mounting Kit, Generic, Capstan No 15-8.4
15-9.1, 15-9.1,
011-02952-10 Sub-Assy, GSA 28 Mounting Kit, RV-6 Roll Yes
15-9.1
15-10.1, 15-10.1,
011-02952-11 Sub-Assy, GSA 28 Mounting Kit, RV-4/8 Pitch Yes
15-10.1, 15-10.1
011-02952-12 Sub-Assy, GSA 28 Mounting Kit, RV-7/8/10 Roll Yes 15-11.1, 15-11.1
011-02952-13 Sub-Assy, GSA 28 Mounting Kit, RV-9 Roll Yes 15-12.1, 15-12.1
011-02952-14 Sub-Assy, GSA 28 Mounting Kit, RV-6/7/9 Pitch Yes 15-13.1, 15-13.1
011-02952-15 Sub-Assy, GSA 28 Mounting Kit, RV-10 Pitch Yes 15-14.1, 15-14.1
15-15.1, 15-15.1
011-02952-16 Sub-Assy, GSA 28 Mounting Kit, RV-10 Yaw Yes
15-15.1
The “generic” kits listed in Table 15-8 (011-02952-00, -01, & -02) are not specific to any airframe. The
airframe specific kits (GPN 011-02952-10 through -16) are for use with the specified experimental aircraft.
The contents of each kit as well as specific instructions for their use are detailed in the figures listed in
Table 15-8.
WARNING
Thread engagement between the male rod end bearings supplied with GSA 28 mounting kits
and push rod must not be less than 0.375”. This minimum engagement length is
recommended to prevent push rod from coming apart.
.141
1.25
.75 .492±.117
USABLE THREAD
THREAD ENGAMENT
Figure 15-4 General Dimensions For Servo Push Rod And Rod End Bearings
The capstan kit is part number 011-02952-02. This kit contains a capstan, a cable guard, and fasteners
used to attach these items.
The capstan is designed to accept a MS20663C2 double shank ball with a 1/16” diameter cable. This kit
does not currently include a bridle cable or cable clamps necessary to link the capstan to the flight control
cables as these items are generally specific to each aircraft type. The required bridle cable (Figure 15-5) is
a 1/16” cable with a MS20663C2 ball and double shank fitting swaged onto the cable where it engages
with the capstan drive wheel. The MS20664C2 ball and shank fittings on the ends keep the cable from
fraying.
Several companies sell custom made cable assemblies suitable for this application, a few of these are:
McFarlane Aviation Aircraft Spruce
Phone: 866-920-2741 Customer Service: 1-800-861-3192
www.mcfarlane-aviation.com www.aircraftspruce.com/catalog/appages/cableassy.php
NOTE
When determining the length of the bridle cable to be ordered, be sure to allow for enough
cable to make the required number of wraps around the capstan (see Figure 15-6).
IN EITHER
BALL
BALL
WARNING
The ball must be located in the center of travel on the capstan when the flight control is in
the neutral position. When the flight control is moved to the limits of its travel, the ball must
not have any possibility of exiting the capstan groove.
The bridle cable must wrap around the capstan either 1 or 1.5 full turns, as shown in Figure
15-6, and must be routed in a way that avoids the possibility of binding.
If the installation would require more than +/- 150° of capstan rotation or more than +/- 2.6
inches of cable travel, the GSA 28 servo and capstan cannot be used.
Failure to closely follow the capstan installation guidance in this section could cause the
aircraft flight controls to jam, resulting in serious injury or death
The 011-02952-02 capstan kit is provided with four #4-40 screws and lock washers for attaching the cable
guard. The screws provided are 0.25” long. This length of screw is appropriate if there is no bracket or
spacers in-between the cable guard and servo. If a mounting bracket or spacers of thickness .056” or
greater will be place in-between the stop bracket and servo, longer screws should be used to attach the
cable guard. It is recommended the thread engagement into the GSA 28, as measured from the front face
of the servo shall be 0.112” – 0.25”. If screws other than what is provided will be used, be sure to use
thread locking compound or a proper thread locking patch combined with the lock washers provided. Also
be sure to follow the recommended tightening torque specified in Figure 15-8.4.
CAUTION
If screws are being used to mount the cable guard to the front face of the GSA 28 are
different than the screws provided with the stop bracket kit, care must be taken to make
sure these screws are not long enough to contact moving parts inside the GSA 28.
Maximum screw insertion, as measured from the front of the GSA 28, must be less than
0.25” to avoid contact with parts inside the GSA 28.
CAUTION
Damage may occur to the GSA 28 if the mounting bracket overlaps the bushing protrusion
when tightening down the mounting bolts. The damage can occur when the bushing is
displaced into the unit. To prevent damage, make sure there is clearance for the bushing
protrusion and be sure the GSA 28 mounting plate is flush with the bracket when the
mounting bolts are being tightened.
For RV-7/8/9/10 roll installations, the rear support bracket used with other popular servos is not
compatible with the GSA 28. This is because of the difference in thickness of the GSA 28 mounting flange
relative the other servos.
Refer to Figure 15-8.1 for GSA 28 outline dimensions. See Figure 15-8.5 for recommended bracket cutout
dimensions.
NOTE
Garmin cannot validate the structural integrity of non-Garmin brackets.
Mounting brackets provided in the Garmin GSA 28 mounting kits have been designed to withstand (and
have been tested to) repetitive stress cycles endured during loads generated by the GSA 28 and aircraft
vibrations. If using a non-Garmin mounting bracket, it is the installer’s responsibility to make sure the
bracket is structurally adequate for the application. It is important to consider the detrimental effects of
bracket displacement and potential for fatigue failures due to reaction forces created by the GSA 28
loading and aircraft vibration.
WARNING
If using a non-Garmin mounting bracket, it is the installer’s responsibility to make sure the
bracket is structurally adequate for the application.
WARNING
Unless otherwise specified, tighten all threaded fasteners in accordance with FAA advisory
circular AC 43-13-1B section 7.40, including adjustment for friction drag torque.
190-01115-01
011-02927-20
4 00
17 1 28
CENTER OF
GRAVITY 76
3 68 3 02
1 13 SEE NOTE 5
10
CENTER OF 1 51
4x 203± 003 THRU GRAVITY
SEE NOTE 3 SEE NOTE 5
4x R 31
A
LED STATUS
LIGHT
2x 2 00
2 50 P281
2x 1 00
1 25 1 01
12
CENTER OF 118
GRAVITY MOUNTING
1 183 2x 875 SEE NOTE 5 FLANGE
THICKNESS
2x 3 50 2 76
1 50
1 25 8x 45°
1 00
D-SUB CONNECTOR
GSA28 UNIT
STOP BRACKET
50
190-01115-01
CRANK ARM SEE NOTE 3
GPN, STANDARD ARM 115-01738-00
GPN, LONG ARM 115-01738-01 AN960-10 WASHER
GPN 212-00035-10
PUSH ROD
GPN 117-00542-XX
SEE NOTE 2
AN960 516L WASHER
GPN 212-00043-31
AN970-3 WASHER
5/16 SPLIT LOCK WASHER GPN 212-00080-03
GPN 212-00018-08 SEE NOTE 1
AN315-3R NUT
GPN 210-00116-03
AN365-1032A NUT
GPN 210-00117-03 AN970-3 WASHER
AN310-5 CASTLE NUT GPN 212-00080-03
GPN 210-00050-01 MS24665-208 COTTER PIN SEE NOTE 1
SEE NOTE 7 GPN 231-00037-04
Rev. AS
BOTH CABLES EXITING CAPSTAN IN SAME DIRECTION
190-01115-01
CABLE EXITING IN OPPOSITE DIRECTION
ROTATE A MAXIMUM OF 50 EITHER DIRECTION FROM
SHOULD BE IN CENTER OF CABLE WRAP WHEN
IN EITHER
2
BALL
BALL
ACCEPTABLE RANG
ACCEPTABLE RANGE
PITCH
FRONT OF
NOMINAL
FLANGE TO
CENTER OF BALL
Figure 15-8.4 GSA 28 with Capstan Kit and Cable Instructions (011-02952-02)
CABLE GUARD CAN BE ROTATED
TO ALLOW FOR ALTERNATE
M AM
M A L
A
BACK PANEL MOUNT NG
Rev. AS
190-01115-01
SEE NOTE 2
Rev. AS
2 (MOUNTING BRACKET NOT INCLUDED)
3
190-01115-01
5
1 9 8
3
4
5
SEE NOTE 2 7
2
1
8
6
5
TEM GARM N P/N QTY DESCR PT ON NOTES
1 212-00080-03 2 AN970-3 WASHER 1 PUSH ROD ( TEM 4) S SUPPL ED 8" LONG AND UNTAPPED CUT TO DES RED LENGTH
AND TAP #10-32 THREADS X 61" M N DEEP N EACH END ALLOW ENOUGH LENGTH
2 382-00019-02 2 MALE ROD END BEAR NG FOR THREAD ENGAMENT BETWEEN PUSH ROD ( TEM 4) AND ROD END ( TEM 2)
3 210-00116-03 2 AN315-3R JAM JUT ACCEPTABLE THREAD ENGAGMENT BETWEEN TEM 2 AND 4 S 0 492" 117"
2 F COTTER P N S REMOVE FROM GSA28 CASTLE NUT, D SCARD COTTER P N AND
4 117-00542-07 1 PUSH ROD, 8.0" UNTAPPED REPLACE W TH NEW COTTER P N ( TEM 10) NCLUDED
5 212-00035-10 9 AN960-10 WASHER
6 211-00090-01 4 AN3-5A BOLT
7 212-00043-10 1 AN960-10L (TH N) WASHER
8 210-00117-03 5 AN365-1032A LOCK NUT
Figure 15-8.7 GSA 28 Generic, Push-Pull Mounting Kit (No Bracket) 011-02952-00
9 211-00090-05 1 AN3-7A BOLT
10 231-00034-04 1 COTTER P N, MS24665-208
Rev. AS
GSA28 MOUNTING KIT, GENERIC, PUSH-PULL, W/BRACKET
190-01115-01
5 8
2
1
10
3 7
5
3 5
2
1
5
6 9
Rev. AS
5 212-00080-03 2 AN970-3 WASHER
KIT. THESE PARTS ARE INCLUDED WITH GSA28 AND MUST BE RE-USED.
6 212-00035-10 10 AN960-10 WASHER 5. TO INSTALL LONG CRANK ARM: REMOVE COTTER PIN, CASTLE NUT, 5/16 LOCK WASHER, AN960-516L
7 211-00090-01 4 AN3-5A BOLT WASHER, AND STANDARD CRANK ARM. INSTALL LONG ARM SUCH THAT HOLE AND SLOT MATE WITH
8 115-01854-01 1 RV-6 ROLL BRACKET ALIGNMENT PINS ON GSA28 OUPUT HUB. REPLACE CASTLE NUT, LOCK WASHER, AND AN960-516L
9 213-00093-02 1 SPACER, .192' x .375 x .600 LNG WASHER. TIGHTEN CASTLE NUT UNTIL LOCK WASHER IS FULLY COMPRESSED, BUT DO NOT TIGHTEN TO 15
190-01115-01
10 115-01854-02 1 RV-6 ROLL SUPPORT PLATE MORE THAN 20 IN-LBS. THEN LOOSEN UNTIL ADJACENT CASTELLATION LINES UP WITH HOLE IN OUTPUT
11 211-A0102-02 4 NAS517-2-2 FLAT HEAD SCREW SHAFT. INSTALL NEW COTTER PIN (SUPPLIED IN MOUNTING KIT).
6. NOTE HAS BEEN REMOVED. 11
12 212-00035-08 4 AN960-8 WASHER
13 212-00043-10 1 AN960-10L (THIN) WASHER 7. NOTE HAS BEEN REMOVED.
14 210-00117-03 6 AN365-1032A LOCK NUT 8. TIGHTEN #4-40 SCREWS USED TO ATTACH STOP BRACKET TO 8 1 IN-LBS. 6
9. NOTE HAS BEEN REMOVED.
15 210-00117-02 4 AN365-832A LOCK NUT 10. STOP BRACKET SHOULD NOT BE USED AS THE PRIMARY MEANS OF LIMITING MOTION. THE AIRFRAME'S 12
16 382-00019-12 2 MALE ROD END BEARING STOPS SHOULD LIMIT MOTION BEFORE THE SERVO CRANK ARM CONTACTS THE STOP BRACKET. 13
17 210-00116-03 2 AN315-3R JAM NUT 11. THREAD ENGAMENT BETWEEN ROD END BEARINGS (ITEM 16) AND ALUMINUM PUSH ROD (ITEM 18) MUST
NOT BE LESS THAN 0.375 . 13
18 117-00542-06 1 PUSH ROD, 3/8 DIA, 7.50 LNG, TAPPED
12. AN3-21A BOLT (ITEM 4) ATTACHES PUSH ROD TO CONTROL STICK. SEE SHEET 2 FOR DETAILS. 12
13. PUSH ROD DIMENSIONS SHOWN IS APPROXIMATE. 14
13
8
6
6
1 2
7
6
5
7 6
13
SEE DETAIL A
9
6
AN960-5 6L WASHER
GPN: 2 2-00043-3
SEE NOTE 4 0 -0295 -00 STOP BRACKET KIT
INCLUDED WITH GSA28)
AN3 0-5 CASTLE NUT SEE NOTES 8 & 0
GPN: 2 0-00050-0
SEE NOTE 4
4 10
SEE NOTE 2
16
17 16
17
18
DETAIL A
SCALE :
.523) .523)
SEE NOTE SEE NOTE
8.95
SEE NOTE 3
14
DETAIL B 9 5
SCALE :
6 AN3-2 A BOLT
ITEM 4)
SEE NOTE
12
2
Rev. AS
4
NOTES:
E
1. ATTACH
TT MOUNTING
N N BRACKET
KE TTO FLOOR
L AS SHOWN USING SUPPORTT PLATE
L E WITH
T #8 FLAT
L HEADE
8 SCREWS, WASHERS, AND N NUTS PROVIDEDD OR USE MS21055 CORNERN N NUTT PLATES
T (NOTT INCLUDED).
2. MATCH DRILL THROUGH FLOOR FOR #8 SCREWS ONCE BRACKET LOCATION HAS BEEN DETERMINED. N
190-01115-01
3. DIMENSION SHOWN IS APPROXIMATE. ITT IS HIGHLY RECOMMENDED
N SERVO WITH BRACKET AND N
PUSH H ROD ARE PLACED THEN INTERFERENCE AND FREEDOM OF MOTION T N ARE VERIFIEDD PRIOR TO
DRILLING
N MOUNTING
M N N HOLES
H E THROUGH H FLOOR.
F
4. PUSH H TUBE
E CLEARANCE
L N HOLES
LE IN FLOOR
L R RIBS MAY NEED
EE TO BE
E TTRIMMED
E TO CREATE
E E MORE
CLEARANCE FOR SERVO PUSH ROD.
10
11
4
CONTROL
T L STICK SHOWN IN NEUTRALL POSITION
N
3.30
SEE NOTE 3
Rev. AS
4. SINGLE AN960- 0 WASHER TEM 2) MUST BE PLACED IN-BETWEEN BELL
5 2 1 1 - 0 00 9 0 - 0 7 1 AN 3 - 1 1 A B O L T X X CRANK HALVES CONCENTRIC WITH DRILLED HOLES.
213-00093-03 1 SPACER, .192x.375x.75 LNG X 5. AN4- 5A BOLT PROVIDED IS TO BE USED WITH POST-SEPT 2006 RV-8
6 ONLY. FOR RV-4 AND PRE-SEPT 2006 RV-8, USE BOLT PROVIDED WITH
2 1 3 - 0 0 0 9 3 -0 4 1 SPACER, .192X.375X.875 LNG X AIRFRAME KIT.
6. NUT AND WASHERS FOR AN4 BOLT ARE NOT PROVIDED IN GSA28 MOUNTING
211-00090-01 1 A N3 - 5A BO L T X KIT. USE PARTS PROVIDED WITH AIRFRAME KIT. TIGHTEN PER AIRFRAME
190-01115-01
7
2 11 - 0 009 0 - 0 6 1 A N 3 - 6 A B OL T X MANUFACTURER S SPECIFICATION.
7. NOTE HAS BEEN REMOVED.
8 212-00080-03 2 AN970-3 WASHER X X 8. NOTE HAS BEEN REMOVED.
9. THREAD ENGAGEMENT BETWEEN ROD END BEARINGS ITEM 2) AND
9 115-01854-04 1 RV-4/8 PITCH BRACKET, RIGHT X X ALUMINUM PUSH ROD ITEM 4) MUST NOT BE LESS THAN 0.375 .
211-00090-08 1 AN3-14A X
10
211-00090-09 1 A N 3 - 1 5 A B OL T X
11 211-00090-13 1 AN4-15A SEE NOTE 5 X
12 382-00019-02 2 MALE ROD END BEARING X X
13 210-00116-03 2 AN315-3R JAM JUT X X
14 117-00542-00 1 PUSH ROD, 3/8 DIA, 2.25 LNG, TAPPED X X
15 212-00043-10 1 AN960-10L (THIN) WASHER X X
3
15
2 SEE NOTE 3
SEE NOTE 6
5
2 SEE NOTE 4
1
2 SEE DETAIL A
7 SEE NOTE 6
12
13 14 13 12
11
9 2
10
DETAIL A
3.69
SEE SHEET 2, NOTE
.40
SEE NOTE 1 HOLE FOR AN3 BOLT
#12 DRILL SIZE)
2.00
SEE NOTE 1
POSITON STOP BRACKET AS SHOWN
INSTALL STAR WASHERS QTY 4) AND
#4-40 SCREWS QTY 4). TIGHTEN SCREWS
TO 8 1 IN-LB.
NOTES:
1. FOR BEST AUTOPILOT PERFORMANCE, ANGULAR TRAVEL OF THE GSA28 SHOULD BE MAXIMIZED.
AIRCRAFT ATTACHMENT POINT, SERVO ATTACHMENT POINT, AND PUSH ROD LENGTH ARE SHOWN
FOR GUIDANCE ONLY. DEVIATING FROM THIS GUIDANCE IN EFFORT TO INCREASE SERVO TRAVEL
IS PERMISSIBLE PROVIDED IT DOES NOT RESULT IN AN OVER-CENTER CONDITION. TO REDUCE THE
RISK OF AN OVER-CENTER CONDITION, IT IS HIGHLY RECOMMENDED THE GSA28 STOP BRACKET BE
INSTALLED AS SHOWN. WITH THE GSA28 STOP BRACKET INSTALLED, IT IS RECOMMENDED THE SERVO
CRANK ARM STOPS JUST SHORT OF HITTING THE STOP BRACKET AT FULL TRAVEL IN BOTH DIRECTIONS.
BEST CASE SCENARIO WOULD BE TO ACCOMPLISH THIS WITH THE PUSH ROD ATTACHED TO THE
OUTERMOST HOLE IN SERVO. IF ANGULAR SERVO TRAVEL CANNOT BE MAXIMIZED USING THE
OUTERMOST HOLE, USING THE MIDDLE HOLE IS RECOMMENDED PROVIDED THERE IS NO RISK OF
CREATING AN OVER-CENTER CONDITION.
Rev. AS
190-01115-01
NOTES D
1 REMOVE EXISTING PITCH BELL CRANK BRACKETS AND REPLACE WITH SERVO
MOUNTING BRACKETS (ITEMS 4 AND 9) MATCH-DRILL NEW BRACKETS TO AR
MATCH HOLE PATTERN ON ORIGINAL BRACKET FASTEN TO AIRFRAME USING RW
ORIGINAL RIVET HOLES FASTENERS USE FOR MOUNTING THE BRACKETS TO
THE AIRFRAME ARE NOT INCLUDED IN MOUNTING KIT FO
Rev. AS
190-01115-01
PUSH ROD SHOWN
IN OUTERMOST SERVO
HOLE. SEE SHEET 2, NOTE .
SEE NOTE 2
Rev. AS
1 2
PUSH ROD ASSEMBLY
SEE DETAIL A 7
190-01115-01
2
RIGHT WING AILERON BELL CRANK
SEE SHEET 2 FOR REQUIRED MODIFICATION
6
4 2
8
2
5
2
4
5
4 2
3 1
13
1
2
1
2 12
11 11
1
10
10
DETAIL A
0 -0295 -00 STOP BRACKET KIT
INCLUDED WITH GSA28 UNIT)
SEE NOTE 5
4.89
D
INBOAR
Rev. AS
11
1
2
SEE DETAIL A 2
190-01115-01
5
7
6
4
2
2
4 8
2 9
2
4 10
2 2
1
15
3
8
1
6
0 -0295 -00 13 14 13 12
12
STOP BRACKET KIT
INCLUDED WITH GSA28)
SEE NOTE 5 NOTES:
. DIMENSIONS: NCHES
2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED
ITEM GARMIN P/N QTY DESCRIPTION
UNLESS SPECIFICALLY STATED.
1 210-00117-03 6 AN365-1032A LOCK NUT
3. NOTE DELETED.
2 212-00035-10 10 AN960-10 WASHER
4. NOTE DELETED.
3 115-01854-05 1 ROLL BRACKET, RV-7, 8, 9, &10 DETAIL A
5. TIGHTEN #4-40 SCREWS FOR STOP BRACKET TO 8 IN-LBS.
4 211-00090-01 3 AN3-5A BOLT
6. THREAD ENGAGMENT BETWEEN ROD END ITEM 2) AND ALUMINUM
5 115-01854-06 1 ROLL SUPPORT, RV-7, 8, 9, &10 5.08 PUSH ROD ITEM 4) MUST NOT BE LESS THAN .375 .
6 212-00080-03 3 AN970-3 WASHER
7 211-00090-05 1 AN3-7A BOLT
8 213-00093-01 2 SPACER, .192 x .375 X .485 LNG
9 115-01854-07 1 ROLL ATTACH PLATE, RV-9
Rev. AS
1
2
1
190-01115-01
2
11
ARD
3 FO RW
2
4
5
B
2 PUSH ROD
SEE DETAIL A
2 6
1 2
5 6
9 10
8 8
9
DETAIL A
.463) .463)
SEE NOTE 8 SEE NOTE 8 NOTES:
. DIMENSIONS: INCHES.
SEE NOTE 4 2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED UNLESS SPECIFICALLY STATED.
3. HOLE MUST BE DRILLED THROUGH BELL CRANK TO ATTACH PUSH ROD. SEE SHEET 2 FOR HOLE
SIZE AND LOCATION.
4. SINGLE AN960- 0 WASHER ITEM 2) MUST BE PLACED IN-BETWEEN BELL CRANK HALVES
CONCENTRIC WITH DRILLED HOLES.
5. NOTE HAS BEEN REMOVED.
6. NOTE HAS BEEN REMOVED.
5.575 7. TIGHTEN #4-40 SCREWS TO 8 IN-LB.
8. THREAD ENGAGMENT BETWEEN ROD END BEARINGS ITEM 8) AND ALUMINUM PUSH ROD
ITEM 0) MUST NOT BE LESS THAN 0.375 .
ITEM GARMIN P/N QTY DESCRIPTION
1 210-00117-03 5 AN365-1032A LOCK NUT
2 212-00035-10 12 AN960-10 WASHER
3 115-01854-08 1 PITCH BRACKET, RV-6, 7, 9
4 211-00090-05 1 AN3-7A BOLT
2.66)
SEE NOTE 1
SCALE 1:1
SEE NOTE 3
NOTES:
1. BRACKET LOCATION IS SHOWN CENTERED OVER 3, 4, 5, & 6 PRE-PUNCHED
RIVET HOLES AFT OF THE BELL CRANK PIVOT. THIS IS THE RECOMENDED BRACKET
LOCATION. DIMENSION IS SHOWN FOR REFERENCE ONLY.
2. ATTACH MOUNTING BRACKET TO AIRFRAME FLOOR RIB USING A MINIMUM
OF TWO ROWS OF FOUR AN470 4-X RIVETS SPACED A MINIMUM OF 1 APART.
RIVETS ARE NOT INCLUDED IN SERVO MOUNTING KIT.
3. STOP BRACKET SHOULD NOT BE USED AS THE PRIMARY MEANS OF LIMITING MOTION.
THE AIRFRAME'S STOPS SHOULD LIMIT MOTION BEFORE THE SERVO CRANK ARM
190-01115-01
5 211-00090-05 1 AN3-7A BOLT
6 210-00117-03 6 AN365-1032A LOCK NUT
7 211-00090-07 1 AN3-11A BOLT 6
2
8 382-00019-02 2 MALE ROD END BEARING
9 210-00116-03 2 AN315-3R JAM NUT
10 117-00542-08 1 PUSH ROD, 3/8 DIA, 3.25 LNG, TAPPED
11 212-00043-10 1 AN960-10L (THIN) WASHER
TABLE 1
3
6
4 2
SEE NOTE 4
DETAIL 'A'
NOTES:
1. DIMENSIONS: INCHES 7
2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED UNLESS SPECIFICALLY STATED.
3. HOLE MUST BE DRILLED THROUGH BELL CRANK TO ATTACH PUSH ROD. SEE SHEET 2 FOR HOLE SIZE AND LOCATION.
4. SINGLE AN960-10 WASHER (ITEM 2) MUST BE PLACED IN-BETWEEN BELL CRANK HALVES CONCENTRIC WITH DRILLED HOLES.
5. NOTE HAS BEEN REMOVED.
6. NOTE HAS BEEN REMOVED.
7. TIGHTEN #4-40 SCREWS TO 8 1 IN-LBS.
8. STOP BRACKET SHOULD NOT BE USED AS THE PRIMARY MEANS OF LIMITING MOTION. THE AIRFRAME'S STOPS SHOULD LIMIT MOTION
BEFORE THE SERVO CRANK ARM CONTACTS THE STOP BRACKET. 2
Rev. AS
190-01115-01
HOLE FOR AN3 BOLT
(#12 DRILL BIT)
2 50
SEE NOTE 3
8 9 8
9 10
NOTE
1 MOUNTING BRACKET SHOULD BE FASTENED TO AIRFRAME PRIOR TO INSTALLING SERVO
2 HOLES IN SERVO MOUNTING BRACKET ALIGN WITH EXISTING HOLES IN AIRFRAME REMOVE
FASTENERS FROM THESE HOLES TO MOUNT BRACKET TO AIRFRAME RE-USE THESE FASTENERS
TO ATTACH SERVO BRACKET TIGHTEN PER AIRFRAME MANUFACTURER'S SPECIFICATION
3 FOR BEST AUTOPILOT PERFORMANCE, ANGULAR TRAVEL OF THE GSA28 SHOULD BE 4 69
MAXIMIZED IT IS HIGHLY RECOMMENDED THE GSA28 STOP BRACKET BE USED TO AVOID AN SEE NOTE 3
OVER-CENTER CONDITION WITH THE GSA28 STOP BRACKET INSTALLED, IT IS RECOMMENDED
THE SERVO CRANK ARM STOPS JUST SHORT OF HITTING THE STOP BRACKET AT FULL TRAVEL IN
BOTH DIRECTIONS BEST CASE SCENARIO WOULD BE TO ACCOMPLISH THIS WITH THE PUSH ROD
ATTACHED TO THE OUTERMOST HOLE AIRCRAFT ATTACHMENT POINTS AND PUSH ROD LENGTH
SHOWN IN DETAIL 'C' AND 'E' ARE FOR GUIDANCE ONLY DEVIATE AS NECESSARY TO INCREASE
SERVO TRAVEL IF ANGULAR SERVO TRAVEL CANNOT BE MAXIMIZED USING THE OUTERMOST
HOLE IN SERVO, USING THE MIDDLE HOLE IS RECOMMENDED PROVIDED THERE IS NO RISK OF
CREATING AN OVER-CENTER CONDITION
Rev. AS
3 10 9
190-01115-01
10
10
2
10
14
SEE NOTE 5
4 5
7 13
10
5/ 6 SPLIT LOCK WASHER
AN3 0-5 CASTLE NUT GPN: 2 2-000 8-08
GPN: 2 0-00050-0 SEE NOTE 2
SEE NOTE 2
5
7
15 SEE NOTE 6
16 12
SEE SHEET 2
SEE SHEET 2
SCALE : 5
10
Rev. AS
GSA28 & RV- 0 PITCH MOUNTING KIT
REF 0 -02952- 5)
190-01115-01
ITEM 5
SEE NOTE 2
ITEM
SEE NOTE
DETAIL A
SCALE 2 : 5
NOTES:
. UPPER FLANGE OF YAW BRACKET ITEM ) FITS UNDER THE PITCH BRACKET.
HOLES IN FLANGE SHOULD LINE UP WITH EXISTING HOLES IN PITCH BRACKET.
2. INSTALL SPACER ITEM 5) UNDER PITCH BRACKET AS SHOWN. HOLES N
NOTES:
SEE NOTE 2
. BRIDLE CABLES ITEM 7) ATTACH TO YAW CONTROL CABLES USING BRIDLE CABLE CLAMPS. POSITION
CABLE CLAMPS SUCH THAT THE SERVO ARM ITEM 3) IS AS CLOSE AS PRACTICAL TO THE CENTER OF
TRAVEL WHEN THE RUDDER IS IN THE NEUTRAL POSITION. AFTER INSTALLATION, CHECK TO SEE IF
RUDDER IS ALLOWED TO MOVE THROUGHOUT ITS FULL RANGE OF MOTION.
YAW CONTROL CABLE
NOTE
References to the GSU 25 throughout this manual apply equally to the GSU 25B,
GSU 25C, and GSU 25D except where specifically noted.
The GSU 25 can be installed as part of the G3X™ system. This section contains general information as
well as installation information for the GSU 25. Use this section to mount the GSU 25 unit.
NOTE
The GSU 25 was a prior version of the GSU 25C, all form, fit, and functions are identical
for the two models.
NOTE
The GSU 25B was a prior version of the GSU 25D, all form, fit, and functions are
identical for the two models.
NOTE
There is no TSO/ETSO applicable to the GSU 25.
The GSU 25 is not supported for installations in type certificated aircraft using the guidance in this
installation manual.
The GSU 25 is an LRU that provides AHRS and Air Data information in a single mechanical package.
The GSU 25 interfaces to a remote mounted GMU magnetometer for heading information and also
computes OAT and TAS from inputs provided by the GTP 59. Up to three GSU 25 units may be installed
to provide redundancy and cross-checking of attitude, heading, and air data.
The GSU 25 provides the functions in Table 16-1.
P251
P2
P252
2
SERVICE SERVICE
MOD
BULLETIN BULLETIN PURPOSE OF MODIFICATION
LEVEL
NUMBER DATE
Changed Maximum Pressure Altitude from 30,000 feet to 55,000
1 N/A N/A
feet
Table 16-4 Contents of 15 Pin Connector Kit (011-03002-01) contains mounting hardware
NOTE
Connection to a GMU magnetometer and GTP 59 is required for ADAHRS 1 but optional
for ADAHRS 2 & 3.
NOTE
Make sure that backshell connectors are fully tightened. Loose connectors may cause
vibration-related performance issues that are difficult to troubleshoot.
NOTE
The “Tubes Up” mounting orientations are not recommended as any moisture in the
pitot/static/AOA line could drain into the GSU 25 and damage the pressure sensors.
NOTE
Select the “Tubes Forward/Connectors Down” orientation when the GSU 25 is mounted
to the back of the GDU 4XX unit.
• Although mounting the GSU 25 to the threaded holes on the back of the GDU 4XX display is not
generally recommended due to instrument panel flexing, the “Tubes Forward/Connectors Down”
configuration should be selected when this location is used.
• Mount the GSU 25 with the connectors aligned within 1.0 degree of either the longitudinal or
lateral axis of the aircraft. The direction of the unit will be accounted for during the calibration
procedure as shown in Figure 16-2.
• The GSU 25 must be mounted rigidly to the aircraft primary structure through strong structural
members capable of supporting substantial loads, see torque specification listed on Figure 16-5.
• The supporting plate must be rigidly connected.
• The GSU 25 should be mounted within 13 feet (4.0 meters) longitudinally and 6.5 feet (2.0 meters)
laterally of the aircraft CG (center of gravity). In cases where the longitudinal distance from the
CG is planned to be greater than 6.5 feet (2.0 meters), it is preferable to mount the GSU 25 forward
of the aircraft CG if possible, to enable better acceleration outputs for autopilot use.
• Avoid placing the GSU 25 near sources of vibration or audible noise. Example locations to be
avoided include the engine firewall, near large motors or fans, and audible buzzers and speakers.
• Do not mount the GSU 25 in an enclosed area, it should be mounted in a location that provides
adequate airflow.
• Avoid areas that are prone to severe vibration. Excessive vibration may result in degraded
accuracy.
• Do not use shock mounting to mount the GSU 25. Shock mounts used for other types of inertial
systems are not acceptable for the GSU 25 AHRS. The mounting system must have no resonance
with the unit installed. The unit and mounting structure must not have any resonance with respect
to the aircraft primary structure.
• The wing is not an ideal location to install the GSU 25. Installing a GSU 25 in the wing may
exceed the lateral CG boundary for the unit, exposes the unit to potential wing flex (of which any
amount is a problem), and may expose the unit to unacceptable levels of acoustic noise resulting
from precipitation impacting the leading edge of the wing. These are potential sources of error in
the determination of attitude and should be avoided.
NOTE
When mounting the GSU 25 to the airframe, it is important to make sure that fastening
hardware is tight for proper unit operation.
NOTE
The temporary port plugs attached to the pressure ports on a new GSU 25 are not suitable
for flight, remove them before installation of the GSU 25 into aircraft.
CAUTION
If the AOA port is unused, connect it to the static port to avoid overpressuring (and
causing damage to) the internal AOA sensor.
CAUTION
When the GSU 25 is used in conjunction with the GAP 26 pitot/AOA probe to perform
Part 43 Appendix E altimeter tests, the probe adapter from the pitot-static tester must
completely cover the pitot and AOA ports and drain holes on the GAP 26 to avoid
overpressuring (and causing damage to) the internal AOA sensor of the GSU 25. If the
GAP 26 is installed but AOA is unused (i.e., the AOA port of the GAP 26 is not connected
to the AOA port of the GSU 25) then the GAP 26 AOA port must be connected to the same
pressure port as the pitot port during pitot-static testing.
*Note: If the AOA is unused and connected to the static port (as described in the
preceding Caution statement) it can remain connected to the static port for the pitot-static
test.
CAUTION
Use of different colored tubing is recommended for static, pitot, and AOA plumbing to
avoid plumbing connection errors. Incorrect plumbing connections will result in
erroneous air data information calculated by the GSU 25.
Rev. AS
190-01115-01
2.000 50.80
4x .209 5.32
2.1 53
SEE NOTE 4
.249 6.32 3.500 88.90
16.5 Outline and Installation Drawings
2.61 66.2
.9 24
4.00 101.5
2.50 63.4
NOTES:
1. D MENS ONS: NCHES [mm]. METR C VALUES ARE FOR REFERENCE ONLY.
2. D MENS ONS ARE NOM NAL AND TOLERANCES ARE NOT MPL ED UNLESS SPEC F CALLY STATED.
3. CENTER OF GRAV TY LOCAT ON NCLUDES UN T W TH CONNECTOR K TS.
4. THE GSU25 MOUNT NG HOLES HAVE AN OFFSET SPAC NG PATTERN. THE D FFERENCE PREVENTS THE
UN T FROM BE NG RE- NSTALLED N THE WRONG OR ENTAT ON.
Rev. AS
(INCLUDES OPTIONAL CAN TERMINATOR)
190-01115-01
(OPTIONAL) IMPORTANT NOTE:
CAN TERMINATOR KIT DEPENDING ON HOW THE SYSTEM IS PHYSICALLY
011-02887-00 WIRED, THIS ADAPTER MAY OR MAY NOT BE NEEDED
IN THE INSTALLATION THE G3X CAN BUS MUST BE
TERMINATED AT ONLY THE TWO MOST EXTREME
9 PIN CAN TERMINATOR POINTS ON THE CAN BACKBONE REFER TO THE CAN BUS GSU 25 UNIT
330-00912-00 SECTION OF SECTION 2 FOR USAGE OF THIS PART AND 011-02929-00
SPECIFIC GUIDANCE ON G3X CAN BUS WIRING
SEE NOTE 2
WASHER, AN960,
CAD PLATE, #10
212-00035-10
4 PLACES
WASHER, MS35333-39,
BOLT, AN3-7A
211-00090-05
4 PLACES
SEE NOTE 1
190-01115-01
>
>> D
->> AR >
---- RW >> D
FO ->> AR
---- RW
> FO
> >> D
>> D ->> AR
->> AR ---- RW
---- RW F O
FO
Tubes Up/Connectors Forward Tubes Up/Connectors Aft Tubes Up/Connectors Port Tubes Up/Connectors Starboard
Up
Port Forward
Aft Starboard
Down
> >
>> D >> D
> ->> AR
> >> D ---- RW ->> AR
>> D ->> AR ---- RW
->> AR ---- RW FO FO
---- RW FO
FO
190-01115-01
->> AR
---- RW
FO
**This orientation
is used when GSU 25
is mounted to the
>
>> D
->> AR
back of G3XX/4XX >
>> D
---- RW
FO
units** ->> AR
---- RW
F O
Tubes Forward/Connectors Up
Tubes Forward/Connectors Down
Tubes Forward/Connectors Port Tubes Forward/Connectors Starboard
Up
Port Forward
Aft Starboard
Down
>
>> D
->> AR
---- RW >
FO >> D
->> AR
Tubes Aft/Connectors Up
190-01115-01
>
> > >> D
>> D > >> D ->> AR
->> AR >> D ->> AR ---- RW
---- RW ->> AR ---- RW FO
F O ---- RW F O
F O
Tubes Port/Connectors Up
Tubes Port/Connectors Down
Tubes Port/Connectors Forward Tubes Port/Connectors Aft
Up
Port Forward
Aft Starboard
Down
NOTE
For installations using more than one ADAHRS, ADAHRS 1 must be connected to a
GTP 59, but installing additional GTP 59’s for other GSU 25 ADAHRS units is optional.
An ADAHRS not connected to a GTP 59 will use temperature data supplied by other
ADAHRS as long as both ADAHRS are communicating using the CAN bus.
NOTE
The following instructions are general guidance.
NOTE
The GTP 59 is a Resistive Temperature Device (RTD) that detects changing temperature
by monitoring small changes in resistance. For optimum accuracy, take care to avoid
introducing extra resistance, such as loose, dirty, or corroded connections in the wiring
path between the ADAHRS and GTP 59.
Consider the following recommendations when determining the mounting location for the GTP 59:
• Do not mount the GTP 59 where aircraft exhaust gases will flow over it.
• Do not mount the GTP 59 where it would be affected by heated air from the engine or exhaust. On
most aircraft this includes any location downstream of the engine compartment.
• The GTP 59 must be exposed to the outside airflow. Do not mount the GTP 59 in a sheltered
location where it is not exposed to outside airflow (for example, inside a wing or landing gear
bay).
• For best results, do not mount the GTP 59 where it will be directly heated by the sun when the
aircraft is parked.
1. Prepare the surface. The metal body of the OAT probe should be grounded to the aircraft. The
installation requirements vary depending on the airframe material composition.
a) Aluminum airframe: When a mounting location has been found, prepare the inside surface
of the aircraft. Remove all paint from the contacting area and clean with a degreaser.
b) Composite airframe: If possible, mount the OAT probe through a grounded metal strap or
band. Otherwise, mount the OAT probe in an area of the airframe that has a significant
amount of underlying metal foil or mesh. To provide adequate conductivity, it may be
necessary to mount the OAT probe through a metal doubler. Use fasteners that allow a
conductive path to the airframe.
2. Mount the OAT probe on the prepared surface. Place the ring terminal (1) over the end of the OAT
probe (3). Insert the probe and ring terminal into the hole in the skin of the aircraft. Place the
washer (5) over the end of the OAT probe on the outside skin of the aircraft. Thread the nut (4)
onto the OAT probe. Holding the OAT probe on the inside, tighten the nut (4) to 100 inch-lbs. 20
inch-lbs.
3. Route the OAT probe cable (2) to the GSU 25/GSU 73.
4. Cut the OAT Probe cable (2) to the required length. Strip back 2.0” to 3.5” of jacket while
retaining the shield on the OAT Probe cable (2). Trim away enough to leave 0.5” of shield
exposed.
5. Strip back 1/8” (0.125”) of insulation and crimp pins to each of the conductors in the shielded
cable.
6. Cut an AWG #16 wire to 3” long. Strip back 0.5” of insulation from this cable. Connect the shield
of the OAT Probe cable (2) to the AWG #16 wire.
7. Attach the ring terminal to the backshell, using the screw provided in the OAT Probe Kit and one
of the tapped holes on the backshell termination area.
8. Insert newly crimped pins into the D-Sub connector and wires into the appropriate connector
housing location as specified by the installation wiring diagrams.
9. Verify that all necessary pins for the GSU 25/GSU 73 have been attached to the cables and
snapped into the proper slots of the 78 pin D-Sub connector.
10. Wrap the cable bundle with Silicone Fusion Tape (GPN: 249-00114-00 or similar) at the point
where the backshell strain relief and cast housing contact the cable bundle. The smooth side of the
backshell strain relief should contact the tape.
Rev. AS
190-01115-01
336-00021-00
SEE NOTE 1
494-00022-XX
211-60234-08
Outline and Installation Drawings
212-00026-00
210-00055-00
NOTE
A GTR 20 cannot be installed in a system that also includes a GDU™ 37X. The GTR 20
will only work with the G3X™ system that uses the new GDU 4XX displays. The GTR 20
is not supported with G3X installations using GDU 37X displays.
Figure 18-1 GTR 20 Unit View (shown with mounting brackets on ends)
Model Part Number TX Power (Watt) 8.33 KHz Spacing 25 KHz Spacing
GTR 20 011-03007-00 10 N/A Yes
GTR 20 011-03007-10 10 N/A Yes
Characteristic Specification
Two inputs, standard carbon or dynamic mic with integrated preamp.
Microphone Input The GTR 20 provides a 150 Ω AC input impedance and supplies the
microphone with an 11 V bias through 470 Ω +/- 5%.
85% with 150 to 1500 mVRMS microphone input at 1000 Hz. Range
Modulation Capability can be extended from 20 mVrms to 2500 mVrms with mic gain
adjustment.
Modulation AM Double sided Emission Designator: 6K00A3E (118 - 136.975 MHz)
Frequency Range 118.000 to 136.975 MHz, 25 kHz channel spacing
Frequency Tolerance +/-5 ppm from -20°C to +55°C
Output Power 10 Watts carrier minimum
Duty Cycle 20%
Carrier Noise Level At least 35 dB (SNR)
Stuck Mic Time-Out 35 seconds time-out, reverts to receive
Less than 25% distortion when the transmitter is at 85% modulation at
Demodulated Audio Distortion
350 to 2500 Hz
The GTR 20 receiver meets the requirements of RTCA DO-186B section 2.2 for a class C receiver.
Characteristic Specification
Frequency Range 118.000 to 136.975 MHz, 25 kHz channel spacing
Headset Audio Output 60 mW minimum into a 150 Ω load
Audio Response Less than 6 dB of variation between 350 and 2500 Hz
Audio Distortion Less than 25% at rated output power
Sensitivity SINAD greater than 6 dB when the RF level is -107 dBm with 30% modulation
Squelch Automatic squelch with manual override
CAUTION
To avoid damage to the GTR 20, take precautions to avoid transmitting when no antenna
is connected.
CAUTION
To avoid damage to the GTR 20, take precautions to prevent Electro-Static Discharge
(ESD) when handling the GTR 20, connectors, and associated wiring. ESD damage can
be prevented by touching an object that is of the same electrical potential as the GTR 20
before handling the GTR 20 itself.
NOTE
The GTR 20 connects to the G3X system using the CAN bus. If communication is lost or
no GDU displays are present, the GTR 20 will automatically tune the emergency
frequency (121.500 MHz) and set the COM radio volume to a pre-determined level. See
Section 29.4.27.1 for information on configuring the emergency volume level.
CAUTION
Garmin recommends the COM antenna be mounted a minimum of six feet from any other
COM antennas. For aircraft which cannot comply with the recommended separation,
COM antenna spacing should never be less than three feet to reduce the chance of damage
to the COM receiver. All dual COM installations must use the GTR 20 interlock. An
example of direct line of sight is both antennas mounted on the bottom or top surface of
the aircraft. For metallic aircraft, it is recommended that one antenna is mounted on the
bottom close to the front and the other on the top of the aircraft close to the tail so the
aircraft structure is between the two antennas. For composite aircraft, additional
shielding may be needed between top and bottom mounted COM antennas.
NOTE
Canadian installations are required to meet Industry Canada specifications for maximum
radiation as documented in Radio Specifications Standard 102 (RSS-102). For more
information about RF exposure and related Canadian regulatory compliance, contact:
Manager, Radio Equipment Standards
Industry Canada
365 Laurier Avenue
Ottawa, Ontario
K1A 0C8
In accordance with Canadian Radio Specifications Standard 102 (RSS 102), an RF safety
separation distance of 26 cm from the antenna should be maintained for an RF field
strength exposure to persons of less than the 10W/m2 occupational safety limit.
Under Industry Canada regulations, this radio transmitter may only operate using an
antenna of a type and maximum (or lesser) gain approved for the transmitter by Industry
CG
WASHER AND
SHOWN W TH MOUNT NG BRACKETS ON ENDS
GTR20 UN T
WASHER AND
SHOWN W TH MOUNT NG BRACKETS ON S DES
GTR20 UN T
Rev. AS
SHOWN W TH MOUNT NG BRACKETS ON ENDS
190-01115-01
BAGGED KIT
CONNECTOR KIT
GTR20 UN T
GTR20 UN T CONNECTOR END V EW
SHOWN W TH MOUNT NG BRACKETS ON S DES
NOTE
The GPS 20A can only be used with GA 35, GA 36, or GA 37 antennas.
NOTE
GA 35, GA 36 and GA 37 antennas cannot be used with GDU 37X/4XX units.
NOTE
When a GPS 20A (and connected GPS/WAAS antenna) is installed, it can be used as the
sole GPS for the system, however it is recommended to install a GPS antenna on at least
one of the GDU 37X/4XX units for redundancy.
NOTE
The GPS antenna should provide a gain of 16 to 25 dB. The GDU 37X/4XX supplies
power to the antenna at 4.5 V–5V with a maximum current of 50 mA.
Characteristics Specifications
Frequency Range 1565 to 1585 MHz
Gain 16 to 25 dB typical, 40 dB max.
Noise Figure <4.00 dB
Nominal Output Impedance 50 Ω
Supply Voltage 4.5 to 5.5 VDC
Supply Current up to 50 mA
Output Connector BNC or TNC
It is the installer’s responsibility to make sure their choice of antenna meets FAA standards according to
the specific installation. This installation manual discusses only the antennas listed in Table 19-2. Other
antennas may be acceptable but their installation is not covered by this manual.
There are several critical factors to take into consideration before installing an antenna for a satellite
communications system. These factors are addressed in the following sections.
NOTE
The separation requirement does not apply to GPS and COM combination antennas,
provided the antenna has been tested to meet Garmin’s minimum performance standards.
The separating requirement includes the combination with an XM antenna element as
well.
4b. The GPS antenna should be mounted no closer than two feet (edge to edge) and ideally three feet
from any antennas emitting more than 25 watts of power. An aircraft EMC check can verify the
degradation of GPS in the presence of interference signals.
4c. To minimize the effects of shadowing at 5° elevation angles, the GPS antenna should be mounted
no closer than 6 inches (edge to edge) from other antennas, including passive antennas such as
another GPS antenna or XM antenna.
5. To maintain a constant gain pattern and limit degradation by the windscreen, avoid mounting the
antenna closer than 3 inches from the windscreen.
6. For multiple GPS installations, the antennas should not be mounted in a straight line from the front
to the rear of the fuselage. Also varying the mounting location will help minimize any aircraft
shading by the wings or tail section (in a particular azimuth, when one antenna is blocked the other
antenna may have a clear view).
NOTE
Due to the excessive temperature environment and large areas of signal blockage caused
by the fuselage, mounting the antenna under the engine cowling (forward of the firewall)
is not recommended and likely will not provide adequate GPS reception.
19.4.4 Antenna Doubler/Backing Plate
The antenna installation must provide adequate support for the antenna considering a maximum drag load
of 5 lbs. (at subsonic speed). When penetrating the skin with a large hole (i.e. for the coax connector) a
doubler plate is required to re-instate the integrity of the aircraft skin. Never weaken the aircraft structure
when choosing a mounting area. Make use of any available reinforcements where appropriate.
19.4.5 Antenna Grounding Plane
Although no ground plane is required, the antennas typically perform better when a ground plane is used.
The ground plane should be a conductive surface as large as practical, with a minimum diameter of 8
inches. To use an antenna in aircraft with fabric or composite skin, a ground plane is recommended. It is
usually installed under the skin of the aircraft, below the antenna, and is made of either aluminum sheet or
of wire mesh.
19.4.6 Antenna Grounding
The antenna is grounded through the mounting hardware and the coax connection. The mounting
hardware (washers and nuts) and doubler plate should make contact with an unpainted grounded surface to
provide proper antenna grounding. It is important to have good conductivity between the coaxial shield
and the ground plane. The bottom of the antenna does not need to make contact with the ground plane (i.e.
the surface may be painted). The antenna will capacitively couple to the ground plane beneath the paint or
aircraft cover.
Refer to the drawings in Section 19.8 for Garmin Antenna installation drawings.
19.5.1 Preparation of Doubler
1. Use Garmin P/N: 115-00846-10, or refer to Table 19-5 for guidance on selecting the appropriate
doubler drawing based on the thickness of skin at the antenna location. Make the doubler from
2024-T3 Aluminum (AMS-QQ-A-250/5), 0.063” sheet thickness.
2. For installation in aircraft skins of thickness less than 0.051”, countersink the rivet holes in the
doubler for use with flush head rivets (MS20426AD4-x).
3. When using Garmin P/N: 115-00846-10 doubler, sixteen rivet holes exist in the part. For
installation of Garmin P/N: 115-00846-10 in skins of thickness between 0.032” and 0.049”, only
the rivets identified for use through the skin cutout detail (Figure 19-8) and doubler installation
(Figure 19-11) are required.
CAUTION
GA 35 serial numbers below 110000 required screws with 80 degree countersink angle
and most aviation fasteners (AN509) are NOT compatible. Serial numbers 110000 and
higher, AN509 hardware is compatible. Antennas installed with incompatible hardware or
screws that have been over tightened will void antenna warranty.
4. For a stud mount teardrop footprint antenna, place the install gasket on top of aircraft skin using
the four screw holes to align the gasket (Figure 19-35, Figure 19-37).
5. Washers and locking nuts (not provided) are required to secure the antenna. Torque the four #8-32
stainless steel locking nuts 12-15 in-lbs. Torque should be applied evenly across all mounting
studs or screws to avoid deformation of the mounting area.
6. Make sure the antenna base and aircraft skin are in continuous contact with the gasket or o-ring, as
appropriate to the antenna model.
7. Seal the antenna and gasket to the fuselage using Dow Corning 738 Electrical Sealant or
equivalent. Run a bead of the sealant along the edge of the antenna where it meets the exterior
aircraft skin. Use caution to make sure the antenna connectors are not contaminated with sealant.
CAUTION
Do not use construction grade RTV sealant or sealants containing acetic acid. These
sealants may damage the electrical connections to the antenna. Use of these type sealants
may void the antenna warranty.
Figure 19-4 Doubler Design, Teardrop Footprint Antenna, Skin Thickness 0.032" to 0.049"
Figure 19-5 Doubler Design, Teardrop Footprint Antenna, Skin Thickness 0.049" to 0.051"
Figure 19-7 Sample Doubler Location, Teardrop Footprint Antenna, Metal Skin Aircraft
Figure 19-9 Skin Cutout Detail, Teardrop Footprint Antenna, Skin Thickness 0.049" to 0.051"
Figure 19-11 Doubler Installation, Teardrop Footprint Antenna, Skin Thickness 0.032" to 0.049"
Figure 19-13 Doubler Installation, Teardrop Footprint Antenna, Skin Thickness 0.051" to 0.063"
Table 19-6 ARINC 743 Footprint Antenna Doubler Design and Installation
CAUTION
Do not use construction grade RTV sealant or sealants containing acetic acid. These
sealants may damage the electrical connections to the antenna. Use of these type sealants
may void the antenna warranty.
Figure 19-14 Doubler Design, ARINC 743 Footprint Antenna, Skin Thickness 0.032" to 0.049"
Figure 19-18 Skin Cutout Detail, ARINC 743 Footprint Antenna, Skin Thickness 0.032" to
0.049"
Figure 19-20 Skin Cutout Detail, ARINC 743 Footprint Antenna, Skin Thickness 0.051" to 0.063"
Figure 19-22 Doubler Installation, ARINC 743 Footprint Antenna, SkinThickness 0.049" to 0.051"
Figure 19-28 Example Teardrop Antenna Installation In Airframe Under Fabric Skin
Figure 19-29 Example ARINC 743 Footprint In Airframe Under Fabric Skin
Figure 19-31 Example Teardrop Footprint Antenna Mounting Under Fabric Skin
Table 19-7 Minimum Distance Required Between Tube Structure and Antenna
Top of antenna at or above the center of the tube structure 0.75 4.3
(Figure 19-31, top) 1.00 5.7
1.25 7.2
0.625 7.2
Top of antenna between the center and bottom of the tube 0.75 8.6
structure (Figure 19-31, bottom) 1.00 11.5
1.25 14.3
Rev. AS
190-01115-01
CAUTION
GA 35 antennas with serial numbers below 110000 required screws with 80°
countersink angle and most aviation fasteners (AN509) are NOT compatible.
Serial numbers 110000 and higher, AN509 hardware is compatible.
Outline and Installation Drawings
190-01115-01
CROSS RECESSED
013-00244-00
FLAT HEAD 100°, SS
ANTENNA
D
3 00 [76 2] WAR
FOR O-R NG
DO NOT PAINT
(MS28775-142)
A RCRAFT SK N W TH
4 70 [119 4] DOUBLER NSTALLED
78 [19 8]
2X 1.60 [40.6]
0.70 [17.8]
0 [0.0] (2 HOLES)
0.80 [20.3]
2.30 [58.4]
365 [9 27]
4X NAS1149C0363R
75 [19 1] 0 70 [17 7] (AN960C-10)
#10 WASHER, S S
NOTE
63
GA 36 antennas use standard aviation AN509 hardware
4 00 [101 6] 4X 220
013-00244-00
FORWARD ANTENNA OUTL NE
MOUNTING CUTOUT
NOTES
1 D MENS ONS NCHES [mm]
190-01115-01
CROSS RECESSED
FLAT HEAD 100° S S 013-00245-00
ANTENNA
D
3 00 [76 2] WAR
FOR O-R NG
DO NOT PAINT
(MS28775-142)
A RCRAFT SK N W TH
DOUBLER NSTALLED
4 70 [119 4]
83 [21 1]
0 [0.0] (2 HOLES)
2X 1.60 [40.6]
0.70 [17.8]
2.30 [58.4]
2X 0.80 [20.3]
365 [9 27]
4X NAS1149C0363R
75 [19 1] 0 70 [17 7] (AN960C-10)
#10 WASHER S S
0 [0 0] (2 HOLES)
XM TNC GPS TNC 4X SELF LOCK NG NUT
CONNECTOR CONNECTOR 10-32 UNF-2A S S
(YELLOW BAND) (BLUE BAND) TORQUE 20 TO 25 in-lbs
1 65 [41 9] 1 04 [26 4]
2 35 [59 7]
FORWARD
NOTE
013-00245-00
FORWARD ANTENNA OUTL NE
MOUNTING CUTOUT
NOTES
1 D MENS ONS NCHES [mm]
253 00002 00
GASKET, NEOPRENE
AIRCRAFT SKIN
ON TOP OF FUSELAGE
115 00031 00
BACKING PLATE
4X 210 10004 09
#8 32 SELF LOCKING NUT
.83 [21.1]
FORWARD
.60 15.2
4.23 107.4
2.59 65.8
1.91 48.5
.22 5.6
.50 12.7
4X #8 32 STUD BNC CONNECTOR
2X .89 22.6
2X 1.750 44.45
1.000 25.40
3.00 76.2
2X 1.625 41.28
.813 20.64
FORWARD
4X .188 4.78
5.00 127.0
4.23 107.4
.625 15.88
2.59 [65.8]
4X 211-60212-20
#10-32 PHP x 1.00[25.4]
TORQUE 20 TO 25 in-lbs
011-01153-00
GA 55A XM ANTENNA
253-00138-00
MOLDED GASKET
AIRCRAFT SKIN
FORWARD
4.70 119.4
2.90 73.7
2.37 60.2
.80 20.2
.49 12.3
.60 15.2
.25 6.4
XM
TNC CONNECTOR
2X 1.600 40.64
.800 20.3
.65 16.5
2X 0
.70 17.8
2X 0
011-01153-00
ANTENNA OUTLINE
FORWARD
.750 19.05
.625 15.88
2.350 59.69
2X 3.300 83.82
4X .220 5.59
MOUNTING CUTOUT
NOTES:
1. DIMENSIONS: INCHES[mm]
D
AR
011 00134 00 ORW
ANTENNA, AVIATION, F
GA 56
253 00002 00
GASKET, NEOPRENE
AIRCRAFT SKIN
ON TOP OF FUSELAGE
115 00031 00
BACKING PLATE
4X 210 10004 09
#8 32 SELF LOCKING NUT
.83 [21.1]
FORWARD
.60 15.2
4.23 107.4
2.59 65.8
1.91 48.5
.22 5.6
.50 12.7
4X #8 32 STUD BNC CONNECTOR
2X .89 22.6
2X 1.750 44.45
1.000 25.40
3.00 76.2
2X 1.625 41.28
.813 20.64
FORWARD
4X .188 4.78
5.00 127.0
4.23 107.4
.625 15.88
2.59 [65.8]
190-01115-01
4.70 119.4
2.90 73.7
2.35 59.7
.80 20.2
.49 12.3
ARD
.60 15.2
FORW
.25 6.4
XM
GPS BNC CONNECTOR TNC CONNECTOR
4X 211-60212-20
#10-32 PHP x 1.00[25.4]
TORQUE 20 TO 25 in-lbs
011-01032-10
GA 57X GPS/XM ANTENNA
.65 16.5
2X 0
2X .800 20.3
2X 1.600 40.64
.70 17.8
253-00138-00
MOLDED GASKET
2X 0
011-01032-00
ANTENNA OUTLINE
1.000 25.40
.750 19.05
2X
.625 15.88 AIRCRAFT SKIN
FORWARD
2.350 59.69
4X .220 5.59
NOTE
In addition to the engine sensors listed in Table 20-1, the G3X system can also work with
many other sensors (not listed) that output a compatible signal, refer to the sensor
specifications to establish compatibility.
The Engine inputs being monitored are displayed as gauges on the EIS display (Figure 20-1) and also on
the MFD Engine Page.
NOTE
Lycoming EIS display ranges are typically set to correspond with the pressure at the inlet to
the fuel injector. Continental EIS display ranges are typically set to correspond to
unmetered fuel pressure values.
Rotax engine RPM is sensed through a connection to the engine trigger coil. The external components
listed in Table 20-5 are required for use with the GSU 73 (see Figure 32.3).
Table 20-5 Contents of G3X External Components for Rotax 912 RPM Signal Kit
(011-02348-00)
Large Piston Engines - A GDU 4XX system with dual GEA 24 EIS units installed can monitor a single
engine with up to 12 cylinders, including radial engines. For large single-engine applications, cylinders
1-6 are connected to GEA 24 #1 and cylinders 7-12 are connected to GEA 24 #2. (see Section 22.4.16)
Twin Piston Engines - A GDU 4XX system with dual GEA 24 EIS units installed can monitor twin piston
engines with up to 6 cylinders each (see Section 20.2.8).
A GDU 4XX system using two GEA 24 units can be used to monitor engine information for a twin-engine
rotorcraft, as described in Section 20.2.8.
20.2.10 FADEC Engine Status
When used with a digital interface to a FADEC engine, FADEC status and maintenance information can
be viewed in configuration mode or in normal mode from the Engine page Option Menu. To view FADEC
status, access the configuration mode System Information page and highlight the FADEC item. The
specific FADEC status data that is displayed (Figure 20-2) will vary based on the configured engine type.
NOTE
The following sections contain general guidance on engine and airframe sensor
installation. This information is provided for reference only. The installer should always
follow any installation guidance and instructions provided by the applicable engine,
sensor, or kit-plane manufacturer. Additionally, all installation practices should be done
in accordance with AC 43.13-1B.
Section 25, Section 26, Section 27, and Section 28 contain interface drawings for sensor installations using
the Garmin sensor kits, and for other sensor installations.
20.3.1 CHT (Cylinder Head Temperature)
Both Type J and Type K grounded thermocouples are supported for cylinder head temperature (CHT)
measurements. Type K thermocouples are more commonly used for CHT.
To maintain measurement accuracy, appropriate thermocouple extension wire must be used to connect the
CHT probe sensor wires directly to the inputs of the GEA 24/GSU 73. To minimize risk of breakage, it is
recommended that a high-quality stranded (as opposed to solid) thermocouple wire be used. For Type K
thermocouples, one such example of appropriate wire is TT-K-22S Type K thermocouple wire from Omega
Engineering.
Thermocouple extension wire lengths may vary between cylinders for installation convenience; there is no
requirement to use the same length of thermocouple extension wire for each engine cylinder. However, for
each individual thermocouple lead, the positive and negative wires should be the same length. When
attaching thermocouple extension wire with splices or connectors, the connections for an individual pair of
positive/negative wires should be located close together to make sure they are exposed to similar ambient
temperatures.
NOTE
If ungrounded thermocouples are used, the low side must be connected to a GEA 24/
GSU 73 ground pin.
NOTE
If ungrounded thermocouples are used, the low side must be taken to a GEA 24/GSU 73
ground pin.
To maintain measurement accuracy, Type K thermocouple extension wire must be used to connect the EGT
probe sensor wires directly to the inputs of the GEA 24/GSU 73. To minimize risk of breakage, it is
recommended that a high quality stranded (as opposed to solid) thermocouple wire be used. One such
example of appropriate wire TT-K-22S Type K thermocouple wire from Omega Engineering.
Thermocouple extension wire lengths may vary between cylinders for installation convenience; there is no
requirement to use the same length of thermocouple extension wire for each engine cylinder. However, for
each individual thermocouple lead, the positive and negative wires should be the same length. When
attaching thermocouple extension wire with splices or connectors, the connections for an individual pair of
positive/negative wires should be located close together to make sure they are exposed to similar ambient
temperatures.
NOTE
Crush gaskets can only be used once. A new gasket must be installed any time the probe is
removed and installed.
Figure 20-9 Vent Plug Figure 20-10 Oil Temperature Figure 20-11 Oil
Probe Temperature Probe Installed
(Crush Gasket Not Shown)
WARNING
The sensor must not be mounted directly to the engine. Mechanical failure of the sensor
could result in leaks and loss of pressure.
WARNING
Test all fuel, oil, and coolant pressure sensors for leakage following installation and before
flight.
Installation Guidance:
1. Hoses and fittings - Fuel and oil hoses installed in the engine compartment should meet TSO-C53a
Type C or D (fire resistant) and rated for the pressure, temperature, and be compatible with the fuel
or oil. Sensor hoses must be routed as far away from the aircraft exhaust system as practical and
no closer than 6 inches. Fittings should be AN/AS-spec or Mil-spec.
2. Sensors - Do not install sensors directly below fittings or components that may leak flammable
fluid. To prevent water from settling in the fuel pressure sensor and causing freeze damage, install
sensor with the electrical connector angling upward or with a hose/line with an upward bend that
will trap heavier water before entering the sensor.
WARNING
The fuel and oil pressure fittings on the engine port should have a restrictor hole where
appropriate to minimize potential fluid loss in the event of breakage.
NOTE
A restrictor or snubber fitting (not available from Garmin) may be installed (between the
hose and the sensor) to dampen manifold pressure fluctuations. One example is the PS-
8G fitting from Omega Engineering.
6. Connect the supplied connector to the appropriate inputs of the GEA 24/GSU 73 as referenced in
the Sensor Interface Drawings in Section 26 through Section 28. Secure the connector and wire
assembly to an appropriate location in the engine compartment to provide strain relief.
NOTE
Kavlico P4055 pressure sensors use Packard Metri-Pack 150 connectors.
7. To avoid fuel pressure sensor damage or rupture, verify the aircraft fuel system nominal and surge
pressures will not exceed the rated operating pressure of the sensor. Verify that pressure caused by
thermal expansion of fuel in the pressure sensor line is not trapped by the fuel shut-off valve or
other components.
Figure 20-13 Tachometer Drive Output Figure 20-14 Installed Tachometer Sensor
NOTE
There are two plugs on a Slick/Unison 43xx series magneto (Figure 20-16) where the tach
sender could fit. The one closest to the rotating magnet, with the hex-shaped plug, is
correct. The one on the opposite side, with a round plug, is incorrect.
CORRECT TACH SENSOR PORT
CORRECT TACH
WRONG PORT
WRONG PORT SENSOR PORT
NOTE
Electronic ignition systems with open-collector tachometer signal outputs may require a
pull-up resistor between the tachometer signal output and +5VDC or +12VDC.
CAUTION
Only a MOD Level 2 GEA 24 can be connected directly to a P-Lead. Do not connect
MOD Level 1 or MOD Level 0 units directly to a P-Lead. The MOD Level status can be
determined by checking the serial tag on the unit. If a P-Lead is connected to a non-MOD
Level 2 GEA, an “Engine Interface 1 configuration error” System Message will be
generated, and configuration status will be reported to be in error in the system
information menu.
For a direct connection, the GEA 24 measures the electrical signal generated by the primary magneto coils
or “P-Leads” from both engine magnetos. The connections can be made to the magneto P-Lead stud or to
the P-Lead wire at the ignition switch as shown in Figure 26-4. If the magneto does not have a ring
terminal stud, connect the GEA 24 to the ignition switch. Otherwise, connect it to whichever minimizes
the wire length to the GEA 24.
When making a connection directly to a P-Lead, a 400kΩ (±10%) resistor needs to be installed. To
prevent errant shorts to ground in case of a broken or shorted wire, (as outlined in Figure 21-14) the wire
length between the P-Lead connection and the resistor must not exceed six inches. Shielded wires must be
used.
Use a resistor that is 400K ohm (±10%), 0.5W, rated to maintain resistance and power rating at 150°C, and
qualified to MIL-R-10509.
Following the installation of the P-Lead signal wires, verify the continuity of each magneto P-Lead to
airframe ground while the ignition key is OFF. If there is evidence of discontinuity in the magneto P-Lead
grounding circuit, it must be corrected before further engine maintenance or checks. Continuity can only
be measured if the magneto points are open or the wire is disconnected from the magneto. Use a magneto
timing light to make sure the ohmmeter will not measure false continuity through the points or coil
windings.
WARNING
Do not turn the propeller and stay clear of the propeller arc when installing the P-Lead
signal wires.
CAUTION
For composite and tube-and-fabric airframe installations that include a GEA 24 (010-
01042-00), it is recommended to install 2 - 2.2 kΩ resistors as shown in Section 25, to
improve the grounding path. This is optional for metal aircraft, either wiring method can
be used. The additional components have no effect on GSU 73 fuel inputs. When in-line
resistors are installed, use "Voltage" configuration setting, if in-line resistors are not
installed, use "Resistive" configuration setting. It is not recommended to install these
resistors in a GEA24B (010-02770-00) installation, although they are acceptable if
already present.
NOTE
Refer to Section 31.2.5 for information regarding swapping GEA 24 and GEA 24B units.
NOTE
Vision Microsystems capacitive level senders used with a GSU 73 may require installing a
5 kΩ pull-down resistor at the sensor output.
NOTE
The GEA 24 and GSU 73 can provide +5V or +12V excitation voltage to capacitive fuel
quantity transducers. The power supply output pins on the GEA 24 and GSU 73 are
designed for low-current transducers only. Transducers that require higher supply
currents, including Princeton capacitive fuel quantity transducers, may require power be
supplied from the aircraft electrical bus instead.
NOTE
If ungrounded thermocouples are used, the low side must be connected to a GEA 24/
GSU 73 ground pin.
NOTE
It is important that no metal portion of the shunt touch any other portion of the aircraft or
exposed wiring. Large voltages and current are present in the shunt, and an electrical
short or fire could result from inadvertent contact.
The shunt should be installed in-line with the current being sensed. As noted below, the appropriate wire
should be cut and attached to each of the large ¼” lugs. A 1A fuse or other form of circuit protection must
be installed between the shunt and the applicable GEA 24/GSU 73 inputs to prevent inadvertent damage to
the GEA 24/GSU 73. Connect the two sense wires (attached to the #8 terminals) to the appropriate inputs
on the GEA 24/GSU 73 as referenced in the G3X interconnects in Section 25 through Section 28. If the
ammeter readings are shown with the opposite polarity, check to see if the sense wire connections are
reversed.
An alternator ammeter shunt should be installed inline in the alternator output (“B” terminal). A battery
ammeter shunt should be installed between the battery positive terminal and the battery contactor.
Depending on the location of the alternator or battery relative to its supported electrical bus, it is typically
desirable to install the shunt on the firewall near where the alternator or battery output would normally
penetrate the firewall.
1. The inlet and outlet ports in series 200 flow transducers have ¼” NPT threads. Use only ¼” NPT
hose or pipe fittings to match. When assembling fittings into the inlet and outlet ports, DO NOT
EXCEED a torque of 15 ft. lbs. (180 inch lbs.), or screw the fittings in more than 2 full turns past
hand tight WHICHEVER HAPPENS FIRST. Floscan Instrument Co., Inc. will not be responsible
for cracked castings caused by failure to use ¼” NPT fittings, over-torquing the fittings, or assem-
bling them beyond the specified depth.
2. A screen or filter should be installed upstream of the flow transducer to screen out debris which
could affect rotor movement or settle in the V-bearings. As turbulence upstream of the transducer
affects its performance, there should be a reasonable length of straight line between the transducer
inlet and the first valve, elbow, or other turbulence producing device.
3. Install the flow transducer with wire leads pointed UP to vent bubbles and make sure the rotor is
totally immersed in liquid. For maximum accuracy at low flow rates, the transducer should be
mounted on a horizontal surface.
Some additional mounting considerations should be noted as follows:
1. When installing the NPT fittings into the transducer, use fuel lube such as EZ TURN © or an
equivalent thread sealer. Teflon tape should NEVER by used in a fuel system.
2. To minimize inaccuracies caused by turbulence in the fuel flow, the sensor should be mounted with
approximately 5-6” of straight tubing before and after the sensor. If special circumstances exist that
prevent an extended length of straight tubing before and after the sensor, then a gently curved hose
may be acceptable. 45 degree or 90 degree elbow fittings should NOT be used immediately before
or after the sensor.
3. Specific sensor mounting location is left to the builder. Ideally, the sensor should be placed before
the fuel distribution device (carburetor or fuel injection distribution device).
4. On a Continental fuel injected engine, the transducer must be located between the metering unit
and the flow divider valve.
5. Sensor wires should be connected to the appropriate inputs on the GEA 24/GSU 73 as referenced
in the G3X interconnects in Section 25 through Section 28.
The Floscan 201B-6 (201-030-000) fuel flow sensor K-Factor value can range from 28,000 to 31,000 pulses/
gallon.
NOTE
If the Floscan tag shown in Figure 20-19 is lost, the serial number of the Floscan sensor
can be supplied to Floscan to obtain the calibrated K-factor value.
Actual K Factor
measured at
16 GPH
The tag shown in Figure 20-19 lists a K-Factor of 16-2890. The first two digits (16) represent Gallons Per
Hour, while the last four digits (2890) represent the number of electrical pulses (divided by 10) output by
the sensor per gallon of fuel flow. The numbers on the tag are used in determining the K-Factor to be
entered as part of the Fuel Flow Calibration described in Section 34.4.19.4 (for GDU 37X) and
Section 29.4.32.13 (for GDU 4XX). To find this number, a zero should be added to the four digit number
on the tag. In the example above after adding the zero to 2890, the resulting K-Factor to be entered on the
Fuel Flow Calibration page would be 28900.
Figure 20-20 Carb Temp Figure 20-21 Carb Temp Figure 20-22 Carb Temp
Sensor Mounting Location Sensor Mounting Location Sensor Installed
w/Screw Removed
20.3.12 Position Sensor
In general, most potentiometer-type resistive position sensors can be used with the G3X system. Typically
these sensors take the form of a 0–5kΩ or 0–10kΩ variable resistor. Electric trim motors with integrated
position potentiometers do not require separate position sensors.
Each position sensor installation will vary widely according to the aircraft, motion being sensed, and
mechanical installation. A standalone position sensor should ideally be mounted so the full travel of the
sensor is just slightly greater than the full travel of the control surface.
Refer to the appropriate trim motor or position sensor installation manual and G3X interconnects in
Section 30 for proper wiring connections. Section 34.4.19.3.2 (for GDU 37X systems) and
Section 35.4.27.1 (for GDU 4XX systems) provides calibration instructions.
NOTE
Make sure that backshell connectors are fully tightened. Loose connectors may cause
vibration-related performance issues that are difficult to troubleshoot.
Table 21-1 Parts supplied for a Shield Block Installation (Figure 21-1)
Table 21-2 Parts not supplied for a Shield Block Installation (Figure 21-1)
NOTE
In Figure 21-1, “AR” denotes quantity “As Required” for the particular installation.
NOTE
Each tapped hole on the shield block may accommodate up to two ring terminals. It is
preferred that only two wires be terminated per ring terminal. This necessitates the use of
a #8 ring terminal, insulated, 14-16 AWG (MS25036-153). If only a single wire is left or if
only a single wire is needed for this connector, a #8 ring terminal, insulated, 18-22 AWG
(MS25036-149) can be used. If more wires exist for the connector than two per ring
terminal, it is permissible to terminate a maximum of three wires per ring terminal.
9. Secure connector to mating connector on avionics device using the knurled thumb screws. The
end of each thumb screw accepts a 3/32” hex wrench (Figure 21-9) to aid in securing the
connector.
NOTE
For the following steps please refer to Figure 21-1 and Figure 21-2.
1. The appropriate number of Jackscrew Backshells will be included in the particular LRU connector
kit.
NOTE
FAA AC 43.13-1B Chapter 11, Section 8 (Wiring Installation Inspection Requirements)
may be a helpful reference for termination techniques.
Preferred Method:
Slide a solder sleeve (item 3, Figure 21-1) onto the prepared cable assembly (item 2, Figure 21-1)
and connect the Flat Braid (item 4, Figure 21-2) to the shield using a heat gun approved for use
with solder sleeves. It may prove beneficial to use a solder sleeve with a pre-installed Flat Braid
versus having to cut a length of Flat Braid to be used. The chosen size of solder sleeve must
accommodate both the number of conductors present in the cable and the Flat Braid (item 4, Figure
21-2) to be attached.
NOTE
Flat Braid as opposed to insulated wire is specified in order to allow continuing air
worthiness by allowing for visual inspection of the conductor.
2
Figure 21-3 Insulation/Contact Clearance
6. Insert newly crimped pins and wires into the appropriate connector housing location as specified
by the installation wiring diagrams.
7. Cut the Flat Braid (item 4) to a length that, with the addition of a ring terminal, will reach one of
the tapped holes of the Jackscrew backshell (item 1). An appropriate amount of excess length
without looping should be given to the Flat Braid (item 4) to allow it to freely move with the wire
bundle.
NOTE
Position the window splice to accommodate a Flat Braid (item 4) length of no more than 4
inches.
8. Guidelines for terminating the newly cutoff Flat Braid(s) (item 4) with insulated ring terminals
(item 7):
• Each tapped hole on the Jackscrew Backshell (item 1) may accommodate only two ring
terminals (item 7).
• It is preferred that only two Flat Braid(s) (item 4) be terminated per ring terminal. Two Flat
Braids per ring terminal will necessitate the use of a Ring terminal, #8, insulated, 14-16
AWG (MS25036-153).
• If only a single Flat Braid is left or if only a single Flat Braid is needed for this connector a
Ring terminal, #8, insulated, 18-22 AWG (MS25036-149) can accommodate this single Flat
Braid.
• If more braids exist for this connector than two per ring terminal, it is permissible to
terminate three braids per ring terminal. This will necessitate the use of a Ring terminal, #8,
insulated, 10-12 AWG (MS25036-156).
9. Repeat steps 2 through 8 as needed for the remaining shielded cables.
10. Terminate the ring terminals to the Jackscrew Backshell (item 1) by placing items on the Pan Head
Screw (item 8) in the following order: Split Washer (item 9), Flat Washer (item 10) first Ring
Terminal, second Ring Terminal (if needed) before finally inserting the screw into the tapped holes
on the Jackscrew Backshell. Do not violate the guidelines presented in Step 8 regarding ring
terminals.
11. It is recommended to wrap the cable bundle with Silicone Fusion Tape (item 11)
(GPN: 249-00114-00 or a similar version) at the point where the backshell clamp and cast housing
will contact the cable bundle.
NOTE
Choosing to use this tape is the discretion of the installer.
12. Place the smooth side of the backshell clamp (item 12) across the cable bundle and secure using
the three screws (item 13). Warning: Placing the grooved side of the clamp across the cable bundle
may risk damage to wires.
13. Attach the cover (item 14) to the backshell (item 1) using the two screws (item 15).
NOTE
The maximum length of the combined braids should be approximately 4 inches.
NOTE
The original purpose for separating the shield drain termination (item 3, Figure 21-4)
from the float termination (item 5, Figure 21-4) in Method A was to allow for a variety of
lengths for the drain wires so the shield drain terminations (item 3, Figure 21-4) would
not all “bunch up” in the harness and to eliminate loops in the drain wires. If Method B is
chosen, as described in this section, care must be taken to make sure that all drain shield
terminations can still be inspected. With connectors which require a large number of
shield terminations it may be best to use Method A. This will allow the drain shield
terminations (item 3, Figure 21-4) a larger area to be dispersed across.
Using this method, the instructions from Section 21.2.3 (Method A) are followed except that:
1. Step 2 is eliminated
2. Steps 3 and 4 are replaced by the following:
At the end of the shielded cable (item 2, Figure 21-1), strip “Quick Term Min” to “Quick Term
Max” (Table 21-4) length of the jacket to expose the shield. Next trim the shield so that at most
0.35 inches remains extending beyond the insulating jacket. Fold this remaining shield back over
the jacket.
Connect a Flat Braid (item 4, Figure 21-1) to the folded back shield of the prepared cable
assembly. The flat braid should go out the front of the termination towards the connector. It is not
permitted to exit the rear of the termination and loop back towards the connector (Figure 21-5).
Make this connection using an approved shield termination technique.
NOTE
FAA AC 43.13-1B Chapter 11, Section 8 (Wiring Installation Inspection Requirements)
may be a helpful reference for termination techniques.
Preferred Method:
Slide a solder sleeve (item 3, Figure 21-1) onto the prepared cable assembly (item 2, Figure 21-1) and
connect the Flat Braid (item 4, Figure 21-1) to the shield using a heat gun approved for use with solder
sleeves. It may prove beneficial to use a solder sleeve with a pre-installed Flat Braid versus having to
cut a length of Flat Braid to be used. The chosen size of solder sleeve must accommodate both the
number of conductors present in the cable and the Flat Braid (item 4, Figure 21-1) to be attached.
NOTE
Reference Section 21.2.3 for recommended solder sleeves and flat braid. The same
recommendations are applicable to this technique.
Number of Pins Quick Term Min Quick Term Max Quick Term
Backshell Size
Std/HD (inches) (inches) Float (inches)
1 9/15 1.25 2.25 1.75
2 15/26 1.5 2.5 2.0
3 25/44 1.5 2.5 2.0
4 37/62 1.5 2.5 2.0
5 50/78 1.5 2.5 2.0
NOTE
The maximum length of the combined braids should be approximately 4 inches.
Figure 21-6 Method B.2 (Daisy Chain-Quick Term) for Shield Termination
NOTE
The maximum length of the combined braids should be approximately 4 inches.
WARNING
Flat Braid is not permitted for this purpose. Use only insulated wire to avoid inadvertent
ground issues that could occur from exposed conductors.
2. Strip back approximately 0.17 inches of insulation and crimp a contact (item 6, Figure 21-3) to the
4” length of 22 AWG insulated wire. It is the responsibility of the installer to find the proper
length of insulation to be removed. Wire must be visible in the inspection hole after crimping and
the insulation must be 1/64 – 1/32 inches from the end of the contact as shown in Figure 21-3.
3. Insert newly crimped pins and wires into the appropriate connector housing location as specified
by the installation wiring diagrams.
4. At the end opposite the pin on the 22 AWG insulated wire strip back 0.2 inches of insulation.
5. Terminate this end using the ring terminals with the other Flat Braid per Steps 8 through 11
(Section 21.2.3) pertaining to shield termination. If this ground strap is the only wire to terminate,
attach a Ring terminal, #8, insulated, 18-22 AWG (MS25036-149).
NOTE
Figure 21-8 illustrates that a splice must be made within a 3 inch window from outside the
edge of clamp to the end of the 3 inch max mark.
WARNING
Keep the splice out of the backshell for pin extraction, and outside of the strain relief to
avoid preloading.
Figure 21-8 shows a two wire splice, but a maximum of three wires can be spliced. If a third wire is
spliced, it is located out front of splice along with signal wire going to pin.
Splice part numbers:
•Raychem D-436-36/37/38
•MIL Spec MIL-S-81824/1
This technique may be used with shield termination methods: A.1, A.2, B.1, B.2, C.1 and C.2.
NOTE
It is important to make sure that connectors are fully tightened. Loose connectors may
cause vibration-related performance issues that are difficult to troubleshoot.
The connector jackscrews are also pre-drilled to accept safety wire where additional security is desired. It
is generally not a requirement to safety wire these connectors, especially when tightened with a hex tool.
Do not tighten more than 8 in. lbs. to prevent damage to the mating hardware.
1. Strip back approximately 0.17 inches of insulation from both the positive and negative
thermocouple leads (item 1, Figure 21-10) and crimp a pin (item 2, Figure 21-10) to each lead. It
is the responsibility of the installer to find the proper length of insulation to be removed. Wire
must be visible in the inspection hole after crimping and the insulation must be 1/64 – 1/32 inches
from the end of the contact as shown in Figure 21-10.
1
Figure 21-10 Insulation/Contact Clearance
2. Insert newly crimped pins and wires (items 1 & 2) into the appropriate connector housing (item 4)
location as specified by the installation specific wiring diagram.
3. Place thermocouple (item 1) body onto backshell (item 5) boss. Upon placing the thermocouple
(item 1) body, orient it so the wires exit downward.
4. Attach thermocouple (item 1) tightly to backshell (item 5) using screw (item 3).
5. Attach cover (item 6) to backshell (item 5) using screws (item 7).
Table 21-8 GPN: 010-12253-00 – Config Module (w/EEPROM, Temp, & Connext®)
1. Strip back approximately 0.17 inches of insulation from each wire of the four conductor wire
harness (item 3, Figure 21-12) and crimp either a pin (item 4, Figure 21-12) or a socket (item 9,
Figure 21-12) to each conductor. It is the responsibility of the installer to find the proper length of
insulation to be removed. Wire must be visible in the inspection hole after crimping and the
insulation must be 1/64 – 1/32 inches from the end of the contact as shown in Figure 21-12.
4 or 9
1
Figure 21-12 Insulation/Contact Clearance
NOTE
Refer to Figure 21-13 for all item numbers in the following steps 2-6.
2. Insert newly crimped pins (or sockets) and wires (items 3 and 4) into the appropriate connector
housing (item 5) location as specified by the installation specific wiring diagram.
3. Attach the module (item 1) to backshell (item 6) using screw (item 10).
4. Plug the four conductor wire harness (item 3) into the connector on the module (item 1).
5. Orient the connector housing (item 5) so the inserted four conductor wire harness (item 3) is on the
same side of the backshell (item 6) as the module (item 1).
6. Attach cover (item 7) to backshell (item 6) using screws (item 8).
1
4
NOTES
USE A RESISTOR THAT IS 400K OHM (±10%), 0.5W, RATED TO MAINTAIN RESISTANCE AND POWER RATING AT 150°C AND BE QUALIFIED TO MIL-R-10509.
1
USE MS25036 TERMINALS OF APPROPRIATE SIZE FOR THE BRAID AND GROUND STUD ON THE MAGNETO OR THE IGNITION SWITCH.
2
THE "-Y" CHARACTER IN THE HEAT SHRINK P/N IS COLOR OF THE HEAT SHRINK, COLOR OF HEAT SHRINK IS THE INSTALLER'S CHOICE.
3
ACCEPTABLE SOLDER TYPES ARE SN60 OR SN63. CLEAN FLUX RESIDUES USING AN APPROPRIATE FLUX CLEANER
4
PIN 33
PIN 18
PIN 34 PIN 50
NOTE
Keep Alive Power In (Pin 1, TB273) can be used as a second power input for the GAD 27.
Note that a floating (disconnected) input on Discrete Inputs 1-7 will be treated as High, while a floating
input on Discrete Inputs 8-9 will be treated as Low.
The Flap Configuration page (Section 29.4.14) allows the four flap discrete inputs to be defined in two
ways. In Relative Position mode, the switch up/switch down flap motion is relative to the last position and
there are optional speed constraints on partial/full flap deployment. When an installation is configured for
both pilot/copilot switches, pilot switches (#1 switches) take priority over copilot switches when they
disagree unless pilot switches are both inactive. In Absolute Position mode, the flaps move to one of four
absolute positions in response to an active low on the flap discrete inputs, and there are no speed
constraints.
The GAD 27 wiring examples in Figure 23-2.2 p. 2, Figure 23-2.3 p. 1, Figure 23-2.3 p. 2,
Figure 23-2.3 p. 3 show one example of a Relative Position installation and three examples of Absolute
Position installations.
Relative Flap Position Inputs
The DC Lighting outputs are a variable DC voltage (output voltage is based on the lighting control input
voltage) that is used to vary the brightness of the lighting.
The PWM lighting outputs (pins 45, 46, 47) are active low, and can sink a maximum of 500 mA average
current. The pulse width modulation (PWM) of the output signal (square wave) is varied to control the
brightness of the lighting.
Lighting Bus Inputs
NOTE
When Motor Disconnect is active, all trim will be reflected as inhibited in the system status
menu.
The Motor Disconnect input is an active-low discrete input that conforms to the following specification:
Low: Vin < 3.5 VDC, or Rin < 375 Ω (input active, motor movement inhibited)
High: Vin >8 VDC, or Rin > 100k Ω (input inactive, motor movement allowed)
NOTE
References to the GAD 29 throughout this manual apply equally to the GAD 29C.
References to the GAD 29B throughout this manual apply equally to the GAD 29D.
22.2.3 Power
This section covers the power input requirements. AIRCRAFT POWER 1 and AIRCRAFT POWER 2 are
“diode ORed” to provide power redundancy.
NOTE
It is recommended to connect the serial port from the GSU 25 (use the GSU 25 designated
as #1 in a multiple GSU 25 installation) to the P4X01 connector regardless of mounting
method used for the GSU 25 per Figure 22-7. Connector kit 010-11825-20 which includes
a 9 pin connector, pins, and metal backshell may be used for the P4X01 connections.
PIN 17
PIN 1
PIN 33
PIN 18
PIN 34 PIN 50
Figure 22-10 View of Video Input BNC Connector from Back of Unit
The GDU 4XX supports the following composite video input formats:
• NTSC “National Television Standards Committee” (J,M,4.43)
• PAL “Phase Alternating Line” (B,D,G,H,I,M,N,Nc,60)
• SECAM “Sequential Color with Memory” (B,D,G,K,K1,L)
Composite video is a one-wire format with intensity, color, and timing information transferred together.
Video signals are transferred using a 75 Ω coaxial cable (see the following recommended cable types.)
• M17/94-RG179, PIC Wire & Cable p/n V75268 or V76261,
• M17/94-RG179, Electronic Cable Specialists (ECS) p/n 442501 or equivalent
NOTE
Particular attention must be taken in routing the coaxial cable through the aircraft to
avoid potential radiated interference sources in addition to minimizing the cable bend
radii. Concerns about interference sources may necessitate the use of coaxial cable with a
higher noise rejection rating.
NTSC (M) (also called RS-170A), is the most common video format supported by the GDU 4XX. NTSC
has the following characteristics:
• 59.94 Hz vertical interlaced refresh rate
• 15.75 kHz horizontal line frequency
• 525 scan lines
• 29.97 frame per second update rate
• Luminance or luma (black and white) also called “monochrome NTSC” or RS-170, is the standard
black and white format which contains both image and timing information.
• Chrominance or chroma (color) encoding system
22.3.9 Lighting
The GDU 4XX display and keys can be configured to track 28 VDC or 14 VDC lighting busses using these
inputs. These inputs are reference voltage inputs (not power inputs) with a high impedance of
~100 kΩ for pin 43 and ~200 kΩ for pin 26. This backlight level reference signal may be supplied with
something as simple as a 10K potentiometer connected to power and ground (drawing 1 mA @ 14 VDC).
The center tap on this potentiometer is connected to one of the pins (43 or 26) in the following table. For
providing this reference signal to more than one device, a commercially available regulated backlight
voltage reference is recommended.
PIN 33
PIN 18
PIN 34 PIN 50
22.4.7 RS-232
The RS-232 channel can optionally be connected to a GDU display to provide a redundant path for EIS
data.
NOTE
There are 2 Fuel Flow Input Channels (channels 1 & 2) on J243 and 2 Fuel Flow Input
Channels on connector J244. As both channel 1 inputs are connected internally, and both
channel 2 inputs are connected internally, the GEA 24 effectively has only 2 two Fuel Flow
input channels. Use Channel 1 and/or Channel 2 inputs as desired, but only connect
inputs from one connector (either the 37 pin connector or the 50 pin connector) for each
channel.
When configured as Active Low, the inputs conform to the following specification:
Active: Vin < 3.5 VDC, or Rin < 375 Ω
Inactive: Vin > 8 VDC, or Rin > 100 kΩ
When configured as Active High the inputs conform to the following specification:
Active: Vin > 8 VDC, or Rin > 100 kΩ
Inactive: Vin < 3.5 VDC, or Rin < 375 Ω
The GP1-GP7 inputs and the RPM2 input may also be used as additional discrete inputs. If GP6 or GP7
are used for this purpose, the corresponding GP6 LO or GP7 LO pin must also be connected to ground (see
Section 22.4.12).
The GP1-GP7 inputs may also be used as additional discrete inputs. When configured as an Active Low
discrete input, the GP1-GP7 inputs require an additional pull-up resistor, as shown in Figure 25-2.2.
CAUTION
For installations with GEA 24(010-01042-00) LRU's, that are currently using fuel
quantity sensors assigned to a resistive input on any Fuel Input, it is recommended to
install 2 - 2.2 kΩ resistors in series as shown in Section 25. This is important for
composite and tube-and-fabric airframes, to improve the grounding path. The additional
resistors are optional for metal aircraft, and either wiring method presented is sufficient.
When in-line resistors are installed, use "Voltage" configuration setting, if in-line resistors
are not installed, use "Resistive" configuration setting. It is not recommended to install
these resistors in a GEA24B (010-02770-00) installation, although they are acceptable if
already present.
NOTE
Refer to Section 31.2.5 for information regarding swapping GEA 24 and GEA 24B units.
22.4.16 System ID
Pins 1 and 2 must be left open (floating) for a single GEA 24 installation. When using a GEA 24 and GSU
73 in the same system, pins 1 and 2 should be connected together in order to configure the GEA 24 as the
EIS #2 LRU. If two GEA 24s are installed, connect pins 1 and 2 on the second GEA 24 together in order
to configure it as the EIS #2 LRU.
When using two GEA 24 units to monitor a single engine with more than 6 cylinders, connect cylinders
1-6 to the CHT/EGT 1-6 inputs on GEA 24 #1, and cylinders 7-12 to the CHT/EGT 1-6 inputs on
GEA 24 #2.
When using two GEA 24 units to monitor twin engines (or a larger than normal single engine), connect
pins 1 and 2 on the second GEA 24 to configure it as the EIS #2 LRU.
NOTE
If installing an ungrounded thermocouple to an Analog In input, a DC reference must be
added to the LO input. This can be accomplished by adding a resistance of 1 MΩ or less
between ground and the Analog In LO input the ungrounded thermocouple is installed on.
NOTE
The pinout of J242 is compatible with 25-pin thermocouple wiring harnesses used in some
third-party EIS systems.
22.5.2 Power
AIRCRAFT POWER 1 and POWER GROUND are connected to a 14/28 VDC supply..
22.5.5 Lighting
The GI 260 display brightness can track either a 28 VDC or 14 VDC lighting bus using these inputs. If left
unconnected, unit will use a photocell to adjust lighting.
22.6.2 Power
This section covers the power input requirements. The GMC 305 is compatible with 14V and 28V
systems. AIRCRAFT POWER 1 and AIRCRAFT POWER 2 are “diode ORed” to provide power
redundancy.
22.6.4 Lighting
The GMC 305 supports two internal backlighting buses, one for the mode (indicator) lights above the
buttons, and one for the button text, panel text, and knob backlighting.
Mode Indicator Backlighting - The lighting level for the mode (indicator) lights (triangles) above the
buttons is controlled by the photocell only, and is not affected by the lighting bus input (pins 11 & 12).
This makes sure the mode selection lights on the panel are always visible (and are independent of the
externally applied lighting bus).
Button Text, Panel Text, and Knob Backlighting - The GMC 305 can be installed to use either the built-in
photocell or the 14V lighting bus input for backlight control of the button text, panel text, and knob
backlighting. The photocell controls all backlighting when the lighting bus input is below 1.4VDC (or
unconnected). If the lighting bus input voltage is greater than 1.4VDC, the GMC 305 uses the lighting bus
input voltage (1.4VDC-14.0VDC range) as a reference voltage (not power source) to adjust the
backlighting for these items.
Most installations use the photocell backlighting (as it works well in most conditions) and leave pins 11
and 12 unconnected.
22.7.2 Power
This section covers the power input requirements. The GMC 307 is compatible with 14V and 28V
systems. AIRCRAFT POWER 1 and AIRCRAFT POWER 2 are “diode ORed” to provide power
redundancy.
22.7.4 Lighting
The GMC 307 supports two internal backlighting buses, one for the mode (indicator) lights above the
buttons, and one for the button text, panel text, and knob backlighting.
Mode Indicator Backlighting - The lighting level for the mode (indicator) lights (triangles) above the
buttons is controlled by the photocell only, and is not affected by the lighting bus input (pins 11 and 12).
This makes sure the mode selection lights on the panel are always visible (and are independent of the
externally applied lighting bus).
Button Text, Panel Text, and Knob Backlighting - The GMC 307 can be installed to use either the built-in
photocell or the 14V lighting bus input for backlight control of the button text, panel text, and knob
backlighting. The photocell controls all backlighting when the lighting bus input is below 1.4VDC (or
unconnected). If the lighting bus input voltage is greater than 1.4VDC, the GMC 307 uses the lighting bus
input voltage (1.4VDC-14.0VDC range) as a reference voltage (not power source) to adjust the
backlighting for these items.
Most installations use the photocell backlighting (as it works well in most conditions) and leave pins 11
and 12 unconnected.
22.8.2 Power
This section covers the power input requirements. The GMC 507 is compatible with 14V and 28V
systems. AIRCRAFT POWER 1 and AIRCRAFT POWER 2 are “diode ORed” to provide power
redundancy.
22.8.4 Lighting
The GMC 507 supports two internal backlighting buses, one for the mode (indicator) lights above the
buttons, and one for the button text, panel text, and knob backlighting.
Mode Indicator Backlighting - The lighting level for the mode lights (indicator triangles) above the buttons
is controlled by the photocell only, and is not affected by the lighting bus input (pins 11 and 12). This
makes sure the mode selection lights on the panel are always visible (and are independent of the externally
applied lighting bus).
Button Text, Panel Text, and Knob Backlighting - The GMC 507 can be installed to use either the built-in
photocell or the 14V lighting bus input for backlight control of the button text, panel text, and knob
backlighting. The photocell controls all backlighting when the lighting bus input is below 1.4VDC (or
unconnected). If the lighting bus input voltage is greater than 1.4VDC, the GMC 507 uses the lighting bus
input voltage (1.4VDC-28.0VDC range) as a reference voltage (not power source) to adjust the
backlighting for these items.
22.8.6 Unit ID
Leave pins 1 and 2 open to configure as GMC 507 #1. Strap pins 1 and 2 together to configure as
GMC 507 #2. GMC 507 #2 will act as a remote controller only, monitoring is turned off and the AP
disconnect and TO/GA inputs are left unconnected.
NOTE
The GMU 11 must be powered from aircraft power. Do not connect the GMU 11 to the
magnetometer power output pins on the GSU 25 (these pins are intended for use only with
the GMU 22).
The GMU 11 is compatible with 14V and 28V systems. AIRCRAFT POWER 1 and
AIRCRAFT POWER 2 are “diode ORed” to provide power redundancy.
22.10.3.2 RS-485
The RS-485 pins provide data to the ADAHRS (GSU 25/73).
Pin Name Connector Pin I/O
RS-485 OUT A J441 4 Out
RS-485 OUT B J441 2 Out
22.12.5 ID STRAP
The ID Strap inputs are used to configure the GSA 28 as a roll, roll trim, pitch, pitch trim, or yaw servo by
installing a jumper wire or not installing a jumper wire per the following:
Roll Servo: No jumper wire installed
Pitch Servo: Jumper wire installed from pin 5 to pin 8
Yaw Servo: Jumper wire installed from pin 6 to pin 7
Roll Trim: Jumper wire installed from pin 5 to pin 8 and from pin 6 to 7
Pitch Trim: Jumper wire installed from pin 7 to pin 8
22.12.6 RS-232
Pins 7 and 8 (TX and RX) connect to the GMC 30X RS232 channel 2 on the ROLL SERVO ONLY.
22.13.1 J251
NOTE
The GSU 25 magnetometer power output pin is intended for use only with the GMU 22.
Do not connect the GMU 11 or any other device to this pin.
The GSU 25 outputs supply voltage to the GMU 22 using pins 6 & 7.
22.13.5 Unit ID
Refer to Figure 23-1.6 for connection drawing.
Unit ID Comment
ADAHRS #1 Leave pins 4 and 5 (of J252) unconnected
ADAHRS #2 Connect pin 4 (of J252) to pin 5 (of J252)
Connect pin 4 (of J252) to pin 5 (of J252) and connect RS-232 RX 1 to RS-232 TX 1
ADAHRS #3
(pins 4 and 5 on J251)
22.15.2 Power
Pins 1 & 20 supply power to the GTR 20. Refer to drawings in Section 24 for power and ground wire
gauges.
Pin Name Pin I/O
AIRCRAFT POWER 1 In
AIRCRAFT GROUND 20 --
22.15.4 Unit ID
Refer to drawings in Section 24 for ID connections.
Pin Name Pin I/O
ID IN 8 In
ID LO 27 --
NOTE
The Transmit Interlock status will report as active in the System Information screen when
this input is pulled low.
NOTE
Headset shorts will be detected when ear and/or mic inputs are shorted to each other or
ground. This will be displayed in the System Information screen, and reported as Left
channel shorted, or Right channel shorted.
42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22
62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 44
*Inactive State: 10 Vin 33 Vdc or Rin 100 kΩ, Active State: Vin 1.9 Vdc with 75 uA sink current, or Rin 375 Ω
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-1
GDU 37X/4XX Audio to GMA™ 240/245 or GTR 20/200
Interconnect/Configuration Example....................................................................................... 27-46
GDU 4XX Audio to GMA 342/GMA 345 Interconnect/Configuration Example .................. 27-47
WX-500/Lightning Detector Interconnect/Configuration Example ........................................ 27-48
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-2
23.1 Core Interconnect Drawings w/GSU 25 and/or GAD 29
NOTES:
1. UNLESS OTHERWISE NOTED, ALL STRANDED WIRE MUST CONFORM TO MIL W 22759/16 OR EQUIVALENT
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL C 27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C = NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
6. WIRE COLORS ARE NOTED FOR ADVISORY PURPOSES ONLY, EXCEPT FOR THE CONFIG MODULE AND GTP 59.
7. NOTE REMOVED
8. INSTALLATION INFORMATION IS PROVIDED FOR CONFIGURATION MODULES AND THERMOCOUPLES IN SECTION 21, FOR GMU 22 IN SECTION 13,
AND FOR THE GTP 59 IN SECTION 17.
11. THE GDU 46X/37X CAN BE CONFIGURED TO ACCEPT A 14V OR 28V LIGHTING BUS INPUT. SEE SECTION 29 FOR CONFIGURATION.
12. ONLY ONE GDU 46X/37X GPS ANTENNA CONNECTION IS REQUIRED FOR THE G3X SYSTEM. ADDITIONAL ANTENNAS CAN BE ADDED
FOR REDUNDANCY IF DESIRED. SEE SECTION 29 FOR DETAILS REGARDING GDU 46X/37X GPS ANTENNA CONFIGURATION.
14. TO MINIMIZE THE CHANCE OF THE SYSTEM RESETTING DURING ENGINE CRANKING, THE OPTIONAL REDUNDANT (DIODE OR'D) POWER INPUTS
MAY BE CONNECTED TO AN AUXILIARY BATTERY (SUCH AS THE TCW TECHNOLOGIES INTEGRATED BACK UP BATTERY SYSTEM) OR STABILIZED
POWER INPUT (SUCH AS THE TCW TECHNOLOGIES INTELLIGENT POWER STABILIZER IPS 12V 8A) TO MAINTAIN THE NECESSARY
LRU MINIMUM INPUT VOLTAGE. HAVING A STABLIZED SOURCE OF POWER DURING ENGINE CRANKING SHOULD ALLOW THE SYSTEM
TO PROVIDE CONTINUOUS ENGINE INDICATING SYSTEM (EIS) OPERATION DURING ENGINE START AND MAINTAIN ANY DESIRED
PRE FLIGHT SYSTEM SETUP OR FLIGHT PLANNING THAT WAS ACCOMPLISHED PRIOR TO ENGINE START. VISIT WWW.TCWTECH.COM
FOR ADDITIONAL DETAILS.
15. THE DISCRETE OUTPUT FROM THE TCW IBBS CAN BE WIRED TO A DISCRETE INPUT ON THE GEA 24 TO PROVIDE THE PILOT WITH AN
ANNUNCIATION WHEN THE BACK UP BATTERY IS BEING UTILIZED. SEE SECTION 29 FOR MORE INFORMATION ON CONFIGURATION
OF GEA 24 DISCRETE INPUTS.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-3
CONFIG MODULE
P4X02/P3701 GDU 4XX/37X (PFD #1)
010-12253-00 (MFi) SEE NOTE 8
BLK BLK
GND 1 49 CONFIG MODULE GROUND
RED RED
VCC 4 17 CONFIG MODULE POWER
YEL YEL
DATA 3 50 CONFIG MODULE DATA
WHT WHT
CLK 2 33 CONFIG MODULE CLOCK
27 SIGNAL GROUND
THIS JUMPER IDENTIFIES THIS DISPLAY AS PFD1
10 CDU SYS ID PROGRAM 1
N/C 9 CDU SYS ID PROGRAM 2
N/C 25 CDU SYS ID PROGRAM 3
N/C 42 CDU SYS ID PROGRAM 4
35 SIGNAL GROUND
S
46 CAN BUS HI
45 CAN BUS LO
S 28 CAN BUS TERMINATION
46 CAN BUS HI
45 CAN BUS LO
OPTIONAL
S N/C 28 CAN BUS TERMINATION
MANUAL REVERSION SWITCH
35 SIGNAL GROUND
S
GSU 25
P251 GSU 25 P4X02/P3701 OPT GDU 4XX/37X (PFD #2)
# 22
AIRCRAFT POWER 1 7 2 14/28 Vdc 46 CAN BUS HI
# 22
AIRCRAFT POWER 2 8 45 CAN BUS LO
S N/C 28 CAN BUS TERMINATION
# 22
AIRCRAFT GROUND 9
N/C 10 CDU SYS ID PROGRAM 1
CAN-H 1 9 CDU SYS ID PROGRAM 2
PFD2 JUMPER
CAN-L 2 27 SIGNAL GROUND
S
N/C 25 CDU SYS ID PROGRAM 3
N/C 42 CDU SYS ID PROGRAM 4
NOTE: INSTALL GARMIN CAN TERMINATOR 011-02887-00
43 14V LIGHTING BUS HI
SEE NOTES 10 AND 11
26 28V LIGHTING BUS HI
35 SIGNAL GROUND
S
RS-232 RX 1 4
RS-232 TX 1 5 NOTE: THIS RS-232 USED FOR OPTIONAL BACKUP BUS TO DISPLAY
GROUND 6
P252
GMU22
P441 MAGNETOMETER
RS-485 RX 1 A 12 4 RS-485 OUT A
RS-485 RX 1 B 13 2 RS-485 OUT B
1 SIGNAL GROUND (RS 485)
RS-232 TX 2 15 8 RS-232 IN
GMU 22 POWER OUT 6 9 +12VDC POWER
GMU 22 POWER GROUND 7 6 POWER GROUND
3 SIGNAL GROUND (RS 232)
GTP 59
UNIT ID GROUND 4
NOTE: ONLY INSTALL THIS JUMPER FOR ADAHRS #2
UNIT ID 5
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-4
CONFIG MODULE
P4X02/P3701 GDU 4XX/37X (PFD #1)
010-12253-00 (MFi) SEE NOTE 8
BLK BLK
GND 1 49 CONFIG MODULE GROUND
RED RED
VCC 4 17 CONFIG MODULE POWER
YEL YEL
DATA 3 50 CONFIG MODULE DATA
WHT WHT
CLK 2 33 CONFIG MODULE CLOCK
27 SIGNAL GROUND
THIS JUMPER IDENTIFIES THIS DISPLAY AS PFD1
10 CDU SYS ID PROGRAM 1
N/C 9 CDU SYS ID PROGRAM 2
N/C 25 CDU SYS ID PROGRAM 3
N/C 42 CDU SYS ID PROGRAM 4
35 SIGNAL GROUND
S
46 CAN BUS HI
45 CAN BUS LO
S 28 CAN BUS TERMINATION
45 CAN BUS LO
46 CAN BUS HI
OPTIONAL
N/C 28 CAN BUS TERMINATION
MANUAL REVERSION SWITCH S
35 SIGNAL GROUND
S
45 CAN BUS LO
46 CAN BUS HI
GSU 25
N/C 28 CAN BUS TERMINATION
P251 S
# 22
AIRCRAFT POWER 1 7 2 14/28 VDC 35 SIGNAL GROUND
S
# 22
AIRCRAFT POWER 2 8 OPTIONAL
# 22
POWER GROUND 9
3 UNIT ID
RS-232 RX 1 4 NOTE: ONLY INSTALL THIS
JUMPER FOR MAGNETOMETER #2 6 SIGNAL GROUND
RS-232 TX 1 5 NOTE: THIS RS-232 USED FOR
SIGNAL GROUND 6 OPTIONAL BACKUP BUS TO DISPLAY. USE
"GARMIN INSTRUMENT DATA" FORMAT 14/28 VDC 7 POWER 1
2
OPTIONAL 8 POWER 2
9 POWER GROUND
P252
GTP 59
UNIT ID GROUND 4
NOTE: ONLY INSTALL THIS JUMPER
UNIT ID 5
FOR ADAHRS #2
NOTE: GMU11/GTP59 OPTIONAL FOR ADAHRS #2
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-5
GDU 460/370
GDU 460/370
P4602/P3701
# 22
AIRCRAFT POWER 1 32 5A
# 22
POWER GROUND 16
# 20
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
SEE NOTE 12
GPS ANTENNA
GDU 465/375
GDU 465/375
P4602/P3701
# 22
AIRCRAFT POWER 1 32 5A
# 22
POWER GROUND 16
# 22
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
SEE NOTE 12
GPS ANTENNA
XM ANTENNA
GEA 24 GEA 24
P241
# 22
AIRCRAFT POWER 1 7 2A
# 22
POWER GROUND 6
# 20
AIRCRAFT POWER 2 8
# 22
POWER GROUND 9
P244
# 22
DISCRETE IN* 1 40
# 22
SEE NOTE 14
TCW IBBS
# 20
MAIN AIRCRAFT BUS 1 10 TO MAIN BUS
# 20
MAIN AIRCRAFT BUS 6
AUX CHARGE
# 22
BATT TRICKLE CHARGE 2 2 TO BATTERY + TERMINAL
AIRCRAFT GROUND # 20
3
OR
TCW IPS 12V 4A
# 20 12A
INPUT POWER TO MAIN BUS
# 20 5A
OUTPUT POWER
AIRCRAFT GROUND # 20
Figure 23-1.4 Power, Backup Power (4 AH), and Antennas Interconnect Drawing
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-6
GDU
P4X02/P3701
# 22
AIRCRAFT POWER 1 32 5A
# 22
POWER GROUND 16
# 20
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
SEE NOTE 12
GPS ANTENNA
GDU
P4X02/P3701
# 22
AIRCRAFT POWER 1 32 5A
# 22
POWER GROUND 16
# 20
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
SEE NOTE 12
GPS ANTENNA
XM ANTENNA
# 20
AIRCRAFT POWER 2 8
# 22
POWER GROUND 9
P244
# 22
DISCRETE IN* 1 40
# 22
VOLTS 2 28 VOLTS 2 INPUT TO DISPLAY ESSENTIAL BUS VOLTAGE
SEE NOTE 14
TCW IBBS-12V-3AH/6AH
(LITHIUM IRON
PHOSPHATE BATTERY)
BACKUP BATT. VOLTAGE 2
BACKUP ACTIVE ALERT 3 SEE NOTE 15
TCW IBBS
# 20
BATTERY CHARGE 5 5 TO MAIN BUS
# 20
POWER GROUND 9
POWER GROUND 10
POWER GROUND 11
Figure 23-1.5 Power, Backup Power (3 AH/6 AH), and Antennas Interconnect Drawing
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-7
GSU 25 P252
GMU22
P441 MAGNETOMETER
RS-485 RX 1 A 12 4 RS-485 OUT A
RS-485 RX 1 B 13 2 RS-485 OUT B
1 SIGNAL GROUND (RS 485)
RS-232 TX 2 15 8 RS-232 IN
GMU 22 POWER OUT 6 9 +12VDC POWER
GMU 22 POWER GROUND 7 6 POWER GROUND
3 SIGNAL GROUND (RS 232)
GTP 59
WHT WHT POWER
TEMP PROBE POWER OUT 1
BLU BLU SENSE
TEMP PROBE IN HI 2
ORN ORN LOW
TEMP PROBE IN LO 3
S
UNIT ID GROUND 4
NOTE: ONLY INSTALL THIS JUMPER FOR ADAHRS #2
UNIT ID 5
AND ADAHRS #3
RS-232 RX 3 10
RS-232 TX 3 9 REFER TO GSU 25 TO TRANSPONDER CONNECTION DRAWING EXAMPLES
GROUND 11
S
P251 GSU 25
# 22
AIRCRAFT POWER 1 7 2 14/28 VDC
# 22
AIRCRAFT POWER 2 8
# 22
AIRCRAFT GROUND 9
CAN-H 1
CAN-L 2
RS-232 RX 1 4
RS-232 TX 1 5 NOTE: THIS RS-232 USED FOR OPTIONAL BACKUP BUS TO DISPLAY FOR ADAHRS #1, #2
GROUND 6 FOR ADAHRS #3, INSTALL JUMPER BETWEEN PINS 4,5
NOTE: IN AN INSTALLATION WITH MORE THAN 1 GSU 25, THE AOA TUBING SHOULD
AT LEAST BE CONNECTED TO GSU 25 #1 (#2, #3 ARE OPTIONAL) GAP26 AIR DATA PROBE
AOA
PNEUMATIC
CONNECTIONS PITOT
STATIC
CAN-H BLUE
CAN-L VIOLET
GI 260
# 22
AIRCRAFT POWER RED 14/28 VDC
# 22 2
POWER GROUND BLACK
DC LIGHTING BUS GRAY 14/28 VDC AIRCRAFT LIGHTING BUS REFERENCE VOLTAGE
(OR LEAVE DISCONNECTED AND USE PHOTOCELL)
AUDIO MONO OUT WHITE
NOT REQUIRED FOR G3X/G3X TOUCH SYSTEMS
AUDIO MONO GROUND GREEN
SHIELD GROUND HEAT
SHRINK
CONFIGURATION GUIDANCE
1. G3X
A. ON THE GDU 46X/37X CONFIG MODE LRU EQUIPMENT CONFIGURATION PAGE
ENABLE ADAHRS 1,2, OR 3 AS APPROPRIATE FOR THIS UNIT
ENABLE MAGNETOMETER FOR THIS UNIT IF CONNECTED
ENABLE OAT PROBE FOR THIS UNIT IF CONNECTED
ENABLE AOA FOR THIS UNIT IF CONNECTED TO GAP 26 PROBE
B. IF USING THE GSU 25 RS 232 1 PORT AS A BACKUP BUS, ON THE GDU 46X/37X CONFIG MODE
RS 232 CONFIGURATION PAGE
SELECT "GARMIN INSTRUMENT DATA" FOR THE RS 232 PORT CONNECTED
TO THE GSU 25
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-8
GSA28 ROLL SERVO CAN BUS
P281 P4X02/P3701 GDU 4XX/37X (ANY)
CAN-H 1
47 RS-232 RX 1
CAN-L 2
48 RS-232 TX 1
S S
OR
CAN-TERMINATE 3 14 RS-232 RX 2
NOTE: REQUIRED WHEN LOCATED 30 RS-232 TX 2
CAN-TERMINATE 4
AT END OF CAN BUS OR
29 RS-232 RX 3
CWS/DISCONNECT 15 TO CWS/DISC BUTTON 13 RS-232 TX 3
RS-232 TX 1 7 4 RS-232 RX 2
RS-232 RX 1 8 3 RS-232 TX 2
S S
6 SEE PIN 6 NOTE
AUTOPILOT 11 LIGHTING BUS HI
#22 12 LIGHTING BUS LO
SERVO POWER 14/28 Vdc GMC305/307
5
SERVO POWER GND
# 22 7 AIRCRAFT POWER 1
14/28 Vdc 2
# 22 5 POWER GROUND
# 22 9 AIRCRAFT POWER 2
BACKUP POWER
# 22 15 POWER GROUND
S
CAN-TERMINATE 3
NOTE: REQUIRED WHEN LOCATED CWS/DISC BUTTON
CAN-TERMINATE 4
AT END OF CAN BUS N.O. PUSH TO GROUND
PITCH STRAP 5
PITCH STRAP 8
CONNECT TO ALL SERVOS
CWS/DISCONNECT 15 TO CWS/DISC BUTTON (OPTIONAL FOR YAW SERVO)
S
CAN-TERMINATE 3 GTN 6XX/7XX
NOTE: REQUIRED WHEN LOCATED
CAN-TERMINATE 4 ANY SPARE INPUT DISCRETE
AT END OF CAN BUS
YAW STRAP 6 CONFIGURED FOR
OPTIONAL DPST BUTTON
YAW STRAP 7 "REMOTE GO AROUND"
TO CWS/DISC BUTTON FOR GTN MISSED APPR.
CWS/DISCONNECT 15 (OPTIONAL FOR YAW SERVO)
GTN 6XX/7XX
ANY SPARE INPUT DISCRETE
CONFIGURED FOR
OPTIONAL DPST BUTTON
"REMOTE GO AROUND"
FOR GTN MISSED APPR.
GSA28 SERVO P281
CONFIGURATION GUIDANCE
1. G3X
A. ON THE GDU 4XX/37X CONFIG MODE RS 232 PORT CONFIGURATION PAGE
SET RS 232 PORT CONNECTED TO THE GMC TO "GARMIN INSTRUMENT DATA"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-9
NOTE: -20 VERSION GSA 28 UNITS REQ UIRE MINIMUM SOFTWARE LEVEL OF v8.71 OR HIGHER
CAN-H 1
CAN-L 2
S
CAN-TERMINATE 3
NOTE: REQUIRED WHEN LOCATED
CAN-TERMINATE 4
AT END OF CAN BUS
YAW STRAP 6
YAW STRAP 7 TO CWS/DISC BUTTON
CWS/DISCONNECT 15 (OPTIONAL FOR YAW SERVO)
CAN-H 1
CAN-L 2
S
CAN-TERMINATE 3
NOTE: WHEN SERVO IS LOCATED AT END OF CAN BUS,
CAN-TERMINATE 4
INSTALL JUMPER BETWEEN PINS 3,4 AND
CONNECT CAN BUS (WITHOUT NODE) DIRECTLY
TO PINS 1,2 AND CONNECT SHIELD TO BACKSHELL.
CONFIGURATION GUIDANCE
1. G3X
A. ON THE GDU 4XX/37X CONFIG MODE LRU EQUIPMENT CONFIGURATION PAGE
SET AUTOPILOT SERVOS TO ONE OF FOLLOWING:
"ROLL ONLY", "PITCH + ROLL", OR "PITCH + ROLL + YAW"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-10
GSA28 ROLL SERVO CAN BUS
P281
CAN TERMINATE 3
NOTE: REQUIRED WHEN LOCATED
CAN TERMINATE 4
AT END OF CAN BUS
CAN H 1
CAN L 2
S
CAN TERMINATE 3
NOTE: REQUIRED WHEN LOCATED
CAN TERMINATE 4
AT END OF CAN BUS
ROLL TRIM STRAP 5
ROLL TRIM STRAP 8
ROLL TRIM STRAP 6
ROLL TRIM STRAP 7
CAN H 1
CAN L 2
S
CAN TERMINATE 3
NOTE: REQUIRED WHEN LOCATED
CAN TERMINATE 4
AT END OF CAN BUS
PITCH STRAP 5
PITCH STRAP 8
CWS/DISCONNECT 15 TO CWS/DISC BUTTON
CAN H 1
CAN L 2
S
CAN TERMINATE 3
NOTE: REQUIRED WHEN LOCATED
CAN TERMINATE 4
AT END OF CAN BUS
PITCH TRIM STRAP 7
PITCH TRIM STRAP 8
CWS/DISCONNECT 15 TO CWS/DISC BUTTON
CAN H 1
CAN L 2
S
CAN TERMINATE 3
NOTE: REQUIRED WHEN LOCATED
CAN TERMINATE 4
AT END OF CAN BUS
YAW STRAP 6
YAW STRAP 7 TO CWS/DISC BUTTON
CWS/DISCONNECT 15 (OPTIONAL FOR YAW SERVO)
CONFIGURATION GUIDANCE
1. G3X TOUCH™ ONLY
A. ON THE GDU 4XX CONFIG MODE LRU EQUIPMENT CONFIGURATION PAGE
SET AUTOPILOT SERVOS TO ONE OF FOLLOWING:"ROLL ONLY", "PITCH + ROLL", OR "PITCH +
ROLL + YAW"
ENABLE ROLL TRIM SERVO AND/OR PITCH TRIM SERVO ONLY IF GSA 28 SERVO IS BEING
USED FOR ROLL OR PITCH TRIM. FOR DC TRIM MOTORS, LEAVE THESE TRIM SERVOS
DISABLED.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-11
SINGLE TRIM SWITCH
GSA 28 SERVO
D P D T MO ME N T A R Y
J281 P281 C E N TE R OF F 2 A
TRIM IN 1 11
12 VDC
TRIM IN 2 12
TRIM OUT 1
TRIM OUT 2
13
14
S
M TRIM
MOTOR
TO TRIM
SWITCH #2
TRIM OUT 1
TRIM OUT 2
13
14
S
M TRIM
MOTOR
TRIM IN 2 12
S
3 TRIM OUT 1
3 TR M OUT 1
TRIM
MOTOR M
4 TR M OUT 2
12 TRIM OUT 2
9 AIRCRAFT POWER
7 AIRCRAFT GROUND
15 AIRCRAFT GROUND
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-12
GDU 37X P4X02/P3701
GDU 4XX J251/J241 GSU 25 OR GEA 24
BACKUP DATA PATH
GARMIN INSTRUMENT DATA WIRING
RS 232 RX 1 47 5 RS 232 TX
RS 232 TX 1 48 4 RS 232 RX
SIGNAL GROUND 34 6 SIGNAL GROUND
OR S S
RS 232 RX 2 14
RS 232 TX 2 30
SIGNAL GROUND 35
P4X01
OR
RS 232 RX 5
RS 232 TX 4 THIS RS 232 SERIAL PORT PERMANENTLY CONFIGURED FOR "GARMIN INSTRUMENT DATA"
SIGNAL GROUND 6 NO USER CONFIGURATION REQUIRED TO CONNECT EITHER GSU 25 OR GEA 24
CONFIGURATION GUIDANCE
1. GDU 37X/4XX
A. CONFIGURE THE GDU RS-232 SERIAL PORT (1-5) TO WHICH THE GSU 25 OR GEA 24
BACKUP PORT IS CONNECTED TO "GARMIN INSTRUMENT DATA"
B. NO GSU 25 OR GEA 24 CONFIGURATION REQUIRED.
Figure 23-1.11 GEA 24/GSU 25 - GDU 37X/4XX Backup Data Path Interconnect Drawing
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-13
23.2 External Interconnect Drawings w/GSU 25
NOTES:
1. UNLESS OTHERWISE NOTED, ALL STRANDED WIRE MUST CONFORM TO MIL W 22759/16 OR EQUIVALENT
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL C 27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C = NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
6. RS 232 CHANNEL ASSIGNMENTS ARE SHOWN FOR REFERENCE ONLY. CONNECTIONS CAN BE REASSIGNED TO DIFFERENT CHANNELS
OR TO CHANNELS ON AN OPTIONAL SECOND OR THIRD DISPLAY. RS 232 INPUT/OUTPUT LINES SHOULD ONLY BE CONNECTED
TO ONE DEVICE AT A TIME. SEE THE G3X INSTALLATION MANUAL FOR RS 232 INPUT/OUTPUT CONFIGURATION GUIDANCE.
8. CONNECTIONS FOR AUTOPILOT SERVOS, AP DISCONNECT AND OTHER AUTOPILOT FUNCTIONALITY NOT SHOWN. CONSULT AUTOPILOT
VENDOR DOCUMENTATION FOR ADDITIONAL DETAILS.
9. REMOVED
10. THE GAD 29 PROVIDES AIR DATA AND GPS INFORMATION TO THE GTX SO NO SEPARATE ALTITUDE ENCODER IS REQUIRED.
THE GTX INPUT SHOULD BE CONFIGURED FOR REMOTE.
12. THE GMA 240/245 IS SHOWN HERE FOR REFERENCE ONLY. OTHER INTERCOM/AUDIO PANEL PRODUCTS MAY BE COMPATIBLE WITH THE
GDU 4XX/37X. THE ALERTS GENERATED BY THE GDU CAN BE CONFIGURED TO TRANSMIT ON MONO AND STEREO AUDIO LINES OR
MONO ONLY. SEE THE G3X INSTALLATION MANUAL FOR ADDITIONAL DETAILS ON CONFIGURATION OF THE GDU ALERT OUTPUTS.
13. INSTALLING THE CROSSFILL CONNECTION WILL ALLOW FLIGHT PLAN SHARING BETWEEN TWO GNS 430(W)/530(W) UNITS (VIA RS 232)
OR TWO GTN 6XX/7XX UNITS (VIA ETHERNET). THE G3X SYSTEM ALWAYS DISPLAYS FLIGHT PLAN INFORMATION FROM THE ACTIVE
NAV SOURCE.
14. REMOVED
15. RS 232 ADS B OUT FROM A GNS 400/500 SERIES WAAS UNIT WITH MAIN SOFTWARE VERSION 3.20 OR LATER OR A GTN 600/700
SERIES UNIT IS REQUIRED TO SUPPORT ADS B TRANSMISSIONS. IF ADS B TRANSMISSION FROM THE GTX 23 ES IS NOT REQUIRED,
THIS CONNECTION IS NOT REQUIRED.
16. THE GTN 6XX/7XX UNITS RECEIVE ALTITUDE ENCODER DATA FROM THE GAD 29 VIA ARINC 429 AND RELAY THAT DATA TO
THE TRANSPONDER. IF TWO GTN 6XX/7XX UNITS ARE INSTALLED, RS 232 CHANNEL 2 TRANSMIT AND RECEIVE ON THE TRANSPONDER
COULD BE CONNECTED TO THE SECOND GTN INSTEAD OF THE GDU 4XX/37X AND GAD 29 IF DESIRED. NOTE THIS CONFIGURATION
WOULD REQUIRE AT LEAST ONE GTN UNIT TO BE OPERATING IN ORDER FOR THE TRANSPONDER TO RECEIVE PRESSURE ALTITUDE DATA.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-14
GSA28 ROLL SERVO P281 J271 GAD 27
NOTE: ALL PILOT/COPILOT TRIM SWITCHES ARE OPTIONAL TRIM SUPPORT
SPDT MOMENTARY
THE SYSTEM WILL ACT UPON ANY THAT ARE CONNECTED CENTER OFF
28 PILOT ROLL TRIM L
29 PILOT ROLL TRIM R
SPDT MOMENTARY
CENTER OFF
30 COPILOT ROLL TRIM L
31 COPILOT ROLL TRIM R
J272
TRIM IN 1 11 9 ROLL TRIM OUT 1
TRIM IN 2 12 10 ROLL TRIM OUT 2
TRIM MOTOR
(14V, <1A)
SPDT MOMENTARY
CENTER OFF
26 COPILOT PITCH TRIM UP
27 COPILOT PITCH TRIM DN
J272
TRIM IN 1 11 11 PITCH TRIM OUT 1
TRIM IN 2 12 12 PITCH TRIM OUT 2
TRIM MOTOR
(14V, <1A)
J272
TRIM IN 1 11 13 YAW TRIM OUT 1
TRIM IN 2 12 14 YAW TRIM OUT 2
TRIM MOTOR
(14V, <1A)
CONFIGURATION GUIDANCE
1. G3X TOUCH
A. ON THE GDU 4XX CONFIG GAD 27 CONFIGURATION PAGES
CONFIGURE GAD 27 INPUTS/OUTPUTS AS DESCRIBED IN OTHER SECTIONS
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-15
GAD 27 J271 LIGHTING CONTROL POTS (1 TO 3 MAY BE USED)
COCKPIT LIGHTING EACH OUTPUT MAY BE ASSIGNED TO ANY CONTROL
+12V OUTPUT 37
LIGHTING CONTROL IN 1 39
TO PIN 38
10K
LIGHTING CONTROL IN 2 40
TO PIN 38
10K
LIGHTING CONTROL IN 3 41
TO PIN 38
10K
PWM LAMP DRIVERS, ACTIVE LOW, 500 mA AVERAGE CURRENT MAX EACH PIN (USED TO POWER LIGHTS)
GAD 27 J271
EXTERNAL LIGHTING SPST SWITCH
LIGHT 1 SWITCH 34
SPST SWITCH
LIGHT 2 SWITCH 35
SPST SWITCH
ALTERNATING FLASH ON 36 OPTIONAL, CAN BE AIRSPEED TRIGGERED
LIGHT SWITCH PRIORITY CAN BE SET
TO LIGHT SWITCH OR FLASH
OR
LANDING OR TAXI LIGHTS MAY BE CONNECTED
AND MADE TO ALTERNATELY FLASH SPST SWITCH
LIGHT 1 SWITCH 34
LIGHT 2 SWITCH 35
SPDT SWITCH
CENTER OFF
ALTERNATING FLASH ON 36
TB273
LIGHT
LIGHT 1 OUTPUT 9
LIGHT
LIGHT 2 OUTPUT 10
GAD 27 TB273
MISC POWER/COM
KEEPALIVE POWER IN 1 10 14 Vdc
CAN HI 1
CAN LO 2
CAN TERMINATE 3
GAD 27 POWER IN 7 2 14 Vdc
GAD 27 POWER GND 8
SPST SWITCH
MOTOR DISCONNECT 16
GAD 27 J271
FLAP SUPPORT SPST SWITCH
FLAP LIMIT UP 22
SPST SWITCH
FLAP LIMIT DOWN 23
CONFIGURED FOR
RELATIVE POSITION
FLAP UP 1 SWITCH 18
SPDT MOMENTARY SWITCH
CENTER OFF
FLAP DOWN 1 SWITCH 19
FLAP UP 2 SWITCH 20
SPDT MOMENTARY SWITCH
CENTER OFF
FLAP DOWN 2 SWITCH 21 (OPTIONAL SECOND SWITCH)
FLAP MOTOR
TB273 (14V, <10A)
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-16
GAD 27 ACTIVE LOW INPUT
J271
DISCRETE SUPPORT INACTIVE
DISCRETE IN 1 9
ACTIVE
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-17
GAD 27 J271 LIGHTING CONTROL POTS (1 TO 3 MAY BE USED)
LIGHTING BUS SUPPORT EACH OF 6 LIGHTING BUSES MAY BE ASSIGNED TO ANY CONTROL
+12V OUTPUT 37
LIGHTING CONTROL IN 1 39
TO PIN 38
10K
LIGHTING CONTROL IN 2 40
TO PIN 38
10K
LIGHTING CONTROL IN 3 41
TO PIN 38
10K
CONNECT TO GROUND SIDE
LIGHTING BUS GROUND 38
OF LIGHTING CONTROL POTS
3 LIGHTING BUS IN
PWM LAMP DRIVERS, ACTIVE LOW, 500 mA AVERAGE MAX CURRENT EACH PIN J2402 GMA 240
(USED TO POWER LAMPS) AUDIO PANEL
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-18
GDU 4XX/37X PFD
GDU
P4X02/P3701
# 22
AIRCRAFT POWER 1 32 5A 14 Vdc
# 22
POWER GROUND 16
# 22
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
# 22
AIRCRAFT POWER 2 8
# 22
POWER GROUND 9
GAD 27
TB273
KEEP ALIVE
# 18
KEEP ALIVE POWER IN 1 14 Vdc
10A
J271 GAD 27
# 22
GAD 27 POWER IN 7 2A 14 Vdc
# 22
POWER GROUND 8
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-19
GAD 27 J271
FLAP SUPPORT SPST SWITCH
FLAP LIMIT UP 22
SPST SWITCH
FLAP LIMIT DOWN 23
MS27407 4
FLAP UP FLAP SWITCH
ABSOLUTE POSITION 1 18
FLAP PARTIAL
ABSOLUTE POSITION 2 19
FLAP MOTOR
TB273 (14V, <10A)
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-20
GAD 27 J271
FLAP SUPPORT SPST SWITCH
FLAP LIMIT UP 22
SPST SWITCH
FLAP LIMIT DOWN 23
FLAP UP
ABSOLUTE POSITION 1 18
FLAP PARTIAL 1
ABSOLUTE POSITION 2 19 CONFIGURED FOR
ABSOLUTE POSITION
FLAP PARTIAL 2
ABSOLUTE POSITION 3 20
FLAP DOWN
ABSOLUTE POSITION 4 21
FLAP MOTOR
TB273 (14V, <10A)
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-21
GAD 27 J271
FLAP SUPPORT SPST SWITCH
FLAP LIMIT UP 22
SPST SWITCH
FLAP LIMIT DOWN 23
FLAP UP
ABSOLUTE POSITION 1 18
FLAP PARTIAL 1
ABSOLUTE POSITION 2 19
CONFIGURED FOR
FLAP PARTIAL 2 ABSOLUTE POSITION
ABSOLUTE POSITION 3 20
FLAP DOWN
ABSOLUTE POSITION 4 21
FLAP MOTOR
TB273 (14V, <10A)
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-22
GDU 37X (MFD) P4X02/P3701
GDU 4XX (PFD)
WIRE COLORS ARE FOR GDL39 BARE WIRE CABLE
GDL39
RS 232 RX 1 47 TXD (GRN)
RS 232 TX 1 48 RXD (WHT/GRN)
OR S
RS 232 RX 2 14 GDL39
RS 232 TX 2 30
14/28 VDC 3 POWER (RED)
GDU 4XX ONLY (PFD) GND (BLK)
OR
RS 232 RX 3 29
RS 232 TX 3 13
OR
RS 232 RX 4 23
NOTE 1: EXTERNAL GPS ANTENNA NOT REQUIRED ON EITHER GDL 39 OR
RS 232 TX 4 40 GDL 39R WHEN CONNECTED TO GDU 37X OR GDU 4XX DISPLAY
OR
NOTE 2: EXTERNAL UAT ANTENNA SHOULD BE MOUNTED ON BOTTOM OF AIRCRAFT
RS 232 RX 5 24
WITH 1 METER SEPARATION FROM COM AND XPDR ANTENNAS
RS 232 TX 5 41
RS 232 RX 1 47 2 RS 232 TX A
RS 232 TX 1 48 3 RS 232 RX A
OR S
RS 232 RX 2 14 GDL39R
RS 232 TX 2 30
14/28 VDC 3 9 POWER
5 GROUND
GDU 4XX ONLY (PFD)
OR
SEE NOTE 1 BNC GPS ANTENNA
RS 232 RX 3 29
SEE NOTE 2 BNC UAT ANTENNA
RS 232 TX 3 13
OR
RS 232 RX 4 23
RS 232 TX 4 40
OR
RS 232 RX 5 24
RS 232 TX 5 41
CONFIGURATION GUIDANCE
1. G3X
A. THE GDL39/GDL39R MUST BE CONNECTED TO RS-232 PORT 1 OR PORT 2 ON THE
GDU 37X, BUT MAY BE CONNECTED TO RS-232 PORTS 1-5 ON THE GDU 4XX
B. ON THE GDU 4XX/37X CONFIG MODE RS-232 CONFIGURATION PAGE
SET RS-232 PORT CONNECTED TO GDL39/GDL39R TO "GARMIN DATA TRANSFER"
A GREEN CHECK MARK WILL APPEAR BESIDE THIS RS-232 PORT WHEN
COMMUNICATION IS ESTABLISHED WITH THE GDL39/GDL39R.
IN NORMAL MODE, THE GDU WILL AUTOMATICALLY ADD A DATA LINK STATUS
PAGE (PRESS MENU KEY TWICE TO VIEW) AND A TRAFFIC PAGE.
C. ON THE GDU 4XX/37X CONFIG MODE ADS-B DATA LINK CONFIGURATION PAGE
VERIFY THAT THE AIRCRAFT TYPE IS CORRECTLY SET TO "PRESSURIZED" OR
"NOT PRESSURIZED" AS APPROPRIATE FOR THE AIRCRAFT.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-23
GDU 4XX P4X02
GDL 50R/51R/52R
CONNEXT 57600 BAUD
RS 232 RX 1 47 7 RS 232 TX 1
RS 232 TX 1 48 8 RS 232 RX 1
SIGNAL GROUND 27 11 SIGNAL GROUND
OR S S
RS 232 RX 2 14
5 RS 232 TX 2
RS 232 TX 2 30
TO SECOND GDU 4XX DISPLAY, ANY RS 232 PORT, 1 5 6 RS 232 RX 2
SIGNAL GROUND 34
OR 12 SIGNAL GROUND
RS 232 RX 3 29
RS 232 TX 3 13
GDL5XR
SIGNAL GROUND 35
OR 14/28 VDC POWER
3 10
RS 232 RX 4 23
9 GROUND
RS 232 TX 4 40
SIGNAL GROUND 36
OR
RS 232 RX 5 24
SEE NOTE 1 BNC GPS ANTENNA
RS 232 TX 5 41
SEE NOTE 2 BNC UAT ANTENNA
SIGNAL GROUND 37
SEE NOTE 3 TNC SXM ANTENNA
CONFIGURATION GUIDANCE
1. GDU 4XX WITH GDL 50R/51R/52R
A. THE GDL 50R/51R/52R MAY BE CONNECTED TO SERIAL (RS-232) PORT 1-5 ON THE
GDU 4XX AND EITHER OR BOTH SERIAL PORTS ON THE GDL 50R/51R/52R MAY BE
CONNECTED TO A GDU 4XX AS SHOWN ABOVE
B. ON THE GDU 4XX RS-232 INTERFACE SETUP PAGE
SET SERIAL PORT CONNECTED TO GDL50R/51R/52R TO "CONNEXT 57600 BAUD"
A GREEN CHECK MARK IS SHOWN NEXT TO THE CONNECTION WHEN
COMMUNICATION IS ESTABLISHED WITH THE GDL50R/51R/52R.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-24
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GNS 4XX(W)/5XX(W)
SERIES PRODUCT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GNS 4XX(W)/5XX(W) SERIES PRODUCTS FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION
SEE NOTES 6 AND 11
SL30 GNC
37 PIN 255
SL30/GNC 255 CONN P2001
WHT WHT
RS-232 OUT 5 1 14 RS-232 IN 2
BLU BLU
SIGNAL GROUND 3 31 44 SIGNAL GROUND
ORN ORN
RS-232 IN 4 16 30 RS-232 OUT 2
S
WHT WHT
RS-232 IN XX 13 RS-232 OUT 3
BLU BLU
SIGNAL GROUND XX 34 SIGNAL GROUND
S
SEE NOTE 7
VERTICAL POWER
VP-X VP-200
J1 J3
WHT WHT
RS-232 OUT 20 28 14 RS-232 IN 2
BLU BLU
SIGNAL GROUND 21 10 44 SIGNAL GROUND
ORN ORN
RS-232 IN 22 29 30 RS-232 OUT 2
S
CONFIGURATION GUIDANCE
1. GDU 4XX/37X TO SL40, GTR 200, OR GTR 225
A. ON THE GDU 4XX/37X RS 232 CONFIG MODE PAGE
SET CONNECTED GDU 4XX/37X RS 232 CHANNEL FORMAT TO "GARMIN VHF COMM"
B. NO SL40 OR GTR 200 CONFIGURATION REQUIRED
C. CONFIGURE GTR 225 SERIAL PORT IO MODE TO "NMEA" ON SYS CONFIGURATION PAGE
2. GDU 4XX/37X TO SL30 OR GNC 255
A. ON THE GDU 4XX/37X COMM CONFIG MODE PAGE
SET CONNECTED GDU 4XX/37X RS 232 CHANNEL FORMAT TO "GARMIN VHF NAV/COMM"
B. ON THE SL30 NAV SETUP PAGES
SET INDICATOR HEAD TYPE TO "SERIAL"
C. ON THE GNC 255 CONFIGURATION PAGES
SET CDI INDICATOR TYPE TO "SERIAL" ON NAV CONFIGURATION PAGE
SET SERIAL PORT IO MODE TO "NMEA" ON SYS CONFIGURATION PAGE
3. GDU 4XX/37X TO VERTICAL POWER VP-X OR VP-200
A. ON THE GDU 4XX/37X RS 232 CONFIG MODE PAGE
SET CONNECTED GDU 4XX/37X RS 232 CHANNEL FORMAT TO "VERTICAL POWER"
B. ON THE GDU 4XX/37X EIS CONFIG MODE PAGE
SET THE "VOLTS 1" AND "VOLTS 2" INPUTS TO ONE OF THE FOLLOWING BASED ON WHAT
INPUTS HAVE BEEN CONNECTED TO THE VP X OR VP 200:
NONE
VERTICAL POWER MAIN BATT VOLTS
VERTICAL POWER AUX BATT VOLTS
VERTICAL POWER BUS 1 VOLTS
VERTICAL POWER BUS 2 VOLTS
SET THE "SHUNT 1" AND "SHUNT 2" INPUTS TO ONE OF THE FOLLOWING BASED ON WHAT
INPUTS HAVE BEEN CONNECTED TO THE VP X OR VP 200:
NONE
VERTICAL POWER MAIN BUS AMPS
VERTICAL POWER BUS 1 AMPS
VERTICAL POWER BUS 2 AMPS
C. REFERENCE VERTICAL POWER DOCUMENTATION FOR ADDITIONAL INSTALLATION AND CONFIGURATION
GUIDANCE
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-25
P4X02/P3701 GDU 4XX/37X
CO DETECTOR
WHT WHT
RS 232 OUT XX 29 RS 232 IN 3
BLU BLU
SIGNAL GROUND XX 34 SIGNAL GROUND
ORN ORN
RS 232 IN XX 13 RS 232 OUT 3
THIS WIRE OPTIONAL (NOT PRESENTLY USED) S
CONFIGURATION GUIDANCE
1. GDU 4XX/37X TO CO DETECTOR
A. ON THE GDU 4XX/37X RS-232 CONFIG MODE PAGE
SET CONNECTED RS-232 CHANNEL FORMAT TO "CO DETECTOR"
B. CHECK CO DETECTOR MANUAL FOR ANY SETUP REQUIRED
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-26
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GNC 355
PRODUCT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GNC 355 PRODUCT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION
36 REMOTE GO AROUND
GEA 24 OR GSU 73
ANY SPARE INPUT DISCRETE
CONFIGURED FOR
"ACTIVE LOW" AND "AFCS TO/GA"
CONFIG MODULE
(CONNECTOR BACKSHELL)
PWR RED 43 CONFIG MODULE PWR
GND BLK 23 CONFIG MODULE GND
DATA YEL 22 CONFIG MODULE DATA
CLK WHT 1 CONFIG MODULE CLK
GPS
20 MIC AUDIO LO
COM1 MIC AUDIO OUT HI 11 5 MIC AUDIO IN HI
S S
CONFIGURATION GUIDANCE
1. GNC 355
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIRDATA"
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GAMA FORMAT 1"
SET SDI TO "LNAV 1"
B. ON THE RS 232 CONFIG PAGE
SET CHNL 1 INPUT/OUTPUT TO "MAPMX FORMAT 2"
SET CHNL 2 INPUT/OUTPUT TO "CONNEXT 57600"
C. ON THE MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE TO "ALLOWED"
2. G3X
A. ON THE GDU 4XX RS 232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 4XX RS 232 CHANNEL TO "MAPMX"
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
B. ON THE GDU 4XX RS 232 CONFIG MODE PAGE WHEN CONNEXT® IS USED
SET THE CONNECTED GDU 4XX RS 232 CHANNEL TO "CONNEXT 57600 BAUD"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-27
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GNS 4XX(W)/5XX(W)
SERIES PRODUCT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GNS 4XX(W)/5XX(W) SERIES PRODUCTS FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
SEE NOTE 11
P4001/5001
CONFIGURATION GUIDANCE
1. GNS 4XX(W)/5XX(W)
A. ON THE MAIN ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIR DATA"
SET OUT SPEED TO "LOW"
SET OUT DATA TO "GAMA 429"
SET SDI TO "LNAV 1"
SET VNAV TO "ENABLE LABELS" FOR GNS #1 (WAAS UNITS ONLY)
B. ON THE MAIN RS-232 CONFIG PAGE
SET CHNL 1 INPUT TO "OFF"
SET CHNL 1 OUTPUT TO "MAPMX" (WAAS UNITS ONLY) OR "AVIATION" (NON-WAAS UNITS)
SET CHNL 2 INPUT/OUTPUT TO "CONNEXT" WHEN CONNEXT IS USED
C. ON THE MAIN CDI/OBS CONFIG PAGE (GNS 430(W)/530(W) ONLY)
PRESS MENU AND SELECT THE "IGNORE SEL CRS FOR VLOC?" OPTION
NOTE: MENU WILL SAY "ALLOW SEL COURSE FOR VLOC?" WHEN SET CORRECTLY
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE (GNS 430(W)/530(W) ONLY)
SET RX AND TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1"
2. G3X
A. ON THE GDU 46X/37X RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 46X/37X RS-232 CHANNEL TO "MAPMX" (IF CONNECTED TO A
WAAS UNIT) OR "AVIATION IN" (IF CONNECTED TO A NON-WAAS UNIT)
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
SET ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1" (GNS 430(W)/530(W)
ONLY)
B. ON THE GDU 4XX RS-232 CONFIG MODE PAGE WHEN CONNEXT IS USED
SET THE GDU 4XX (PFD) RS-232 CHANNEL TO "GARMIN INSTRUMENT DATA"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-28
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GNS 4XX(W)/5XX(W)
SERIES PRODUCT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GNS 4XX(W)/5XX(W) SERIES PRODUCTS FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
SEE NOTE 11
GAD 29 P292
GNS 430(W)/530(W) #1
P4006/5006
GPS/NAV/COM
WHT WHT
ARINC 429 RX 2A (NAV) 22 24 ARINC 429 OUT A
BLU BLU
ARINC 429 RX 2B (NAV) 10 23 ARINC 429 OUT B
S
P4001/5001
WHT WHT
ARINC 429 RX 1A (GPS) 23 46 ARINC 429 OUT A
BLU BLU
ARINC 429 RX 1B (GPS) 11 47 ARINC 429 OUT B
S
WHT WHT
RS 232 IN 2 14 56 RS 232 OUT 1
BLU BLU
SIGNAL GROUND 44
S
WHT
41 RS 232 OUT 3
BLU
42 RS 232 IN 3
WHT WHT
A429 TX 1A (AIR DATA) 24 48 ARINC 429 IN 1A
BLU BLU
A429 TX 1B (AIR DATA) 12 49 ARINC 429 IN 1B
S
WHT
BLU
SEE NOTE 13
GNS 430(W)/530(W) #2
P4001/5001 GPS/NAV/COM
WHT
48 ARINC 429 IN 1A
BLU
49 ARINC 429 IN 1B
BLU
41 RS 232 OUT 3
WHT
42 RS 232 IN 3
P4006/5006
WHT WHT
ARINC 429 RX 4A (NAV) 16 24 ARINC 429 OUT A
BLU BLU
ARINC 429 RX 4B (NAV) 4 23 ARINC 429 OUT B
S
CONFIGURATION GUIDANCE
1. GNS #1 AND #2
A. ON THE MAIN ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIR DATA"
SET OUT SPEED TO "LOW"
SET OUT DATA TO "GAMA 429"
SET SDI TO "LNAV 1" FOR GNS #1 AND "LNAV 2" FOR GNS #2
SET VNAV TO "ENABLE LABELS" FOR GNS #1 AND GNS #2 (WAAS UNITS ONLY)
B. ON THE MAIN RS-232 CONFIG PAGE
SET CHNL 1 INPUT TO "OFF"
SET CHNL 1 OUTPUT TO "MAPMX" (WAAS UNITS ONLY) OR "AVIATION" (NON-WAAS UNITS)
C. ON THE MAIN CDI/OBS CONFIG PAGE
PRESS MENU AND SELECT THE "IGNORE SEL CRS FOR VLOC?" OPTION
NOTE: MENU WILL SAY "ALLOW SEL COURSE FOR VLOC?" WHEN SET CORRECTLY
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE
SET RX AND TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1" FOR GNS #1 AND "VOR/ILS 2" FOR GNS #2
2. G3X
A. ON THE GDU 46X/37X RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX" (IF CONNECTED TO A WAAS
UNIT) OR "AVIATION IN" (IF CONNECTED TO A NON-WAAS UNIT) FOR GNS #1
SET THE CONNECTED GDU 46X/37X (PFD OR MFD) RS-232 CHANNEL TO "MAPMX" (IF CONNECTED TO
A WAAS UNIT) OR "AVIATION IN" (IF CONNECTED TO A NON-WAAS UNIT) FOR GNS #2
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1 + 2"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1" FOR GNS #1
SET ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1" FOR GNS #1
SET ARINC 429 RX 3 FORMAT TO "GARMIN GPS" AND "NAV 2" FOR GNS #2 (IF APPLICABLE)
SET ARINC 429 RX 4 FORMAT TO "GARMIN VOR/ILS" AND "NAV 2" FOR GNS #2
IMPORTANT: GNS #1 AND #2 ARE DIFFERENTIATED IN THE G3X SYSTEM BY THE GDU 46X/37X RS-232 PORT
ASSIGNMENTS. GNS #1 SHOULD ALWAYS BE CONNECTED TO A LOWER NUMBERED PORT ON THE PFD. GNS #2 CAN
BE CONNECTED TO A HIGHER NUMBERED PORT ON THE PFD OR TO ANY PORT ON THE MFD.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-29
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A
GNS 480 UNIT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR
THE GNS 480 FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
SEE NOTE 11
CONFIGURATION GUIDANCE
1. GNS 480
A. ON THE MAIN ARINC 429 SETUP PAGE
SET IN 2 SEL TO "EFIS"
SET IN 2 SPEED TO "LOW"
SET IN 2 SDI TO "SYS1"
SET OUT 1 SEL TO "GAMA 429"
SET OUT 1 SPEED TO "LOW"
SET OUT 1 SDI TO "SYS1"
SET OUT 2 SEL TO "VOR/ILS"
SET OUT 2 SPEED TO "LOW"
SET OUT 2 SDI TO "SYS1"
B. ON THE SERIAL SETUP PAGE
SET CHNL 1 OUTPUT TO "MAPMX"
C. ON THE RESOLVER INTERFACE PAGE SET RESOLVER TO "NOT INSTALLED"
D. ON THE MISCELLANEOUS SETUP PAGE SET CDI SELECT TO "USE"
2. G3X
A. ON THE GDU 46X/37X RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX"
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
SET ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-30
GSU 25 P252 GTX 23ES
P2301
TRANSPONDER
RS 232 RX 3 10 23 RS 232 OUT 1
RS 232 TX 3 9 22 RS 232 IN 1
GROUND 11 43 SIGNAL GROUND
S GTX23ES S
32 ARINC 429 IN 1 A
35 ARINC 429 IN 1 B
USED WITH GTS 8XX TRAFFIC SYSTEM (EXCEPT GTS 800) S
24 RS 232 IN 2
GNS 4XX/5XX OR GTN 6XX/7XX ADS B IN
50 SIGNAL GROUND
S
GPS 20A ADS B P201 OR
POSITION SOURCE
ADS B+
RS 232 TX 1 5 24 RS 232 IN 2
RS 232 GND 6 50 SIGNAL GROUND
S S
RS 232 RX 1 4 NOT USED
CAN H 1
CAN L 2
GPS 20A
#22
AIRCRAFT POWER 1 7 3 14/28 VDC
GPS 20A
#22
AIRCRAFT POWER 2 8 3 14/28 VDC (OPTIONAL)
POWER GND 9
CONFIGURATION GUIDANCE
1. GNS 4XX/5XX OR GTN 6XX/7XX PROVIDING ADS-B POSITION SOURCE DATA (OPTIONAL)
A. ON THE GNS OR GTN UNIT CONFIGURE THE RS-232 OUTPUT PROVIDING THIS
DATA TO "ADS-B+" OR "ADS-B+ FORMAT 1"
2. GTX 23ES
A. NO CONFIGURATION REQUIRED ON A429 AND RS-232 PORTS
3. GPS 20A
A. NO CONFIGURATION REQUIRED ON RS-232 PORTS
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-31
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GTX 33(ES), 327, 328,
OR 330(ES) UNIT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE GTX 33(ES),
327, 328, or 330(ES) UNIT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
SEE NOTES 10 AND 11
TRANSPONDER
GSU 25 P252
GTX GTX GTX 33(ES)/
328 32/327 330(ES)
REMOTE
RS-232 TX 3 9 22 19 22 RS-232 IN 1
GROUND 11 51 25 51 SIGNAL GROUND
RS-232 RX 3 10 23 20 23 RS-232 OUT 1
REMOTE + TIS
S S
POSITION SOURCE OR
ADS-B+ REMOTE
RS-232 TX 1 5 N/C N/C 24 RS-232 IN 2
RS-232 GND 6 N/C N/C 50 SIGNAL GROUND
S S
RS-232 RX 1 4 NOT USED
CAN-H 1
CAN-L 2
GPS 20A
#22
AIRCRAFT POWER 1 7 3 14/28 VDC
GPS 20A
#22
AIRCRAFT POWER 2 8 3 14/28 VDC (OPTIONAL)
POWER GND 9
CONFIGURATION GUIDANCE
1. GTX 327/328/330(ES)/33(ES)
A.ON THE GTX 327/328/330(ES)/33(ES) RS 232 CONFIG MODE PAGE
SET CONNECTED GTX 327/328/330(ES) RS 232 INPUT FORMAT TO "REMOTE"
SET CONNECTED GTX 330(ES) RS 232 OUTPUT FORMAT TO "REMOTE+TIS"
B. ON THE GTX 327/328/330(ES) SQUAT SWITCH CONFIG MODE PAGE
SET THE SQUAT SWITCH FIELD TO "NO"
C.IF REMOTE CONTROL OF THE TRANSPONDER FROM THE GDU 46X/37X IS DESIRED
ON THE GDU 46X/37X XPDR CONFIG MODE PAGE SET TRANSPONDER TYPE TO "GTX
327" OR "GTX 328" OR "GTX 330" OR "GTX 330ES" AS APPROPRIATE
D.NO GSU 25 CONFIGURATION REQUIRED
2. GTX 33(ES)
A.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET TRANSPONDER TYPE TO "GTX 33" OR "GTX 33ES" AS APPROPRIATE
B. NO GSU 25 CONFIGURATION REQUIRED
3. GTN 6XX/7XX, GNS 4XXW/5XXW (WHEN ADS-B OUT IS BEING PROVIDED TO ES TRANSPONDER)
A.ON THE GTN/GNS RS 232 CONFIG MODE PAGE
SET SET RS 232 OUTPUT FORMAT TO "ADS B+" OR "ADS B+ FORMAT 1" FOR RS 232
PORT CONNECTED TO TRANSPONDER RS 232 IN CHANNEL 2
B. ON THE GTX 33ES/330ES RS 232 CONFIG MODE PAGE
SET SET RS 232 INPUT FORMAT TO "REMOTE" FOR RS 232 CHANNEL 2 CONNECTED
TO GTN/GNS ADS B+ OUTPUT
4. GPS 20A
A. NO CONFIGURATION REQUIRED ON RS 232 PORTS
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-32
A429 CONFIGURATION NOTES FOR REMOTE MOUNT GTX 345R/45R
ARINC 429 IN 1: WHEN GTS INTERFACE IS CONFIGURED, THIS INPUT CONFIGURED FOR "TRAFFIC FORMAT 1" FOR CONNECTION TO GTS 8XX
ARINC 429 IN 2: NOT USED
ARINC 429 OUT: ALWAYS CONFIGURED FOR "TRAFFIC" FORMAT, HIGH SPEED, FOR ADS B TRAFFIC DATA OUTPUT TO GNS
GTX
CONFIGURATION GUIDANCE
1. GSU 25 WITH GTX 345 / 345R / 45R
A. NO CONFIGURATION REQUIRED FOR GSU 25 SERIAL PORT
B. ON THE GTX 345 RS-232 SETUP PAGE (HOLD ON/ENT BUTTONS TO ENTER CONFIG)
PRESS FUNC BUTTON TO REACH RS-232 SETUP PAGE
SELECT RS-232 CH CONNECTED TO GSU 25 (NORMALLY 1)
SET INPUT AND OUTPUT FORMAT TO "XPDR FMT 1"
2. GDU 4XX RECEIVING TRAFFIC/WEATHER FROM GTX 345 / 345R / X45R
A. THE GTX MAY BE CONNECTED TO ANY SERIAL (RS-232) PORT ON THE
GDU 4XX FROM 1 TO 5. ONE CONNECTION ONLY PER GDU.
B. ON THE GDU 4XX RS-232 CONFIGURATION PAGE
SET SERIAL PORT CONNECTED TO GTX TO "CONNEXT 57600 BAUD"
3. GTX 345 PANEL MOUNT TRANSPONDER
A. ON THE GTX 345 RS-232 SETUP PAGE (HOLD ON/ENT BUTTONS TO ENTER CONFIG)
PRESS FUNC BUTTON TO REACH RS-232 SETUP PAGE
SELECT RS-232 CH CONNECTED TO EACH GDU 4XX
SET INPUT AND OUTPUT FORMAT TO "CONNEXT FMT 1"
4. GTX X45R REMOTE MOUNT TRANSPONDER
A. ON GDU 4XX TRANSPONDER CONFIGURATION PAGE
SELECT INSTALLED TRANSPONDER TYPE (E.G. GTX 345R)
CONFIGURE HSDB DEVICES (GTN/GTS ENABLE/DISABLE)
CONFIGURE TRANSPONDER SERIAL PORTS 2,3,4 FOR "CONNEXT FMT 1"
CONFIGURE ALL ADS-B OUT DATA FIELDS
5. GTX X45R REMOTE MOUNT TRANSPONDER INSTALLED WITH GTN IN SYSTEM
A. ON THE GTN INTERFACED EQUIPMENT PAGE
SET ADS-B IN SOURCE TO "GTX #1"
B. ON THE PFD1 TRANSPONDER CONFIGURATION PAGE
ENABLE "GTN" ON HSDB DEVICES FIELD
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-33
GSU 25 P252 GTX 335/345/XX5R
P3251
TRANSPONDER
RS-232 RX 3 10 9 RS-232 TX 1
RS-232 TX 3 9 31 RS-232 RX 1
GROUND 11 52 RS-232 GND 1
S S
TRANSPONDER CONNECTED
TO ADAHRS 1 ONLY
OR
OR
OR
OR
P3252 GTX 345/345R/45R
GTN 6XX/7XX P1002 ONLY
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-34
GSU 25 #1 P252 GTX 345/345R/45R
P3251
TRANSPONDER
RS 232 RX 3 10 9 RS 232 TX 1
RS 232 TX 3 9 31 RS 232 RX 1
GROUND 11 52 RS 232 GND 1
S S
CONNECTED TO PORT 1
ON THE TRANSPONDER
GSU 25 #2 P252
RS 232 RX 3 10 8 RS 232 TX 2
RS 232 TX 3 9 30 RS 232 RX 2
GROUND 11 51 RS 232 GND 2
OPTIONAL CONNECTION TO S S
ANY PORT ON XPDR FOR
BACKUP DATAPATH
GTX
CONFIGURATION GUIDANCE
1. GSU 25 WITH GTX 345 / 345R / 45R
A. NO CONFIGURATION REQUIRED FOR GSU 25 SERIAL PORTS
B. ON THE GTX 345 RS-232 SETUP PAGE (HOLD ON/ENT BUTTONS TO ENTER CONFIG)
PRESS FUNC BUTTON TO REACH RS-232 SETUP PAGE
SELECT ALL RS-232 CHANNELS CONNECTED TO GSU 25
SET INPUT AND OUTPUT FORMAT TO "XPDR FMT 1"
2. GDU 4XX RECEIVING TRAFFIC/WEATHER FROM GTX 345 / 345R / X45R
A. THE GTX MAY BE CONNECTED TO ANY SERIAL (RS-232) PORT ON THE
GDU 4XX FROM 1 TO 5. ONE CONNECTION ONLY PER GDU.
B. ON THE GDU 4XX RS-232 CONFIGURATION PAGE
SET SERIAL PORT CONNECTED TO GTX TO "CONNEXT 57600 BAUD"
3. GTX 345 PANEL MOUNT TRANSPONDER
A. ON THE GTX 345 RS-232 SETUP PAGE (HOLD ON/ENT BUTTONS TO ENTER CONFIG)
PRESS FUNC BUTTON TO REACH RS-232 SETUP PAGE
SELECT RS-232 CH CONNECTED TO EACH GDU 4XX
SET INPUT AND OUTPUT FORMAT TO "CONNEXT FMT 1"
4. GTX X45R REMOTE MOUNT TRANSPONDER
A. ON GDU 4XX TRANSPONDER CONFIGURATION PAGE
SELECT INSTALLED TRANSPONDER TYPE (E.G. GTX 345R)
CONFIGURE HSDB DEVICES (GTN/GTS ENABLE/DISABLE)
CONFIGURE TRANSPONDER SERIAL PORTS 2,3,4 FOR "CONNEXT FMT 1" IF CONNECTED TO GDU
CONFIGURE TRANSPONDER SERIAL PORT CONNECTED TO GSU 25 TO XPDR FMT 1
CONFIGURE ALL ADS-B OUT DATA FIELDS
5. GTX X45R REMOTE MOUNT TRANSPONDER INSTALLED WITH GPS 175 OR GNC 355 IN SYSTEM
A. ON THE GPS 175 OR GNC 355 ADS-B SOURCE PAGE
SET ADS-B IN SOURCE TO "GTX #1"
B. ON THE PFD1 TRANSPONDER CONFIGURATION PAGE
ENABLE "GTN" ON HSDB DEVICES FIELD
6. GTX 345 PANEL MOUNT TRANSPONDER INSTALLED WITH GPS 175 OR GNC 355 IN SYSTEM
A. SET GPS 1 SRC TO "GTN 1"
Figure 23-2.15 GSU 25 - GTX 345/345R/45R, GPS 175/GNC 355 Interconnect Example
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-35
A429 CONFIGURATION NOTES FOR REMOTE MOUNT GTX 335R/35R
ARINC 429 IN 1 AND ARINC 429 IN 2: NOT USED
ARINC 429 OUT WITH TIS A DISABLED: "GARMIN+GARMIN TAS" FORMAT, HIGH SPEED, FOR CONNECTION TO GTS 8XX
ARINC 429 OUT WITH TIS A ENABLED: "GARMIN TIS A" FORMAT, HIGH SPEED, FOR TIS A TRAFFIC DATA OUTPUT TO GNS
GTX
CONFIGURATION GUIDANCE
1. GSU 25 WITH GTX 335 / X35R
A. NO CONFIGURATION REQUIRED FOR GSU 25 SERIAL PORT
B. ON THE GTX 335 RS-232 SETUP PAGE (HOLD ON/ENT BUTTONS TO ENTER CONFIG)
PRESS FUNC BUTTON TO REACH RS-232 SETUP PAGE
SELECT RS-232 CH CONNECTED TO GSU 25 (NORMALLY 1)
SET INPUT AND OUTPUT FORMAT TO "XPDR FMT 1"
C. FOR GTX X35R, NO CONFIGURATION REQUIRED FOR SERIAL PORT 1
2. GTX X35R REMOTE MOUNT TRANSPONDER
A. ON GDU 37X/4XX TRANSPONDER CONFIGURATION PAGE
SELECT INSTALLED TRANSPONDER TYPE (E.G. GTX 335R)
CONFIGURE ALL ADS-B OUT DATA FIELDS
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-36
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A
GNX 375 UNIT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR
THE GNX 375 FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
TRANSPONDER FRMT 1
RS 232 RX 3 10 9 RS 232 OUT 3
RS 232 TX 3 9 31 RS 232 IN 3
GROUND 11 52 SIGNAL GROUND
S S
GNX 375 CONNECTED
TO GSU 25 #1 ONLY
GAD 29 P292
EFIS/AIRDATA FORMAT 1 (NAV 1, LOW SPEED) EFIS/AIRDATA
A429 TX 1A (AIR DATA) 24 27 ARINC 429 IN 1A
A429 TX 1B (AIR DATA) 12 28 ARINC 429 IN 1B
S S
P3752
GARMIN GPS (NAV 1, LOW SPEED) GAMA FORMAT 1
ARINC 429 RX 1A (GPS) 23 1 ARINC 429 OUT 1A
ARINC 429 RX 1B (GPS) 11 2 ARINC 429 OUT 1B
S S
15 REMOTE GO AROUND
GEA 24 OR GSU 73
ANY SPARE INPUT DISCRETE
CONFIGURED FOR
"ACTIVE LOW" AND "AFCS TO/GA"
30 AIRCRAFT GROUND
44 AIRCRAFT POWER
GNX
P3751
CONFIG MODULE
(CONNECTOR BACKSHELL)
PWR RED 43 CONFIG MODULE PWR
GND BLK 23 CONFIG MODULE GND
DATA YEL 22 CONFIG MODULE DATA
CLK WHT 1 CONFIG MODULE CLK
CONFIGURATION GUIDANCE
1. GNX375
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIRDATA"
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GAMA FORMAT 1"
SET SDI TO "LNAV 1"
B. ON THE RS-232 CONFIG PAGE
SET CHNL 1 INPUT/OUTPUT TO "MAPMX"
SET CHNL 2 INPUT/OUTPUT TO "CONNEXT 57600"
SET CHNL 3 INPUT/OUTPUT TO "TRANSPONDER FRMT 1"
C. ON THE MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE TO "ALLOWED"
2. G3X
A. ON THE GDU 4XX RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 4XX RS-232 CHANNEL TO "MAPMX"
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
B. ON THE GDU 4XX RS-232 CONFIG MODE PAGE WHEN CONNEXT IS USED
SET THE CONNECTED GDU 4XX RS-232 CHANNEL TO "CONNEXT 57600 BAUD"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-37
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A
GPS 175 UNIT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR
THE GPS 175 FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
36 REMOTE GO AROUND
GEA 24 OR GSU 73
ANY SPARE INPUT DISCRETE
CONFIGURED FOR
"ACTIVE LOW" AND "AFCS TO/GA"
CONFIG MODULE
(CONNECTOR BACKSHELL)
PWR RED 43 CONFIG MODULE PWR
GND BLK 23 CONFIG MODULE GND
DATA YEL 22 CONFIG MODULE DATA
CLK WHT 1 CONFIG MODULE CLK
GPS
CONFIGURATION GUIDANCE
1. GPS175
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIRDATA"
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GAMA FORMAT 1"
SET SDI TO "LNAV 1"
B. ON THE RS-232 CONFIG PAGE
SET CHNL 1 INPUT/OUTPUT TO "MAPMX"
SET CHNL 2 INPUT/OUTPUT TO "CONNEXT 57600"
C. ON THE MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE TO "ALLOWED"
2. G3X
A. ON THE GDU 4XX RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 4XX RS-232 CHANNEL TO "MAPMX"
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
B. ON THE GDU 4XX RS-232 CONFIG MODE PAGE WHEN CONNEXT IS USED
SET THE CONNECTED GDU 4XX RS-232 CHANNEL TO "CONNEXT 57600 BAUD"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-38
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GTX 32, 327, 33(ES),
OR 330(ES) UNIT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE GTX 32,
327, 33(ES), OR 330(ES) UNIT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
TRANSPONDER
SEE NOTE 16
GDU 46X/37X
P4602/P3701
GDU RS-232 CONNECTION IS NOT USED FOR GTX 32/327 UNITS
WHT
RS-232 OUT 2 N/C 25 29 RS-232 IN 3
BLU BLU
SIGNAL GROUND 25 58 36 SIGNAL GROUND
ORN
RS-232 IN 2 2 24 S
GSU 25
P252
WHT
10 RS-232 RX 3
BLU
11 GROUND
ORN
9 RS-232 TX 3
S
CONFIGURATION GUIDANCE
1. GTX 32
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "GTX MODE C #1"
B. ON THE GTN 6XX/7XX XPDR1 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "REMOTE"
SET RS 232 CHANNEL 2 INPUT AND OUTPUT FORMATS TO "REMOTE"
C.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET THE TRANSPONDER TYPE TO "NONE"
2. GTX 327
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "ALTITUDE FORMAT 1"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "AVIATION OUTPUT 1"
B. ON THE GTX 327 RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "GPS"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "ICARUS ALT"
SET RS 232 CHANNEL 2 INPUT AND OUTPUT FORMATS TO "REMOTE"
C.ON THE GDU 46X/37X XPDR CONFIG PAGE
SET THE TRANSPONDER TYPE TO "NONE"
3. GTX 33(ES)
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "GTX w/TIS #1"
B. ON THE GTN 6XX/7XX XPDR1 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "REMOTE w/TIS"
SET RS 232 CHANNEL 2 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 2 OUTPUT FORMAT TO "REMOTE w/TIS"
C.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET THE CONNECTED RS 232 CHANNEL FORMAT TO "GTX TIS A IN"
D.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET THE TRANSPONDER TYPE TO "NONE"
4. GTX 330(ES)
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "PANEL GTX w/TIS #1"
B. ON THE GTX 330 RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "REMOTE+TIS"
SET RS 232 CHANNEL 2 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 2 OUTPUT FORMAT TO "REMOTE+TIS"
C.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET THE CONNECTED RS 232 CHANNEL FORMAT TO "GTX TIS A IN"
D.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET THE TRANSPONDER TYPE TO "NONE"
5. GTX 23ES
A.SEE SEPARATE DRAWING FOR GTX 23ES CONNECTIONS
B. CONTROL OF GTX 23ES FROM THE GTN 6XX/7XX IS NOT SUPPORTED
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-39
THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GTN 6XX/7XX
SERIES PRODUCT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GTN 6XX/7XX SERIES UNIT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
GAD 29 P292
24 48 ARINC 429 IN 1A
12 67 ARINC 429 IN 1B
S S
CONFIGURATION GUIDANCE
1. GTN 6XX/7XX
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "GDU FORMAT 2" (GTN V6.71 AND LATER)
SET IN 1 DATA TO "EFIS FORMAT 2" WHEN “GDU FORMAT 2” IS NOT AVAILABLE
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GARMIN 429" (GTN V6.50 AND LATER)
SET OUT 1 DATA TO "GAMA FORMAT 1" WHEN "GARMIN 429" NOT AVAILABLE
SET SDI TO "LNAV 1"
B. ON THE RS 232 CONFIG PAGE
SET CHNL 3 INPUT TO "MAPMX FORMAT 2" WHEN THIS FORMAT IS AVAILABLE
SET CHNL 3 OUTPUT TO "MAPMX" WHEN "MAPMX FORMAT 2" INPUT NOT AVAILABLE
SET CHNL 4 INPUT/OUTPUT TO "CONNEXT FORMAT 2" WHEN CONNEXT IS USED
C. ON THE MAIN MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE FOR VLOC TO "IGNORED"
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE
SET NAV RADIO TO "ENABLED"
SET TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1"
2. G3X
A. ON THE GDU 4XX/37X RS 232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 4XX/37X RS 232 CHANNEL TO "MAPMX"
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
SET ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1"
B. ON THE GDU 4XX RS 232 CONFIG MODE PAGE WHEN CONNEXT IS USED
SET THE CONNECTED GDU 4XX (PFD) RS 232 CHANNEL TO "GTN CONNEXT 2"
NOTES:
1. BEGINNING WITH GTN V6.00 SOFTWARE, "MAPMX" FORMAT IS REPLACED WITH "MAPMX FORMAT 1" AND
"MAPMX FORMAT 2" IS ADDED AS A BI DIRECTIONAL INPUT/OUTPUT FORMAT USED FOR RADIO TUNING
OF THE GTN COM RADIO.
2. BEGINNING WITH GTN SOFTWARE V6.71 (GTN Xi SOFTWARE V20.12), AND G3X TOUCH SOFTWARE V8.81,
THE GTN ARINC 429 INPUT SETTING CAN BE CONFIGURED AS GDU FORMAT 2 IN PLACE OF EFIS FORMAT 2
TO ALLOW FUEL FLOW INFORMATION TO BE SENT FROM THE G3X TOUCH TO THE GTN. NO CONFIGURATION
CHANGE REQUIRED FOR G3X TOUCH.
3. BEGINNING WITH GDU 4XX SOFTWARE V8.91, TRANSITION TO APPROACH MAY BE ENABLED ON THE
GTN 6XX/7XX NAVIGATOR.
Figure 23-2.20 Single GTN 6XX/7XX Interconnect/Configuration Example
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-40
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GTN 6XX/7XX
SERIES PRODUCT. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GTN 6XX/7XX SERIES UNIT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
SEE NOTE 11
GAD 29 P292
GTN 6XX/7XX #1
P1004
GPS/NAV/COM
ARINC 429 RX 2A (NAV) 22 24 ARINC 429 OUT A
ARINC 429 RX 2B (NAV) 10 23 ARINC 429 OUT B
S S
P1001
6 ETHERNET IN 1A
7 ETHERNET IN 1B
8 ETHERNET OUT 1A
9 ETHERNET OUT 1B
S
P1001
SEE NOTE 13
GTN 6XX/7XX #2
P1001 GPS/NAV/COM
48 ARINC 429 IN 1A
67 ARINC 429 IN 1B
S
P1002
7 ETHERNET IN 1B
6 ETHERNET IN 1A
9 ETHERNET OUT 1B
8 ETHERNET OUT 1A
S
P1001
P1004
CONFIGURATION GUIDANCE
1. GTN 6XX/7XX #1 AND #2
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "GDU FORMAT 2" (GTN V6.71 AND LATER)
SET IN 1 DATA TO "EFIS FORMAT 2" WHEN “GDU FORMAT 2” IS NOT AVAILABLE
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GARMIN 429" (GTN V6.50 AND LATER)
SET OUT 1 DATA TO "GAMA FORMAT 1" WHEN "GARMIN 429" NOT AVAILABLE
SET SDI TO "LNAV 1" FOR GTN #1 AND "LNAV 2" FOR GTN #2
B. ON THE RS-232 CONFIG PAGE
SET CHNL 3 INPUT TO "MAPMX FORMAT 2" WHEN THIS FORMAT IS AVAILABLE
SET CHNL 3 OUTPUT TO "MAPMX" WHEN "MAPMX FORMAT 2" INPUT NOT AVAILABLE
SET CHNL 4 INPUT/OUTPUT TO "CONNEXT FORMAT 2" FOR GTN #1 WHEN USED
C. ON THE MAIN MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE FOR VLOC TO "IGNORED"
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE
SET NAV RADIO TO "ENABLED"
SET TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1" FOR GTN #1 AND "VOR/ILS 2" FOR GTN #2
E. ON THE INTERFACED EQUIPMENT CONFIG PAGE
SET CROSS-SIDE NAVIGATOR TO "PRESENT"
2. G3X
A. ON THE GDU 4XX/37X RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 4XX/37X (PFD) RS-232 CHANNEL TO "MAPMX" FOR GTN #1
SET THE CONNECTED GDU 4XX/37X (PFD OR MFD) RS-232 CHANNEL TO "MAPMX" FOR GTN #2
SET THE CONNECTED GDU 4XX (PFD) RS-232 CHANNEL TO "GTN CONNEXT 2" WHEN USED
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1 + 2"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1" FOR GTN #1
SET ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1" FOR GTN #1
SET ARINC 429 RX 3 FORMAT TO "GARMIN GPS" AND "NAV 2" FOR GTN #2 (IF APPLICABLE)
SET ARINC 429 RX 4 FORMAT TO "GARMIN VOR/ILS" AND "NAV 2" FOR GTN #2
IMPORTANT: GTN #1 AND #2 ARE DIFFERENTIATED IN THE G3X SYSTEM BY THE GDU 4XX/37X RS-232 PORT ASSIGNMENTS.
GTN #1 SHOULD ALWAYS BE CONNECTED TO A LOWER NUMBERED PORT ON THE PFD. GTN #2 CAN BE CONNECTED TO A
HIGHER NUMBERED PORT ON THE PFD OR TO ANY PORT ON THE MFD.
NOTE 1: BEGINNING WITH GDU 4XX SOFTWARE V8.91, TRANSITION TO APPROACH MAY BE ENABLED ON THE GTN 6XX/7XX
NAVIGATOR.
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-41
GDU 4XX P4X02 GPS 155XL/GNC 300XL
(PFD OR MFD) P1 GPS NAVIGATORS
RS 232 IN 2 14 AVIATION IN AVIATION
24 RS 232 OUT 1
SIGNAL GROUND 34
RS 232 GND
(ANY AVAILABLE RS 232) S
GAD 29
P292
GPS (NAV 1) KING EFS 40/50
ARINC 429 RX 1A (GPS) 23 16 ARINC 429 OUT A
ARINC 429 RX 1B (GPS) 11 15 ARINC 429 OUT B
S
CONFIGURATION GUIDANCE
2. G3X TOUCH
A. ON THE GDU 4XX RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 4XX RS-232 CHANNEL TO "AVIATION IN"
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA FORMAT 1" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-42
NOTE: THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GTS 8XX
TRAFFIC SYSTEM. PLEASE REFERENCE THE APPROPRIATE INSTALLATION DOCUMENTATION FOR THE
GTS 8XX SERIES UNIT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
GMA 240/245 P2401 GTX 35R/335/335R ONLY GTS 8XX
OPTIONAL AUDIO PANEL CONNECTION ONLY P80002
TRAFFIC SYSTEM
WHEN GDU TRAFFIC ALERTS ARE DISABLED
ALERT 2 AUDIO IN HI 44 58 ALERT AUDIO OUT HI
ALERT 2 AUDIO IN LO 43 59 ALERT AUDIO OUT LO
S
P80001
FORMAT 5 GTX 35R/335/335R ONLY
ARINC 429 OUT 1A 5 25 ARINC 429 IN 2A
ARINC 429 OUT 1B 6 26 ARINC 429 IN 2B
S S
P3252
P3251
AUDIO OUT LO 47
AUDIO OUT HI 46
S
ALERT 2 AUDIO IN HI 44
ALERT 2 AUDIO IN LO 43
S
REFER TO THE GTS 8XX INSTALLATION MANUAL FOR ADDITIONAL WIRING INFORMATION
SUCH AS POWER, USB, AND TRANSPONDER CONNECTIONS AS WELL AS CONFIGURATION
GUIDANCE. DO NOT USE RS-232 PORT 1 ON THE GTS 8XX UNIT.
CONFIGURATION GUIDANCE (GTS 8X0 V4.10 AND LATER, GTS 8X5 V3.10 AND LATER)
1. GTS 8XX - ALL INSTALLATIONS
A.UNDER "TRAFFIC DISPLAY DESTINATION", SET "ENHANCED COM PORT" TO RS 232 PORT 2
B. ON CONFIGURATION PAGE SET "ADS B RECEIVER" TO "ON" AND CHECK "ALLOW ADS B IN STANDBY”
2. GTS 8XX INSTALLED WITH GTX 35R/335/335R TRANSPONDER
A.UNDER "TRANSPONDER 1 COMMUNICATION" SET A429 PRIMARY TX/RX TO TX/RX
CHANNEL 2 AND SELECT “HIGH SPEED”
B. UNDER "GPS POSITION/VELOCITY/TIME SOURCE", SET A429 PRIMARY TO RX CHANNEL 2
AND SELECT “HIGH SPEED”
C.UNDER “BAROMETRIC ALTITUDE SOURCE”, SET A429 PRIMARY TO RX CHANNEL 2 AND
SELECT “HIGH SPEED”
D.UNDER “MAGNETIC HEADING SOURCE", SET A429 PRIMARY TO RX CHANNEL 2 AND
SELECT “HIGH SPEED”
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-43
AUTOPILOT INTERCONNECTS SHOWN FOR REFERENCE ONLY. AUTOPILOT VENDOR
DOCUMENTATION SHOULD BE CONSULTED FOR PROPER PIN CONNECTIONS.
SEE NOTES 8 AND 11
TRUTRAK
SORCERER GX GX PILOT / SORCERER
GDU 46X/37X P4602/P3701 PILOT
GAD 29 P292
OR
TRUTRAK
GDU 46X/37X P4602/P3701 DIGIFLIGHT II SERIES
P101
GAD 29 P292
OR
TRUTRAK DIGITRAK /
GDU 46X/37X P4602/P3701 PICTORIAL PILOT / ADI
P101
OR
TRIO
GDU 46X/37X P4602/P3701 GX PRO / PRO PILOT
OR
GDU 46X/37X TRIO AVIONICS EZ PILOT
P4602/P3701
CONFIGURATION GUIDANCE
1. TRUTRAK GX PILOT / SORCERER
A.ON THE GDU 46X/37X RS 232 AND ARINC 429 CONFIG MODE PAGES
SET CONNECTED GDU 46X/37X RS 232 CHANNEL FORMAT TO "INTEGRATED AUTOPILOT"
SET ARINC 429 TX 2 FORMAT TO "AUTOPILOT"
2. TRUTRAK DIGIFLIGHT II SERIES
A.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS 232 CHANNEL FORMAT TO "NMEA OUT"
SET ARINC 429 TX 2 FORMAT TO "AUTOPILOT"
3. TRUTRAK DIGITRAK / PICTORIAL PILOT / ADI OR TRIO AVIONICS EZ PILOT
A.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS 232 CHANNEL FORMAT TO "NMEA OUT"
4. TRIO GX PRO / PROPILOT
A.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS 232 CHANNEL FORMAT TO "INTEGRATED AUTOPILOT"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-44
P4X02/P3701 GDU 4XX/37X (ANY)
47 RS 232 RX 1
48 RS 232 TX 1
S
OR
14 RS 232 RX 2
30 RS 232 TX 2
OR
29 RS 232 RX 3
13 RS 232 TX 3
J30X1 GMC305/307
2 RS 232 RX 1
1 RS 232 TX 1
4 RS 232 RX 2
3 RS 232 TX 2
6 SEE PIN 6 NOTE
11 LIGHTING BUS HI
12 LIGHTING BUS LO
GMC305/307
# 22 7 AIRCRAFT POWER 1
14/28 Vdc 2
# 22 5 POWER GROUND
# 22 9 AIRCRAFT POWER 2
BACKUP PWR
# 22 15 POWER GROUND
CONFIGURATION GUIDANCE
1. G3X
A. ON THE GDU 4XX/37X CONFIG MODE RS-232 PORT CONFIGURATION PAGE
SET RS-232 PORT CONNECTED TO GMC TO "GARMIN INSTRUMENT DATA"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-45
GMA 240/245 P2402 MUSIC WIRING FOR P4X02/P3701 GDU 4XX/37X
GDU 375/465/455 ONLY (PFD OR MFD)
MUSIC 2 IN RIGHT 27 19 STEREO AUDIO OUT RIGHT
MUSIC 2 IN LEFT 26 3 STEREO AUDIO OUT LEFT
MUSIC 2 IN LO 28 20 STEREO AUDIO OUT LO
S N/C 2 STEREO AUDIO OUT LO
P2401
MONO ALERT AUDIO CONNECTED TO PFD
ALERT 1 AUDIO IN HI 31 1 MONO AUDIO OUT HI
ALERT 1 AUDIO IN LO 32 18 MONO AUDIO OUT LO
S
GTR 20/200 INTERCOM P2001 MUSIC WIRING FOR P4X02/P3701 GDU 4XX/37X
GDU 375/465/455 ONLY (PFD OR MFD)
MUSIC IN RIGHT 18 19 STEREO AUDIO OUT RIGHT
MUSIC IN LEFT 19 3 STEREO AUDIO OUT LEFT
MUSIC IN LO 37 20 STEREO AUDIO OUT LO
S N/C 2 STEREO AUDIO OUT LO
CONFIGURATION GUIDANCE
1. GDU 4XX/37X
A. ON THE GDU 4XX/37X SOUND CONFIGURATION PAGE
SET THE ALERT SOURCE TO "PFD"
SET THE ALERT OUTPUT TO "MONO ONLY"
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-46
GMA 342/GMA 345 P3402 P4X02 GDU 4XX
RS 232 IN 17 48 RS 232 TX 1
RS 232 OUT 18 47 RX 232 RX 1
SIGNAL GROUND 28 27 SIGNAL GROUND
S MUSIC WIRING FOR S (ANY AVAILABLE 1 5)
GDU 465/455 ONLY (PFD OR MFD)
MUSIC 2 IN RIGHT 27 19 STEREO AUDIO OUT RIGHT
MUSIC 2 IN LEFT 26 3 STEREO AUDIO OUT LEFT
MUSIC 2 IN LO 28 20 STEREO AUDIO OUT LO
S N/C 2 STEREO AUDIO OUT LO
P3401
MONO ALERT AUDIO CONNECTED TO PFD
ALERT 1 AUDIO IN HI 31 1 MONO AUDIO OUT HI
ALERT 1 AUDIO IN LO 32 18 MONO AUDIO OUT LO
S
CONFIGURATION GUIDANCE
1. GDU 4XX
A. ON THE GDU 4XX SOUND CONFIGURATION PAGE
SET THE ALERT SOURCE TO "PFD"
SET THE ALERT OUTPUT TO "MONO ONLY"
Figure 23-2.27 GDU 4XX Audio to GMA 342/GMA 345 Interconnect/Configuration Example
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-47
WX 500 OR OTHER
GDU 4XX P4X02
LIGHTNING DETECTOR
WHT WHT
RS 232 IN 3 29 XX RS 232 OUT
BLU BLU
SIGNAL GROUND 34 XX SIGNAL GROUND
ORN ORN
RS 232 OUT 3 13 XX RS 232 IN
S
CONFIGURATION GUIDANCE
1. GDU 4XX TO LIGHTNING DETECTOR
A. ON THE GDU 4XX RS 232 CONFIG MODE PAGE
SET CONNECTED RS 232 CHANNEL FORMAT TO "LIGHTNING DETECTOR"
B. CHECK LIGHTNING DETECTOR MANUAL FOR ANY SETUP REQUIRED
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-48
THIS INTERFACE EXAMPLE DRAWING IS NOT SUFFICIENT FOR INSTALLATION OF A GI 275 SERIES PRODUCT. PLEASE REFERENCE THE APPROPRIATE
INSTALLATION DOCUMENTATION FOR THE GI 275 SERIES UNIT FOR COMPREHENSIVE INSTALLATION AND CONFIGURATION INFORMATION.
S
J402 GDU 4XX
1 CAN H
2 CAN L
GI 275 J251
S
RS 232 RX 2 37
RS 232 RX 1 57 48 RS 232 TX 1
RS 232 TX 1 38 47 RS 232 RX 1
RS 232 SG 1 56 34 RS 232 SG
S S
NOTE: A GI 275 CANNOT BE CONNECTED TO A G3X TOUCH SYSTEM IF A G5 IS PRESENT ON THE CAN BUS.
CONFIGURATION GUIDANCE
1. GI 275 (SW V2.53+ REQUIRED)
A. ON THE INTERFACES CONFIGURATION MENU
SET PFD SYNC TO THE CONNECTED RS-232 PORT
B. IN SETUP, AIRFRAME CONFIGURATION, SET ALTITUDE BUG TO ENABLED, SET AIRSPEED BUG TO DISABLED
C. IF CONNECTION TO GSU IS USED, UNDER INTERFACES:
SET AHRS to GSU 25, RS232 RX 2
SET ADC to GSU 25, RS232 RX 2
2. G3X TOUCH
A. ON THE GDU 4XX RS-232 CONFIG MODE PAGE
CONNECTION FROM GDU 4XX TO GI 275 IS REQUIRED. SET THE CONNECTED GDU 4XX RS-232 CHANNEL TO
“GARMIN INSTRUMENT DATA"
CONNECTION FROM GSU 25 SERIAL PORT TO GI 275 IS OPTIONAL. IF THIS CONNECTION IS MADE, MISCOMPARISON
ALERTS WILL BE DISPLAYED ON GI 275 IF THE G3X TOUCH ADAHRS AND THE GI 275 DISAGREE IN ATTTITUDE OR
AIRSPEED. IF THIS CONNECTION IS NOT MADE, NO MISCOMPARISONS WILL BE MADE.
ANY RS-232 PORT ON THE GDU P4X01 OR P4X02 CONNECTOR CAN BE USED FOR EITHER CONNECTION. BOTH
CONNECTIONS WILL BE SET TO "GARMIN INSTRUMENT DATA". IF P4X01 IS USED FOR EITHER CONNECTION, NO
CONFIGURATION IS NECESSARY. IF P4X02 IS USED, SET TO GARMIN INSTRUMENT DATA
190-01115-01 G3X™/G3X Touch™ Installation Manual - G3X w/GSU 25 and/or GAD 29 Drawings
Rev. AS Page 23-49
24 G3X™ W/GTR 20 INTERCONNECT DRAWINGS
This section contains interconnect drawings for installing a GTR 20 unit(s) into a G3X system. GTR 200
units may also be installed into a G3X system, but may use different connections than the GTR 20. Use
the interconnect drawings in the GTR 200 Installation Manual (190-01553-00) for installing a GTR 200
into a G3X system. Table 24-1 lists the interface methods that can/cannot be used for GTR 20/200 to G3X
systems.
NOTE
The GTR 20 wiring diagrams in this section use only CAN connections, the GTR 200
Installation Manual shows both CAN and RS232 connections.
WHT
SHIELDED 2 CONDUCTOR
BLU
WHT
BLU SHIELDED 3 CONDUCTOR
ORN
STEREO JACK
AIRCRAFT GROUND HEADSET EAR SPEAKER
TIP (LEFT CHANNEL)
s SHIELD BLOCK GROUND NOTE 5
RING (RIGHT CHANNEL)
NOTE 6
SLEEVE (LO)
WIRE SPLICE
SLEEVE SLEEVE
TIP TIP
STEREO MONO
PLUG PLUG
RING
NOTE 6
5. ISOLATE JACK SLEEVE (MOUNTING NUT AND NUT PLATE) FROM AIRCRAFT CHASSIS.
NOTE 5. AUDIO JACK ISOLATION DIAGRAM
AUDIO
FLAT METAL
JACK
WASHER
METAL
NUT
FLAT INSULATED
SHOULDER WASHER
WASHER
AIRCRAFT PANEL
6. THE HEADSET EAR SPEAKER SLEEVE DIAMETER IS LARGER THAN THE HEADSET MIC SLEEVE DIAMETER.
7. THE CONNECTION BETWEEN PTT AND THE MIC JACK TIP IS REQUIRED IF HAND MICS WILL BE USED. *DENOTES AN ACTIVE LOW SIGNAL.
8. THE FUNCTION OF *DISC1 AND *DISC2 ARE CONFIGURABLE. *DENOTES AN ACTIVE LOW SIGNAL.
9. SPARE AUDIO INPUT.
10. CONNECTING PINS 25 AND 26 ADDS A 120 OHM TERMINATION TO THE GTR 20 CAN BUS. CONNECT ONLY IF THE GTR 20 IS AT THE END OF THE CAN BUS.
11. IF TWO COM RADIOS ARE INSTALLED THIS INPUT AND OUTPUT CONNECTS TO THE OTHER COM RADIO. *TRANSMIT INTERLOCK IN TO
*TRANSMIT INTERLOCK OUT AND *TRANSMIT INTERLOCK OUT TO *TRANSMIT INTERLOCK IN. *DENOTES AN ACTIVE LOW SIGNAL.
12. THIS OUTPUT CAN DRIVE A RECORDING DEVICE IF AN AUDIO PANEL IS NOT CONNECTED. A 3.5 MM JACK IS TYPICALLY USED.
ISOLATE JACK SLEEVE (MOUNTING NUT AND NUT PLATE) FROM AIRCRAFT CHASSIS.
GARMIN
GTR 20 J2001 P2001
7.5A CIRCUIT BREAKER 14V AIRCRAFT
5A CIRCUIT BREAKER 28V AIRCRAFT
P OWE R 1 14/28V AVIONICS POWER BUS
P OWE R GND 20 USE 20 AWG FOR POWER AND GROUND
PILOT PUSH TO TALK
*P TT PILOT 35
NOTE 7
PILOT MIC HI 17 PILOT MIC JACK
NOTE 5
PILOT MIC LO 36
s
PILOT HE ADSE T LE F T 14
PILOT HE ADSE T R IGHT 13 PILOT HEADSET JACK
NOTE 5
PILOT HE ADSE T LO 33
s
COPILOT PUSH TO TALK
*P TT COPILOT 15
NOTE 7
COPILOT MIC HI 16 COPILOT MIC JACK
NOTE 5
COPILOT MIC LO 34
s
COPILOT HE ADSE T LE F T 12
COPILOT HE ADSE T R IGHT 11 COPILOT HEADSET JACK
NOTE 5
COPILOT HE ADSE T LO 30
s
R E CE I VE R AUDIO OUT HI 10 RECORDER OUTPUT
NOTE 12
R E CE I VE R AUDIO OUT LO 29
s
*DIS C1 2 NOTE 8
AUX 2 AUDIO IN HI 9
AUX 2 AUDIO IN LO 28 NOTE 9
ID IN 8 NOTE 16
ID LO 27
COM ANTENNA
P2002
PILO T HE AD SE T LEF T 14
PILOT HEADSET JACK
NOTE 5 NOTE 14
PILO T HE AD SE T LO 33
s
PILO T HE AD SE T RIGH T 13 NC
COPILO T HE AD SE T LEF T 12
COP LOT HEADSET JACK
NOTE 5 NOTE 14
COPILO T HE AD SE T LO 30
s
COPILO T HE AD SE T RIGH T 11 NC
MU SIC 1 IN LEF T 19
MU SIC 1 IN RIGH T 18 NOTE 5
MU SIC 1 IN LO 37
s
J2001 P2001
* DISC1 2 NOTE 8
*DISC2 22 NOTE 8
ID IN 8
NOTE 16
ID LO 27
NOTE 13
* P TT PILO T 35 30 COM 2 MIC KEY* OUT
COPILO T MIC HI 16 NC
COPILO T MIC LO 34 NC
COPILO T HE AD SE T LEF T 12 NC
COPILO T HE AD SE T RIGH T 11 NC
COPILO T HE AD SE T LO 30 NC
GARMIN
* DISC1 2 NOTE 8
P4002 J4002
GNS 430
*DISC2 22 NOTE 8
ID IN 8
NOTE 16
ID LO 27
COM ANTENNA
P2002
COM ANTENNA
J2002 P2002
GARMIN
GTR 20 AS COM 1
J2001 P2001
CAN BUS LO 6
CAN BUS HI 7
CAN NODE LENGTH 0.3 METERS MAXIMUM
S
GARMIN
GTR 20 AS COM 2
J2001 P2001
CAN BUS LO 6
CAN BUS HI 7
CAN NODE LENGTH 0.3 METERS MAXIMUM
S
COM ANTENNA
J2002 P2002
GARMIN
GTR 20 AS COM 1
J2001 P2001
* DISC1 2 NOTE 8
*DISC2 22 NOTE 8
*TRANSMIT INTERLOCK IN 5
ID IN 8
NOTE 16
ID LO 27
GARMIN
GTR 20 AS COM 2 J2001 P2001
* DISC1 2 NOTE 8
*DISC2 22 NOTE 8
*TRANSMIT INTERLOCK IN 5
ID IN 8
NOTE 16
ID LO 27
COM ANTENNA
P2002
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL-C-27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
7. EI P-300C CAPACITANCE TO FREQUENCY CONVERTERS CAN BE USED FOR MEASUREMENT OF CAPACITIVE FUEL QUANTITY.
8. IF FUEL 1 AND 2 CHANNELS ARE USED FOR RESISTIVE TYPE FUEL QUANTITY INPUTS, THE ASSOCIATED FUEL PULL UP PINS
MUST BE WIRED TO THE +10V TRANSDUCER POWER OUTPUT AS SHOWN FOR PROPER OPERATION. FUEL PULL UP PINS
SHOULD NOT BE USED IF INSTALLING THE SKYSPORTS OR WESTACH FUEL SENDERS. IF USING WESTACH SENDERS, VERIFY THE
SPECIFIC MODEL USED IS COMPATIBLE WITH +12VDC AND PROVIDES A 0-5V OUTPUT.
9. THE CHANNELS USING FUEL 3 AND FUEL 4 AS PART OF THEIR INPUT NAME CAN BE CONFIGURED TO MEASURE
A RESISTIVE TYPE FUEL QUANTITY SENSOR. RESISTORS MUST BE RATED TO A MINIMUM OF 1/4 WATT. EXTERNAL PULL UP
RESISTORS SHOULD NOT BE USED IF INSTALLING THE SKYSPORTS FUEL PROBES. IF USING WESTACH SENDERS, VERIFY THE
SPECIFIC MODEL USED IS COMPATIBLE WITH +12VDC AND PROVIDES A 0-5V OUTPUT.
10. THE CAP 2 / FUEL FLOW 2 CHANNEL CAN OPTIONALLY BE CONFIGURED TO MEASURE EI P-300C FUEL QUANTITY, OR CONFIGURED
TO MEASURE RETURN LINE FUEL FLOW. IF A FUEL FLOW TRANSDUCER IS WIRED TO THIS INPUT THE MEASURED FUEL FLOW
WILL BE SUBTRACTED FROM THE MEASURED FUEL FLOW 1 INPUT AS PART OF A DIFFERENTIAL FUEL FLOW CALCULATION.
11. THE CHANNELS USING GP (GENERAL PURPOSE) AS PART OF THEIR INPUT NAME CAN BE CONFIGURED TO MEASURE AMPS THROUGH
A HALL EFFECT TRANSDUCER. THE CHANNEL WILL BE CONFIGURED TO EXPECT A 15.9 MV / AMP SIGNAL. SEE THE G3X INSTALLATION
MANUAL FOR ADDITIONAL GUIDANCE ON CONFIGURATION AND CALIBRATION OF A HALL EFFECT TRANSDUCER.
12. IF MEASURING BATTERY CURRENT, PLACE THE SHUNT BETWEEN THE BATTERY POSITIVE TERMINAL AND THE BATTERY CONTACTOR.
IF MEASURING ALTERNATOR CURRENT, PLACE THE SHUNT BETWEEN THE ALTERNATOR B LEAD AND THE POWER DISTRIBUTION BUS.
13. WHEN USING A DISCRETE INPUT FOR ITEMS FOR DETECTING ITEMS SUCH AS CANOPY CLOSURE, IT IS RECOMMENDED TO USE THE
GROUNDED STATE AS THE NORMAL SWITCH POSITION (E.G. CANOPY CLOSED) TO AVOID THE POSSIBILIY OF A LATENT FAILURE SUCH
AS A BROKEN WIRE OR MICROSWITCH. SEE THE G3X INSTALLATION MANUAL FOR ADDITIONAL DETAILS ON CONFIGURATION OF
DISCRETE INPUTS.
14. FLAPS/TRIM INPUTS CAN BE WIRED TO ANY AVAILABLE INPUT WITH "POS" IN THE NAME. UP TO 4 POSITION INDICATORS CAN
BE DISPLAYED.
15. THE USE OF "XX" AS A GROUND CONNECTION PIN NUMBER ON THIS DRAWING INDICATES THE SENSOR GROUND CAN BE TIED TO ANY
SIGNAL GROUND OR TRANSDUCER LOW GROUND PIN ON THE GSU 73 J732 CONNECTOR. MULTIPLE SENSOR GROUNDS MAY NEED
TO BE TIED TO A SINGLE GSU 73 GROUND PIN.
16. FOLLOW THIS WIRING GUIDANCE IF USING UMA PRESSURE TRANSDUCERS INSTEAD OF THE TRANSDUCERS PROVIDED IN THE GARMIN SENSOR KIT.
17. WHEN A DISCRETE OUTPUT IS ACTIVE, IT IS PULLED TO GROUND AND CAN SINK UP TO 20 MA OF CURRENT MAXIMUM. SEE THE
G3X INSTALLATION MANUAL FOR ADDITIONAL DETAILS ON USE OF DISCRETE OUTPUTS.
18. WHEN USING THE GP6 AND GP7 INPUTS FOR GENERAL PURPOSE VOLTAGE SENSING, INCLUDING POSITION SENSORS AND USER-DEFINED
ANALOG PARAMETERS, THE CORRESPONDING GP6 LO AND GP7 LO PIN MUST BE CONNECTED TO GROUND.
Figure 25-1 Notes for Sensor Wiring Example Drawings (for all Section 25 drawings)
GEA 24 P244
SEE NOTE 6 (p. 25-1)
OR
1 FUEL QUANTITY 1, MAIN FUEL 1, AUX FUEL 1, OR CUSTOM FUEL 1
2.2K OHM
FUEL QTY 1 6
S
4
2.2K OHM
FUEL XDCR 1 +12V 34
OR
FUEL QUANTITY 1, MAIN FUEL 1, AUX FUEL 1, OR CUSTOM FUEL 1
FUEL QTY 1 6
S
FUEL QTY 2 9
S
NOTES
1 FUEL QUANTITY RESISTORS ARE RECOMMENDED TO BE A 2.2K OHM (+/-1%), MINIMUM POWER RATING OF 0.25W RESISTOR, RATED TO MAINTAIN
RESISTANCE POWER RATING AT 70C, AND BE QUALIFIED TO MIL-R-10509. ALL RESISTORS ARE REQUIRED TO BE THE SAME PART NUMBER.
3 MAY BE INTERFACED TO A SINGLE RESISTIVE PROBE, OR MULTIPLE RESISTIVE PROBES WIRED IN SERIES.
4 WHEN RESISTIVE FUEL PROBES ARE INSTALLED WITH INLINE RESISTORS, SET INPUT TO VOLTAGE IN FUEL INPUT CONFIGURATION MENU.
IF RESISTORS ARE NOT INSTALLED, SET INPUT TO RESISITIVE IN FUEL INPUT CONFIGURATION MENU.
Figure 25-2.1 Page 1 of 3 Fuel Quantity and Fuel Flow Examples (w/GEA 24)
2.2K OHM
POS3/GP3/FUEL QTY 3 12
S
4 2.2K OHM
2.2K OHM
POS4/GP4/FUEL QTY 4 15
S
4
OR
FUEL QUANTITY 1, MAIN FUEL 1, AUX FUEL 1, OR CUSTOM FUEL 1
FUEL QTY 1 6
S
FUEL QTY 2 9
S
NOTES
1 FUEL QUANTITY RESISTORS ARE RECOMMENDED TO BE A 2.2K OHM (+/-1%), MINIMUM POWER RATING OF 0.25W RESISTOR, RATED TO MAINTAIN
RESISTANCE POWER RATING AT 70C, AND BE QUALIFIED TO MIL-R-10509. ALL RESISTORS ARE REQUIRED TO BE THE SAME PART NUMBER.
2 MAY BE INTERFACED TO A SINGLE RESISTIVE PROBE, OR MULTIPLE RESISTIVE PROBES WIRED IN SERIES.
3 SPLICING 12VDC EXICITATION IS ONLY REQUIRED WHEN USING BOTH FUEL INPUTS 3 AND 4. IF EITHER OF THESE TWO INPUTS ARE NOT IN
USE, SPLICING IS NOT REQUIRED.
4 WHEN RESISTIVE FUEL PROBES ARE INSTALLED WITH INLINE RESISTORS, SET INPUT TO VOLTAGE IN FUEL INPUT CONFIGURATION MENU.
IF RESISTORS ARE NOT INSTALLED, SET INPUT TO RESISITIVE IN FUEL INPUT CONFIGURATION MENU.
GEA 24 P243
Figure 25-2.1 Page 2 of 3 Fuel Quantity and Fuel Flow Examples (w/GEA 24)
OR
AT TANK MASTER SENDER
CIES CC284022 (0-5Vdt)
NOTE: SEE APPLICABLE CiES DOCUMENTATION FOR MULTIPLE PROBE AND POWER/GROUND WIRING INFO.
Figure 25-2.1 Page 3 of 3 Fuel Quantity and Fuel Flow Examples (w/GEA 24)
1A
VOLTS 2 28 VOLTS HI
SEE NOTE 11
GEA 24 P244 BUS 1 AMPS OR MAIN BUS AMPS
HALL EFFECT TRANSDUCER
POS 3 HI / +5V 3 11 SUPPLY VOLTAGE
POS 3 / GP 3 / FUEL QTY 3 12 OUTPUT
POS 3 LO / GND 13 GROUND
OR
SEE NOTE 12
1A BATTERY CONTACTOR/
SHUNT 2 HI 35 ALTERNATOR B LEAD
1A .0005 OHM
SHUNT 2 LO 34 BATTERY POSITIVE/
POWER DISTRIBUTION BUS
Figure 25-2.2 Page 1 of 2 Electrical and Discrete Input/Output Examples (w/GEA 24)
SEE NOTE 13
DOOR/CANOPY OPEN
INACTIVE
DISCRETE IN 1 40
ACTIVE
BAGGAGE DOOR
INACTIVE
DISCRETE IN 3 42
ACTIVE
GLIDE ACTIVATE
INACTIVE
DISCRETE IN 4 43
ACTIVE
MASTER WARNING
MASTER CAUTION
GEAR DOWN
INACTIVE
GP 1 19
ACTIVE
GP +12V 50
5K PULL UP RESISTOR NEEDED FOR ACTIVE LOW USE
STALL SWITCH
INACTIVE
GP 2 22
ACTIVE
GP +12V 50
5K PULL UP RESISTOR NEEDED FOR ACTIVE LOW USE
SQUAT SWITCH
INACTIVE
GP 3 12
ACTIVE
GP +12V 50
5K PULL UP RESISTOR NEEDED FOR ACTIVE LOW USE
ESP INHIBIT
INACTIVE
GP 4 15
ACTIVE
GP +12V 50
5K PULL UP RESISTOR NEEDED FOR ACTIVE LOW USE
AFCS TO/GA
INACTIVE
GP 5 31
ACTIVE
GP +12V 50
5K PULL UP RESISTOR NEEDED FOR ACTIVE LOW USE
P243
NOTE: GP 6 LO AND GP 7 LO MUST BE GROUNDED AS SHOWN WHEN
GP 6 AND GP 7 ARE USED AS DISCRETE INPUTS
USER DEFINED ALERT
GP 6 LO 30 INACTIVE
GP 6 31
ACTIVE
Figure 25-2.2 Page 2 of 2 Electrical and Discrete Input/Output Examples (w/GEA 24)
FLAPS POSITION
ORN RAY ALLEN
POS 5 HI / +5V 30 TRIM/POSITION SENSOR
GRN
POS 5 / MISC PRESS 31
BLU
POS 5 LO / GND 32
S
POSITION SENSOR
ORN RAY ALLEN
GP +5V 26 TRIM/POSITION SENSOR
GRN
POS 7 / MISC TEMP 29
BLU
POS 7 LO / GND 28
S
SEE NOTE 16
GEA 24
FUEL PRESS SENSOR
P243 UMA 1EU35G CS (CARB)
OR 1EU70G CS (INJ)
FUEL PRESS XDCR +12V 3 SUPPLY VOLTAGE
FUEL PRESS 2 OUTPUT
FUEL PRESS GND 1 GROUND
S
Figure 25-2.3 Flaps/Trim and UMA Pressure Transducer Examples (w/GEA 24)
SEE NOTE 7
SEE NOTE 8
FUEL 1 HI 25
FUEL 1 LO 5
SIGNAL GROUND XX S
FUEL 2 HI 64
FUEL 2 LO 44
S
FUEL PULL UP 1 77
+10V TRANSDUCER POWER 58
FUEL PULL UP 2 76
FUEL QTY 1, MAIN FUEL 1, AUX FUEL 1, OR
CUSTOM FUEL 1 (SKYSPORTS P/N FP1212V3 OR
WESTACH CAPACITIVE SENDER)
OR
+12V TRANSDUCER POWER 55 RED EXCITATION
SIGNAL GROUND XX BLK OUT LO/GROUND
FUEL 1 HI 25 YEL OUT HI
FUEL 1 LO 5 S
RED EXCITATION
FUEL 2 LO 44 BLK OUT LO/GROUND
FUEL 2 HI 64 YEL OUT HI
S
SEE NOTE 9
FUEL 3 HI 27
FUEL 3 LO 7
SIGNAL GROUND XX S
1K
+10 V TRANSDUCER POWER 58 5%
1K
5% AUX FUEL 2 OR CUSTOM FUEL 2
FUEL 4 HI 66
FUEL 4 LO 46
SIGNAL GROUND XX S
OR
AUX FUEL 1 OR CUSTOM FUEL 1 SKYSPORTS P/N FP1212V3
OR WESTACH CAPACITIVE
RED EXCITATION
FUEL 4 LO 46 BLK OUT LO/GROUND
FUEL 4 HI 66 YEL OUT HI
S
Figure 25-3.1 Page 1 of 2 Fuel Quantity and Fuel Flow Examples (w/GSU 73)
SEE NOTE 10
OR FUEL QUANTITY
P 300C
+5V TRANSDUCER POWER 75 RED EXCITATION
CAP FUEL 2 / FUEL FLOW 2 38 WHT OUT HI
XDCR PWR OUT LO (GND) XX BLK OUT LO/GROUND
S
Figure 25-3.1 Page 2 of 2 Fuel Quantity and Fuel Flow Examples (w/GSU 73)
SUPPLY VOLTAGE
POS 4 / GP 4 / FUEL 4 HI 66 OUTPUT
POS 4 / GP 4 / FUEL 4 LO 46 GROUND
XDCR PWR OUT LO (GND) XX S
SEE NOTE 12
1A
BATTERY POSITIVE
SHUNT 1 HI 70
/ ALTERNATOR B LEAD
1A
.0005 OHM
SHUNT 1 LO 50 BATTERY CONTACTOR
S / POWER DISTRIBUTION BUS
1A
BATTERY POSITIVE
SHUNT 2 HI 48
/ ALTERNATOR B LEAD
1A
.0005 OHM
SHUNT 2 LO 68 BATTERY CONTACTOR
S / POWER DISTRIBUTION BUS
J731
SEE NOTE 13
DOOR/CANOPY OPEN
INACTIVE
DISCRETE IN* 1 9
ACTIVE
BAGGAGE DOOR
INACTIVE
DISCRETE IN* 3 11
ACTIVE
SPEED BRAKE
INACTIVE
DISCRETE IN* 4 12
ACTIVE
SEE NOTE 17
MASTER WARNING
MASTER CAUTION
J732
SEE NOTE 14
FLAPS POSITION
ORN RAY ALLEN
POS 5 / TEMP 1 HI 72 TRIM/POSITION SENSOR
GRN
POS 5 / TEMP 1 LO 52
BLU
SIGNAL GROUND XX
S
SEE NOTE 16
SUPPLY VOLTAGE
MANIFOLD PRESS HI 65 OUTPUT
MANIFOLD PRESS LO 6 GROUND
S
SUPPLY VOLTAGE
OIL PRESS HI 69 OUTPUT
OIL PRESS LO 49 GROUND
S
Figure 25-3.3 Flaps/Trim and UMA Pressure Transducer Examples (w/GSU 73)
NOTES
1. UNLESS OTHERWISE NOTED, ALL STRANDED WIRE MUST CONFORM TO MIL W 22759/16 OR EQUIVALENT
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL C 27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C = NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
6. THE RPM CHANNEL CAN BE CONFIGURED FOR UMA TACH SENDERS SHOWN OR 4 OR 6 CYLINDER ELECTRONIC IGNITION INPUTS.
7. GROUNDING METHODS FOR ELECTRONIC TACH SIGNALS MAY VARY BASED ON THE MANUFACTURER. CONSULT THE ELECTRONIC
IGNITION MANUFACTURER DOCUMENTATION FOR SPECIFIC GROUNDING GUIDANCE. THE CAP FUEL 1/ RPM 2 INPUT (GSU 73) OR
RPM 2 (GEA 24) INPUT CAN BE OPTIONALLY USED ON AIRCRAFT WITH DUAL ELECTRONIC IGNITION.
8. SENSORS SHOWN ARE INCLUDED IN THE GARMIN 4 AND 6 CYLINDER SENSOR KIT P/N K00 00512 10 OR K00 00513 10.
9. PINOUT SHOWN FOR PACKARD CONNECTOR SUPPLIED WITH KAVLICO PRESSURE TRANSDUCERS. WIRE COLORS ARE SHOWN
FOR REFERENCE ONLY. ALWAYS CONFIRM CORRECT SENSOR CONNECTIONS USING SENSOR MANUFACTURER DOCUMENTATION
BEFORE CONNECTING WIRES.
10. IF MEASURING BATTERY CURRENT, PLACE THE SHUNT BETWEEN THE BATTERY POSITIVE TERMINAL AND THE BATTERY CONTACTOR.
IF MEASURING ALTERNATOR CURRENT, PLACE THE SHUNT BETWEEN THE ALTERNATOR B LEAD AND THE POWER DISTRIBUTION BUS.
12. NOT INCLUDED IN THE GARMIN 4 AND 6 CYLINDER SENSOR KIT P/N K00 00512 10 OR K00 513 10.
15. LIGHT SPEED ENGINEERING PLASMA III "B" AND "C" MODELS REQUIRE A 2.2K PULL DOWN RESISTOR FOR PROPER OPERATION.
PLASMA III "A" MODELS AND PLASMA II MODELS DO NOT REQUIRE A PULL DOWN RESISTOR FOR PROPER OPERATION.
PLASMA III "B" AND "C" MODELS MODIFIED FOR OPEN COLLECTOR TACH OUTPUT ALSO DO NOT REQUIRE A PULL DOWN
RESISTOR FOR PROPER OPERATION.
Figure 26-1 Notes for Lycoming/Continental Sensor Drawings (for all Section 26 drawings)
SEE NOTE 7
ELECTRONIC IGNITION #1
4 OR 6 CYLINDER
WHT
RPM 8 OUT HI
S
ELECTRONIC IGNITION #2
4 OR 6 CYLINDER
WHT
RPM 2 6 OUT HI
S
LIGHT SPEED
ELECTRONIC IGNITION
4 OR 6 CYLINDER
WHT
RPM 8 OUT HI
S
OR
E MAG P MODEL
ELECTRONIC IGNITION
4 OR 6 CYLINDER
WHT
RPM 8 6 OUT HI
S
TACH SENSOR
OR UMA T1A9 1 (SLICK)
OR T1A9 2 (BENDIX)
OR 1A3C 2 (MECHANICAL)
SEE NOTE 8
SEE NOTE 9
SEE NOTE 10
YEL YEL
CHT 5 HI 16 OUT #5 HI
RED RED
CHT 5 LO 4 OUT #5 LO
YEL YEL
CHT 6 HI 14 OUT #6 HI
RED RED
CHT 6 LO 2 OUT #6 LO
EGT SENSORS
TYPE K THERMOCOUPLES
ALCOR 86255
YEL YEL
EGT 1 HI 25 OUT #1 HI
RED RED
EGT 1 LO 13 OUT #1 LO
YEL YEL
EGT 2 HI 23 OUT #2 HI
RED RED
EGT 2 LO 11 OUT #2 LO
YEL YEL
EGT 3 HI 21 OUT #3 HI
RED RED
EGT 3 LO 9 OUT #3 LO
YEL YEL
EGT 4 HI 19 OUT #4 HI
RED RED
EGT 4 LO 7 OUT #4 LO
SEE NOTE 11
YEL YEL
EGT 5 HI 17 OUT #5 HI
RED RED
EGT 5 LO 5 OUT #5 LO
YEL YEL
EGT 6/MISC 1 HI 15 OUT #6 HI
RED RED
EGT 6/MISC 1 LO 3 OUT #6 LO
SEE NOTE 12
TIT SENSORS
TYPE K THERMOCOUPLES
GEA 24 J243 SEE NOTE 13 ALCOR 86245
YEL YEL
POS 6/TIT 1/MISC TEMP 1 HI 31 OUT #1 HI
RED RED
POS 6/TIT 1/MISC TEMP 1 LO 30 OUT #1 LO
YEL YEL
POS 7/TIT 2/MISC TEMP 2 HI 29 OUT #2 HI
RED RED
POS 7/TIT 2/MISC TEMP 2 LO 28 OUT #2 LO
SEE NOTE 14
GEA 24 GEA 24
J241
# 22
AIRCRAFT POWER 1 7 2A 14/28 VDC
# 22
POWER GROUND 6
# 22
AIRCRAFT POWER 2 8
# 22
POWER GROUND 9
CAN-H 1
CAN-L 2
CAN2 HI 17 18 CAN 3 HI
S
NOTES
1. WIRING GUIDANCE
A. INSTALL A 1/8 WATT, 5%, 120 OHM RESISTOR ACROSS THE CAN HI/LO PINS AT
THE GEA 24 P244 CONNECTOR TO TERMINATE THE CAN BUS AT THAT END.
2 3
1
2 3
OR
NOTES
3 ONLY A MOD LEVEL 2 GEA 24 CAN BE CONNECTED DIRECTLY TO A P LEAD. DO NOT CONNECT MOD LEVEL 1 OR MOD LEVEL 0
UNITS DIRECTLY TO A P LEAD. THE MOD LEVEL STATUS CAN BE DETERMINED BY CHECKING THE SERIAL TAG ON THE UNIT.
SEE NOTE 7
ELECTRONIC IGNITION #1
4 OR 6 CYLINDER
WHT
RPM 17 OUT HI
S
ELECTRONIC IGNITION #2
4 OR 6 CYLINDER
WHT
CAP FUEL 1 / RPM 2 36 OUT HI
S
SEE NOTE 15
LIGHT SPEED
ELECTRONIC IGNITION
4 OR 6 CYLINDER
WHT
RPM 17 OUT HI
10 K
S
OR
E MAG P MODEL
ELECTRONIC IGNITION
4 OR 6 CYLINDER
WHT
RPM 17 6 OUT HI
S
TACH SENSOR
OR UMA T1A9 1 (SLICK)
OR T1A9 2 (BENDIX)
OR 1A3C 2 (MECHANICAL)
SEE NOTE 8
SEE NOTE 9
SEE NOTE 10
SEE NOTE 8
CHT SENSORS
TYPE K THERMOCOUPLES
ALCOR 86253
YEL YEL
CHT 1 HI 61 OUT #1 HI
RED RED
CHT 1 LO 41 OUT #1 LO
YEL YEL
CHT 2 HI 21 OUT #2 HI
RED RED
CHT 2 LO 1 OUT #2 LO
YEL YEL
CHT 3 HI 2 OUT #3 HI
RED RED
CHT 3 LO 22 OUT #3 LO
YEL YEL
CHT 4 HI 60 OUT #4 HI
RED RED
CHT 4 LO 40 OUT #4 LO
SEE NOTE 11
YEL YEL
CHT 5 HI 73 OUT #5 HI
RED RED
CHT 5 LO 53 OUT #5 LO
YEL YEL
CHT 6 HI 33 OUT #6 HI
RED RED
CHT 6 LO 13 OUT #6 LO
EGT SENSORS
TYPE K THERMOCOUPLES
ALCOR 86255
YEL YEL
EGT 1 HI 63 OUT #1 HI
RED RED
EGT 1 LO 43 OUT #1 LO
YEL YEL
EGT 2 HI 23 OUT #2 HI
RED RED
EGT 2 LO 3 OUT #2 LO
YEL YEL
EGT 3 HI 24 OUT #3 HI
RED RED
EGT 3 LO 4 OUT #3 LO
YEL YEL
EGT 4 HI 62 OUT #4 HI
RED RED
EGT 4 LO 42 OUT #4 LO
SEE NOTE 11
YEL YEL
EGT 5 HI 30 OUT #5 HI
RED RED
EGT 5 LO 29 OUT #5 LO
YEL YEL
EGT 6/MISC 1 HI 31 OUT #6 HI
RED RED
EGT 6/MISC 1 LO 11 OUT #6 LO
SEE NOTE 12
TIT SENSORS
TYPE K THERMOCOUPLES
SEE NOTE 13 ALCOR 86245
YEL YEL
POS 1 / GP 1 / TIT 1 HI 47 OUT #1 HI
RED RED
POS 1 / GP 1 / TIT 1 LO 67 OUT #1 LO
YEL YEL
POS 2 / GP 2 / TIT 2 HI 28 OUT #2 HI
RED RED
POS 2 / GP 2 / TIT 2 LO 8 OUT #2 LO
SEE NOTE 14
NOTES:
1. UNLESS OTHERWISE NOTED, ALL STRANDED WIRE MUST CONFORM TO MIL W 22759/16 OR EQUIVALENT
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL C 27500 OR EQUIVALENT
3. UNLESS OTHERWISE NOTED, ALL WIRES ARE 24 GAUGE MINIMUM. MOST WIRES SHOULD USE 22 GAUGE.
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C = NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
7. SENSORS SUPPLIED WITH THE GARMIN ROTAX 912 SENSOR KIT P/N K00 00514 00.
9. PINOUT SHOWN FOR PACKARD CONNECTOR SUPPLIED WITH KAVLICO PRESSURE TRANSDUCERS. WIRE COLORS ARE SHOWN
FOR REFERENCE ONLY. ALWAYS CONFIRM CORRECT SENSOR CONNECTIONS USING SENSOR MANUFACTURER DOCUMENTATION
BEFORE CONNECTING WIRES.
10. IF MEASURING BATTERY CURRENT, PLACE THE SHUNT BETWEEN THE BATTERY POSITIVE TERMINAL AND THE BATTERY CONTACTOR.
IF MEASURING ALTERNATOR CURRENT, PLACE THE SHUNT BETWEEN THE ALTERNATOR B LEAD AND THE POWER DISTRIBUTION BUS.
11. NOT INCLUDED IN THE GARMIN ROTAX 912 SENSOR KIT P/N K00 00514 00. THE KAVLICO P4055 5020 3 CAN BE PURCHASED
THROUGH A GARMIN G3X™ DEALER (P/N 011 04202 20).
12. FOR RPM 1 INPUT USE GARMIN P/N 682 00012 00 ZENER DIODE, P/N 680 00006 D0 DIODE, AND
P/N 902 A300R F0 300 OHM 1% 1/2W RESISTOR AS SHOWN IN DIAGRAM BELOW. THESE 3 PARTS ARE INCLUDED IN KIT
P/N 011 02348 00.
13. USE THE KAVLICO P4055 5020 2 (P/N 011 04020 10) FUEL PRESSURE SENSOR WITH THE ROTAX 912 ENGINE.
USE THE UMA N1EU07D PRESSURE SENSOR WITH THE ROTAX 914 ENGINE.
Figure 27-1 Notes for Rotax 912/914 Sensor Drawings (for all Section 27 drawings)
GEA 24
P242 CHT #1
ROTAX P/N 965531
CHT5 HI/CHT1 RESISTIVE HI 16 OR ROTAX P/N 966385
CHT5 LO/CHT1 RESISTIVE LO 4
S
CHT #2
ROTAX P/N 965531
CHT6 HI/CHT2 RESISTIVE HI 14 OR ROTAX P/N 966385
CHT6 LO/CHT2 RESISTIVE LO 2
S
NOTE 7
EGT SENSORS
TYPE K THERMOCOUPLES
YEL YEL
EGT 1 HI 25 OUT #1 HI
RED RED
EGT 1 LO 13 OUT #1 LO
YEL YEL
EGT 2 HI 23 OUT #2 HI
RED RED
EGT 2 LO 11 OUT #2 LO
NOTE 9
CARB/COOLANT
TEMPERATURE
ROTAX P/N 965531
GP6 / MISC TEMP HI 31
GP6 / MISC TEMP LO 30
S
NOTE 6
NOTE 10
NOTE 8
456180
956413
GEA 24
P243 OIL PRESSURE SENSOR
ROTAX P/N 956413
OR ROTAX P/N 456180
RED
OIL PRESS XDCR +12V 18 B A + EXCITATION
GRN OR WHT
OIL PRESS HI 17 C B OUTPUT
1%,¼W 4 20 mA
40 S
OR
OIL PRESS SENSOR
ROTAX P/N 956415
OIL PRESS HI 17 OUTPUT
OIL PRESS GND 16 GROUND
S
RPM 1 8 OUT HI
1%,¼W
300
GEA 24
P243 DIFFERENTIAL FUEL PRESSURE SENSOR FUEL PRESS SENSOR
FOR ROTAX 914 INSTALLATIONS UMA 1EU07D (914)
0 7 PSID, 0.2 4.54 VDC OUTPUT
FUEL PRESS XDCR +12V 3 ORN/WHT VOLTAGE IN
FUEL PRESS 2 WHT OUTPUT
FUEL PRESS LO 1 BLU/WHT GROUND
S
CAN NODE
FADEC CAN2 LO 33
FADEC CAN2 HI 17
S CAN NODE LENGTH
0.3 METER MAXIMUM
HIC B CONNECTOR
ROTAX ECU
6 CAN GND 1 LB
8 CAN HIGH 1 LB
7 CAN LOW 1 LB
S
NOTES
1. WIRING GUIDANCE
A. THE CAN BUS CONNECTING THE HIC A/B CONNECTORS IS TERMINATED INSIDE
THESE CONNECTORS SO NO ADDITIONAL TERMINATION IS REQUIRED
B. NO TERMINATION REQUIRED ON THE CAN NODE CONNECTION TO THE GEA 24
C. THE ENGINE ECU DOES NOT PROVIDE DIFFERENTIAL FUEL PRESSURE DATA.
GUIDANCE FOR ADDING A SENSOR TO MAKE THIS MEASUREMENT IS PROVIDED
IN THE PRECEDING SECTION.
HIC B CONNECTOR
ROTAX ECU
FADEC CAN3 LO 49 8 CAN HIGH 1 LB
120 Ω
NOTES
1. WIRING GUIDANCE
A. THE CAN BUS CONNECTING THE HIC A/B CONNECTORS IS TERMINATED INSIDE
THESE CONNECTORS SO NO ADDITIONAL TERMINATION IS REQUIRED
B. 120 OHM TERMINATING RESISTORS REQUIRED TO BE INSTALLED BETWEEN
CAN HI AND CAN LO AT THE GEA 24B CONNECTOR FOR BOTH CAN 2 AND CAN 3
C. THE ENGINE ECU DOES NOT PROVIDE DIFFERENTIAL FUEL PRESSURE DATA.
GUIDANCE FOR ADDING A SENSOR TO MAKE THIS MEASUREMENT IS PROVIDED
IN THE PRECEDING SECTION.
3. THIS WIRING METHOD IS ONLY POSSIBLE WITH GEA 24B. FOR GEA 24 INTERCONNECT
REFER TO FIGURE 27-2.2
Figure 27-2.3 GEA 24B - Dual CAN Rotax 912iS/915iS FADEC Wiring Example
NOTES
1. WIRING GUIDANCE
A. ADD 120 OHM, 1/4W, 1% RESISTOR, AS SHOWN, TO THE WIRING HARNESS ACROSS
CAN HI AND CAN LO AT THE GEA 24 END OF THE CAN BUS.
B. THE END OF THE CAN BUS AT THE UL POWER ECU REQUIRES AN ITT CANNON SURE
SEAL PLUG CONNECTOR PART NUMBER 120-8552-101
GEA 24
P244
CAN NODE
GND 2
CAN2 LO 33
CAN2 HI 17
S
CAN NODE LENGTH
0.3 METER MAXIMUM
UL POWER ECU
1
3 CAN HI
2 CAN LO
2 3
1 GND
NOTES
1. WIRING GUIDANCE
A. THE END OF THE CAN BUS AT THE UL POWER ECU REQUIRES AN ITT CANNON SURE
SEAL PLUG CONNECTOR PART NUMBER 120-8552-101
SEE NOTE 6
SEE NOTE 8
1%
40
S
SEE NOTE 9
CHT #1
ROTAX P/N 965531
POS 1/GP 1/TIT 1 HI 47 OR ROTAX P/N 966385
POS 1/GP 1/TIT 1 LO 67
S
CHT #2
ROTAX P/N 965531
POS 2/GP 2/TIT 2 HI 28 OR ROTAX P/N 966385
POS 2/GP 2/TIT 2 LO 8
S
SEE NOTE 7
EGT SENSORS
TYPE K THERMOCOUPLES
YEL YEL
EGT 1 HI 63 OUT #1 HI
RED RED
EGT 1 LO 43 OUT #1 LO
YEL YEL
EGT 2 HI 23 OUT #2 HI
RED RED
EGT 2 LO 3 OUT #2 LO
SEE NOTE 9
SEE NOTE 10
SEE NOTE 12
CARB/COOLANT
TEMPERATURE
NOTES:
1. UNLESS OTHERWISE NOTED, ALL STRANDED WIRE MUST CONFORM TO MIL W 22759/16 OR EQUIVALENT
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL C 27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C = NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
6. PINOUT SHOWN FOR PACKARD CONNECTOR SUPPLIED WITH KAVLICO PRESSURE TRANSDUCERS.
7. RESERVED.
8. IN THIS DOCUMENT, AN ASTERISK (*) IS USED FOR SIGNALS THAT ARE ACTIVE LOW (GROUND TO ACTIVATE). ON
INSTALLATION WIRING DIAGRAMS, THE MORE TRADITIONAL OVERLINE SYMBOLOGY IS USED.
9. OPTIONAL INSTALLATION.
10. IF INSTALLING UNGROUNDED THERMOCOUPLES, THE LO SIDE MUST BE TAKEN TO A GEA/GSU SIGNAL GROUND.
11. THE RPM SIGNAL FOR THE JABIRU 3300 IS TYPICALLY OBTAINED BY TYING INTO ONE OF THE TWO WIRES RUNNING BETWEEN THE
ALTERNATOR AND THE ALTERNATOR REGULATOR. ONE OF THE TWO WHITE WIRES ON THE ALTERNATOR SIDE OR ONE OF THE
TWO PALE BLUE WIRES ON THE REGULATOR SIDE CAN BE USED FOR THE SIGNAL.
12. IF MEASURING BATTERY CURRENT, PLACE THE SHUNT BETWEEN THE BATTERY POSITIVE TERMINAL AND THE BATTERY CONTACTOR.
IF MEASURING ALTERNATOR CURRENT, PLACE THE SHUNT BETWEEN THE ALTERNATOR B LEAD AND THE POWER DISTRIBUTION BUS.
Figure 28-1 Notes for Jabiru Sensor Drawings (for all Section 28 drawings)
GEA 24 J243
OIL TEMP SENSOR
VDO P/N 320021
OIL TEMP HI 33
OIL TEMP LO 32
S
SEE NOTE 11
JABIRU
ALTERNATOR PICK OFF
RPM 1 8
S
SEE NOTE 12
SEE NOTE 6
EGT SENSORS
TYPE K THERMOCOUPLES
YEL YEL
EGT 1 HI 25 OUT #1 HI
RED RED
EGT 1 LO 13 OUT #1 LO
YEL YEL
EGT 2 HI 23 OUT #2 HI
RED RED
EGT 2 LO 11 OUT #2 LO
YEL YEL
EGT 3 HI 21 OUT #3 HI
RED RED
EGT 3 LO 9 OUT #3 LO
YEL YEL
EGT 4 HI 19 OUT #4 HI
RED RED
EGT 4 LO 7 OUT #4 LO
YEL YEL
EGT 5 HI 17 OUT #5 HI
RED RED
EGT 5 LO 5 OUT #5 LO
YEL YEL
EGT 6/MISC 1 HI 15 OUT #6 HI
RED RED
EGT 6/MISC 1 LO 3 OUT #6 LO
GSU 73 J732
OIL TEMP SENSOR
VDO P/N 320021
OIL TEMP HI 34
OIL TEMP LO 14
S
SEE NOTE 11
JABIRU
ALTERNATOR PICK OFF
RPM 17
S
SEE NOTE 12
SEE NOTE 6
YEL YEL
CHT 1 HI 61 OUT #1 HI
RED RED
CHT 1 LO 41 OUT #1 LO
YEL YEL
CHT 2 HI 21 OUT #2 HI
RED RED
CHT 2 LO 1 OUT #2 LO
YEL YEL
CHT 3 HI 2 OUT #3 HI
RED RED
CHT 3 LO 22 OUT #3 LO
YEL YEL
CHT 4 HI 60 OUT #4 HI
RED RED
CHT 4 LO 40 OUT #4 LO
YEL YEL
CHT 5 HI 73 OUT #5 HI
RED RED
CHT 5 LO 53 OUT #5 LO
YEL YEL
CHT 6 HI 33 OUT #6 HI
RED RED
CHT 6 LO 13 OUT #6 LO
EGT SENSORS
TYPE K THERMOCOUPLES
YEL YEL
EGT 1 HI 63 OUT #1 HI
RED RED
EGT 1 LO 43 OUT #1 LO
YEL YEL
EGT 2 HI 23 OUT #2 HI
RED RED
EGT 2 LO 3 OUT #2 LO
YEL YEL
EGT 3 HI 24 OUT #3 HI
RED RED
EGT 3 LO 4 OUT #3 LO
YEL YEL
EGT 4 HI 62 OUT #4 HI
RED RED
EGT 4 LO 42 OUT #4 LO
YEL YEL
EGT 5 HI 30 OUT #5 HI
RED RED
EGT 5 LO 29 OUT #5 LO
YEL YEL
EGT 6/MISC 1 HI 31 OUT #6 HI
RED RED
EGT 6/MISC 1 LO 11 OUT #6 LO
NOTE
The procedures and screenshots in this section apply to the GDU 45X, GDU 46X, and
GDU 470 units. Differences in appearance and layout of the screenshots may exist
between the two models and may differ slightly from the actual displayed image on the
GDU 4XX.
NOTE
Some procedures in this section require the GPS receiver is receiving sufficient satellite
signal to compute a present position (Table 29-2). This requires outdoor line-of-site to
GPS satellite signals or a GPS indoor repeater.
NOTE
As these procedures involve engine run-up and moving the aircraft, it is recommended the
installer read this entire section before beginning the checkout procedure.
NOTE
Make sure that all GDU 4XX displays have been updated to the current software version
before performing any post-installation configuration, checkout, or calibration steps, and
before attempting to troubleshoot any issues. Using up-to-date software makes sure that
all previous software improvements are available, and is the most effective first step after
powering on the system. See Section 29.3.1 for information about updating GDU 4XX
software.
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NOTE
Unless otherwise noted, all procedures apply to one, two, and three display systems.
CAUTION
Be sure to check all aircraft control movements before flight is attempted to make sure the
wiring harness does not touch any moving part.
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29.3 Software Loading Procedure
Software loading is performed in normal mode. See the Garmin (G3X SW Page) website for instructions
on downloading and installing current software. Section 29.3.3 describes the GDL® 39/39R/5XR
software load procedure.
NOTE
Perform software updates on the ground only, and remain on the ground while a software
update is in progress (included in LRU software updates - see Section 29.3.2).
NOTE
It is also acceptable to insert the SD card before powering on the unit.
2. A Software update window will appear on the screen, use the Touch Panel or a Move Selector
Knob to press YES to begin the update.
3. The unit will reboot, then GDU software update will begin automatically.
4. Make sure power is not removed while the update is being performed
5. The unit will reboot after the update is complete.
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29.3.3 GDL 39/GDL 39R/GDL 5XR Software Update
GDL software updates are loaded through the GDU. After the steps in Section 29.3.1 have been
completed, the GDU will identify the software version currently in use for the GDL and compare it to the
GDL software version stored in internal GDU memory. If the current GDL software is different than the
GDL software stored in GDU memory, the GDU will automatically begin updating the GDL. An
"Updating..." indication for the GDL (and for any LRU being updated) is displayed on the Main
Configuration page. Another indication of the update is found on the Data Link Information Page (normal
mode). Allow the update to complete. After the update, the GDL will resume normal operation.
CAUTION
It is critical that GDU power is not removed during the software update. An interruption
in supplied power or turning the unit off during the SW update may damage the GDL
causing it to be non-functional.
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29.4 Configuration Pages
In configuration mode (Section 29.2), use the Touch Panel or a Move Selector Knob to select and view the
various configuration pages. Selection of individual items on each configuration page are also made using
the Touch Panel or a Move Selector Knob.
2. Enter data using the pop-up keyboard using the Touch Panel or a Move Selector Knob (if needed,
use the Backspace button to clear data).
3. Press anywhere on the Touch Panel other than the slider bar (or the Back key) to return to the
Configuration Page.
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29.4.3 System Information Page
The System Page is used to display LRU specific information such as Software Version, Unit ID’s, System
ID’s, and Database information for the various databases used by the GDU 4XX. This page has no user-
selectable options. Faults are indicated by a Red X next to the affected LRU. The information presented
in the System Information page can also be viewed in Normal mode via the Diagnostics Menu.
1. In configuration mode (Section 29.2), use the Touch Panel or a Move Selector Knob to select and
view the System Information Page. The user may scroll the Device List box and the selected
device’s info by using the Touch Panel or a Move Selector Knob.
2. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.5 Configuration Files Page
NOTE
An SD card must be in the display’s SD card slot for the Config Files page to be shown on
the Configuration Mode page.
The Config File page is used to enable uploading and downloading of the G3X System configuration to an
SD card. The configuration is written to the loader card in a format which can be uploaded to the system.
To export the configuration:
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Config Files
Page.
2. Use the Touch Panel or a Move Selector Knob to select Menu.
3. Use the Touch Panel or a Move Selector Knob to select Export System Configuration.
NOTE
If restoring data to the system from a backup, all previously saved data (including
calibration data) will be loaded.
NOTE
If saved configuration data is loaded into a different G3X Touch™ system, the aircraft
specific calibration data will not be overwritten.
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29.4.6 LRU Configuration Page
The LRU configuration page is used to configure which optional LRUs are connected to the system. If a
particular LRU is not installed, or a particular LRU function (such as AOA) is not desired, change that
setting on the LRU configuration to "Disabled".
For example, if a GSU 25 is connected as ADAHRS 2 but no GMU or GTP 59 is connected, configure
ADAHRS 2 to "Enabled" and Magnetometer 2 and OAT 2 to “Disabled”. Also change any AOA item to
“Disabled” if the installed ADAHRS LRU does not support AOA (e.g the GSU 73) or if the AOA
pneumatic connection is not connected to that ADAHRS LRU.
The Engine Interface item is used to configure which numbered EIS LRU(s) should be used. Typically
this should be left configured for EIS1 only, except in the case of a system that includes a GSU 73 and a
GEA™ 24, the latter of which would be wired as EIS2. In a system that includes dual GEA 24 units used
to monitor twin engines or large single engines, select "Use EIS 1+2" to enable the use of both EIS LRUs.
The Autopilot item is used to configure how many GSA 28 servos are installed. Select "Roll Only" if a
single roll servo is installed, "Pitch + Roll" for a two-axis autopilot servo installation, or "Pitch +Roll+
YD" for a two-axis autopilot installation with a third yaw damper servo.
1. In configuration mode (Section 29.2), use the Touch Panel or a Move Selector Knob to select and
view the LRU Page.
2. Use the Touch Panel or a Move Selector Knob to select, then enable or disable the listed LRUs.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
For configurations with no ADAHRS LRUs:
1. Set ADAHRS 1 to Disabled.
2. An option to enable/disable "Standby Flight Displays" is displayed.
3. Set "Standby Flight Displays" to enabled if there is a G5 (or multiple G5 units) installed in the
G3X Touch system,
4. Configuration settings that are applicable only to systems with a source of attitude data (autopilot,
etc) will be displayed.
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NOTE
Electrical Control System must be enabled to display the Flaps, External Lights, and
Cockpit Lighting configuration pages, as well as the GAD 27 tab on the Engine
Information System Configuration page.
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29.4.7 ADAHRS (Air Data Attitude/Heading Reference System) Calibration Page
The ADAHRS Calibration Page is used to perform post-installation calibration for both the GSU 25 and/or
GSU 73 (as applicable).
1. To access the ADAHRS Calibration Page, power on PFD1 in configuration mode (Section 29.2).
(this step can be skipped if PFD1 is already in configuration mode)
2. Use the Touch Panel or a Move Selector Knob to select the ADAHRS Calibration Page.
3. The GSU 25, Air Data, and GPS Data checkboxes (Section ) confirm operational status of these
LRUs with a green check, no green check indicates no communication with LRU.
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
See Section 29.3 (SW loading procedure) and the following sections (Post Installation Calibration
Procedures) for further information regarding the ADAHRS Calibration Page.
After mechanical and electrical installation of the GSU 25/GSU 73 ADAHRS have been completed, before
operation, a set of post-installation calibration procedures must be carried out.
The calibration procedures (29.4.7.1 – 29.4.7.4) may require that certain status boxes on the ADAHRS
Calibration Page (configuration mode) indicate a positive state (green check marks) before starting the
procedure. Table 29-2 and Table 29-3 list the status box requirements for each calibration procedure.
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Table 29-1 describes the ADAHRS calibration procedures:
Table 29-1 Post Installation Calibration Procedure Summary for ADAHRS Page
For each ADAHRS Calibration Procedure, Table 29-2 lists the LRUs that require valid calibration data.
Table 29-2 Data Validity Requirements for ADAHRS Calibration Procedures
ADAHRS Calibration Valid Status Required for Valid Status Required for
Procedure GSU 25 Calibrations GSU 73 Calibrations
ADAHRS Mounting Orientation
None None
Identification
Pitch/Roll Offset None GPS and Air Data
Engine Run-Up None GPS or Air Data
ADAHRS Static Pressure
None None
Calibration
Table 29-3 lists the type of valid calibration data required to be output by each LRU for the Calibration
Procedures listed in Table 29-2.
Table 29-3 Configuration Mode ADAHRS Calibration Page Status Boxes
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The ADAHRS Calibration Page status boxes referred to in Table 29-2 and Table 29-3 are shown in
Figure 29-3.
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5. For a G3X system using a GSU 73, refer to Figure F-8 to find the correct LRU orientation. Select
the correct orientation from the pull-down list. For a GSU 25, proceed to the next step (6).
6. For a G3X system using a GSU 25, refer to Figure 16-6 and Figure 16-6 to find the correct LRU
orientation, then select that orientation from the pull-down list.
7. Read the description of the selected orientation to make sure the proper orientation has been
selected, then press the Start button to store the orientation.
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29.4.7.2 Pitch/Roll Offset Compensation by Aircraft Leveling
NOTE
This procedure requires orienting the aircraft to normal flight attitude (can be done by
using jacks or placing wood blocks under the nose-wheel, for example). As another
example, if the number of degrees ‘nose high’ the aircraft flies in straight and level cruise
is known, a digital level can be used to orient the aircraft to normal flight attitude before
the calibration.
NOTE
The GSU 73 must be installed to be level within 3.0 degrees of the aircraft in-flight level
cruise attitude. In-flight level cruise attitude is not necessarily the same as the level
reference provided by the manufacturer (such as fuselage longerons).
NOTE
The GSU 25 must be installed to be level within 30.0 degrees of the aircraft in-flight level
cruise attitude. In-flight level cruise attitude is not necessarily the same as the level
reference provided by the manufacturer (such as fuselage longerons).
1. Power on PFD1 in configuration mode (Section 29.2), this step can be skipped if PFD1 is already
in configuration mode.
2. Use the Touch Panel or a Move Selector Knob to select the ADAHRS Calibration Page.
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3. Make susre that all the required status boxes are checked (Table 29-2 and Table 29-3). Use the
Touch Panel or a Move Selector Knob to select which ADAHRS (1, 2 or 3) is being configured.
4. Use the Touch Panel or a Move Selector Knob to select Pitch/Roll Offset.
5. Make sure that aircraft and ADAHRS comply with all on-screen instructions, press the START
button.
NOTE
Per the following figure, GSU 25 units must have the ADAHRS pitch and roll within 30
degrees of level, GSU 73 units must have the ADAHRS pitch and roll within 3.0 degrees of
level.
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6. “Pitch/roll offset calibration in progress” appears on the display along with calibration
information. The GSU 25 pitch/roll offset procedure has a 30 second countdown timer that resets
if the aircraft moves. The GSU 73 pitch/roll offset procedure completes in a few seconds.
7. When the calibration has completed “Success” or “Failure” will be displayed, press the DONE
softkey to return to the ADAHRS Calibration screen.
The Magnetometer Calibration (Section 29.4.8.3) must be completed after each pitch/roll offset
calibration.
NOTE
The pilot may adjust the displayed pitch attitude in normal mode by using the PFD Setup
page (see G3X Touch Pilot’s Guide,190-01754-00). The maximum amount of pitch display
adjustment available in Normal Mode is +/- 2.5°. This feature should not be used to
compensate for a non-conforming GSU 25/GSU 73 installation that does not meet the
requirements of Calibration Procedure Pitch/Roll Offset Compensation.
NOTE
If an additional ADAHRS is installed in the aircraft, or the mounting location of an
existing AHRS is changed, the pitch/roll offset compensation procedure must be performed
again for all installed AHRS units before moving the aircraft. This applies equally to all
AHRS units, including the GSU 25, GSU 73, and G5 backup display.
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29.4.7.2.1 Yaw Offset and Pitch/Roll Calibration with GMC 507 Installed
Perform the following procedures after the G3X/GMC 507 system is configured per Section 29.4.10.10.
1. Power on PFD1 in configuration mode (Section 29.2), this step can be skipped if PFD1 is already
in configuration mode.
2. If the GMC 507 is installed in a panel that is perpendicular to the aircraft forward motion, skip to
Step 6. If the GMC 507 is installed in a panel which is not perpendicular to the aircraft forward
motion (i.e. in a canted panel), navigate to the Autopilot page group General tab and touch the
value on the Mode Control Panel Yaw Offset row.
3. Follow the on-screen instructions.
4. Select the appropriate value of yaw offset.
5. When the value is entered, select Save to return to the Autopilot page group, General Tab.
6. Touch the Calibrate button on the Mode Control Panel Pitch/Row row.
7. Select Calibrate to start the calibration process.
8. When the process is complete, select Done to return to the Autopilot page group, General Tab.
9. Restart the G3X System in normal mode.
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29.4.7.3 Engine Run-Up Vibration Test
NOTE
The Engine Run-Up Vibration Test is required for all installations to validate the vibration
characteristics of the installation. The ADAHRS Unit Orientation (Section 29.4.7.1) and
Pitch/Roll Offset Compensation (Section 29.4.7.2) are not required before this procedure.
NOTE
Passing the Engine Run-Up Vibration test does not remove the requirement to rigidly
mount the GSU 25/GSU 73 to the aircraft primary structure. The Engine Run-Up
Vibration Test is intended to help discover mounting issues but successful completion of
the test does not validate the mounting of the GSU and GMU, and does not account for all
possible vibration profiles that may be encountered during normal aircraft operation.
1. Power on PFD1 in configuration mode (Section 29.2), this step can be skipped if PFD1 is already
in configuration mode.
2. Use the Touch Panel or a Move Selector Knob to select the ADAHRS Calibration Page.
3. Make sure that all the required status boxes are checked (Table 29-2 and Table 29-3). Use the
Touch Panel or a Move Selector Knob to select the ADAHRS (1, 2 or 3) that is being configured.
4. Use the Touch Panel or a Move Selector Knob to select Engine Run-up Test.
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5. Make sure the aircraft has been properly positioned per the on-screen instructions, then press the
Start button to begin the test.
6. Gradually increase power from idle to full throttle and back to idle over the course of 1-2 minutes,
the test data is displayed as the test progresses.
NOTE
If failures are indicated, the engine run-up test may be repeated up to three times. If the test
does not pass after three attempts, the installation should be considered unreliable until the
source of the vibration problem is identified and remedied. If the engine run-up test fails
repeatedly, record the values that are reported to be out of range for future reference.
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7. Press the Done softkey when engine runup has been completed, the test results will be displayed.
Make sure that test results indicate Passed, then press the Done button to return to the ADAHRS
page.
The following are potential causes for failure of the engine run-up test:
a) Excessive flexing of GSU 25/GSU 73 and/or GMU magnetometer mechanical mounting
with respect to airframe (see Section 13, Section 16, and Appendix F for applicable mount-
ing requirements and instructions).
b) Vibration or motion of GSU 25/GSU 73 and/or GMU magnetometer caused by neighboring
equipment and/or supports.
c) Mounting of GSU 25/GSU 73 at a location that is subject to severe vibrations (for example
close to an engine mount).
d) Mounting screws and other hardware for GSU 25/GSU 73 and/or GMU magnetometer not
firmly attached.
e) Absence of recommended mounting supports.
f) GSU 25/GSU 73 connector not firmly attached to unit.
g) Cabling leading to GSU 25/GSU 73 or GMU magnetometer not firmly secured to
supporting structure.
h) An engine/propeller combination that is significantly out of balance.
NOTE
In some aircraft, attempting the engine run-up test on a day with very strong and/or gusty
winds may cause the test to occasionally fail. However, windy conditions should not be
taken as evidence the test would pass in calm conditions; an actual pass is required before
the installation can be considered adequate.
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29.4.7.4 ADAHRS Static Pressure Calibration
The ADAHRS Calibration page (configuration mode) has a selection for ADAHRS Static Pressure
Calibration. This procedure is used to perform an altimeter re-calibration. The altitude pressure sensor
used in any G3X ADAHRS unit is very low drift and does not typically require re-calibration.
NOTE
This calibration is only used when an ADAHRS fails a periodic altimeter test and should
only rarely, if ever, be used.
The static pressure calibration requires the use of a pressure control system (test set) with an altitude
accuracy of at least +/- 5 ft at sea level and +/- 20 ft at 30,000 ft. It is necessary to re-calibrate to sea level
(0 ft), 10,000 ft, 20,000 ft, and optionally to 30,000 ft. The operator is allowed to finish the calibration at
the end of the 20,000 ft calibration if the 30,000 ft calibration is not desired.
CAUTION
To avoid damaging the ADAHRS pressure sensors, the pitot, AOA (for GSU 25), and static
ports must be connected to the test set.
It is acceptable to connect multiple pneumatic ports together. The AOA port should typically be connected
to the static port so it is always exposed to the same pressure as the static port during the test.
CAUTION
Leaving the AOA port disconnected and exposed to ambient pressure during the static
pressure re-calibration will damage the AOA sensor.
1. Power on PFD1 in configuration mode (Section 29.2), this step can be skipped if PFD1 is already
in configuration mode.
2. Use the Touch Panel or a Move Selector Knob to select the ADAHRS Calibration Page.
3. Use the Touch Panel or a Move Selector Knob to select the ADAHRS (1, 2 or 3) that is being
configured.
4. Use the Touch Panel or a Move Selector Knob to select Static Pressure Calibration.
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5. Use the Touch Panel or a Move Selector Knob to continue or cancel the calibration.
6. Make sure that all on-screen instructions have been complied with, then press the Start button to
begin the calibration. Actual displayed image will be similar to following figure.
7. At each calibration point (sea level, 10K, 20K, and optionally 30K ft), the display will present a
screen that allows time to establish the calibration pressure before continuing. For example, the
following screen is presented when it is time to establish the static pressure equal to sea level.
Press NEXT to continue and calibrate this pressure. Actual displayed image will be similar to
following figure.
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8. During the calibration at each pressure, the pressure must be held constant for 30 seconds for the
calibration step to be successful. The calibration may be cancelled at any point should the test
setup require adjustment before repeating.
9. When the static pressure calibration is complete, a status screen will show the procedure was
successful. Actual displayed image will be similar to following figure.
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29.4.8 Magnetometer Calibration Page
After mechanical and electrical installation of the GMU Magnetometer(s) have been completed, before
operation, a set of post-installation calibration procedures must be carried out on the Magnetometer
Calibration page.
The calibration procedures (29.4.8.1 – 29.4.8.3) may require that certain status boxes on the Magnetometer
Calibration Page (configuration mode) indicate a positive state (green check marks) before starting the
procedure. Table 29-2 and Table 29-3 list the status box requirements for each calibration procedure.
Table 29-4 describes the Magnetometer calibration procedures.
Table 29-4 Post Install Cal Procedure Summary for Magnetometer Calibration Page
Procedure
Procedure Name Installations Requiring Procedure
Description
Configure
magnetometer
Unit Orientation Required for all GMU 11 installations
installation
orientation
Required for initial installation verification.
This test should also be repeated to verify all subsequent
electrical changes associated with devices within 10.0 feet of
the GMU magnetometer. Such changes include, but are not
limited to, wiring, shielding or grounding changes to any light,
Validate no strobe, beacon or other electrical device located near or in the
magnetic same wing as the GMU magnetometer. Likewise, this test
Magnetic
interference with should also be repeated to verify all subsequent changes to
Interference Test
GMU materials within 10.0 feet of the GMU magnetometer. Such
magnetometer changes include, but are not limited to, addition, removal or
modification of ferrous or electrically conductive materials
located near or in the same wing as the GMU magnetometer
unit.
Garmin recommends this test be performed at least once every
12 months.
Required for all installations.
Magnetometer Compass Rose This calibration must be performed after every Pitch/Roll Offset
Calibration Taxi Maneuver Compensation and following a removal or replacement of the
GMU unit, or degaussing of the area near the GMU location.
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For each Calibration Procedure, Table 29-5 lists the LRUs that require valid calibration data.
Table 29-5 Data Validity Requirements for Magnetometer Calibration Procedures
Table 29-6 lists the type of valid calibration data required to be output by each LRU for the Calibration
Procedures listed in Table 29-5.
Table 29-6 Configuration Mode Magnetometer Page Status Boxes
The Magnetometer Configuration Page status boxes referred to in Table 29-5 and Table 29-6 are shown in
the following figure.
If removal and replacement of a GMU magnetometer unit is required after post-installation calibration has
been completed, the GMU 22 mounting rack or GMU magnetometer must not be moved. If the mounting
screws that secure the GSU 25/GSU 73 unit or the GMU magnetometer mounting rack are loosened for
any reason, post-installation calibration procedures, ADAHRS Unit Orientation (Section 29.4.7.1),
Pitch/Roll Offset Compensation (Section 29.4.7.2), ADAHRS Static Pressure Calibration
(Section 29.4.7.4), and GMU 11 Orientation (Section 29.4.8.1) must be repeated before the aircraft can be
returned to service.
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Any GMU magnetometer removal or replacement requires repeating the Magnetometer Calibration
(Section 29.4.8.3).
A repeat of the Pitch/Roll Offset Compensation (Section 29.4.7.2) requires a repeat of the Magnetometer
Calibration (Section 29.4.8.3).
The addition, removal, or modification of components that are ferrous, or otherwise magnetic, within 10.0
feet of the GMU magnetometer location after the Magnetometer Interference Test (Section 29.4.8.2) or
Magnetometer Calibration (Section 29.4.8.3) were completed requires a repeat of both procedures.
Furthermore, electrical changes to the installation that affect components within 10.0 feet of the GMU
magnetometer after the Magnetometer Calibration (Section 29.4.8.3) and Magnetometer Interference Test
(Section 29.4.8.2) were completed will require a repeat of the magnetometer interference test. If new
magnetic interference is detected, it must be resolved, then the Magnetometer Calibration
(Section 29.4.8.3) must be repeated. Wiring or grounding changes associated with a device located in the
vicinity of the GMU magnetometer is a good example of such a change.
5. Find the correct GMU 11 orientation, then select that orientation from the pull-down list.
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6. Read the description of the selected orientation to make sure the proper orientation has been
selected, then press the Save button to store the orientation.
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29.4.8.2 Magnetic Interference Test
NOTE
The Magnetic Interference Test is only required for initial installation verification. This
test should also be repeated to verify all subsequent electrical changes associated with
devices within 10.0 feet of the GMU magnetometer. Such changes include, but are not
limited to, wiring, shielding, or grounding changes to any light, strobe, beacon, or other
electrical device located in the vicinity of the GMU magnetometer unit. Likewise, this test
should also be repeated to verify all subsequent changes to materials within 10.0 feet of
the GMU magnetometer. Such changes include but are not limited to: addition, removal,
or modification of ferrous or electrically conductive materials located in the same wing as
a GMU magnetometer unit. This procedure validates that no electronic device is
interfering with the operation of the GMU magnetometer which directly impacts the
determination of attitude and heading by the GSU 25/GSU 73 AHRS. The ADAHRS Unit
Orientation (Section 29.4.7.1) and Pitch/Roll Offset Compensation (Section 29.4.7.2) are
not required before execution of this procedure.
CAUTION
The real time display shown during the interference test is only valid for the location of the
GMU when the test was initiated. If using this procedure to evaluate multiple mounting
locations, the test must be started over for each location, failure to do so could provide
incorrect test results.
NOTE
Garmin recommends this test be performed at least once every 12 months.
1. Power on PFD1 in configuration mode (Section 29.2), this step can be skipped if PFD1 is already
in configuration mode.
2. Use the Touch Panel or a Move Selector Knob to select the Magnetometer Calibration Page.
3. Make sure that all the required status boxes are checked (Table 29-2 and Table 29-3). Use the
Touch Panel or a Move Selector Knob to select the ADAHRS (1, 2 or 3) that is being configured.
4. Use the Touch Panel or a Move Selector Knob to select Magnetic Interference Test.
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5. Make sure the aircraft has been properly prepared per the on-screen instructions. See Table 29-7
for a sample test sequence. Press the Start button to begin the test.
6. The operator should carry out the actions called for in the prepared test sequence. During
calibration, a real-time value is displayed that represents the current magnetic field strength as a
percentage of the maximum limit.
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time
as specified in the prepared test sequence.
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7. After completing the prepared test sequence, press the Done softkey. Make sure that a PASSED
message appears on the display. The magnetic deviation value is displayed to indicate the pass or
fail margin of the test. Press the Done softkey to return to the Magnetometer Page.
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Table 29-7 Magnetometer Interference Test Sequence Example
Elapsed Time Since Start of Test (min:secs) Action
0:00 Test begins
0:10 Aileron full right
0:20 Aileron full left
0:30 Aileron level
0:40 Elevator up
0:50 Elevator down
1:00 Elevator level
1:20 Rudder left
1:40 Rudder right
1:50 Rudder center
2:00 Flaps down
2:10 Flaps up
2:20 Autopilot on
2:30 Autopilot off
2:40 Landing gear up
2:50 Landing gear down
3:00 Speed brake up
3:10 Speed brake down
3:20 Navigation lights on
3:30 Navigation lights off
3:40 Landing lights on
3:50 Landing lights off
4:00 Taxi lights on
4:10 Taxi lights off
4:20 Landing + Taxi lights on
4:30 Landing + Taxi lights off
4:40 Strobes on
4:50 Strobes off
5:00 Recognition lights on
5:10 Recognition lights off
Turn on all wing-tip lights simultaneously (typically will
5:20
include navigation lights, recognition lights and strobe)
5:30 Turn off all wing-tip lights simultaneously
5:40 Beacon on
5:50 Beacon off
6:00 Pitot heat on
6:10 Pitot heat off
6:20 End of test
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If the test fails, the installation should be considered unreliable until the source of magnetic interference is
identified and remedied. The magnetometer interference test must be repeated until passed. When the
magnetometer interference test fails, record the three magnetometer maximum deviation values and their
corresponding timestamps. A maximum deviation value greater than 100% of the total limit in any axis
indicates a problem that must be resolved. Compare the corresponding timestamps with the prepared test
sequence to identify which action produced the problem. Contact Garmin for assistance in resolving the
problem.
NOTE
Two common reasons for a failed magnetometer interference test are:
1) New equipment is installed in close proximity to the GMU magnetometer.
2) An existing or new electronic device has become grounded through the aircraft
structure instead of using the proper ground wire in a twisted shielded pair.
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29.4.8.3 Magnetometer Calibration
NOTE
The Pitch/Roll Offset Compensation (Section 29.4.7.2) must be successfully completed
before performing the Magnetometer Calibration.
NOTE
The Magnetometer Calibration must be carried out at a location that is determined to be
free of magnetic disturbances, such as a compass rose. Attempting to carry out this
maneuver on a typical ramp area will not yield a successful calibration. The accuracy of
the ADAHRS cannot be guaranteed if this calibration is not performed at a magnetically
clean location.
Taxi the aircraft to a site that has been determined to be free of magnetic disturbances. Make sure there are
no nearby magnetic materials on or near the perimeter of the site. If unavoidable, maneuver the aircraft to
keep the magnetometer from passing within twenty feet (6.1 meters) of such objects. Additionally make
sure that vehicles or other aircraft are an adequate distance [forty feet (12.2 meters)] away from the aircraft
under test.
At the site, align the aircraft to a heading of magnetic north (5°). It is best to offset the aircraft position to
the left (west) of the North/South axis to allow turning clockwise around the site as indicated in
Figure 29-5.
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With the aircraft stationary, initiate the GSU 25/GSU 73 ADAHRS magnetometer calibration procedure as
follows:
1. Power on PFD1 in configuration mode (Section 29.2), this step can be skipped if PFD1 is already
in configuration mode.
2. Use the Touch Panel or a Move Selector Knob to select the Magnetometer Calibration Page.
3. Make sure that all the required status boxes are checked (Table 29-2 and Table 29-3). Use the
Touch Panel or a Move Selector Knob to select the magnetometer (1, 2 or 3) that is being
configured.
4. Use the Touch Panel or a Move Selector Knob to select Magnetometer Calibration Test.
5. Make sure that all on-screen instructions have been complied with, then press the Start button to
begin the calibration.
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6. Follow the on-screen instructions, the dots at the end of the text will be removed as the test
progresses.
7. Follow the on-screen instructions by slowly turning the aircraft to the right, the dots at the end of
the text will be removed as the aircraft rotates 30 degrees. When all of the dots have been
removed, and the text changes to ‘Hold Position’, stop turning the aircraft, and wait for further
instructions.
8. Continue following the on-screen instructions until the calibration is completed. The calibration
will go through 12 cycles of holding, then turning to the right before completing a full circle.
9. When the calibration is finished, Make sure that a Calibration Status of “Passed” is displayed,
press the Done button to return to the Magnetometer Calibration Page.
NOTE
If more than one magnetometer is installed, it is recommended to perform the Magnetic
Calibration Procedure for both magnetometers consecutively, one procedure immediately
followed by the next. This is especially important if something about the airplane has
been changed that required a repeat of the Magnetic Calibration Procedure.
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29.4.9 AOA (Angle of Attack) Configuration Page
The AOA Configuration page is accessible only when an AOA input is enabled on the LRU Configuration
page (Section 29.4.6). This configuration mode page only allows viewing and deleting the AOA
calibration values, and changing the Show AOA Above and Hide AOA on Ground Below settings.
The AOA calibrations must be performed in-flight and the calibration procedures cannot be performed
using this configuration mode page.
The Show AOA Above and Hide AOA on Ground Below settings adjust the airspeed at which the AOA
information (Figure 29-6) will appear on the display.
1. In configuration mode (Section 29.2), use the Touch Panel or a Move Selector Knob to select and
view the AOA Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to make the desired changes.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.9.1 AOA Calibration (Performed In-flight)
Installations that include a GAP 26 and which have AOA enabled require that an AOA calibration be
performed to enable AOA functionality. The AOA calibration is used to find the four AOA settings shown
in Figure 29-7. These calibrations must be done while in flight. The AOA Setup page (Figure 29-9) on
PFD 1 is used for the AOA cal procedure, and is accessed in normal mode (requires that an AOA input is
enabled on the LRU Configuration page, see Section 29.4.6).
WARNING
AOA calibration involves flying the aircraft at low airspeeds and angles of attack at or near
the stall point. Do not perform AOA calibration until the aircraft's stall recovery
characteristics are well-understood. Before AOA calibration, Make sure the aircraft is
clear of all traffic and at a safe altitude for stall recovery.
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29.4.9.2 AOA Calibration Procedure (Normal Mode Only)
Perform the following procedures in this section. Any of the calibration procedures can be repeated to
fine-tune the behavior of the AOA gauge and audio alerting.
NOTE
For best results, perform all AOA calibration in smooth air. Turbulence or rough air can
affect the calibration.
NOTE
The calibration values displayed for the AOA calibration points are proportional to actual
AOA (the greater the calibration value, the greater the AOA) but are not otherwise
representative of any specific unit of measure.
For the calibration to be valid:
• The stall warning AOA calibration value (resultant from the calibration procedure) must be greater
than the minimum visible AOA calibration value (see Figure 29-9).
• The caution alert AOA calibration value (resultant from the calibration procedure) must be greater
than the minimum visible AOA calibration value and less than the stall warning AOA calibration
value (see Figure 29-9).
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1. In normal mode on PFD 1, press the MENU Key twice to display the Main Menu.
2. Use the Touch Panel or a Move Selector Knob to select the Setup button.
3. Use the Touch Panel or a Move Selector Knob to select the Angle of Attack button.
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4. Use the Touch Panel or a Move Selector Knob to make the desired selections.
5. If AOA calibration has not yet been performed, the calibration fields will be blank. “AOA
pressure measurement not valid” will be displayed if an air pressure sensor is not connected, or if
the aircraft is on the ground. To delete an existing AOA calibration, press the CLR key.
6. Perform the 3 required calibration points (Minimum Visible AOA Calibration, Caution Alert AOA
Calibration, Stall Warning AOA Calibration), plus 1 optional calibration point (Approach Target
AOA Calibration, if desired) in the following recommended order.
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Minimum Visible AOA Calibration
This procedure sets the AOA value for the bottom of the AOA gauge green arc (Figure 29-10), which is
also the AOA value at which the gauge will first appear on the PFD. Perform this calibration while flying
the aircraft at an AOA somewhat higher than a normal cruise flight (1.5 x stall speed is suggested) to avoid
nuisance frequent appearances of the AOA gauge.
3. Follow the onscreen instructions, then press the Done button when finished.
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4. Verify the calibration is successful, then press the Done button when finished.
NOTE
After calibrating all required AOA points, if the AOA gauge appears too frequently or not
frequently enough, the Minimum Visible AOA calibration step can be repeated to set a
new value.
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Caution Alert AOA Calibration
This procedure sets the AOA value for the bottom of the yellow "chevron" section of the AOA gauge
(Figure 29-11), which is also the AOA value at which the audible stall warning sound will begin to
intermittently play. Perform this calibration while flying the aircraft at an AOA below the aircraft's stall
AOA (1.1 x stall speed is suggested).
3. Press the Calibrate button when in compliance with the onscreen instructions.
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4. Verify the calibration is successful, then press the Done softkey when finished.
NOTE
After calibrating all required AOA points, if the AOA caution alert and audio warning
occur too frequently or not frequently enough, the Caution Alert AOA calibration step can
be repeated to set a new value.
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Stall Warning AOA Calibration
This procedure sets the AOA value for the top of the red "chevron" section of the AOA gauge
(Figure 29-12), which is also the AOA value at which the audible stall warning sound will play
continuously (just before stall break is suggested).
3. Press the Done button when in compliance with the onscreen instructions.
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4. Verify the calibration is successful, then press the Done button when finished.
5. If desired, repeat the Stall Warning AOA calibration using a different flap setting.
6. If desired, proceed to Approach Target AOA Calibration (Optional). If the Approach Target AOA
Calibration procedure is not desired, the AOA Calibration Procedure is complete.
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Approach Target AOA Calibration (Optional)
This procedure sets a specific point (1.3 x stall speed is suggested) on the AOA gauge to use as the ideal
target AOA for an approach, glide, short-field landing, etc. If calibrated, the approach target AOA will
display as a green circle on the AOA gauge (Figure 29-13). To be valid, the approach target AOA must be
between the minimum visible (green) and caution alert (yellow chevron) AOA points.
3. Press the Calibrate button when in compliance with the onscreen instructions.
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4. Verify the calibration is successful, then press the Done button when finished.
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29.4.10 Autopilot LRU Configuration Page
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29.4.10.2 Autopilot Configuration Page for the Garmin Autopilot
This section details the autopilot configuration.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Autopilot
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. To return to stored default settings, or to display advanced settings, press the Menu key, then press
the desired button on the popup window.
5. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.10.3 On Ground Initial Checkout
NOTE
The following post installation checkout must be followed after every completed
installation. These steps should be followed when using a Garmin mounting kit or non-
Garmin mounting parts to install the GSA 28.
After mounting the GSA 28, please complete the following steps before completing the first flight with the
GSA 28.
1. Verify the flight controls can move from stop to stop without binding or interference. Check the
GSA 28 output mechanism and added linkage do not come in contact with any part of the airframe
while traveling through its full range of motion.
• If using a pushrod linkage, verify the servo crank arm and pushrod cannot experience an
over-center condition when the flight controls are moved through their full range of travel.
Consult Section 15.5 to verify complete servo pushrod installation requirements.
• Per Figure 29-14 if using a bridle cable and capstan, verify the cable is wrapped around the
capstan the required number of turns, the ball is in the center of travel when the flight
controls are in the neutral position, and the ball cannot exit the capstan groove when the
flight controls are moved through their full range of travel. Consult Section 15.5 to verify
complete servo capstan installation requirements.
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29.4.10.4 General Autopilot Description (for configuration)
The GSA 28 based autopilot system is a fully integrated, high performance autopilot that can control up to
three axes of an aircraft. The autopilot system is also capable of managing the trim control for an axis,
either through driving an external DC trim motor, or through an additional separate GSA 28 servo. The
following four subsections (roll, pitch, yaw, and trim) are provided to aid the pilot/installer in
understanding/configuring the Garmin GSA 28 autopilot system.
Roll Servo
All GSA 28 autopilot systems require a servo to control the roll axis of an aircraft. A single axis GSA 28
installation that controls only the roll axis is sometimes referred to as a “wing-leveler”.
The roll servo follows roll steering commands from the G3X display so the airplane will hold a desired roll
angle, follow a desired heading, or follow the lateral component of a flight plan.
During the flight test phase of the autopilot checkout, the roll servo aggressiveness will be adjusted to get
the desired in-fight performance. The “Roll Servo Gain” setting is used to set the aggressiveness of the roll
servo. A larger number will cause the roll servo to more aggressively control the aircraft, and a smaller
number will cause the roll servo to less aggressively control the aircraft.
Pitch Servo
Most GSA 28 autopilot systems consist of both a roll and pitch servo allowing for full 2-axis control of the
aircraft.
The pitch servo follows vertical guidance commands from the G3X display so the airplane will hold a
desired pitch angle, vertical speed, airspeed, or altitude, and also follow the vertical component of a flight
plan.
Vertical control of the aircraft is all based on controlling the pitch angle with two additional sub-modes for
vertical speed and airspeed. What this means is the basic pitch mode performance must be properly
adjusted before changing settings that adjust the vertical speed and airspeed based modes.
NOTE
Make sure pitch mode functionality is properly adjusted before attempting to adjust
vertical speed or airspeed mode performance
During the flight test phase of the autopilot checkout, the pitch servo aggressiveness will be adjusted to get
the desired in-fight performance. The “Pitch Servo Gain” setting is used to set the aggressiveness of the
pitch servo. A larger number will cause the pitch servo to more aggressively control the aircraft, and a
smaller number will cause the pitch servo to less aggressively control the aircraft.
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Yaw Damper
The GSA 28 autopilot system can be expanded to support a yaw damper. A yaw damper will control the
rudder to try and compensate or remove aircraft body yaw (tail wagging). The yaw damper will also try to
null the lateral acceleration (center the ball) over the long term. The ball centering portion of the yaw
damper is not a replacement for proper rudder trim.
During the flight test phase, the yaw damper is configured and set up after the basic two axis pitch and roll
performance has been properly configured. This is done so the pilot can focus on properly adjusting the
performance of each individual component of the autopilot system without trying to tune them all at once.
NOTE
Make sure basic autopilot functionality is properly adjusted before using the yaw damper.
During the flight test phase of the autopilot checkout, the yaw servo aggressiveness will be adjusted to get
the desired in-fight performance. The “Yaw Damper Servo Gain” setting is used to set the aggressiveness
of the yaw servo. A larger number will cause the yaw servo to more aggressively control the aircraft, and
a smaller number will cause the yaw servo to less aggressively control the aircraft.
Trim Control
The GSA 28 autopilot servos can be used to control the trim system in an aircraft. In some installations,
the autopilot servo(s) will drive external 3rd party trim motor(s) using a variable voltage output signal from
the GSA 28 servo(s). In other installations, separate GSA 28 servo(s) dedicated to this purpose may
directly control the trim system with no 3rd party trim motor(s) being used.
When the autopilot is disengaged, the servos can adjust the trim speed based on the current aircraft
airspeed. This allows the trim to run slower at high airspeeds and faster at low airspeeds. When the
autopilot is engaged in the air, the servos can adjust the trim control to minimize the force on the primary
controls. This helps make sure the aircraft will be properly trimmed when the autopilot is later disengaged.
During the flight test phase, the trim system is configured and set up after the primary autopilot
performance has been properly configured. This is done so the pilot can focus on properly adjusting the
performance of the primary autopilot system without having the auto-trim functionality interfere.
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29.4.10.5 Step by Step On-Ground Setup
2. If you have installed a 2-axis (pitch and roll) autopilot, use the LRU page in configuration mode on
the PFD to configure the “Autopilot Servos” for “Pitch + Roll”.
3. If you have installed a 3-axis (pitch, roll, and yaw) autopilot, use the LRU page in configuration
mode on the PFD to configure the “Autopilot Servos” for “Pitch + Roll + YD”.
4. Go to the System Information page in configuration mode and verify the Roll, Pitch, and Yaw
servos are properly communicating with the system indicated by a green check box.
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5. Go to the System Information page in configuration mode and verify the CWS/Disconnect Input is
properly wired for each servo.
a) CWS/Disconnect Input should display “Low” when the autopilot disconnect button is
pressed.
b) CWS/Disconnect Input should display “Open” when the autopilot disconnect button is NOT
pressed.
c) The system will compare the CWS/Disconnect input from all servos, press and hold the
autopilot disconnect button for at least 5 seconds to verify there are no SYNC faults.
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6. Go to the System Information page in configuration mode and verify the proper Trim Activity is
displayed if the Roll servo is connected to an auxiliary trim motor.
a) Center the aileron trim switch to input no TRIM command. Verify the aileron trim switch is
not moving. Verify that Trim Activity for the Roll servo is properly displaying “-” for no
activity.
b) Use the aileron trim switch to input a roll right TRIM command. Verify the aileron trim
switch properly moves for roll right trim. Verify that Trim Activity for the Roll servo is
properly displaying “Roll Right”.
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c) Use the aileron trim switch to input a roll left TRIM command. Verify the aileron trim
switch properly moves for roll left trim. Verify that Trim Activity for the Roll servo is
properly displaying “Roll Left”.
d) If the aileron trim response is reversed, go to the Trim Configuration page and change the
Roll Trim Motor Direction to Reverse, then repeat step all of step 6.
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e) On the Trim Configuration page, verify the electric trim motor responds in the proper
directions by pressing the Test button, then using the Roll Left and Roll Right buttons on the
Roll Trim Movement Test popup window.
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7. Go to the System Information page in configuration mode and verify the correct Trim Activity is
displayed if the Pitch servo is connected to an auxiliary trim motor.
a) Center the elevator trim switch to input no Trim command. Verify the elevator trim switch
is not moving. Verify that Trim Activity for the Pitch servo is properly displaying “-” for no
activity.
b) Use the elevator trim switch to input a nose up Trim command. Verify the elevator trim
switch properly moves for nose up trim. Verify the Trim Activity for the Pitch servo is
properly indicating “Nose Up”.
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c) Use the elevator trim switch to input a nose down Trim command. Verify the elevator trim
switch properly moves for nose down trim. Verify the Trim Activity for the Pitch servo is
properly indicating “Nose Down”.
d) If the elevator trim response is reversed, go to the Trim Configuration page and change the
Pitch Trim Motor Direction to Reverse, then repeat step all of step 7.
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e) On the Trim Configuration page, verify the electric trim motor responds in the proper
directions by pressing the Test button, then using the Pitch Up and Pitch Down buttons on
the Pitch Trim Movement Test popup window.
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8. Go to the System Information page in configuration mode and verify the proper Trim Activity is
displayed if the Yaw servo is connected to an auxiliary trim motor.
a) Center the aircraft rudder trim switch to input no Trim command. Verify the rudder trim
switch is not moving. Verify that Trim Activity for the Yaw servo is properly displaying “-”
for no trim activity.
b) Use the rudder trim switch to input a yaw right Trim command. Verify the rudder trim
switch properly moves for yaw left trim. Verify the Trim Activity for the Yaw servo is
properly indicating “Yaw Right”.
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c) Use the rudder trim switch to input a yaw left Trim command. Verify the rudder trim switch
properly moves for yaw left trim. Verify the Trim Activity for the Yaw servo is properly
indicating “Yaw Left”.
d) If the rudder trim response is reversed, go to the Trim Configuration page and change the
Yaw Trim Motor Direction to Reverse, then repeat step all of step 8.
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e) On the Trim Configuration page, verify the electric trim motor responds in the proper
directions by pressing the Yaw Left and Yaw Right buttons on the Yaw Trim Movement
Test popup window.
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9. Go to the Autopilot Configuration page and navigate to the Roll Tab to configure the servo
direction.
a) The Servo Direction should be set to Normal. The servo arm should move clockwise to
cause a bank left aileron movement and the servo arm should move counterclockwise to
cause a bank right aileron movement.
b) The Servo Direction should be set to Reverse. The servo arm should move clockwise to
cause a bank right aileron movement and the servo arm should move counterclockwise to
cause a bank left aileron movement.
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10. Go to the Autopilot Configuration page and navigate to the Pitch Tab to configure the servo
direction.
a) The Servo Direction should be set to Normal. The servo arm should move clockwise to
cause a nose down elevator movement and the servo arm should move counterclockwise to
cause a nose up elevator movement.
b) The Servo Direction should be set to Reverse and the servo arm should move clockwise to
cause a nose up elevator movement and the servo arm should move counterclockwise to
cause a nose down elevator movement.
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11. Go to the Autopilot Configuration page and navigate to the Yaw Damper Tab to configure the
servo direction.
a) The Yaw Damper Servo Direction should be set to Normal. The servo arm should move
clockwise to cause a nose left rudder movement and servo arm should move
counterclockwise to cause a nose right rudder movement.
b) The Yaw Damper Servo Direction should be set to Reverse. The servo arm should move
clockwise to cause a nose right rudder movement and the servo arm should move
counterclockwise to cause a nose left rudder movement.
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12. Go to the Trim Configuration page and verify the Trim Motor Control is disabled for all servos.
NOTE
Initial autopilot tuning is done with the trim control disabled to avoid the auto-trim
function from interfering with the initial autopilot tuning.
a) By disabling the TRIM MOTOR CONTROL, this will disable auto-trim and airspeed
scheduled trim, but the pilot can still control trim in the aircraft using the normal manual
electric trim inputs. Auto-trim and airspeed scheduled trim will be setup later in the
autopilot setup procedure.
13. Go to the Autopilot Configuration page and set the proper min/max airspeed limits for the pitch
servo. The pitch servo will lower or raise the nose of the aircraft to try and keep it inside these
airspeed limits.
a) The min airspeed limit should be set above the stall speed of the aircraft with some margin.
b) The max airspeed limit should be set below the never exceed speed of the aircraft with some
margin.
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29.4.10.6 Autopilot Setup
The next phase of setting up the Garmin autopilot system is to verify the proper functionality of the
autopilot system on the ground in normal mode. This phase of the checkout requires a valid aircraft
heading and pitch output from the ADAHRS. This means the post installation procedures must have
already been completed on the ADAHRS before performing the on ground autopilot normal mode
checkout.
NOTE
The following procedure can be performed using either the GMC Mode Controller
controls or the available mode controls on the AP control page of the PFD.
1. Leave the autopilot disengaged and verify the controls can be manipulated smoothly with no
control system binding.
2. Press the AP button to engage the autopilot in ROLL and PITCH modes, then press HDG to
engage HDG mode laterally.
3. Command a nose down, left bank (per the following).
a) Press the Heading knob on the PFD to center the HDG bug
b) Turn the Heading knob on the PFD counter-clockwise to command a left turn
c) Use the Nose Down button or the wheel on the GMC Mode Controller to command a pitch
down
4. Verify the stick properly moves in a direction that would cause the aircraft to pitch down and roll
to the left smoothly with no control system binding.
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5. Press the AP button to engage the autopilot in HDG/PIT modes, then press HDG to engage HDG
mode laterally.
6. Command a nose down, right bank (per the following).
a) Press the Heading knob on the PFD to center the HDG bug
b) Turn the Heading knob on the PFD clockwise to command a right turn
c) Use the Nose Down button or the wheel on the GMC Mode Controller to command a pitch
down
7. Verify the stick properly moves toward the nose and toward the right wing smoothly with no
control system binding.
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11. Press the AP button to engage the autopilot in HDG/PIT modes, then press HDG to engage HDG
mode laterally.
12. Command a nose up, left bank (per the following).
a) Press the Heading knob on the PFD to center the HDG bug
b) Turn the Heading knob on the PFD counter-clockwise to command a left turn
c) Use the Nose Up button or the wheel on the GMC Mode Controller to command a pitch up
13. Verify the stick properly moves toward the tail and toward the left wing smoothly with no control
system binding.
14. If the stick position does not move in the correct direction, correct the roll and pitch servo
directions documented in Servo Wiring Checkout Step 9 and Step 10.
15. Engage the autopilot and verify it can be overpowered in both the pitch and roll axis. If the
autopilot cannot be overpowered, use the Autopilot Setup screen to reduce the MAX TORQUE
setting for the associated servo.
a) Press the MENU key two times on the GDU to enter the MAIN MENU page.
b) Press the Setup button.
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c) Press the Autopilot button.
16. Engage the autopilot and verify it properly disconnects with a short press and release of the CWS/
DISCONNECT button.
a) If the audio output of the G3X system is connected to the aircraft audio system, verify the
pilot hears an autopilot disconnect tone when disconnecting the autopilot.
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29.4.10.7 Yaw Damper Setup
The next phase of setting up the Garmin autopilot system is to verify the proper functionality of the yaw
damper system on the ground in normal mode. This phase of the checkout requires a valid output from the
ADAHRS. This means the post installation procedures must have been completed on the ADAHRS before
performing the on ground autopilot normal mode checkout.
1. Leave the yaw damper disengaged and verify the rudder pedals can be manipulated smoothly with
no control system binding.
2. Press the YD button on the AFCS control page of the PFD.
a) With a GMC Mode Controller:
i. Press the YD button on the GMC Mode Controller
3. Verify the rudder properly moves to the correct direction by standing by the tail of the aircraft,
facing the vertical stabilizer, and pushing on the fuselage. The rudder should move AWAY from
you (the rudder should move in the same direction the rear fuselage is moving):
a) If the rudder does not move the correct direction, correct the yaw servo direction
documented in Servo Wiring Checkout Step 11.
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4. Engage the yaw damper and verify it can be overpowered in yaw axis using rudder pedal inputs. If
the autopilot cannot be overpowered, use the Autopilot Setup screen to reduce the MAX TORQUE
setting for the yaw damper servo:
a) Press the MENU key two times on the GDU to enter the Main Menu page.
b) Press the Setup button.
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d) Select YAW DAMPER and set the MAX TORQUE.
5. The CWS/DISCONNECT input can optionally be connected to the Yaw Damper. If this
connection was made, engage the yaw damper and verify that is properly disconnects with a short
press and release of the CWS/DISCONNECT button.
a) If the audio output of the G3X system is connected to the aircraft audio system, verify the
pilot hears an autopilot disconnect tone when disconnecting the autopilot.
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29.4.10.8 Step By Step In-Air Autopilot Setup
The next phase of setting up the Garmin autopilot system is to verify and tune the proper functionality of
the autopilot system in the air.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during the initial
engagement of the autopilot system. The pilot should always have easy access to the
autopilot disconnect button to disconnect the autopilot and take control of the aircraft at
anytime.
At a minimum, please follow the following safety guidelines before the initial autopilot engagement:
• Quick access to autopilot disconnect
• Safe altitude above and away from all terrain and obstacles
• No air traffic in the area
• Safe airspeed below maneuvering speed (VA)
NOTE
If desired, in the following procedures the advanced/expert settings can be accessed from
the Autopilot Setup page by pressing Menu, then selecting SHOW ADVANCED
SETTINGS. Then press MENU again and select SHOW EXPERT SETTINGS.
Roll Tab
1. Use the Autopilot Setup page to adjust the Roll Servo gain setting
a) Engage the autopilot in ROL/PIT mode with the aircraft approximately level
i. With no GMC Mode Controller:
1.Press, hold, and release the CWS/DISCONNECT button to engage the AP
ii. With a GMC Mode Controller
1.Press the AP button on the GMC Mode Controller to engage the AP
2.Press the YD button on the GMC Mode Controller to DISENGAGE the YD
b) Press the MENU key two times on the GDU to enter the Main Menu page.
c) Press the Setup button.
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d) Press the Autopilot button.
e) Select the Roll Tab and highlight the Roll Servo Gain entry.
f) Adjust the servo gain so the aircraft properly responds to the roll guidance from the flight
director
i. Overpower the autopilot to fly away from the current flight director commanded roll
ii. Release controls and monitor autopilot response and closure back to commanded roll
iii. Set the SERVO GAIN higher to make the autopilot more aggressive
iv. Set the SERVO GAIN lower to make the autopilot less aggressive
2. The Roll Tab has additional expert settings that can be adjusted to achieve the desired lateral mode
performance. These settings are detailed in Section 29.4.10.10 and should only be adjusted after
studying the description to properly understand their effect on the roll servo. See preceding note to
access the expert settings.
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Pitch Tab
1. Use the Autopilot Setup page to adjust the Pitch Servo Gain setting
a) Engage the autopilot in ROL/PIT mode with the aircraft approximately level
i. With no GMC Mode Controller:
1.Press, hold, and release the CWS/DISCONNECT button to engage the AP
ii. With a GMC Mode Controller:
1.Press the AP button on the GMC Mode Controller to engage the AP
2.Press the YD button on the GMC Mode Controller to DISENGAGE the YD
b) Press the MENU key two times on the GDU to enter the Main Menu page.
c) Press the Setup button.
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e) Select Pitch Tab and highlight the Pitch Servo Gain entry.
f) Adjust the servo gain so the aircraft properly responds to the pitch guidance from the flight
director
i. Overpower the autopilot to fly away from the current flight director commanded pitch
ii. Release controls and monitor autopilot response and closure back to commanded pitch
iii. Set the SERVO GAIN higher to make the autopilot more aggressive
iv. Set the SERVO GAIN lower to make the autopilot less aggressive
2. The pitch tab has additional expert settings that can be adjusted to achieve the desired vertical
mode performance. These settings are detailed in Section 29.4.10.10 and should only be adjusted
after studying the description to properly understand their effect on the pitch servo. See preceding
note to access the expert settings.
The following pitch settings should be configured only after the pitch/roll servo max torque and servo
gains have been set per the preceding pages.
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NOTE
It is important to make sure of proper autopilot response in PIT mode before proceeding to
adjust other autopilot pitch axis gains and modes (including ALT and VS modes).
The min/max airspeed fields set the min/max limits of autopilot vertical authority. The autopilot will
limit the pitch control to stay within the min/max airspeed limits.
The vertical speed gain is one of the most important gains in the system since it controls the behavior of
the VNAV, ALT, and VS modes and also largely determines how well the plane flies LPV and ILS
approaches.
The vertical speed gain is adjusted in a very similar manner to the pitch servo gain. Engage the autopilot
in ROL/VS modes in level flight (vertical speed approximately zero).
Adjust the vertical speed gain so the aircraft properly responds to the VS guidance from the flight
director.
1. Overpower the autopilot to fly away from the current flight director commanded vertical speed.
2. Release controls and monitor autopilot response and closure back to the commanded vertical
speed.
3. Set the vertical speed gain higher to make the autopilot more aggressive if it feels “lazy” or not as
responsive as desired.
4. Set the vertical speed gain lower to make the autopilot less aggressive if the control is too “harsh”
or more responsive than desired.
The vertical accel gain can often be left set at 1.00, but can be used to improve altitude captures when
climbing or descending in VS or VNAV mode.
1. Climb to an altitude target in VS mode and note the altitude capture.
2. Set the vertical accel gain higher if the aircraft objectionably overshoots the altitude target before
leveling off at the correct altitude.
3. Set the vertical accel gain lower if the aircraft objectionably undershoots the altitude target before
leveling off at the correct altitude.
Similar to the vertical speed gain and vertical accel gain, the airspeed gain and airspeed accel gain can be
used to improve airspeed hold performance when needed.
The yaw servo has additional advanced and expert settings that can be adjusted to achieve the desired yaw
damping performance. These settings are detailed in Section 29.4.10.10 and should only be adjusted after
studying the description to properly understand their effect on the yaw servo. See preceding note to access
the advanced/expert settings.
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Yaw Damper Setup
The next phase of setting up the Garmin yaw damper system is to verify and tune the proper functionality
of the yaw damper system in the air.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during the initial
engagement of the autopilot system. The pilot should always have easy access to the
autopilot disconnect button so he can disconnect the autopilot and take control of the
aircraft at anytime.
At a minimum, please follow the following safety guidelines before the initial autopilot engagement:
• Quick access to autopilot disconnect
• Safe altitude above and away from all terrain and obstacles
• No air traffic in the area
• Safe airspeed below maneuvering speed (VA)
1. Use the Autopilot Setup page to adjust the Yaw Damper gain setting
a) Press the MENU key two times on the GDU to enter the Main Menu page.
b) Press the SETUP button.
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c) Press the Autopilot button.
d) Select YAW DAMPER page and highlight the SERVO GAIN entry.
e) Adjust the servo gain so the aircraft properly responds to the yaw body rates (tail wagging)
i. Engage the autopilot in LVL mode with the aircraft approximately level
ii. With a GMC Mode Controller
1.Press the LVL button on the GMC Mode Controller to engage the AP in LVL
mode
2.Press the YD button on the GMC Mode Controller to disengage the YD
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iii. Fly a yaw doublet and engage the YD as the ball swings through the center
1.Right foot rudder to swing ball left
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3.Engage YD by pressing the YD button on the GMC Mode Controller as ball
swings through the center
4.Set SERVO GAIN so the established yaw body rate from the yaw doublet is
properly dampened out
a.Set the SERVO GAIN higher to make the yaw damper more aggressive
b.Set the SERVO GAIN lower to make the yaw damper less aggressive
The yaw servo has additional advanced and expert settings that can be adjusted to achieve the desired yaw
damping performance. These settings are detailed in Section 29.4.10.10 and should only be adjusted after
studying the description to properly understand their effect on the yaw servo. See preceding note to access
the advanced/expert settings.
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29.4.10.9 In Air Setup
The next phase of setting up the Garmin GSA 28 based trim control system is to verify and set the proper
functionality of the trim system in the air.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during this phase of
the flight test. The pilot should always have easy access to the autopilot disconnect button
so he can disconnect the autopilot and take control of the aircraft at anytime.
At a minimum, please follow the following safety guidelines before the initial autopilot engagement:
• Quick access to autopilot disconnect
• Safe altitude above and away from all terrain and obstacles
• No air traffic in the area
• Safe airspeed below maneuvering speed (VA)
1. Use the Autopilot Setup page to adjust the Trim Motor Speed to get the desired manual electric
trim response.
a) Press the MENU key two times on the GDU to enter the Main Menu page.
b) Press the Setup button.
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c) Press the Trim button.
d) Select the Trim Setup page and highlight the various trim motor speeds
e) Adjust the trim motor speeds at the two airspeed thresholds to get a desirable trim response
i. Trim aircraft using manual electric trim inputs
ii. Trim response should not be overly slow
iii. Trim response should not be overly fast
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29.4.10.10 Detailed Autopilot Configuration Page Options
The installer needs to make the following autopilot configuration selections when setting up the GSA 28
based autopilot system.
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Table 29-8 General Tab, Autopilot Configuration Settings
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Roll Tab, Autopilot Configuration
The installer needs to make the following roll servo configuration selections when setting up the GSA 28
based autopilot system. These selections are made in configuration mode using the Autopilot
Configuration page and the roll servo setup screen in the autopilot setup menu in normal mode.
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Figure 29-27 Roll Tab, Autopilot Configuration Page
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Pitch Tab, Autopilot Configuration
The installer needs to make the following pitch configuration selections when setting up the GSA 28 based
autopilot system. These selections are made in configuration mode using the Autopilot Configuration page
and the Pitch Tab screen in the autopilot setup menu in normal mode.
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Table 29-10 Pitch Tab, Autopilot Configuration Settings
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Table 29-10 Pitch Tab, Autopilot Configuration Settings
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Yaw Damper Tab, Autopilot Configuration
The installer needs to make the following yaw damper configuration selections when setting up the
GSA 28 based yaw damper system. These selections are made in configuration mode using the Autopilot
Configuration page, and the yaw damper setup screen in the autopilot setup menu in normal mode.
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Table 29-11 Yaw Damper Autopilot Configuration Settings
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29.4.10.11 Analog Autopilot Configuration Page
The Analog Autopilot Configuration Page allows configuration for installations using a GAD 29B data
converter to interface to a non-Garmin autopilot.
Wiring guidance for analog autopilot installations is available in Appendix B of the G3X Touch EFIS Part
23 AML STC Installation Manual, 190-02472-01.
The two following screenshots show the available configuration settings for Custom Configuration. The
settings are described in Table 29-12.
Figure 29-31 Analog Autopilot Configuration Page, Custom Config Screen (upper)
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Figure 29-32 Analog Autopilot Configuration Page, Custom Config Screen (lower)
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Non-Garmin Autopilot Systems
Non-Garmin autopilots listed in Table C-5 are compatible with the G3X Touch system.
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Table 29-13 Compatible Equipment – Autopilots
Data Interfacing Equipment
MFR Model G3X Configuration Setting
Format Configuration Information
Analog Autopilot Configuration Page:
300 IFCS Autopilot Type: “Cessna 300 (AC)”,
“Cessna 400 (AC)” or “Cessna 800 (AC)”
400 IFCS Analog
– as applicable.
800 IFCS GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Cessna
Analog Autopilot Configuration Page:
300B IFCS Autopilot Type: “Cessna 300 (DC)”,
“Cessna 400 (DC)” or “Cessna 800 (DC)”
400B IFCS Analog
– as applicable.
800B IFCS GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KAP 100”
KAP 100 Analog
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KAP 140”
KAP 140 Analog
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KAP 150”
KAP 150 Analog
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Honeywell
Analog Autopilot Configuration Page:
/
Bendix Autopilot Type: “Bendix King KAP 200”
KAP 200 Analog
King GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KFC 150”
KFC 150 Analog
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KFC 200”
KFC 200 Analog
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Analog, Analog Autopilot Configuration Page:
KFC 225 ARINC 429
Autopilot Type: “Bendix King KFC 225”
GPSS
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Table 29-13 Compatible Equipment – Autopilots
Data Interfacing Equipment
MFR Model G3X Configuration Setting
Format Configuration Information
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 20”
System 20 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 30”
System 30 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 40”
System 40 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 50”
System 50 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
S-TEC GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 55”
System 55 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
GPSS Scale Factor: “1.000”
Analog, Must be configured to operate
System Analog Autopilot Configuration Page:
Discrete, with KI-525 (KCS-55) heading
55X Autopilot Type: “S-Tec System 55X”
ARINC 429 system.
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 60”
System 60 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Must be configured to operate
Analog, Autopilot Type: “S-Tec System 65”
System 65 with KI-525 (KCS-55) heading
Discrete GPS Steering: “Enabled”
system.
GPSS Scale Factor: “1.000”
Analog Autopilot Configuration Page:
Autocontrol Autopilot Type: “Piper AutoControl”
Analog
III/IIIB GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
Piper
Analog Autopilot Configuration Page:
Altimatic III/ Autopilot Type: “Piper Altimatic”
Analog
IIIB-1/IIIC GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
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29.4.11 Flight Director Configuration Page
The Flight Director Page allows configuration of certain options for the flight director. This page will only
appear in installations that include a Garmin autopilot.
1. In configuration mode (Section 29.2), use the Touch Screen or a Move Selector Knob to select the
Flight Director Configuration page.
2. Use the Touch Screen or a Move Selector Knob to select the desired configurable item and make
the desired change. Then press the OK Key to select the next item.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
Indicator Type–Controls whether the flight director command indicator on the PFD uses a single-cue or
dual-cue presentation.
TO/GA Takeoff Pitch and TO/GA Go-Around Pitch–These fields allow customization of the pitch
attitude targets that will be commanded when the flight director is in Takeoff (TO) or Go-Around (GA)
mode, to suit the performance characteristics of the aircraft. The default value for both settings is 5
degrees. These fields will appear only if a discrete input is configured for the AFCS TO/GA function.
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Maximum Bank Angle–Used to limit the maximum roll attitude commanded by the flight director for
aircraft that have unusual attitude limitations. This setting should not be adjusted from the default of 30°
except for very high performance aircraft that have bank angle limitations at high speeds.
Altitude Controls–Select Normal (default) or Simplified. Selecting Simplified results in a simpler set of
behaviors for altitude hold mode. See the G3X Touch Pilot's Guide for additional details.
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29.4.12 ESP™-X™ Configuration Page
This page allows configuration of certain options for the ESP™ (Electronic Stability and Protection)
function. It will only appear in installations that include an autopilot with Garmin servos. ESP is an
optionally enabled feature that is intended to assist the pilot in maintaining the aircraft in a stable flight
condition. This feature will only function when the aircraft is above 200 feet AGL and the autopilot is not
engaged.
ESP engages when the aircraft exceeds one or more conditions (pitch, roll, airspeed) beyond the normal
flight parameters. Enhanced stability for each condition provides a force to the appropriate control surface
to return the aircraft to the normal flight envelope. This is perceived by the pilot as resistance to control
movement in the undesired direction when the aircraft approaches a steep attitude or high airspeed. As the
aircraft deviates further from the normal attitude and/or airspeed, the force increases (up to an established
maximum) to encourage control movement in the direction necessary to return to the normal attitude and/
or airspeed range.
See the G3X Touch Pilot’s Guide (190-01754-00) for details of ESP operation. ESP is configured on the
Electronic Stability Configuration page in Configuration Mode per the following procedure.
1. In configuration mode (Section 29.2), use the Touch Screen or a Move Selector Knob to select the
ESP Configuration page.
2. Use the Touch Screen or a Move Selector Knob to select the desired configurable item and make
the desired change. Then press the OK Key to select the next item.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
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Roll Attitude Limiting–Select Enabled or Disabled (all other fields remain blank when Disabled). Enter
desired Bank Limit of aircraft (range 45°to 60° right and left), this limit will appear as Guardrails on the
PFD.
Pitch Attitude Limiting–Select Enabled or Disabled. Enter desired Pitch Limit of aircraft. Allowable
range of -10°to -25° for Down Limit, and +10° to +25° for Up Limit (default settings are -15° and +20°
respectively).
Airspeed Limiting–Allowable range of settings are 50 kt minimum airspeed to 999 kt maximum airspeed.
NOTE
The minimum airspeed setting should be set to a value lower than the minimum airspeed
that is anticipated during approach while above 200 ft AGL.
Mach Number Limiting–Select Enabled or Disabled. Enter desired Mach Limit of aircraft. This field
does not appear unless an MMO (maximum operating mach) value is entered on the Aircraft Configuration
page. Allowable range of settings are from 0.10 mach minimum to 1.0 mach maximum (default setting is
0.5).
Default ESP Powerup State–Select Enabled or Disabled. Setting determines whether the ESP is
functioning upon powerup. If disabled, ESP can still be enabled in normal operating mode.
NOTE
ESP can also be inhibited with an optional external toggle switch connected to a discrete
input. See ESP Inhibit information in Section 29.4.23.2.2 and interconnect example in
Figure 25-2.2 page 2.
Auto Engage LVL Mode–Select Enabled or Disabled. When enabled, the autopilot will engage with the
flight director in Level Mode to bring the aircraft into level flight if ESP has been engaged for more than
10 seconds of a 20 second time period.
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29.4.13 Trim Configuration Page
The GSA 28 autopilot servos can be used to control the trim system in an aircraft. When the autopilot is
disengaged, the servos can adjust the trim speed based on the current aircraft airspeed. This allows the trim
to run slower at high airspeeds and faster at low airspeeds. When the autopilot is engaged in the air, the
servos can adjust the trim control to minimize the force on the primary controls. This helps make sure the
aircraft will be properly trimmed when the autopilot is later disengaged.
During the flight test phase, the trim system is configured and set up after the primary autopilot
performance has been properly configured. This is done so the pilot can focus on properly adjusting the
performance of the primary autopilot system without having the auto-trim functionality interfere.
The G3X Touch system supports DC trim motors driven directly from pins 13, 14 of the GSA 28, or
GSA 28 trim servos which operate independently on the CAN bus without connections to the GSA 28
pitch/roll servos. This section provides specific configuration guidance for DC trim motors connected to
the GSA 28 servos, however, the configuration parameters are similar for the other less common method of
using GSA 28 trim servos.
NOTE
Make sure basic autopilot functionality is properly adjusted before enabling trim control
for any servo.
NOTE
Available trim configuration items can change depending on whether trim control is
enabled for a DC motor or a Garmin servo LRU (second GSA 28), and whether the
electrical control system LRU is enabled.
Figure 29-38 Roll Trim Tab, Trim Configuration Page (ECS enabled)
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29.4.13.1 Roll Trim Tab, Trim Configuration
The installer needs to make the following roll trim configuration selections when setting up the
GSA 28 based autopilot system. These selections are made in configuration mode using the Trim
Configuration page.
NOTE
The displayed rows of the Roll Trim tab configuration options will vary depending upon
system configuration.
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Table 29-14 Roll Trim Configuration Settings
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29.4.13.2 Pitch Trim Tab, Trim Configuration
The installer needs to make the following pitch trim configuration selections when setting up the GSA 28
based autopilot system. These selections are made in configuration mode using the Trim Configuration
page.
NOTE
The displayed rows of the Pitch Trim tab configuration options will vary depending upon
system configuration.
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Table 29-15 Pitch Trim Configuration Settings
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29.4.13.3 Yaw Trim Tab, Trim Configuration
The installer needs to make the following yaw trim configuration selections when setting up the
GSA 28 based autopilot system. These selections are made in configuration mode using the Trim
Configuration page.
NOTE
The displayed rows of the Yaw Trim tab configuration options will vary depending upon
system configuration.
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Table 29-16 Yaw Trim Configuration Settings
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29.4.13.4 Trim Speed Tab, Trim Configuration
The installer needs to make the following trim speed configuration selections when setting up the
GSA 28 based trim system. These selections are made in configuration mode using the Trim
Configuration page.
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Table 29-17 Trim Speed Tab, Trim Configuration Settings
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29.4.13.5 Step by Step Trim System Setup
On-ground Setup
After setting up and testing the GSA 28 based autopilot and yaw damper systems, the pilot can configure
the trim system.
1. Go to the Trim Configuration page and enable the Trim Motor Control for all servos that are
connected to auxiliary trim motors.
2. Select the Trim Speed tab of the Trim Configuration page and set the airspeed thresholds for
fastest and slowest trim movement.
a) Recommend setting the fastest movement airspeed to the airspeed typically used to fly the
normal aircraft landing pattern.
b) Recommend setting the slowest movement airspeed to the airspeed typically used for cruise
flight.
c) Recommend setting the fastest motor speed 100% (will be adjusted later in flight)
d) Recommend setting the slowest motor speed to 25% (will be adjusted later in flight)
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29.4.14 Flaps Configuration Page
The Flaps Configuration Page contains the following three items:
Flap Switch Mode -
a. In Absolute Position mode, the flaps move to one of four absolute positions in response to an
active low on the flap discrete inputs, and there are no speed constraints.
b. In Relative Position mode, the switch up/switch down flap motion is relative to the last position
and there are optional speed constraints on partial/full flap deployment.
Full Flap Max Airspeed - Enter maximum airspeed for full flap deployment. (Relative Position mode
only)
Partial Flap Max Airspeed - Enter maximum airspeed for partial flap deployment, entry must be greater
than the full flap maximum airspeed. (Relative Position mode only)
The airspeed values are only used in conjunction with the flap control and appear only when the GAD 27 is
present. These values do not affect airspeed display.
The GAD 27 flap wiring examples in Figure 23-2.2 p. 2, Figure 23-2.3 p. 1, Figure 23-2.3 p. 2,
Figure 23-2.3 p. 3 provide one example of a Relative Position flap switch installation and three examples
of Absolute Position flap switch installation.
NOTE
Electrical Control System must be enabled on the LRU Configuration Page in order to
display the Flaps Configuration Page.
NOTE
There must be intermediate flap positions configured (more than only 0 and Full) for the
partial flap maximum airspeed selection to be available.
NOTE
Automatic flap movement is not supported in configuration mode. Hold the flap switch for
1 second or longer (Relative Position) or use the screen controls on the flap position
sensor calibration page (Absolute Position) to perform manual flap movement.
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29.4.15 Aircraft Configuration Page
The Aircraft Configuration Page allows setting the parameters for Reference Speeds and Flight Planning.
The aircraft identifier and map symbol can also be entered on this page.
1. In configuration mode, use the Touch Screen or a Move Selector Knob to select the Aircraft
Configuration Page.
2. Use the Touch Screen or a Move Selector Knob to select the desired configurable item and make
the desired change.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
Aircraft Tab
Aircraft identifier–The aircraft identifier is used in the data log file and on the Flight Log page.
Map symbol–The aircraft symbol that is displayed on the Map page can be selected from different
vehicles that are stored internally to the unit. Additional vehicles may be downloaded from
www.garmin.com/vehicles.
NOTE
To use a downloaded .srf aircraft symbol, create a ‘Vehicle’ directory on the SD card(s),
then copy the .srf file to the new ‘vehicle’ directory. For installations with multiple GDUs,
the .srf file must be present on each SD card inserted into each of the GDUs. If the file is
not present, the GDU will use the default black-and-white airplane symbol.
Flight Planning fields–The flight planning fields adjust the default values (fuel flow and cruise speed)
used in normal mode for flight planning calculations (ETE, Leg Fuel, etc.).
Takeoff Safe Altitude–Altitude threshold (AGL) for takeoff safe altitude alert.
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Reference Speeds Tab
Reference Speeds–The aircraft Vspeeds can be entered using the Touch Screen or a Move Selector Knob.
A label can be added to the Custom (1-4) reference speed fields. The entered label text will be displayed
on the airspeed tape (in normal mode) at the entered speed. If no text is entered for the label, a small
triangle will appear instead.
The aircraft's maximum speed limit can be configured in three different ways. All aircraft have a
maximum indicated airspeed limit (VNE) which is configured using the VNE - Indicated field. This
airspeed is marked on the PFD airspeed tape with a red line, and does not change with altitude. In this
example, the value for VNE has been entered as 205 knots indicated airspeed. The aircraft is below the
never-exceed speed any time its indicated airspeed is below 205 knots.
For certain aircraft types, maximum airspeed is additionally limited by true airspeed (TAS). A secondary
airspeed limit expressed as true airspeed may optionally be configured using the VNE - True field. This
airspeed is marked on the PFD airspeed tape with a second red color band, which shows the equivalent
indicated airspeed at which the aircraft's true airspeed will exceed the configured true airspeed limit value.
At low altitudes where true and indicated airspeed are similar, the PFD airspeed tape will show only the
indicated VNE limit. At higher altitudes where true airspeed increases, a second red color band will begin
to appear on the PFD airspeed tape to indicate the point where the aircraft will exceed the true airspeed
limit at the current pressure altitude.
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In this example, the aircraft's VNE values have been configured as 205 knots indicated airspeed, and 270
knots true airspeed. At high altitudes, the aircraft can reach the true airspeed limit even if its indicated
airspeed is below the normal indicated VNE "red line". The second red band on the PFD airspeed tape
alerts the pilot to this condition.
A third way to configure the aircraft's maximum airspeed limit is to enter a value for Maximum Operating
Mach Number (MMO, see Section 29.4.12). As with TAS-based VNE, the value for MMO will be
displayed on the PFD airspeed tape using a second red band that shows the equivalent indicated airspeed at
which the aircraft's Mach number will exceed the configured maximum Mach number. At high altitudes,
the aircraft can reach the maximum Mach limit even if its indicated airspeed is below the normal indicated
VNE "red line". The second red band on the PFD airspeed tape alerts the pilot to this condition.
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PFD G Meter Tab
The G-meter may be displayed at any time on the PFD Setup page. Not entering any values, or clearing
the values, disables the G-Meter entirely.
Gauge G Max–The Gauge G Max field allows for setting the maximum G values displayed on the PFD
G-meter.
Gauge G Min–The Gauge G Min field allows for setting the minimum G values displayed on the PFD
G-meter.
Auto Display–The Auto Display setting (On) allows the G-Meter to appear in place of the HSI when
G-loads on the aircraft exceed a fixed threshold (setting Auto Display to Off disables Auto Display of the
G-Meter)
Color Lines–When set to Enabled, this option allows the green, red, and yellow bands and the red and
yellow radial markings to appear on the G-Meter.
Positive G Red Line–This sets the point at which the red line appears for positive G values displayed on
the PFD G-meter.
Positive G Yellow Line–This sets the point at which the yellow line appears for positive G values
displayed on the PFD G-meter.
Negative G Yellow Line–This sets the point at which the yellow line appears for negative G values
displayed on the PFD G-meter.
Negative G Red Line–This sets the point at which the red line appears for negative G values displayed on
the PFD G-meter.
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29.4.16 Weight & Balance Configuration Page
Configuring the Weight & Balance function is optional. The Weight & Balance Configuration Page
allows setting the weight and balance parameters including the loading envelope for the airplane. These
parameters are then used on the Main Menu W/B Page in normal mode. Weight/Balance may be used
during pre-flight preparations to verify the weight and balance conditions of the aircraft. By entering the
weight and arm values into the Aircraft Empty window, the GDU 4XX can calculate the total weight,
moment, and center of gravity (CG).
CAUTION
It is the installer’s responsibility to verify the accuracy of the data/values entered and the
resulting envelope graph depicted on the weight and balance configuration page.
Before entering the various figures, the empty weight of the airplane and the arm (or “station”) for each
weight should be determined. These figures should be determined using the aircraft weight and balance
documentation for the airplane, which notes the weight limitations, balance, fore/aft CG limits and loading
envelope. Compare those figures to the values calculated by the GDU 4XX.
The Loading Envelope - Weight vs CG window contains fields for the entry of minimum and maximum
aircraft weight, and the minimum and maximum CG location.
Each station listed in the Station window has an editable name and arm location. This allows the setting of
the units of measure used for that station (weight, or units of avgas or jet fuel). An optional maximum
value can be set for a particular station (e.g. a fuel tank might have a max capacity of 50 gallons) or the
max can be set to zero so that no maximum will be imposed.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Weight &
Balance Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.16.1 Loading Envelope - Weight vs CG
The G3X Touch EFIS allows for Simple and Advanced envelope types to be used.
Simple Envelope Type: Allows for a basic loading envelope using minimum and maximum center of
gravity and weights for a particular aircraft. The Loading Limits window contains fields for the entry of
minimum and maximum aircraft weight, and the minimum and maximum CG location.
Advanced Envelope Type: Allows for a more complex weight vs. CG loading graph that mirrors the
loading envelope graph on the aircraft’s weight and balance documentation. When Advanced is selected
the loading window changes to Loading Envelope – Weight vs. CG.
NOTE
Enter as many stations as required to accommodate various aircraft loading and seating
configurations.
To edit the envelope in Advanced envelope type mode, select Edit Envelope. The Display Options tab will
be displayed.
Display Options Tab: Allows for configuring the display of the envelope as desired. Up to four loading
envelopes may be entered. Select data and add the category under name as desired. If the aircraft is
certified in two categories, one would be entered under Envelope Number 1 and the other under Envelope
Number 2.
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Envelope Data Tab: The values must be entered in sequential order, clockwise or counterclockwise around
the outline of the envelope, using the values on the aircraft weight and balance documentation loading
envelope graph. Input data as necessary and select Save to return to the Weight and Balance Configuration
page.
NOTE
If the aircraft weight and balance documentation loading graph is provided as a Moment
vs. Weight envelope, calculate the CG for each point on the envelope to configure it for the
G3X.
CAUTION
Do not use the Weight & Balance function if unsure how to properly configure the
envelope and verify it is correct.
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29.4.16.2 Stations Window
Each station listed in the Station window has an editable name and arm location. This allows the setting of
the units of measure used for that station (weight, or units of fuel). An optional maximum value can be set
for a particular station (e.g. a fuel tank might have a max capacity of 50 gallons) or the max can be set to
zero so that no maximum will be imposed.
1. Enter the aircraft’s Empty CG Arm and Empty Weight on the stations tab.
2. To create a new station, press the Add button, enter the name, units, max weight, and arm, then
select the OK Button.
3. To edit or delete a station, press the Edit Button. Press the Delete button (if desired) to delete the
station.
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29.4.17 Units Configuration Page
The Units Configuration Page allows selection of the desired displayed units for the listed items in the
Units Configuration window. The settings accessed on this page include:
1. In configuration mode, use Touch Panel or a Move Selector Knob to select the Units
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.18 Display Configuration Page
The Display Configuration Page allows setting the parameters for display backlight and display options
configuration.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Display
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
Screenshot– This function allows a ‘screenshot’ of the current display to be stored to an SD card.
Enabled–When enabled, with an SD card in the SD card slot, press and hold the Menu key to save a
screenshot bitmap file to the SD card. A banner message will appear to indicate the success/
failure of the screenshot (for example, a failure results when an SD card is not inserted).
Disabled–Default setting
User Selected–When enabled, the user can enable or disable the Screenshot function in normal mode.
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PFD1(or PFD2) Startup Display Mode–
NOTE
The following references to MFD1 or PFD1 also apply to MFD 2, MFD 3, PFD 2, and
PFD3.
Controls the screen layout that PFD1 assumes upon applying power. The user may then toggle between
full-screen and split modes on the “Full/Split” mode button on the top corner of data bar.
User Selected (default setting)–Allows changing PFD1 layout in normal mode from the Display
Setup page in the main menu. The associated User Selected setting used by the Display Setup
page (in normal mode) lists the setting as PFD Startup Mode. Selecting any setting other than
User Selected disallows the selection of PFD Startup Mode on the Display Setup page.
Auto–PFD1 turns on as a full-screen PFD display (when in a multi-display system and not in
reversionary mode). Display location is then user-selectable.
Split Screen–PFD1 turns on in split-screen mode. Display location is then user-selectable.
PFD1 Split Screen Side–Controls where the side multi-function pane is displayed on PFD1 when split
screen is selected. (Applies to GDU 460 only).
User Selected (default setting)–Allows the pilot/user to select the desired location in normal mode
from the Display Setup page on the main menu.
Left–The multi-function pane will be displayed on the left side of the screen when split screen is
selected.
Right–The multi-function pane will be displayed on the right side of the screen when split screen is
selected.
PFD1 Mode Button Screen Side–Controls where the split/full screen mode button is displayed on PFD1.
User Selected (default setting)–Allows the pilot/user to select the desired location of the split/full
screen mode button in normal mode from the Data Bar page on the main menu.
Auto–When set to Auto, the system automatically places the split/full screen mode button on either
the left or right corner of the data bar, and the selection cannot be change by the user/pilot.
Left–The split/full screen mode button will be displayed on the upper loft corner of the data bar.
Right–The split/full screen mode button will be displayed on the upper loft corner of the data bar.
MFD1 Startup Display Mode–Controls the screen layout that MFD1 assumes during start. The user may
then toggle between full-screen and split modes using the “Full/Split” mode button on the top corner of
data bar.
User Selected (default setting)–Allows changing MFD1 layout in normal mode from the Display
Setup page in the main menu. The associated User Selected setting used by the Display Setup
page (in normal mode) lists the setting as MFD Startup Mode. Selecting any setting other than
User Selected disallows the selection of MFD Startup Mode on the Display Setup page.
Auto–MFD1 turns on as a full-screen MFD display (when in a multi-display system and not in
reversionary mode). Display location is then user-selectable.
Split Screen–MFD1 turns on in split-screen mode. Display location is then user-selectable.
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MFD1 Split Screen Side–Controls where the side multi-function pane is displayed on MFD1 when split
screen is selected. (Not applicable to GDU 470; the multi-function pane will default to the lower half of
the screen.)
User Selected (default setting)–Allows the pilot/user to select the desired location in normal mode
from the Display Setup page on the main menu.
Left–The multi-function pane will be displayed on the left side of the screen when split screen is
selected.
Right–The multi-function pane will be displayed on the right side of the screen when split screen is
selected.
MFD1 Mode Button Screen Side–Controls where the split/full screen mode button is displayed on
MFD1. (Applicable to GDU 460 when configured as an MFD.)
User Selected (default setting)–Allows the pilot/user to select the desired location in normal mode
from the Display Setup page on the main menu.
Auto–When set to Auto, the system automatically places the split/full screen mode button on either
the left or right corner of the data bar, and the selection cannot be change by the user/pilot.
Left–The split/full screen mode button will be displayed on the upper loft corner of the data bar.
Right–The split/full screen mode button will be displayed on the upper loft corner of the data bar.
NAV Radio Controls–Allows selection of two versions of the displayed NAV buttons.
Normal (default setting)–The NAV radio's active and standby frequencies are displayed in two
adjacent windows. This setting applies to all NAV radios displayed on the screen.
Minimized–The NAV radio's active and standby frequencies are displayed as stacked in one window.
This setting applies to all NAV radios displayed on the screen.
COM Radio Control - Allows selection of two versions of the displayed COM buttons.
User Selected (default setting)–Allows the pilot/user to select the desired location in normal mode
from the Display Setup page on the main menu.
Normal (default setting)–The COM radio's active and standby frequencies are displayed in two
adjacent windows.
Minimized–The NAV radio's active and standby frequencies are displayed as stacked in one window.
Toggle Split Screen Layout With BACK Key–Controls if the Back key/button can be used to switch
between split or full screen modes.
User Selected (default setting)–Allows the pilot/user to select/change if the Back key can be used to
switch back and forth from full to split screen modes.
Enabled–Enables the Back key to be used to toggle between full and split screen modes. In this
setting the split/full mode button may also be used.
Disabled–Disables the Back key from being used to toggle between full and split screen modes. With
this setting the split/full mode button must be used to toggle between the full and split screen
modes.
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EIS/Engine Page Layout–There are 3 options, User Select, Combined, and Separate. User Select allows
the pilot to toggle between Combined and Separate from normal mode, in the Display options.
When EIS/Engine Page Layout is set to:
• Combined - the EIS display is dynamic, when the supplemental ENG tab is opened on the MFD
side of the display, the EIS display changes layout.
• Separate - the EIS display will not change, regardless of the presence of the ENG tab on the MFD
side of the screen.
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Figure 29-45 EIS Display Set to Separate
EIS Display as displayed (Figure 29-45) when set to Separate. In this mode, the EIS Display does not
change layout.
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29.4.19 Backlight Configuration Page
The Backlight Configuration Page allows setting the parameters for display backlight and display options
configuration.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Backlight
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
Backlight Configuration:
Backlight Input Source–Can be set to Manual, Photocell, or Lighting Bus. If set to manual, the backlight
intensity (display brightness) can be set from 0-100%.
Default Input–Can be set to Manual, Photocell, or Lighting Bus. This controls the backlight mode that
will be active each time the system is powered on
Backlight Graph:
Brightness is displayed as the vertical (Y) axis, and aircraft lighting bus voltage is displayed as the
horizontal (X) axis. The graph changes according to the auto backlight control settings, and the lighting
bus voltage.
Input Level–Displays the current lighting bus voltage
Backlight Level–Displays the current backlight level (0-100%)
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Auto Backlight Control:
Button Offset–Adjusts the bezel backlight to be brighter than display backlight. Bezel lighting appears
dimmer than display lighting when set to the same brightness level. Bezel backlight can brightened by
raising the Button Offset value.
Photocell Brightness–Sets the minimum and maximum brightness of the display backlight based on the
photocell output.
Photocell Time Constant–Adjusts the speed (in seconds) so the brightness level responds to changes in
the photocell output.
Lighting Bus Type–Can be set to 14v Bus or 28v Bus. Bezel keys and display lighting are controlled by
the input voltage on pin 43 (0-14 VDC) or pin 26 (0-28 VDC).
Lighting Bus Min–Sets the minimum brightness of the display backlight based on the lighting bus input.
Lighting Bus Max–Sets the maximum brightness of the display backlight based on the lighting bus input.
Lighting Bus Time Constant–Adjusts the speed (in seconds) so the brightness level responds to changes
in the input level.
Lighting Bus Off Threshold–Sets the lighting bus off threshold input level. At the threshold level, the
backlighting is turned on per the Lighting Bus Min setting. Below the threshold level, the backlighting
defaults to using the photocell. If the value is set to 0 V, the value will be ignored and the display
brightness will remain at the Lighting Bus Min level for any input level between 0 V and the Min
Brightness level.
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29.4.20 Sound Configuration Page
The Sound Configuration Page allows setting the parameters for various alert and message tones. Test
buttons are provided to test audio volume and configuration.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Sound
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired selection.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
The configuration options for the Sound Configuration Page are listed/described as follows:
Alert Audio Source–If more than one GDU 4XX is installed, an Alert Source field will appear on the
SOUND Configuration page. The Alert Source item may be configured so a single specific GDU always
outputs alert audio. Or, the Alert Source item may be configured to "Auto", which will cause whichever
display is present to output alert audio, in the following priority order: PFD1, PFD2, MFD1, MFD2, PFD3,
MFD3.
Alert Audio Output–If set to Mono & Stereo, alert tones and messages will be output on both the mono
and stereo outputs. If set to Mono Only, alert tones and messages will be output only on the mono output.
If set to Stereo Only, alert tones and messages will be output only on the Stereo output.
Master Alert Volume–Controls the volume level (0%-100%) of all audio alerts that do not have their own
volume setting, including autopilot, flight director, terrain, traffic, and CAS messages.
Terrain Audio–Enables/disables terrain awareness audio alerts
Traffic Audio–Enables/disables Traffic Audio alerts
Traffic N/A Alert–Enables/disables Traffic Not Available alerts
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VNE Alert–Enables/Disables VNE exceedance audio alert
AFCS Attention Tones–Enables/disables AFCS attention tones
AOA Alert–Enables/disables AOA Alert tone. Volume can be individually set for this alert by touching
Volume. The far left position of the volume slider sets the volume to AUTO. If set to AUTO, the volume
will be slaved to the Master Alert Volume.
Altitude Alert–Enables/disables the Altitude Alert tone. Volume can be individually set for this alert by
touching Volume. The far left position of the volume slider sets the volume to AUTO. If set to AUTO, the
volume will be slaved to the Master Alert Volume.
Message Tone–Controls the volume level (settings 1-10, or OFF) of message tones (Airspace Advisory
Messages, Approaching VNAV Target Altitude Message, etc.). Volume can be individually set for this
alert by touching Volume. The far left position of the volume slider sets the volume to AUTO. If set to
AUTO, the volume will be slaved to the Master Alert Volume.
Minimums Alert–Enables/disables the Altitude Minimums tone. Volume can be individually set for this
alert by touching Volume. The far left position of the volume slider sets the volume to AUTO. If set to
AUTO, the volume will be slaved to the Master Alert Volume.
Takeoff Alert–Enable/disables takeoff safe altitude alert. Volume can be individually set for this alert by
touching Volume. The far left position of the volume slider sets the volume to AUTO. If set to AUTO, the
volume will be slaved to the Master Alert Volume.
VNAV Alert–Enables/disables VNAV TOD proximity alert. Volume can be individually set for this alert
by touching Volume. The far left position of the volume slider sets the volume to AUTO. If set to AUTO,
the volume will be slaved to the Master Alert Volume.
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29.4.21 RS-232 Configuration Page
The RS-232 Configuration Page allows configuration of the RS-232 ports on the GDU 4XX displays.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the RS-232
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
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Each connected GDU 4XX has five configurable RS-232 (PFD 1, MFD1, PFD2, MFD2, PFD 3, and
MFD3) channels. Use the Touch Panel or a Move Selector Knob to select the desired RS-232 channel, the
optional settings are:
Garmin Data Transfer - The proprietary format used to exchange data with a PC or a GDL 39
Garmin Instrument Data - Used for connecting to compatible Garmin LRUs (e.g. GSU 25, GMC 30X)
GTS™ Instrument Data - This setting is used exclusively to communicate with GTS series products.
Connext® 38400 baud (GTN™ Connext 2) - Used for connecting a GDU 4XX display to a GTN 6XX/
7XX for performing Connext functions, such as flight plan transfer.
Connext 57600 baud - This setting is used with a wired connection to the GTX™ 345/45R when
configured for Connext Format 1, the GDL 5X, the GPS 175, the GNX 375, and the GNC 355.
Connext 115200 baud - This setting is used with a wired connection to the GTX™ 345/45R when
configured for Connext Format 4 configuration setting.
Garmin HSDB - Used for connecting to compatible Garmin LRUs (e.g. GTS 8XX, see Section 23.2 and
Appendix G.2)
Garmin VHF Comm - Outputs frequency tuning data to an SL40, GTR 200, or GTR 225 comm radio,
and receives radio status data for on-screen radio display.
Garmin VHF Nav/Comm - Outputs frequency tuning and VOR radial selection data to an SL30 or
GNC® 255 Nav/Comm radio. Receives lateral/vertical NAV deviation signals and radio status data for
on-screen radio display.
Aviation Out - Primarily used to provide GPS data to ELT units. Can also be used to send data to a
portable GPS unit.
Fuel Flow Out - Variant of the Shadin Format which can be used to provide data to a GTN, GNS, etc.
Fuel/Airdata Out - Variant of the Shadin Format which can be used to provide data to a GTN, GNS, etc.
NMEA Out - Supports the output of standard NMEA 0183 version 3.01 data at user selectable baud rate of
either 4800 or 9600. The GDU outputs data from the selected GPS source (internal GPS or external GPS1/
GPS2) using NMEA sentences.
A setting that allows switching the NMEA output between "Normal" and "Fast" speeds is accessed by
pressing the MENU Key on the Comm Page (at least one output must be set to NMEA Out) which enables
a Configure NMEA Output button to appear.
Pressing this button displays a pop-up window which allows the selection of the Lat/Lon format and the
output rate. These settings affect all RS-232 ports that are configured to output NMEA data. The selected
speed is displayed following the baud rate now for all ports configured for NMEA output. This feature is
useful for sending data to devices that require the full set of NMEA sentences at a slower pace.
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Fast (every second): GPBOD, GPRMB, GPRMC, PGRMH, PGRMZ
Normal (every two seconds): GPAPB, GPBOD, BPBWC, GPGGA, GPGLL, GPGSA, GPGSV,GPRMB,
GPRMC, GPRTE, GPVTG, GPWPL, GPXTE, PGRME, PGRMH, PGRMM, PGRMZ
Text Out – Selecting Text Out enables a Configure Text Output button to appear when the Menu key is
pressed (while on the COM Configuration Page). Pressing this button displays a pop-up menu that allows
setting four selections (Attitude/Air Data, Engine/Airframe Data, GPS Position/Velocity, and EIS
Complete Data) to On or Off. The On setting allows the output of Text Data as described in Appendix C.
Aviation In - The proprietary format used for input to the G3X (baud rate of 9600) from an FAA certified
Garmin panel mount unit. Allows the G3X to display a Go To or route selected on the panel mount unit,
which eliminates the need to enter the destination on both units. If the external GPS navigator supports
both the Aviation In and MapMX formats, Garmin recommends using the preferred MapMX format.
Aviation In/NMEA & VHF Out - Receives aviation data and transmits out both NMEA data, at 9600
baud, and VHF frequency tuning information to a Garmin Nav/Comm radio.
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MapMX - Receives flight plan and navigation data from a Garmin IFR GPS navigator, and optionally
outputs frequency tuning data and receives radio status data for on-screen radio display. The preferred
data source when interfacing with an external navigator, and is only available from Garmin units with a
WAAS GPS receiver. When MapMX data is received, the G3X display can show more accurate
information about the external navigator flight plan (e.g. DME, arcs, and holding patterns).
GTX TIS-A In - Receives TIS A-data from a Garmin Mode-S panel-mount transponder. If the
transponder is connected to the ADAHRS 1 LRU (as shown in Section 23.2 or Appendix G.2), it is not
necessary to connect its output to a GDU RS-232 port.
TIS-A In/NMEA & VHF Out - Receives TIS-A data and transmits out both NMEA data, at 9600 baud,
and VHF frequency tuning information to a Garmin Nav/Comm radio. Note that if a transponder is
connected to the ADAHRS 1 LRU (as shown in Section 23.2 or Appendix G.2), it is not necessary to select
TIS-A In, as the transponder data is received through the ADAHRS 1 LRU.
Integrated Autopilot – For use with Autopilots that use both ARINC 429 and bi-directional RS-232 data
(ARINC 429 output set to Autopilot). Integrated Autopilot is a proprietary serial format that provides
autopilot control softkeys and status annunciations on the G3X PFD. See wiring examples in Section 23.2
and Appendix G.2.
Note the following when configuring the communication settings:
· Each GNS™ 4XX/5XX, GNS 480, or GTN 6XX/7XX series unit must be connected to a MapMX/
Aviation RS-232 input on one of the GDU 4XX units (in addition to the ARINC 429
connection(s)). ARINC 429 data input from a GNS 4XX/5XX, GNS 480, or GTN 6XX/7XX
series unit will be ignored unless a corresponding MapMX/Aviation RS-232 input is also
configured.
· When connecting two GNS 4XX/5XX, GNS 480, or GTN 6XX/7XX series units to the G3X
system, connect the MapMX/Aviation RS-232 output from NAV 1 to an RS-232 input on PFD1,
and connect the MapMX/Aviation RS-232 output from NAV 2 either to an RS-232 input on the
MFD, or to a higher-numbered RS-232 input on PFD1.
· Highlight the ‘GPS1’, ‘GPS2’, etc. fields on the Main Configuration page to verify which RS-232
and ARINC 429 inputs the G3X system is currently using for NAV 1 and NAV 2.
Vertical Power – A 3rd party LRU that integrates with the G3X to monitor and control the entire electrical
system through the GDU.
CO Detector - Receives data from a third-party carbon monoxide detector. Refer to the G3X Touch
Pilot’s Guide for further information.
Lightning Detector - Receives lightning strike data and transmits heading data to a third-party lightning
detector.
NOTE
Some panel-mount GPS navigators and NAV/COM radios do not transmit RS-232 data
when they are in configuration mode. To verify RS-232 connections, make sure these units
are operating in normal mode.
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29.4.22 ARINC 429 Configuration Page
The configuration options for the 2 ARINC 429 output and 4 ARINC 429 input ports on the GAD 29 or
GSU 73 are detailed in this section.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the ARINC 429
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
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The transmitted labels are as follows:
100P Selected Course 1 203 Pressure Altitude 204 Baro Corrected Altitude
205 Mach Number 206 Indicated Airspeed 210 True Airspeed
211 Total Air Temperature 212 Vertical Speed 213 Static Air Temperature
235 Baro Setting (BCD) 244P Fuel Mass Flow 247P Fuel Mass
320 Magnetic Heading 371G Manufacturer ID 377 Equipment ID
Autopilot–For use with Autopilots that use both RS-232 and ARINC 429 data. The transmitted labels are
as follows:
001 Distance To Waypoint (BCD) 012 Ground Speed (BCD) 100P Selected Course 1
101 Selected Heading 102 Selected Altitude 104 Selected Vertical Speed
114 Desired Track (True) 115 Waypoint Bearing (True) 116G Cross Track Distance
117G Vertical Deviation 121 Roll Command 122 Pitch Command
147G Magnetic Variation 203 Pressure Altitude 204 Baro Corrected Altitude
206 Indicated Airspeed 212 Vertical Speed 235 Baro Setting (BCD)
251 Distance To Waypoint 312 Ground Speed 313 Ground Track
320 Magnetic Heading 324 Pitch Angle 325 Roll Angle
371G Manufacturer ID 377 Equipment ID
NOTE
Some panel-mount GPS navigators and NAV/COM radios do not transmit ARINC 429
data when they are in configuration mode. To verify ARINC 429 connections, make sure
these units are operating in normal mode.
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29.4.23 PFD Configuration Page
The configuration options for the Primary Flight Display Configuration Page are detailed in this section.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the PFD
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
Attitude Indicator Symbol - Allows the selection of 4 different PFD attitude symbols (shown in
Figure 29-46).
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Pitch Offset–Allows the pitch offset to be Disabled or User Selected (default). When disabled, the pitch
offset is not able to be changed as a user setting.
Roll Display–Allows setting the Roll Display to either Ground Pointer or Sky Pointer.The Ground Pointer
configuration displays both the roll arc and the pitch ladder anchored to the horizon and the roll pointer
beneath the roll arc pointing to the present roll angle. The Sky Pointer configuration displays the pitch
ladder moving with the horizon, but the roll arc remains fixed and centered in the display. The roll pointer
beneath the roll arc moves with the horizon and in the opposite direction of aircraft roll.
GROUNDPOINTER SKYPOINTER
Figure 29-47 Roll Display Symbols
Vertical Speed Indicator Range–Allows the range of the vertical speed tape to set to +/- 2,000 fpm,
+/- 3,000 fpm, or +/- 4,000 fpm.
HSI Orientation–Allows setting the PFD HSI Orientation to either Heading or User Selected (default).
The Heading selection displays the HSI (on the PFD) in a heading-up orientation. The User Selected
setting enables an HSI Orientation option on the PFD Setup page, see the G3X Touch Pilot’s Guide
(190-0174-00) for more info.
Trim/Flap Position Display–Allows installer to hide or show trim and flap indications on the PFD. If set
to User Selected, the pilot can toggle these indications on and off in normal mode.
Miscompare Monitoring (see Figure 29-48)– Selecting ADAHRS + SFD will enable Miscompare
(differences in heading, attitude, airspeed, etc.) Monitoring between an SFD (Standby Flight Display,
consisting of one or more G5 units) and an ADAHRS LRU (GSU 25 or GSU 73).
In a system with a single ADAHRS LRU, selecting ADAHRS + SFD will enable the system to constantly
perform Miscompare Monitoring between the standby flight display and the ADAHRS. In a system with
multiple ADAHRS LRUs, selecting ADAHRS + SFD will enable the system to perform Miscompare
Monitoring only if the system performance degrades to the equivalent of a single ADAHRS (due to the
loss of all other ADAHRS LRUs).
When an miscompare condition between SFD and ADAHRS is detected, a CAS message will be displayed
characterizing the miscompare condition. If an attitude miscompare is detected, ESP will be inhibited and
the CAS message "ESP INHIBIT" will be displayed. The autopilot will remain usable during this
condition.
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If an airspeed miscompare is detected, airspeed ESP protection will be inhibited, and the CAS message
"NO ASPD ESP" will be displayed. Other ESP protection modes will operate normally.
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29.4.24 GPS Configuration Page
GPS Receiver Configuration
The GPS Receiver Configuration allows selecting the GPS source for each GDU. . Each installed GDU
can select either the GPS antenna directly connected to that GDU, or ‘No GPS Antenna Connected’. If
‘No GPS Antenna Connected’ is selected, that GDU will use GPS data from the GDU that is connected to
a GPS Antenna. Only one GDU need be connected to a GPS Antenna, that GDU will “share” the GPS info
will all other GDUs.
‘No GPS Antenna Connected’ may also be selected if a GPS 20A is used for GPS position. A GPS 20A
provides GPS data to the GDU(s), so the GDU(s) do not require being connected to a GPS antenna.
NOTE
For installations w/out a GPS 20A, failure of a single GDU or GPS antenna (in a multi-
display/multi-antenna installation) would cause the system to use GPS information from
the remaining functional GDU. If no GPS data is available from any operating GDU, the
remaining GDUs will use GPS position data from an external GPS navigator (GNS 4XX/
5XX, GNS 480, or GTN 6XX/7XX series unit, see Section 23.2 or Appendix G.2).
Accuracy will be degraded when using an external GPS navigator.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the GPS Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
GPS Flight Plan Configuration
If an external GPS navigator (see Section 2.5.1) is configured, the GPS config page displays "Select
External GPS At Powerup". This setting controls whether the user's choice to use the internal GPS nav
source will be retained between power cycles (disabled), or if the system should always return to using the
configured external GPS nav source at powerup (enabled).
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29.4.24.1 GDU 4XX Test Procedure
GPS Receiver Signal Acquisition Test:
1. Power on unit (normal mode) and use the Touch Panel or a Move Selector Knob to select the Info
Page.
2. Verify the GPS receiver is functional and able to calculate its present position.
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2. Monitor GPS status on the Main Page. Possible GPS status indications include:
• No Antenna • Searching the Sky
• AutoLocate® • Acquiring
• Lost GPS Fix • No GPS Fix
• 2D GPS Fix • 2D Differential
• 3D GPS Fix* • 3D Differential*
*Indicates valid GPS position fix for this test
3. Select 121.150 MHz on the COM transceiver.
4. Transmit for a period of 30 seconds while monitoring GPS status.
5. During the transmit period, verify that GPS status does not lose a valid GPS position fix on the
Main Page in configuration mode.
6. Repeat steps 3 through 5 for the following frequencies:121.175 MHz, 121.200 MHz,
131.250 MHz, 131.275 MHz, and 131.300 MHz.
7. Repeat steps 3 through 6 for other installed COM transceivers (if applicable).
8. If an installed COM supports 8.33 MHz channel spacing, repeat steps 3 through 5 (while
transmitting for a period of 35 seconds), for the following frequencies: 121.185 MHz,
121.190 MHz, 130.285 MHz, and 131.290 MHz .
9. Repeat step 8 for other installed COM transceivers supporting 8.33 MHz channel spacing (if
applicable).
10. This COM interference test should be repeated for each installed GDU 4XX with a connected
antenna.
NOTE
GPS Status may also be monitored on the Info page in normal mode. The signal strength
bars are a real-time representation of GPS signal strength, which may be useful for
troubleshooting a failed COM interference test.
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29.4.25 Navigation Configuration Page
Smart Glide™ - Enables/Disables Smart Glide in a G3X Touch installation. This selection will not be
present if either Vg or Sink Rate at Vg are not entered in the Aircraft Menu.
NOTE
If enabling Smart Glide on a G3X Touch system that is installed with a GTN XI series
navigator, Smart Glide should remain disabled in the GTN Xi configuration menu. All
Smart Glide configuration is to be handled through the G3X Touch.
Smart Glide Settings:
• Runway Surface - Select that runway surface type the aircraft is capable of using.
• Minimum Runway Length – The minimum runway length the aircraft is capable of using.
• Circling Direction - Can be set to always initiate left or right hand turns during a glide descent. If
left set to Auto, the system will choose the appropriate traffic direction if that information is
available for a specific airport. If that information is not available, traffic direction will be
determined based upon the orientation of the aircraft to the runway approach end.
VNAV Deviation Scale–Selects the range of distance represented on the VNAV Deviation Scale.
Available selections are +/-500 ft and +/-1000 ft.
External Navigator Selected Course–Determines whether the display(s) can control the selected course
for an external navigator. Available selections are Enable or Disabled. When Enabled, the G3X Touch
can set the selected course (using the G5/GDU). Set to Disabled only if the navigator is connected to an
external mechanical CDI/HSI.
The G3X Touch Internal GPS navigator can always be used to set the selected OBS course, regardless of
configuration settings.
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29.4.26 Audio Panel Configuration Page
The G3X Touch system supports interfacing to compatible Garmin audio panel LRUs. The configuration
of the GMA™ 245 (panel mount), GMA 245R (remote), GMA 342, and GMA 345 are supported on this
page. Table 29-18 lists and describes the available audio panel configuration settings.
NOTE
The GMA 342 or GMA 345 contains a limited interface to the G3X Touch. When
interfaced to the GDU 4XX, the selected COM is displayed in the data bar and the marker
beacon OMI annunciations are displayed on the PFD.
Selection Description
Used to select the audio panel type as:
None - No audio panel is configured.
GMA 245 - Configures the GMA 245 panel mount audio panel.
Audio Panel Type
GMA 245R - Configures the GMA 245R remote audio panel.
GMA 342 - Configures the GMA 342 panel mount audio panel.
GMA 345 - Configures the GMA 345 panel mount audio panel.
The GDU audio panel controls may be accessed by either the audio
panel controls on the data bar or the “Audio Panel” button on the
GDU’s normal mode main menu.
Allows removing the audio panel controls from the GDU data bar for
the GMA 245 since the audio panel may be controlled using the actual
audio panel. Not available for the GMA 245R since the GDU is the
On-Screen Controls only means to control and see the state of the audio panel.
(GMA 245 only) Sets the visibility of the audio panel controls on the GDU data bar as:
Hide - The audio panel controls are hidden on the data bar.
Show - The audio panel controls are displayed on the data bar.
Note that regardless of this selection, the “Audio Panel” button is
always displayed on the GDU normal mode main menu to allow
controlling the audio panel using GDU controls.
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Table 29-18 Audio Panel Configuration Settings
Selection Description
Allows the selection of monitoring COM, and MIC for transmitting, for
the COM radios. Note that both COMs may be selected for monitoring
simultaneously, but only one COM may be selected for transmitting.
Indicator Type
Sets the MIC and COM indicators of the audio panel controls on the
GDU data bar as:
Arrow - Appears as triangle to point to the selected radio on the data
bar. For example, this implies COM 1 is on the left and COM 2 is on
the right.
COM 1/MIC 1
COM 2/MIC 2
Square - Displays selected COM radio without implying the radio’s
location.
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Table 29-18 Audio Panel Configuration Settings
Selection Description
Used to set the audio panel master squelch level from 0% (open, audio
is always heard) 100% (squelched, no audio).
Master squelch functions to prevent low level noise from being passed
to the headset ear speakers, this is known as “squelching” or muting
the audio. To “break” or “open” squelch means that enough audio
Master Squelch signal is present the signal is passed through and can be heard.
Increasing this setting increases the signal level required to break/
open squelch. If needed, adjust the master squelch level so the audio
background noise is muted.
This setting only applies to radio audio inputs (i.e. COMs, NAVs, and
AUXs) and alert inputs. This setting does not affect intercom.
Alert (1-4) Volume Used to set the audio panel alert volumes for alerts 1–4.
Pilot Intercom Volume Used to set the volume for the pilot intercom.
(GMA 245R only) Note that pilot intercom volume can also be set in normal mode
Copilot Intercom Volume Used to set the volume for the copilot intercom.
(GMA 245R only) Note that copilot intercom volume can also be set in normal mode
Used to set the volume for the passenger intercom when the
passenger intercom is enabled using the “Enabled/Disabled” selection.
Note that on the audio panel page, intercom volume controls are only
Passengers Intercom
present for the GMA 245R. For the GMA 245, intercom volume is
(GMA 245R only)
controlled using the knobs on the actual audio panel.
Enabled/Disabled - Used to enable (show) or disable (hide) the audio
panel page passenger intercom controls.
Select Enabled to mute the monitored COM radio when audio from the
Active COM Rx Monitor Mute
COM selected for transmission is heard.
Select Enabled to mute intercom audio when audio from the COM
Radio Mutes Intercom
selected for transmission is heard.
Alerts Mutes Music Select Enabled to mute music when alert audio is heard.
Select Enabled to allow pilot and copilot to hear selected music when
Music During Pilot ISO
PILOT or CREW isolation mode is active.
Select Enabled to reduce intercom background noise in very high
Cockpit Noise Level
noise cockpit environments.
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Table 29-18 Audio Panel Configuration Settings
Selection Description
3D Audio is useful when multiple audio sources are present. 3D audio
processing creates the illusion that each audio source is coming from a
unique location or seat position by using different responses in each
ear. Because this feature uses different signals for left and right
channels, it requires wiring for stereo intercom and stereo headsets. If
3D audio is activated when mono headsets are in use, the listener will
Radio 3D Audio still hear all audio sources; however, there is no benefit from location
separation.
When set to Enabled with a single COM selected, the listener hears
the audio source at the 12 o’clock position. If both COMs are selected,
the listener hears COM 1 at 11 o’clock and COM 2 at the 1 o’clock
position.
Select Enabled to allow the listener to hear others in the intercom
Intercom 3D Audio
positioned relative to their seating location.
Turns the speaker on/off when the speaker is enabled using the
“Enabled/Disabled” selection.
Volume
Speaker Sets the volume for the speaker when the speaker is enabled using the
“Enabled/Disabled” selection.
Enabled/Disabled (GMA 245R only)
Enable (show) or disable (hide) the audio panel page speaker control.
Title
Music 1 Title Used to set the titles of the music source selections on the audio panel
Music 2 Title (GMA 245 only) page when the music source is enabled using the “Enabled/Disabled”
Music 1 selection.
Music 2 (GMA 245R only) Enabled/Disabled (GMA 245R only)
Enable (show) or disable (hide) the audio panel page music controls.
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29.4.27 COM Radio Configuration Page
The GDU 4XX supports on-screen control of up to two VHF communication radios (COM1 and COM2).
The Connection setting informs the system how each of the two supported com radios is connected. Select
None if on-screen radio control for a particular radio is not desired or no radio is installed. Network Radio
LRU 1 and Network Radio LRU 2 settings support Garmin radio LRUs that are connected through the
CAN bus, (GTR 20 and GTR 200) see Table 29-19.
If an RS-232 format that supports remote com radio data has previously been configured, additional
RS-232 connection methods will appear in the list (for example, PFD1 RS-232 2). On-screen com radio
control is supported by the following RS-232 formats: Garmin VHF Comm, Garmin VHF Nav/Com, and
MapMX. The specific radio functionality that can be controlled using an RS-232 connection depends on
the features supported by the software version used by the com radio (Table 29-19).
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the COM Radio
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
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The Connection and Active Frequency selections are displayed when any type of communication radio is
connected, these selections are described as follows:
Connection - Used to select which connection the communication radio is connected to.
Active Frequency - Displays the active frequency currently tuned on the selected communication radio.
SL30/
RS-232 All X X
SL40
GTR 20 CAN Network All X X X X X X
CAN Network All X X X X X
GTR 200
RS-232 All X X X X X
2.10 or
X X X X X X
GTR 225/ Higher
RS-232
GNC 255 Other
X
Versions
6.00 or
GTN 635/ X X X X X X
higher
GTN 650/ RS-232
GTN 750 Other
Versions
GTN Xi RS-232 All X X X X X X
GNC 355 RS-232 All X X X X X X
GNS 4XX/
N/A N/A
GNS 5XX
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29.4.27.1 GTR 20 Communication Radio Configuration
For installations using the GTR 20 communication radio, the available options are described in the
following text.
COM Volume - Used to set the received audio volume.
Emergency Volume - Used to set the COM radio volume that will be used if the GTR 20 has
automatically tuned the emergency frequency as a result of losing communication with the G3X system.
Transmit Sidetone - Used to set the volume of the sidetone audio during transmit.
Microphone Gain - Increases or decreases the percent of transmitted modulation which affects the volume
of the received signal, also affects own transmit sidetone.
RF Squelch - Used to set the received signal level required to break squelch. Increasing this setting
increases the signal level required to break squelch. Receiver squelch can be set from 0-10, a setting of 0
(default) represents the factory calibration.
MON Mode On Swap - Setting to Preserve MON will keep the Monitor feature ON when pressing the
Frequency Transfer Key. Setting to Disable MON will turn off the Monitor feature when the Frequency
Transfer Key is pressed.
Discrete Input 1/2 - Used to configure the operation of the discrete inputs per the following listed options:
• Disabled - Discrete input is disabled
• Pilot ICS Key - Discrete input activates the pilot ICS function. Auto squelch and manual squelch
are overridden when the Pilot ICS Key is asserted.
• Copilot ICS Key - Discrete input activates the copilot ICS function. Auto squelch and manual
squelch are overridden by Copilot ICS Key selection.
• Frequency Swap - Discrete input activates the frequency swap function (a beep tone is sounded).
If the discrete input is active for more than two seconds, the emergency frequency will be tuned.
• Toggle MON Mode - Discrete input toggles the state of the MON function
Internal Intercom - Used to enable or disable the internal intercom. The internal intercom is intended for
use in aircraft where the GTR 20 is the radio and there is no separate audio panel or intercom. The internal
intercom must be disabled when used with a separate audio panel or intercom, and/or in a dual-radio
installation. If the communication radio's internal intercom is enabled, the following additional options are
available.
Intercom 3D Audio - When enabled, this option makes the audio sound as if the pilot and copilot are
sitting side by side. The Pilot 3D Position option is then used to select which side of the airplane the pilot
sits on for the purposes of the simulated 3D effect.
Pilot 3D Position - Select Pilot on Left or Pilot on Right to select pilot location. When Pilot on Right is
selected, the copilot is positioned to the left of the pilot for 3D audio processing. The Pilot 3D Position
selection only appears if Intercom 3D Audio is enabled.
Cockpit Noise Level - For very high noise cockpit environments select the High Noise setting, otherwise
select Normal.
Audio Out Gain - When the intercom is enabled, RECEIVER AUDIO OUT will output everything the
pilot hears in the headset ear speakers with the exception of music audio. If RECEIVER AUDIO OUT is
used as the source of audio to a recording device then adjust the AUDIO OUT GAIN setting for desired
audio level at the recording device.
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AUX 1/2 Input Volume - If AUX1 or AUX2 inputs are used, these settings allow adjusting the sensitivity
of the AUX inputs.
AUX 1/2 Input Squelch - AUX SQ prevents low level noise from being passed to the headset ear
speakers. Adjust the AUX SQ level so the audio background noise is muted. Note that adjusting the AUX
SQ to a high level may squelch the desired audio.
AUX 1/2 Mutes Music - These settings when enabled, will mute the music input if AUX1 or AUX2 input
levels are sufficient to break aux squelch.
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29.4.28 NAV Radio Configuration Page
For installations using a NAV radio, the available options are described in the following text.
None - (Default setting) Select this setting if installation includes no NAV radios.
NAV 1 - Used to configure the installed NAV radio as NAV 1.
NAV 2 - Used to configure the installed NAV radio as NAV 2.
NAV 1 +2 - Used to configure the installed NAV radios as NAV 1 and NAV 2.
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29.4.29 Transponder Configuration Page
The Transponder Configuration Page allows selection of the installed Garmin Transponder.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Transponder
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the applicable Transponder Type.
3. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
4. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
5. Press the Back key to return to the Configuration Mode page when finished (if desired).
Configurable items are as follows (note that available configurable items differ by model):
Mode S Address Type: Can be set to US Tail #, Octal, or Hex, as applicable. A valid Mode S Address
will be indicated by a green status box, an invalid Mode S address or other invalid Mode S configuration
data is indicated by a red X in the status box.
Mode S Address: Enter the applicable Mode S Address
Aircraft Registration: Enter the applicable Aircraft Registration number
Aircraft Type: Can be set to Unknown, Fixed Wing, or Rotorcraft, as applicable. If Fixed Wing is
selected, a field to enter the aircraft’s approximate maximum weight is displayed.
Flight ID Mode: Can be set to Set By Pilot or Other, as applicable. If Set By Pilot is selected, the flight ID
can be entered in normal mode. Can also be set to Use Aircraft Registration if US Tail # was selected as
the Mode S Address Type.
Flight ID: If flight ID Mode is set to Other, this field appears to allow entry of Flight ID.
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Aircraft Max Speed: Enter aircraft maximum speed.
TIS-A Traffic Data: Can be set to Enabled or Disabled, as applicable. Controls only if traffic information
will be displayed, it does not affect whether the transponder will output traffic data.
Enhanced Surveillance: GTX 23/23ES/33/33ES only. Sets Enhanced Surveillance (EHS) to DISABLE
or ENABLE. ENABLE is the default. When EHS is set to DISABLE the BDS (refer to the applicable
transponder installation manual for BDS information) items that are marked “EHS Only” are not active (no
enhanced surveillance).
Antenna Diversity: GTX 335D, GTX335DR, GTX 345D, GTX345DR only. When set to ENABLED,
dual transponder antennas are active.
Antenna Cable Loss - GTX 335D, GTX335DR, GTX 345D, GTX345DR only. Cable loss across antenna
cables to each antenna in a diversity installation, top and bottom.
VFR Code: This field is the four-digit code that is selected when the user presses the VFR key. In the
United States, 1200 is the VFR code for any altitude. The default is set to 1200.
HSDB Devices: This field is only available when Transponder Type is configured for a GTX 345, 345R,
or 45R. Used to select which device(s) the GTX will communicate with (GTN and/or GTS) by HSDB.
RS-232 Ports 2-4: GTX 35R/45R/335R/345R units only.
The available selections are:
Selection Description
None GTX RS-232 port not used
ADS-B+ GPS GPS position input from a TSO GPS source (9600 baud)
Connext Format 1 (GTX X45 only) Connext weather and traffic data for a G3X Touch system
Connext Format 3 (GTX X45 only) Connext weather and traffic data for a Flight Stream 110/210
GNS (GTX X45 only) Weather data to / GPS position input from a GNS
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ADS-B Transmit: Sets Automatic Dependent Surveillance-Broadcast (ADS-B) to DISABLE, ENABLE,
or PILOT SET. DISABLE is the default. When ADS-B is set to DISABLE the BDS (refer to the
applicable transponder installation manual for BDS information) items that are marked “ES Enabled Units
Only” are not active (no extended squitter). When ADS-B is set to PILOT SET, ADS-B transmissions are
active at power-on.
ADS-B Receive Capability: UAT should be enabled (green indicator) if the aircraft is equipped with a
receiver that provides ADS-B In capability using the 978 MHz UAT frequency, such as the GDL 39/5XR.
1090ES should be enable (green indicator) if the aircraft is equipped with a receiver that provides ADS-B
In capability using the 1090 MHz frequency, such as the GDL 39/5XR.
Position Integrity: Refers to the integrity level of the separate TSO WAAS GPS input that can be
connected to the transponder. Set to 1E-7 when a certified GNS/GTN/GPS unit or GPS 20A is providing
ADS-B Out+ to the transponder. Set to "VFR GPS" if none of these devices (certified GNS/GTN/GPS
unit or GPS 20A) are connected to the transponder.
NOTE
A "Configuration Error" indication is most commonly the result of one or more items on
the transponder configuration page which have been left un-configured. For proper
transponder operation, all items on this page must be properly configured.
Connext Format 4: Connext weather and traffic data for a G3X Touch system.
NOTE
Connext Format 4 is a higher baud rate version of Connext format 1. Must use GDU
serial setting of Connext 115200 for compatability.
ADS-B+ Format 2: GPS position input from a TSO GPS source (38400 baud).
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29.4.30 Data Link Configuration Page
The Data Link Configuration Page is only displayed when the unit is configured to communicate with and
has successfully communicated with a GDL 39/5XR (see Section 23.2) for interface and configuration
info). Aircraft Type should be set to “Not Pressurized”. The Mode S Address field is displayed (and is
editable) if configured for a Mode S Transponder or not configured for any transponder. The Mode S
Address field is not displayed if configured for a non-Mode S Transponder, such as a GTX 327.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Data Link
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.31 Data Log Configuration Page
The Data Log Configuration page enables the storage of flight data as .csv files to the "data_log" folder on
an SD card. If data logging is enabled, the files are automatically written to the SD card after it is inserted
into the card slot. These files can be opened in Excel, or imported into Google Earth for viewing using the
Garmin Flight Log Conversion tool. The tool and instructions needed to import the files into Google Earth
are available from the G3X Product Page found on the Garmin website www.garmin.com.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Data Log
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select Enabled or Disabled for SD Card Data
Logging. Use Max SD Card Log Files to set the maximum number of log files to be stored (press
the Clear button to display “----”, this setting will store an unlimited number of files.
3. Press the Back key to return to the Configuration Mode page when finished (if desired).
The Data Log Configuration page also allows the user to export the internally stored flight data to the
“fdr_log” folder on an SD card. If the Internal Data log “Copy To SD Card” button is pressed, the high
frequency internally stored flight data will be exported to the SD card if one is inserted into the card slot.
These files can be opened in Excel for viewing.
1. In configuration mode, use the Touch Panel or Move Selector Knob to select Data Log
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select Copy To SD Card Data.
3. Wait for the system to finish exporting the data to the SD card (text will change to “Export
Complete”), press Cancel to terminate if desired.
4. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.32 Engine and Airframe Configuration Page
The Engine Information System Configuration section of the Engine and Airframe Configuration Page
allows enabling/disabling and customization of the engine/airframe input options that make up the EIS
display and the Engine Page.
NOTE
The GAD 27 Inputs tab will only be displayed if the Electrical Control System is enabled
from the LRU Configuration Page.
1. In configuration mode, use the Touch Panel or a Move Selector Knob to select the Engine
Configuration Page.
2. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change.
3. Use the Touch Panel or a Move Selector Knob to select the desired configurable item and make the
desired change(s) (Sections 29.4.32.3 - 29.4.32.35).
4. Enter data (where applicable) using the Keyboard (Section 29.4.1) or Slider Bar (Section 29.4.2).
5. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.4.32.1 Engine/Airframe Sensors
Each of the sensors must be correctly installed (Section 20) and configured before use. The Engine inputs
being monitored are displayed as gauges on the EIS display (Figure 29-49) and also on the Engine Page.
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29.4.32.2 Engine/Airframe Input Configuration
The Engine/Airframe Input Configuration section of the Engine Configuration Page allows selection of the
engine/airframe inputs that are connected to the GEA 24 or GSU 73, and for customizing the displayed
resulting information on the EIS display and the Engine Page. A list of analog, digital, and discrete inputs
appropriate for the connected EIS LRU type (GEA 24, Figure 29-50 or GSU 73, Figure 29-53) will be
displayed.
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Figure 29-52 EIS Configuration Settings Page
NOTE
For certain factory-installed systems, the Engine/Airframe Input Configuration section is
replaced with an EIS Configuration page that allows access to calibration functions and
time adjustments, but does not allow changing EIS configuration values. See EIS Input
Calibration for calibration information, Engine Time Configuration, and Total Airframe
Time Configuration information.
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29.4.32.3 EIS Configuration Options
Many of the items listed in the Engine/Airframe Input Configuration section of the Engine Configuration
Page have the same (or similar) configuration options, this section describes those similar configuration
options.
Gauge Configuration – Nearly all of the configuration options (except Discrete Inputs, Engine Time, &
Total Time) have a Gauge Marking and a Gauge Display Range section. These gauge options are uniform
for all applicable items and are described below.
Gauge Markings – Used to select the desired color displayed on the applicable gauge. The Yellow Range
+ Alert and Red Range + Alert settings will issue a CAS (Crew Alerting System) on-screen alert anytime
the value is within that range. The Invisible Range + Alert setting will issue a CAS message anytime the
required thresholds are met (see Section 29.4.32.27 for advanced gauge configuration options). The
following are the available gauge marking options:
White Range Cyan Range Green Range Yellow Range
Yellow Range +Alert Red Range Red Range + Alert Tick Mark
White Line Cyan Line Green Line Yellow Line
Red Line Invisible Range Invisible Range + Alert
Gauge Display Range – The Gauge Display Range allows for setting the minimum and maximum values
of each gauge.
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The below Gauge Preview of the Volts 1 Input Configuration page shows an example of the Gauge
Display Range and Gauge Markings settings and the resultant gauge.
Dual Gauge - The EIS display will show a "dual gauge" (two pointers on the same scale, no number) for
related quantities, whenever possible for fuel quantity, volts, amps, TIT, and for CHT and EGT (if set for
two cylinders). To be displayed, the two sides must have the same values for min and max. If the software
can't pair up two related gauges, it will display them as separate gauges with unique names (chosen by the
software), such as "VOLTS 1" and "VOLTS 2”. If there is not enough room to display both related gauges
then neither gauge will be displayed in the EIS display (but will be displayed on the Engine Page).
When two fuel gauges with the same gauge ranges are configured, the gauges can be displayed in either of
two formats:
• Normal: Displays both fuel gauges on a single bar graph with pointers on top and bottom of the
gauge (shown below).
• Separate: Displays each fuel gauge as a separate shorter bar graph with a digital display for each
tank (shown below). This option widens the EIS display.
EIS Display – The Hide setting removes the item from the EIS display, although the item will be displayed
on the Engine page. The Auto setting displays items based upon hierarchy and the availability of EIS
display space. If a particular gauge is not visible on the EIS display, other gauges may be set to "Hide" in
order to allow the desired gauge to appear instead. The "Text Only" setting allows for a text based gauge
to be assigned to the item, increasing available room on the EIS strip. *RPM cannot be displayed in the
Text Only format.
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Twin-Engine Configuration – If two EIS LRUs are configured, each engine-related parameter can be
configured as either "Single Engine" or "Twin Engine". If "Single Engine" is selected, data for that
parameter will be acquired from EIS LRU #1, and displayed using a normal gauge. If "Twin Engine" is
selected, data for that parameter will be acquired from both EIS LRU #1 and #2, and presented on the
display using a dual gauge. The gauges for both engines will use the same configuration. Airframe-related
parameters such as fuel quantity or trim/flap position do not support twin-engine display, i.e. these
parameters are supported on EIS LRU #1 only.
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EIS Input Calibration - Some EIS inputs require calibration to convert from raw input values (typically
voltage or frequency) to calibrated values for display. The most frequently used page for EIS input
calibration allows the installer to specify a calibration curve from a series of raw and calibrated values.
NOTE
User-defined (“Custom”) EIS inputs requiring calibration will display “---” in place of
the number if the input value exceeds the limits of the installer-defined calibration. This
can be avoided by entering calibration points that exceed the expected input range.
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29.4.32.4 RPM
The following sensors can be configured for the RPM 1 input on the GEA 24, or the RPM input on the
GSU 73:
• Electronic Ignition Tachometer Signal (1, 2, 3, or 4 pulses per revolution - Lycoming and
Continental electronic ignitions typically output 2 pulses/revolution for 4-cylinder engines and 3
pulses/revolution for 6-cylinder engines)
• Jabiru Alternator RPM (6 pulses per revolution)
• JPI 4208XX - Magneto Port RPM Sender (4- or 6- cylinder)
• Rotax Trigger Coil RPM
• UMA 1A3C Mechanical RPM Sender
• UMA T1A9 Magneto Port RPM Sender (4- or 6-cylinder)
• Custom Sensor
NOTE
External components are required when using the Rotax Trigger Coil configuration with
the GSU 73 (see Figure 27.3).
Custom: These options allows the installer to enter up to 8 points of frequency-to-RPM calibration, using
any RPM sensor that has a known frequency output. The custom RPM configurations accept frequency
values up to either 500 Hz or 1 kHz; the lower-frequency configuration is better suited to noisy RPM
signals. Custom RPM configurations also support engine speed that display in percent instead of RPM.
Refer to pin description in Section 25 for supported digital signal characteristics.
NOTE
The Sandia ST26 tach converter is required to support turbine engine RPM.
FADEC: The GEA 24 can be configured to monitor RPM data from the following FADEC interfaces:
• Rotax (912iS/915iS)
• Lycoming (iE2)
• ULPower
29.4.32.5 RPM 2
A second RPM input is provided (RPM 2 input on the GEA 24, CAP FUEL 1 / RPM 2 on the GSU 73).
For piston engines, a second RPM input from an electronic ignition system can be configured. If both
RPM inputs are configured, the highest of the two valid RPM values will be displayed. This configuration
is useful for aircraft equipped with dual electronic ignitions, where the tach signal ceases to function
during a pre-takeoff ignition check.
For turbine engines, select one of the "Custom" configurations to display a second RPM gauge. Refer to
pin description in Section 25 for supported digital signal characteristics.
NOTE
.The Sandia ST26 tach converter is required to support turbine engine RPM.
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29.4.32.6 Manifold Pressure
The following sensors can be configured for the Manifold Pressure input on the GEA 24 or GSU 73:
• Garmin GPT 30A (0-30 PSI or 0-61” Hg)
• Kavlico P500-30A (0-30 PSI or 0-61” Hg)
• Kavlico P4055-30A (0-30 PSI or 0-61” Hg)
• UMA 1EU50A (5-50” Hg)
• UMA 1EU70A (5-70” Hg)
• Custom Sensor
Engine Torque: This input provides for display of torque for turbine engine applications using common
torque pressure sensors. This input allows the use of a Garmin oil pressure sensor, or if "Engine Torque
(Custom)" is selected the installer can enter up to 8 points of voltage-to-torque calibration.
Custom: This option allows the installer to enter up to 8 points of voltage-to-pressure calibration. See pin
description in Section 22 for allowable input voltage range.
FADEC: The GEA 24 can be configured to monitor manifold pressure data from the following
FADEC interfaces:
• Rotax (912iS/915iS)
• Lycoming (iE2)
• ULPower
The GEA 24 Manifold Pressure input is also used to measure engine torque for turbine engine applications.
Refer to Section 29.4.32.17 for information.
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29.4.32.7 Oil Pressure
The following sensors can be configured for the Oil Pressure input on the GEA 24 or GSU 73:
• Garmin GPT 150G (0-150 PSI)
• Kavlico P4055-150G (0-150 PSI)
• UMA 1EU150G (0-150 PSI)
• Rotax 456180
• Rotax 956413
• Rotax 956415
• Jabiru (VDO 360-003 or similar 0-5 Bar pressure sensor)
• Custom sensor
NOTE
For the GSU 73, Rotax and Jabiru oil pressure sensors should be connected to a general
purpose (GP) input instead of the Oil Pressure input.
NOTE
The Rotax 456180 and 956413 oil pressure sensors require an external resistor for proper
functioning (see Figure 31.2 for GEA 24 and Figure 31.3 for GSU 73).
Custom: This option allows the installer to enter up to 8 points of voltage-to-pressure calibration. See pin
description in Section 22 for allowable input voltage range.
FADEC: The GEA 24 can be configured to monitor oil pressure data from the following FADEC
interfaces:
• Rotax (912iS/915iS)
• Lycoming (iE2)
• ULPower
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29.4.32.9 CHT (Cylinder Head Temperature)
The following sensors can be configured for the CHT inputs on the GEA 24 or GSU 73:
• Type J thermocouple
• Type K thermocouple
• Rotax 965531
• Rotax 966385
• Thermistor (any VDO or similar 50-150°C thermistor)
NOTE
For the GEA 24, thermistor CHT sensors (including Rotax CHT sensors) are connected to
different input pins (see Section 27.2)
NOTE
For the GSU 73, thermistor CHT sensors (including Rotax CHT sensors) are connected to
general purpose (GP) input pins (see Section 27.3).
FADEC: The GEA 24 can be configured to monitor cylinder head temperature data from the
following FADEC interfaces:
• Lycoming (iE2)
• ULPower
If two EIS LRUs are configured, up to 6 cylinders may be configured for a twin-engine application, or up
to 12 cylinders for a single engine. In a single-engine application, cylinders 1-6 are connected to CHT 1-6
on EIS LRU #1, and cylinders 7-12 are connected to CHT 1-6 on EIS LRU #2.
NOTE
The EGT 6/MISC PRESS input on the GSU 73 has multiple functions. If the GSU 73
EGT 6/MISC PRESS input has been configured for a sensor that is not an EGT
thermocouple, only four EGT thermocouples can be configured.
FADEC: The GEA 24 can be configured to monitor exhaust gas temperature data from the
following FADEC interfaces:
• Rotax (912iS/915iS)
• Lycoming (iE2)
• ULPower
If two EIS LRUs are configured, up to 6 cylinders may be configured for a twin-engine application, or up
to 12 cylinders for a single engine. In a single-engine application, cylinders 1-6 are connected to EGT 1-6
on EIS LRU #1, and cylinders 7-12 are connected to EGT 1-6 on EIS LRU #2.
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29.4.32.11 Fuel Pressure
The following sensors can be configured for the Fuel Pressure input on the GEA 24 or GSU 73:
• Garmin GPT 15G (0-15 PSI, for carbureted engines)
• Kavlico P4055-5020-2 (0-15 PSI, for most carbureted engines)
• Garmin GPT 75G (0-75 PSI, for fuel-injected engines)
• Kavlico P4055-5020-3 (0-75 PSI, for most fuel-injected engines)
• Kavlico P4055-75G (0-75 PSI, for most fuel-injected engines)
• UMA 1EU07D (0-7 PSI differential, for some turbocharged carbureted engines such as the Rotax 914)
• UMA 1EU35G (0-35 PSI, for most carbureted engines)
• UMA 1EU70G (0-70 PSI, for most fuel-injected engines)
• UMA 1EU70D (0-70 PSI differential, for some fuel-injected engines such as the Rotax 912iS/
915iS)
• UMA 1EM2K (0-2500 PSI, for certain turbine engines)
• Custom sensor
Custom: This option allows the installer to enter up to 8 points of voltage-to-pressure calibration. See pin
description in Section 22 for allowable input voltage range.
FADEC: The GEA 24 can be configured to monitor fuel pressure data from the following FADEC
interfaces:
• Lycoming (iE2)
• ULPower
Rotax FADEC engines (912iS/915iS) that require fuel pressure to be measured relative to manifold
pressure may use a differential pressure sensor such as the UMA 1EU70D. Alternatively, these
installations may use a single-input gauge pressure sensor and change the configuration of the "Pressure
Reference" item to "Manifold Pressure".
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29.4.32.12 Fuel Quantity
The GEA 24 and GSU 73 support fuel quantity inputs from both analog (resistance or voltage) and digital
(frequency) sensors. "Float" type resistive fuel quantity sensors are analog devices. Capacitive fuel
quantity sensors may be analog or digital devices, depending on whether they output a voltage (analog) or
a frequency (digital).
NOTE
When in-line resistors are installed as shown in Section 25, use "Voltage" configuration
setting, if in-line resistors are not installed, use "Resistive" configuration setting.
NOTE
Refer to Section 31.2.5 for information regarding swapping GEA 24 and GEA 24B units.
The GEA 24 supports four fuel quantity inputs (FUEL 1 through 4), any of which can be used with an
analog or digital fuel quantity sensor.
The GSU 73 supports four analog fuel quantity inputs (FUEL 1 through 4) and two digital fuel quantity
inputs (CAP FUEL 1 and 2). Of these inputs, up four can be configured at any one time.
For both the GEA 24 and GSU 73, up to four fuel quantity measurements may be configured, using one
item from each of the following groups:
• Group 1 - Fuel Quantity 1, Main Fuel 1
• Group 2 - Fuel Quantity 2, Main Fuel 2
• Group 3 - Aux Fuel 1
• Group 4 - Aux Fuel 2
If the CUSTOM FUEL setting is used in place, the installer can specify the gauge name that is displayed
for that input.
Analog and digital fuel quantity inputs may be configured interchangeably for the above listed Groups 1-4.
The "Fuel Quantity" and "Main Fuel" configurations are functionally the same, only the displayed text
differs.
NOTE
The GSU 73 FUEL 3 and 4 analog inputs require an external pull-up resistor when used
with a resistive analog fuel quantity sensor (see Figure 25-3.1).
The analog and digital fuel quantity inputs require calibration (see Section ).
NOTE
Note: After performing fuel quantity calibration, it is advised to back up the calibration
data to an SD card (see Section ). Changing the configuration for a fuel quantity input
may reset calibration data.
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29.4.32.12.1 Fuel Quantity Calibration
The process for calibrating fuel quantity inputs is similar to the process described in Section 29.4.32.25,
except the raw sensor values are read directly from the sensors instead of being entered manually by the
installer. This allows precise calibration based on incrementally filling the tank with a known quantity of
fuel during the calibration procedure.
Two fuel calibration curves are supported, the standard ‘in-flight’ or normal flight attitude calibration
curve and an optional ‘on-ground’ or ground/taxi attitude calibration curve. The ground/taxi calibration
curve can be used for aircraft that have a significantly different attitude when on the ground, such as
tailwheel aircraft. If no calibration data is entered for the ground/taxi curve, the normal flight calibration
curve will be used when the aircraft is in flight and on the ground. The calibration curve being used to
display fuel quantity switches automatically and is determined by GPS groundspeed, indicated airspeed,
and height above ground.
Buttons on the calibration page are used to switch between the normal flight and the ground/taxi
calibration curves. Since the ground/taxi attitude calibration is optional and only available when the
normal flight attitude calibration data has been entered, the ‘GROUND’ button is greyed out (unavailable)
until calibration points are entered for the normal flight attitude curve.
To perform the Fuel Quantity calibration:
1. Press the Calibrate button to display the Calibration Page.
2. Orient the aircraft appropriately for the calibration curve (normal flight or ground/taxi) being
performed.
3. Drain all usable fuel from the tank and calibrate at 0.0 gallons.
4. Put a known quantity of fuel (e.g. 5.0 gallons) into the empty fuel tank and enter that same amount
into the Actual Fuel Quantity field.
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5. Note the resulting sensor value displayed in the Sensor Value field (the sensor value should change
with each added amount of fuel), wait at least 2 minutes for the reading to stabilize.
6. Press the Calibrate button.
7. Repeat this process until the fuel tank is full.
The installer determines the best interval values of fuel to most accurately calibrate the full range of the
tank. The greater number of calibration points that are used (maximum of 50 points), the more accurate the
calibration will be. A yellow line on the graph indicates potentially incorrect/invalid info.
Fuel quantity inputs configured for digital sensing are calibrated in the same manner except the resulting
frequency (in kHz) from the sensor is displayed instead of the voltage. Frequencies up to 50 kHz are
supported.
To delete a calibration value, highlight the desired data point in the list and press the Delete Button.
To modify an existing fuel quantity calibration point, highlight the desired data point in the list, and press
the Edit button. From this menu, the fuel quantity value for a recorded raw voltage or frequency value can
be changed. This can be used if an error is made when entering a data point during the calibration.
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Fuel Quantity Calibration Data Backup – This option allows the user to back up fuel calibration data to
an SD card placed in the SD card slot of the PFD. Access the Read/Write Calibration File menu by
pressing the Menu key when displaying the Fuel Quantity Calibration Page
Write Calibration File – Stores fuel quantity calibration data to a file on the SD card. Calibration data is
saved to the /Garmin/cal/ directory on the card. This data storage must be repeated for each calibrated tank
(if backup is desired).
Read Calibration File – Reads the stored fuel quantity calibration data from the SD card.
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29.4.32.13 Fuel Flow
The following sensors can be configured for the Fuel Flow input on the GEA 24 or GSU 73:
• Electronics International FT-60 (0-70 gph)
• Electronics International FT-90 (0-125 gph)
• Electronics International FT-120 (0-250 gph)
• Floscan 201B-6
• Floscan 231
• Custom sensor
The fuel flow input requires calibration of the K-factor (pulses per gallon) (see Section 20.3.10.1). The
Custom configuration option supports any fuel flow sensor with a maximum output frequency of up to 5
kHz.
FADEC: The GEA 24 can be configured to monitor fuel flow data from the following FADEC
interfaces:
• Rotax (912iS/915iS)
• ULPower
The GEA 24 and GSU 73 also have provisions for a second fuel flow input (FUEL FLOW 2) to use in
aircraft that require a second fuel flow sensor for differential fuel flow measurement. If both fuel flow
inputs are configured, the displayed fuel flow will be FUEL FLOW 1 (feed) minus FUEL FLOW 2
(return).
29.4.32.13.1 Fuel Flow Calibration
The Fuel Flow input requires calibration as detailed below.
K-Factor – Enter the ‘K’ factor (pulses per gallon) for the fuel flow sensor (Section 20.3.10.1).
When installing the fuel flow sensor, the installer should take note of number on the tag attached to the
sensor (if applicable). This number is the calibrated K-factor of the sensor. For sensors that are not
supplied with a specific calibration value, use the default K-factor value provided.
The K-Factor represents the number of electrical pulses output by the sensor per gallon of fuel flow.
Aspects unique to each installation will affect the accuracy of the initial K-Factor, and as a result, the K-
Factor must generally be adjusted up or down to increase the accuracy of the fuel flow calibration.
If the fuel usage reported by the G3X differs from the actual fuel usage, as measured at the fuel pump (or
other trusted method of measurement), use the following formula to calculate a corrected K-Factor, which
can then be used to calibrate the fuel flow.
Corrected K-Factor = ( [G3X reported fuel used] x [previous K-factor] ) / [actual fuel used].
For differential fuel flow installations (when a return flow meter is used) the K-factor adjustment applies to
the normal (forward) flow sensor only. The K-factor must be adjusted until the displayed Net Fuel Flow
equals the Forward Flow minus the Return Flow (see preceding figure).
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29.4.32.13.2 Fuel Calculator Configuration
The Fuel Flow calibration page is also used to configure the fuel calculator. Refer to the Pilot’s Guide for
information on operation of the fuel calculator.
Full Fuel – Sets the Full Fuel quantity for the fuel computer. Set according to the fuel tank capacity (set to
zero if not used).
Partial Fuel 1 & 2 – The Partial Fuel values may be used if the fuel tanks have ‘tabs’ or some other method
of putting in a known quantity of fuel (other than completely full tanks). If the Partial Fuel function is not
applicable or not desired, these settings can be left blank or set to zero.
Fill Threshold – This setting is used to find if the fuel quantity should be confirmed upon system start.
When power is applied, the system compares the current fuel quantity to the fuel quantity recorded when
the system was last shut down. If the current fuel quantity exceeds the previous fuel quantity by more than
the fill threshold amount (10 gallons shown in previous figure) the system will assume that fuel has been
added and will pop up a reminder page prompting the pilot to confirm the quantity of fuel on board.
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29.4.32.14 Voltage
The GEA 24 and GSU 73 have provisions to monitor bus voltage from two different sources. Bus voltage
can be connected to the physical input pins, measured internally by the LRU, or communicated from
another data source.
Voltage Inputs: The VOLTS 1 and VOLTS 2 input pins on the GEA 24 and GSU 73 can be configured to
monitor a directly connected bus voltage. VOLTS 1 can be configured either as "Bus 1" or "Main Bus", or
set to “Custom Volts 1”, which allows the installer to define the displayed gauge name. VOLTS 2 can be
configured either as "Bus 2" or "Aux Bus", or “Custom Volts 2”, which allows the installer to define the
displayed gauge name. The only difference is the text labels used to display the voltage gauges in the EIS
display and Engine Page.
EIS Power Input: Instead of monitoring a voltage on a physical input pin, the GEA 24 and GSU 73 can
monitor the voltage applied to their AIRCRAFT POWER pins. Configure the VOLTS 1 input to "EIS
Power Input 1 Volts" to monitor AIRCRAFT POWER 1, and configure the VOLTS 2 input to "EIS Power
Input 2 Volts" to monitor AIRCRAFT POWER 2. Alternatively, “Custom EIS Power Input Volts”, which
allows the installer to modify the displayed gauge name.
Vertical Power: When using a Vertical Power unit, configure VOLTS 1 to "Vertical Power Main Batt
Volts" or "Vertical Power Bus 1 Volts" to use primary battery/bus voltage data from the Vertical Power
unit. Configure VOLTS 2 to "Vertical Power Aux Batt Volts" or "Vertical Power Bus 2 Volts" to use
secondary battery/bus voltage data from the Vertical Power unit.
FADEC: The GEA 24 can be configured to monitor ECU bus voltage from the following FADEC
interfaces:
• Rotax (912iS/915iS – both Lane A and Lane B)
• ULPower
Additional bus voltages (more than 2 buses) may be monitored using custom configuration and calibration
of general purpose (GP) inputs, by setting the GP input to “Custom Analog (Volts)”. See
Section 29.4.32.25 for further information.
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29.4.32.15 Electrical Current
The GEA 24 and GSU 73 have provisions to monitor bus current from two different sources. Current can
be measured either using a shunt resistor such as the UMA 1C4 (50mV/100A type) or a Hall effect sensor
such as the Amploc KEY100 series. Several additional Hall effect sensors can be connected to spare GP
inputs using the "Custom Analog (Hall Effect Amps)" setting, if more than 2 current readings are desired.
Shunt Sensors: Shunt sensors are connected to the SHUNT 1 and SHUNT 2 inputs on the GEA 24 and
GSU 73 (see Figure 25-2.2 and Figure 25-3.1). The SHUNT 1 input can be configured to display either
"Bus 1 Amps" or "Main Bus Amps" or set to “Custom Amps 1”, which allows the installer to define the
displayed gauge name. The SHUNT 2 input can be configured to display either "Bus 2 Amps" or
"Essential Bus Amps", or set to “Custom Amps 2”, which allows the installer to define the displayed gauge
name..
Hall Effect Sensors: Hall effect current sensors are connected to the GEA 24 or GSU 73 general purpose
(GP) inputs (see Figure 25-2.2 and Figure 25-3.1). Hall effect sensors can optionally be calibrated to
adjust for installation differences (see Section 29.4.32.15.1). The supported configurations for Hall
effect current sensors on GP inputs are similar to those supported for shunt current sensors:
• Bus 1 Amps (Hall)
• Bus 2 Amps (Hall)
• Main Bus Amps (Hall)
• Essential Bus Amps (Hall)
• Custom Analog (Hall) - This setting allows the installer to define the displayed gauge name.
Vertical Power: When using a Vertical Power unit, configure SHUNT 1 to "Vertical Power Main Bus
Amps" or "Vertical Power Bus 1 Amps" to use primary bus current data from the Vertical Power unit.
Configure Shunt 2 to "Vertical Power Bus 2 Amps" to use secondary bus current data from the Vertical
Power unit.
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29.4.32.15.1 Electrical Current Calibration
The two electrical current inputs can be calibrated (if desired) as detailed below.
Scale Factor – Either Multiplier or milliVolts per Amp (mV/Amp) can be selected, For most installations,
the Multiplier setting will remain set to the default (1.00) value. A typical use for the Multiplier setting is
for a Hall Effect current sensor that has the current-carrying conductor looped through the sensor twice; in
that case the scale factor should be set to 0.50 to give the correct current reading. The mV/Amp setting is
useful when using a current sensor (either shunt or Hall effect) where the sensor response is specified in
mV/A.
Amps Offset – The Amps Offset calibration can be performed to compensate for any residual current
readings that cannot be “zero’ed out”. For example, if the Amps gauge reads +0.2 Amps, with no current
being drawn, an Amps Offset of -0.2 can be entered and saved, thus correcting the Amps gauge reading to
0.0 Amps. If no compensation is needed, calibration is not necessary and the default value of 0.0 will be
used. This setting is most commonly used with Hall effect current sensors because of the inherent
variability of some of these type sensors.
Zero Deadband – Sets a range of values that will be displayed as zero on the gauge. In the example shown
in the following screenshot, any readings from -0.5 to +0.5 will be displayed as zero.
Sensor Value – Displays the actual or ‘raw’ current value as measured by the sensor.
Calibrated Amps – Value shown will be displayed on current gauge. This value is derived from the Sensor
Value plus any adjustments made by the Scale Factor, Amps Offset, and Zero Deadband settings. The
measured current is first multiplied by the scale factor, then the offset value is added. If the resulting
current value is less than the deadband value, the displayed current will be zero.
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29.4.32.16 Trim/Flap Position Input
The GEA 24 and GSU 73 each have multiple POS (position) inputs. Each POS input can be used with a
resistive (potentiometer) sensor to monitor the following position measurements:
• Elevator Trim
• Aileron Trim
• Rudder Trim
• Flap Position
All POS inputs require calibration (see section Section 29.4.32.16.1).
NOTE
The GEA 24 POS 6 and POS 7 inputs require the LO side of the input to be connected to
ground. See Section 25.2 for wiring details.
Vertical Power: When using a Vertical Power unit, trim and flap positions will automatically be displayed.
Connecting, configuring, and calibrating the POS inputs is not required when the position sensors are
connected to a Vertical Power unit.
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2. Position the control surface to match the trim position (up/left, neutral, down/right) displayed on
the calibration page, or position the flap to the desired position. Note that if the Flap Switch Mode
is configured for Absolute Position instead of Relative Position, the flaps will be moved by the
Flap Up/Flap Down buttons shown on the Flap Position Calibration page.
3. Note the resulting sensor value (in volts) displayed in the Sensor Value field (the sensor value
should change with each change in trim/flap position.
4. Press the Calibrate button to add a calibration point.
5. Press the Save button to store calibration data.
6. Repeat this process for each of the Trim/Flap Positions.
NOTE
Flap position values (up to 4 Absolute/8 Relative) should coincide with the angle of the
flap position as expressed in degrees (-90° – +90°) or percent (-100% to +100%).
To delete a calibration value, highlight the desired data in the list, and press the Delete button.
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29.4.32.17 Engine Torque
For turbine engines, the GEA 24 Manifold Pressure input can be used to measure engine torque. Typically
this takes the form of a pressure measurement that is converted to a torque display using installer-provided
calibration.
The following standard pressure sensors can be configured for measuring turbine engine torque on the
GEA 24 Manifold Pressure input:
• Garmin GPT 150G
• Kavlico P4055-150G (0-150 PSI)
• Custom sensor
If a standard pressure sensor is configured, the installer can to enter up to 8 points of pressure-to-torque
calibration. For other sensor types, select “Engine Torque (Custom)” and enter up to 8 points of voltage-
to-torque calibration. Refer to pin description in Section 25 for allowable input voltage range.
The following two screenshots are an example of an installer-defined torque gauge. In this example, a
Pavlico P4055-150G pressure sensor is used. The gauge spans from 0 to 108 psi with green, yellow, red ,
and a red + alert range.
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29.4.32.18 Carburetor Temperature
The following sensors can be configured to monitor carburetor temperature on the GEA 24 or GSU 73
MISC TEMP 1 inputs, or the GEA 24 MISC TEMP 2 input:
• UMA 1B10R RTD (or any Pt100-type RTD sensor)
• Rotax 965531
• Rotax 966385
• Thermistor (any VDO or similar 50-150°C thermistor
• Type K Thermocouple
• MS28034/MIL-T-7990 RTD
FADEC: The GEA 24 can be configured to monitor coolant temperature data from the Rotax
912iS/915iS FADEC interface.
FADEC: The GEA 24 can be configured to monitor manifold air temperature data from the Rotax
912iS/915iS FADEC interface.
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29.4.32.21 Coolant Temperature
The following sensors can be configured to monitor coolant temperature on the GEA 24 or GSU 73 MISC
TEMP 1 inputs, or the GEA 24 MISC TEMP 2 input:
• Rotax 965531
• Rotax 966385
• Thermistor (any VDO or similar 50-150°C thermistor)
FADEC: The GEA 24 can be configured to monitor coolant temperature data from the Rotax
912iS/915iS FADEC interface.
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29.4.32.23 Custom Pressure
The GEA 24 and GSU 73 MISC PRESS inputs allow the monitoring of installer-defined pressure
measurements, using the following sensor configurations:
• Garmin GPT 75G
• Kavlico P4055-5020-3 (0-75 PSI)
• Garmin GPT 150G
• Kavlico P4055-150G (0-150 PSI)
• UMA 1EM2k
• Custom sensor
These inputs allow the display of arbitrary pressure measurements, including hydraulic pressure, and allow
the installer to specify the name of the gauge.
Custom: This option allows the installer to enter up to 8 points of voltage-to-pressure calibration. See pin
description in Section 25 for allowable input voltage range..
Example - Custom Hydraulic Pressure Gauge
The following two screenshots are an example of an installer-defined hydraulic pressure gauge. In this
example the gauge spans from 0 to 2000 psi with green, yellow, and red + alert ranges. This example
would connect a 0-5V, 0-2000 PSI sensor to the MISC PRESS input.
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29.4.32.24 Custom Temperature
The GEA 24 and GSU 73 MISC TEMP inputs allow the monitoring of installer-defined temperature
measurements, using the following sensor configurations:
• Type J Thermocouple
• Type K Thermocouple
• MS28034 / MIL-T-7990 RTD
• UMA 1BxR RTD (or any Pt100-type RTD)
• Thermistor (any 50-150°C thermistor such as the Rotax 965531 or VDO 320-XXX series)
These inputs allow the display of arbitrary temperature measurements, and allow the installer to specify the
name of the gauge.
NOTE
The GEA 24 GP 6 and GP 7 inputs require the LO side of the input to be connected to
ground. See Figure 25-2.2 for wiring details.
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Example - Custom Electronic Ignition Advance Gauge – The following two screenshots are an example of
an installer-defined engine gauge used to display the timing advance for an electronic ignition which
outputs 0.01 V/deg. In this example the gauge spans from 0 to 45 degrees of timing advance with tick
marks at 20 degrees and 40 degrees.
Vertical Power: When using a Vertical Power unit, trim and flap positions will automatically be displayed.
Connecting, configuring, and calibrating the POS inputs is not required when the position sensors are
connected to a Vertical Power unit.
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29.4.32.26 Discrete Inputs
Discrete inputs can be connected to a variety of external switches or voltage signals and used to generate
system alerts or control other system functions. For instance, a discrete input could be configured to
generate an audible alert and a CAS (Crew Alerting System) message on the PFD display when an external
switch is closed. Discrete inputs can also be used to trigger certain specific actions, as described below.
The GEA 24 and GSU 73 support up to four dedicated discrete inputs (Discrete 1 through 4). The GAD 27
supports an additional nine discrete inputs The seven general purpose (GP) inputs and the RPM2 input on
the GEA 24 may also be configured as additional discrete inputs.
NOTE
The GEA 24 GP 6 and GP 7 inputs require the LO side of the input to be connected to
ground. See Figure 25-2.2 for wiring details.
If two EIS LRUs are configured, the four discrete inputs on EIS LRU #2 may be separately configured,
providing four additional discrete input possibilities. The GP inputs on EIS LRU #2 are not available to be
used as additional discrete inputs.
To configure a discrete input, first select whether the input should be Active Low or Active High. An
Active High input will be considered active when the input voltage is above an upper threshold, and
inactive when the input voltage is below a lower threshold. An Active Low input will be considered active
when the input voltage is below a certain threshold, and inactive when the input voltage is above a certain
threshold, or if the input is floating (not connected). In general, most switch-type inputs that are either
open or connected to ground should be configured as Active Low.
See Section 22.4.9 and Appendix F.5.5.1 for the specific voltage levels used for discrete input sensing on
the GEA 24 and GSU 73 (Section 22.1.6).
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After a discrete input is configured for either Active Low or Active High, it is assigned to a specific
function. The following discrete input functions are supported:
• User-Defined Alert - Used to display a custom alert on the PFD when the discrete input is active.
Both the message text and the message color can be entered. A red alert will generate an audible
warning tone.
• AFCS Level - Used in conjunction with the autopilot to activate LVL mode. This input should be
connected to a momentary pushbutton.
• AFCS TO/GA - Used in conjunction with the automatic flight control system (AFCS) flight
director to activate Takeoff or Go-Around mode. This input should be connected to a momentary
pushbutton located near the pilot's throttle control.
• Canopy Closed - Used with a switch that activates the input when the aircraft canopy is closed and
locked. A solid yellow CANOPY OPEN message will appear on the PFD if the Canopy Closed
input is not active. If engine power is increased or the aircraft is airborne, the CANOPY OPEN
message will flash red and an alert tone will sound.
• COM Freq Swap - Used with a GMA 245/245R audio panel and a connected COM radio to swap
the active and standby frequencies on the currently selected COM. The audio panel's selected
microphone channel is used to find which radio receives the frequency swap command.
• Door Closed - Same as Canopy Closed except alert text is DOOR OPEN.
• ESP Inhibit - Used with a switch that activates the input. When in the active state (select active
high or active low), the ESP (Electronic Stability and Protection) function is disabled. See
Section 29.4.12 for ESP configuration details.
• Event Marker - When activated, the Flight Data Log records a number 1 in the Event Marker
Column. This input should be connected to a momentary pushbutton.
• User Timer - Remote control for the user timer. A momentary switch activation will start/stop the
user timer. Press and hold the switch to reset the timer.
• Master Annunciator Reset - Acknowledges all warning and caution CAS messages.
• Master Caution Reset - Acknowledges all caution CAS messages.
• Master Warning Reset - Acknowledges all warning CAS messages.
• Gear Down - Used with a switch that activates the input when the aircraft's landing gear is down
and locked. When active, a solid green GEAR DOWN indication is displayed on the PFD. If
inactive, and the aircraft is at a low engine power setting and a low altitude, a red CHECK GEAR
alert message appears and a warning tone sounds continuously. When the aircraft's indicated
airspeed is greater than VFE, VLE, or VLO (whichever is lowest) the CHECK GEAR alert
message will not appear. For turbine engine applications, the CHECK GEAR alert message will
not appear when engine torque is greater than the bottom of the lowest green color band on the
torque gauge.
• Gear Up - Used with a switch that activates the discrete input when the aircraft's landing gear is
fully retracted. A Gear Up input should be used in conjunction with another discrete input that is
configured for the Gear Down function. If neither the Gear Up nor Gear Down inputs are active, a
red GEAR UNSAFE alert will be displayed if the landing gear is in transition (neither fully up nor
fully down).
• Gear Up (Amphib) - Same as the preceding Gear Up configuration, except it also displays a blue
GEAR UP message on the PFD when the gear is confirmed up. This is intended for use in
amphibious aircraft that desire a positive indication of both gear-up and gear-down states.
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• Pitot Temp - Will display a PITOT TEMP caution message on the PFD if the outside air
temperature is below approximately 5°C (41°F) and the input is not active. Configure for Active
Low when used with the regulated GAP 26 (-20 version). See also GAP 26 Alert Configuration
(following).
• Glide Activate - Can be used as an additional means to activate Smart Glide, by using a dedicated
panel mounted switch. This input should be connected to a momentary pushbutton. A Garmin
Smart Glide switch can optionally be used to activate this input (Garmin p/n 011-05930-00).
• Speed Brake - Used with a switch that activates the input when the aircraft's speed brake is fully
retracted (closed). A white SPEED BRAKE message will appear on the PFD if the Speed Brake
discrete input is not active. If engine power is increased, such as if the speed brake is deployed
during takeoff or climb, the SPEED BRAKE message will flash red and a tone will sound. If the
aircraft has a maximum airspeed limit for speed brake deployment, it can be configured as a
custom reference speed with the label "VSB" (see Section 29.4.14). Regardless of engine power
setting, if the Speed Brake input is not active and the aircraft's indicated airspeed exceeds VSB, the
SPEED BRAKE message will flash red and a tone will sound.
• Squat Switch - Used with a weight-on-wheels switch that activates the input when the aircraft is on
the ground. If a Stall Switch input is also configured, the Squat Switch input will override it (to
reduce nuisance alerting when the stall switch is activated while the aircraft is on the ground). The
Squat Switch input is also used as an additional factor for determining airborne/on-ground status.
• Stall Switch - When the input is active, a red flashing STALL message appears on the PFD and a
warning tone sounds continuously. (Audible stall warning tones are inhibited when the aircraft is
on the ground.)
• Marker Beacon (Inner) - Supports external Marker Beacon Receiver, provides PFD lamp
indication.
• Marker Beacon (Middle) - Supports external Marker Beacon Receiver, provides PFD lamp
indication.
• Marker Beacon (Outer) - Supports external Marker Beacon Receiver, provides PFD lamp
indication.
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29.4.32.26.1 GAP 26 Alert Configuration (-20 version of GAP 26 only)
If the discrete output (bare blue wire) from the control box is connected to one of the EIS discrete input
pins on the GEA 24 or GSU 73, the status of the GAP 26 heater can be displayed in one of three ways
(following), depending on user preference:
1. The discrete input configuration shown in Figure 29-55 will result in a green "PITOT HEAT"
indication that will appear on the PFD any time the GAP 26 heater is powered and the probe
temperature is above approximately 25° C (77° F). If pitot heat is powered off or inoperative, the
green "PITOT HEAT" indication will not appear.
2. The discrete input configuration shown in Figure 29-56 will result in a yellow "PITOT TEMP"
alert that will appear on the PFD any time the GAP 26 heater is powered off, or if it is powered on
but the probe temperature is below approximately 25° C (77° F). If pitot heat is powered and the
probe temperature is sufficiently high, the yellow "PITOT TEMP" alert will not appear.
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3. The discrete input configuration shown in Figure 29-57 will result in a yellow "PITOT TEMP"
alert that will appear on the PFD similar to Configuration #2, with additional logic that
automatically prevents the yellow "PITOT TEMP" alert from appearing if the outside air
temperature is above approximately 5° C (41° F). This configuration provides the same indication
as Configuration #2, but hides the pitot temperature alert when flying in warmer weather
conditions.
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29.4.32.27 Advanced Gauge Configuration
The ability to support dynamic gauge range markings and alerts is supported through the use of engine/
airframe logic signals, which are used to allow one engine/airframe parameter to affect the behavior of
another, or even to affect itself. A logic signal is a simple binary value, which can be in one of two states:
"set" (1) or "clear" (0), based on the real-time sensor input value of the associated gauge. Up to 10 logic
signals are supported, numbered 1 through 10. When editing a gauge range marking or discrete input, the
Mode setting is used to configure how it interacts with logic signals (see Figure 29-58).
An individual gauge range marking can be configured to set a particular logic signal, which will cause that
logic signal to be set any time the gauge value is within that range. This includes support for "Invisible"
gauge range markings that do not appear on the screen and exist only to set a logic signal. If multiple
gauge range markings are configured to set the same logic signal, the state of that logic signal will involve
a logical OR operation.
Figure 29-58 Edit Gauge Marking - Logic Signal Set By Invisible Range
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A gauge range marking can also be configured to be dependent upon the set/clear state of a particular logic
signal, and will only appear when that logic signal is either set or cleared (see Figure 29-59). A gauge
range marking that produces an alert will not do so if it is hidden.
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When editing the gauge configuration for an EIS input, an asterisk displayed alongside a range marking
indicates that it uses logic signals (see Figure 29-60).
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Similarly, discrete inputs can be configured either to set a logic signal (See Figure 29-61), or require a
specific logic signal state in order to produce an alert (see Figure 29-62). This includes support for
"Invisible" discrete inputs, which do not generate an alert and exist only to set a logic signal.
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The behavior of each logic signal can be further customized through the Settings tab of the EIS
Configuration page (see Figure 29-63 and Figure 29-64). Each logic signal can have an optional delay that
affects how quickly it will transition to the "set" or "clear" state, from 0 (no delay) to
1 hour (3600 seconds). Each logic signal can also optionally be configured to be set only when airspeed
and/or altitude is above or below a threshold.
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Through the use of logic signals, complex behaviors can be generated, including:
• Oil pressure alerts that are inhibited below a specific engine RPM
• Engine RPM limits that change based on oil temperature
• Alerts for prohibited combinations of engine RPM and manifold pressure
• Gauge range markings that appear only when a discrete input is active
• Discrete inputs that generate an alert only when another gauge is within a certain range
• Engine temperature limits that change after engine start or at high altitude
• Engine RPM or manifold pressure limits that change after a period of time ("5-minute takeoff
power")
• Alerts for incorrect flap position based on airspeed
• Alerts for incorrect trim position prior to takeoff
See Appendix I for Advanced Gauge Configuration examples.
To assist with logic signal configuration, a diagnostic page showing the current state of each configured
logic signal is provided (see Figure 29-65). To access logic signal diagnostics from config mode or from
the main menu in normal mode, select Diagnostics > Logic Signals.
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29.4.32.28 Annunciator Outputs
The GEA 24 and GSU 73 have two discrete output pins, which can be used to drive external indicator
lamps. These outputs are optional and do not require any configuration.
DISCRETE OUT 1 acts as a Master Warning annunciator, and is active (pulled low) any time a warning-
level (red) alert is displayed on the PFD.
DISCRETE OUT 2 acts as a Master Caution annunciator, and is active (pulled low) any time a caution-
level (yellow) alert is displayed on the PFD.
See Figure 25-2.2 and Figure 25-3.2 for guidance on wiring indicator lamps to the annunciator output pins.
If two EIS LRUs are configured, connect indicator lamps to EIS LRU #1 only.
The Annunciator Configuration page, accessible from the Settings tab of the EIS Configuration page
allows for additional customization of external annunciator behavior.
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29.4.32.29 Lean Assist
Lean Assist is a feature that monitors and detects peak temperatures for EGT or TIT as the pilot leans the
engine's air/fuel mixture. When configuring EGT or TIT inputs, Lean Assist can be enabled or disabled. If
Lean Assist is enabled, the LEAN softkey will appear on the ENG page in normal mode. Lean Assist
should be disabled for engines that do not have pilot-controllable air/fuel mixture, including FADEC
engines.
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29.4.32.31 Engine Power
Estimated engine power can be calculated for Lycoming and Continental engines, using inputs from RPM,
manifold pressure, and fuel flow sensors (all three are required for engine power calculation).
On the Engine Power Configuration page, select the appropriate engine type (Lycoming or Continental,
turbocharged or normally-aspirated). Then enter the engine's maximum rated power and RPM (for
example, 180 horsepower at 2750 RPM).
For a turbocharged engine, enter the manifold pressure for maximum rated power. Configuring maximum
manifold pressure is not required for a normally-aspirated engine, as it is assumed to produce maximum
power at sea level pressure.
To display engine power data or related status information from a FADEC engine, select "FADEC" for the
engine type. Not all FADEC types provide engine power information; some other FADEC types provide
general power status (for example, an Economy mode indication) but not a percentage.
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Engine power is displayed (in percentage) between the RPM and manifold pressure gauges in the EIS
display and on the Engine page.
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29.4.32.32 Engine Time Configuration
Engine Time – Engine Time records the total operating time of the engine, in hours, when Record Mode is
set to Fixed Rate or Variable Rate. Engine time will be recorded whenever engine RPM exceeds the value
specified in the Minimum Recording RPM field.
When Fixed Rate is selected, engine time will increase by 1 hour if the engine is run for 1 hour at any RPM
above the Minimum Recording RPM.
When Variable Rate is selected, the Standard Recording RPM field determines the engine speed at which
engine time increments at 1 hour per hour. Engine RPMs greater than the Standard RPM value will cause
engine time to increase faster, and slower RPMs will cause engine time to increase more slowly. For
example, if Standard Recording RPM is set to 2300, engine time will increase by 1 hour if the engine is run
for 1 hour at 2300 RPM, and the recorded engine time will increment by approximately 0.9 hours if the
engine is run for 1 hour at 2100 RPM. This type of engine time recording is typical for piston engine
applications because it mimics the way a mechanical tachometer records engine time (also called tach
time).
The Maximum Recording RPM item sets an upper limit on the RPM readings used to calculate engine
time. This can be used to prevent spurious RPM signals from adversely affecting recorded engine time and
should always be set higher than the redline RPM.
For turbine engine applications, only the RPM1 value affects engine time recording.
NOTE
The Engine Time item is disabled when certain FADEC engines are configured. For
installations where engine time data is provided by the FADEC interface, engine hours
provided by the FADEC will be displayed.
To set Engine Time:
1. In configuration mode, select Engine, then scroll down the list using the inner right knob (or use
touch screen) to highlight Engine Time.
2. Press the Engine Time Bar.
3. Select Menu, Show Advanced Setting (to enable editing of Engine Time field).
4. Edit Current Hours and Select Save.
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29.4.32.33 Engine Cycle Count Configuration
Engine Cycle Count - Engine Cycle Count records the number of engine cycles. This feature is available
and displayed only when the Engine Time Record Mode (Section 29.4.32.32) is not Disabled. An engine
cycle is defined as the following sequence: start the engine, takeoff, land, stop the engine. Multiple
takeoffs and landings between one engine start and stop will only accumulate one engine cycle. An
aircraft configured for multiple engines will have a cycle count for each engine.
Selecting the Engine Cycle Count field from the Engine Information System Configuration page opens the
Engine Cycle Count configuration page. The Show On Engine Page field determines whether the engine
cycle count is displayed on the engine page in Normal mode. This field may be set to Show or Hide.
There is also a field to show the current cycle count for each engine configured for the aircraft.
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29.4.32.34 Total Airframe Time Configuration
Total Time – The Total Time displays the total operating time in hours, of the aircraft. This time is
displayed on both the Engine Configuration Page and the Total Time Configuration Page. The Total Time
(Current Hours) can be changed by the user, see the following procedure.
The Record Mode selections are listed in Table 29-20.
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29.4.32.35 Propeller Sync Configuration
If two EIS LRUs are configured, and RPM is configured for twin-engine display, a graphical propeller
sync indicator (syncrometer) can be configured to display on the RPM gauge. As with a traditional
mechanical syncrometer gauge, the propeller sync gauge spins in the direction of the faster-turning engine
when propeller RPM is not synchronized. The Propeller Sync Configuration page allows the propeller
sync indicator to be enabled or disabled, and the maximum RPM difference to be configured. Smaller
values for the Maximum Difference field make the propeller sync indicator more sensitive.
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29.4.33 External Lights Configuration Page
The external lights configuration page is used to set up the landing and/or taxi lights for alternating
flashing. The lights are labeled Flash Light 1 and Flash Light 2, and the user may define their purpose.
NOTE
Electrical Control System must be enabled on the LRU Configuration Page in order to
display the External Lights Configuration Page.
Flash Selection - Can be set to Light 1 to only flash lighting output 1, Light 2 to only flash the lighting
output 2, or Flash Both Lights to flash both lighting outputs. If both lighting outputs are flashed, they will
alternate (i.e. while light 1 is on, light 2 is off and vice versa).
Automatic Flashing - The lighting outputs may be flashed by the use of an external switch (not controlled
through software), by use of an automatic switch on airspeed, or both. The automatic (airspeed controlled)
flashing must be enabled to allow an airspeed value to be entered. The airspeed value should be greater
than the final approach speed of an airplane so the lights will not flash during landing.
Light Priority - Controls the interaction between light flashing behavior and external light switches.
• When set to "Flash", if other settings on the External Light page determine that an external light
should flash, it will flash regardless of the state of its associated switch.
• When set to "Switch (On)", an external light will be steady on any time its switch is on, and can be
either off or flashing when its switch is off.
• When set to "Switch (Off)", an external light will be steady off any time its switch is off, and can
be either on or flashing when its switch is on.
Warmup Time - For lighting systems requiring a warmup time (such as HID lights), select a value closest
to the recommended warmup time without being smaller (than the lighting sytem’s recommended warm-
up time). For example, if the recommended warmup time for a lighting system is 22 seconds, then the 25
second option should be selected.
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29.4.34 Cockpit Lighting Configuration Page
NOTE
Electrical Control System must be enabled on the LRU Configuration Page in order to
display the Cockpit Lighting Configuration Page.
The cockpit lighting bus is split into three sections described as follows:
Input Selection Tab
Lighting Bus - Has a pull down menu to select one of six lighting buses (three DC analog outputs and three
AC (PWM, pulse width modulation) outputs).
Lighting Bus Control - Can be used to select None to turn a bus off, or it can be used to select one of three
controlling inputs.
Calibration Table Tab
Contains all function points (up to four) used to translate a given analog input voltage value to a given
analog or PWM value on the lighting buses. The system automatically places the points in order of
increasing input voltage. The output value is in terms of 100% of the maximum output for a given bus.
Use the “Add new point” input to add a new voltage value. To delete a point, press the “Input” value for
the point to be deleted, then press “Clear”.
Graph
Lighting Bus Output (brightness) is displayed as the vertical (Y) axis, and Lighting Bus Input level is
displayed as the horizontal (X) axis. For the points entered, as the input voltage increases, the output
percentage must also increase (the plotted line can only go up and to the right). Points that are acceptable
by the system are displayed in green. Points that have potential issues are displayed in yellow.
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29.4.35 Save & Reboot Button
After all configuration changes have been made, use the Save & Reboot button to save all changes and
return to normal mode.
The System Page is used to display LRU (device) specific information such as Software Version, Unit
ID’s, System ID’s, and Database information for the various databases used by the GDU 4XX. This page
has no user-selectable options. Faults are indicated by a Red X next to the affected LRU.
1. In configuration mode (Section 29.2), use the Touch Panel or a Move Selector Knob to select and
view the System Information Page. The user may scroll the Device List box and the selected
device’s info by using the Touch Panel or a Move Selector Knob.
2. Press the Back key to return to the Configuration Mode page when finished (if desired).
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29.5 Garmin Database Updates
The GDU 4XX MFD database updates can be obtained by visiting the flyGarmin® website
(flyGarmin.com®). The flyGarmin website requires entering the System ID to update databases. This
allows the databases to be encrypted with the G3X system’s unique System ID when copied to the SD
Card. The System ID is displayed on the Database Information Page in normal mode, and on the System
Information Page in configuration mode. The Unit ID is different for each LRU in the G3X system, and
cannot be used for this purpose.
Since these databases are stored internally in each GDU, each GDU will need to be updated separately.
The SD card may be removed from the applicable GDU after installing the database(s). After the
databases have been updated, check the appropriate databases are initialized and displayed on the start-up
screen during start.
NOTE
Perform database updates on the ground only, and remain on the ground while a database
update is in progress.
NOTE
A single database update purchased from flyGarmin will allow all displays in the G3X
system with matching System ID to be updated, therefore a database purchase is not
required for each display.
NOTE
In the event there is a file corruption problem with the SD card, it may be necessary to
reformat the card. This can cause an issue when formatting the SD card using Mac OS,
where the newly formatted card will not be recognized by the avionics system. When using
a Macintosh computer to format the SD card, Garmin recommends using the SD Memory
Card Formatter application available as a download from SDcard.org. When running the
application, use the Quick Format option.
After the data has been copied to the SD card, perform the following steps:
1. Insert the SD card in the card slot of the GDU 4XX to be updated.
2. Turn on the GDU 4XX to be updated.
NOTE
Steps 1 and 2 can be performed in reverse order.
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3. Upon turn-on, a screen appears which lists the databases on the SD card. A green checkbox
indicates the database already installed on the GDU 4XX is up to date, an empty checkbox
indicates the database on the SD card is more current and should be installed (alternatively, the
Database Update page can be accessed using Main Menu > Tools > Database > Menu > Update
Databases).
4. The database(s) can be updated by either highlighting UPDATE ALL and pressing the ENT key;
or by using the Touch Panel or a Move Selector Knob to highlight a single database and pressing
the ENT Key.
5. When the update process is complete, the screen displays the database status.
6. Once the database(s) have been updated, the SD card can be removed from the unit
7. The unit must be restarted by pressing the Back key.
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29.5.2 Available Databases
Basemap
The basemap contains data for the topography and land features, such as rivers, lakes, and towns. It is
updated only periodically, with no set schedule. There is no expiration date.
FliteCharts®
The FliteCharts database contains terminal procedure charts for the United States only. This database is
updated on a 28-day cycle. If not updated within 180 days of the expiration date, FliteCharts will no
longer be user-accessible.
IFR/VFR Charts
The IFR/VFR Chart database contains Sectionals, Hi-Altitude, Low-Altitude, World Aeronautical Charts
(WAC), and Terminal Area Charts (TAC). This database is updated on a 28-day cycle.
Aviation Navigation Data (NavData™)
The database contains the general aviation data (NavData) used by pilots (Airports, VORs, NDBs, SUAs,
etc.) and is updated on a 28-day cycle.
Obstacle
The obstacle basemap contains data for obstacles, such as towers, that pose a potential hazard to aircraft.
Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all
obstacles are necessarily charted and therefore may not be contained in the obstacle database. This
database is updated on a 56-day cycle.
SafeTaxi®
The SafeTaxi database contains detailed airport diagrams for selected airports. These diagrams aid in
following ground control instructions by accurately displaying the aircraft position on the map in relation
to taxiways, ramps, runways, terminals, and services. This database is updated on a 56-day cycle.
Terrain
The terrain database contains the elevation data which represents the topography of the earth. This
database is updated on an “as needed” basis and has no expiration date.
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29.6 SiriusXM® Activation Instructions (GDU 455/465 only)
Follow the below instructions to activate the SiriusXM receiver in the GDU 455/465.
Before SiriusXM Satellite Weather can be used, the service must be activated by calling SiriusXM at
1.866.528.7474. Service is activated by providing SiriusXM Satellite Radio with a Radio ID. SiriusXM
Satellite Radio uses the Radio ID to send an activation signal that allows the G3X MFD to display weather
data and/or entertainment programming. SiriusXM service should activate in 45 to 60 minutes.
1. The Radio ID can be displayed by accessing the XM Audio Page, and then pressing the INFO
Softkey. Record the Radio ID for reference during SiriusXM Activation.
2. Make sure the aircraft's XM antenna has an unobstructed view of the southern sky. It is highly
recommended the aircraft be outside of and at least 25 feet away from the hangar.
3. Hook up the aircraft to external power if available. The complete activation process may take 45-
60 minutes or more, depending on the demand on the SiriusXM activation system.
4. Power on the avionics and allow the G3X to start. Do not power cycle the units during the
activation process.
5. Go to the XM Info Page. During the activation process the unit may display several different
activation levels, this is normal and should be ignored. When the service class (Aviator Lite,
Aviator, or Aviator Pro) and all of the weather products for the class that you subscribed to are
displayed, the activation is complete. Wait 30 seconds to allow the GDU 455/465 to store the
activation before removing power.
NOTE
During the activation process do not change channels or pages.
If the SiriusXM receiver will not receive, an Activation Refresh may resolve the issue. An Activation
Refresh may be performed by visiting the link https://care.siriusxm.com/retailrefresh view.action and
following the instructions listed there. Visit http://www.siriusxm.com/sxmaviation for SiriusXM weather
info.
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29.7 External Interface Configuration (Garmin units only)
Refer to Section 23.2 and Appendix G.2 for wiring the interface connections between GDU 4XX LRUs
and any external Garmin units such as the GNS 4XX/5XX, GNS 480, GTN 6XX/7XX, and GTX
transponder products. See the Configuration Guidance instructions on the drawings in Section 23.2 and
Appendix G.2 for specific unit configuration settings. This section lists specific instructions for changing
the configuration settings of the external Garmin units (the SL30 and SL40 units do not require
configuration).
29.7.1 GNS 4XX/5XX Series Units (including ‘A’, ‘TAWS’, & ‘WAAS’ models)
Entering Configuration Mode:
1. With power applied to the aviation rack and the 4XX/5XX Series unit turned off, press and hold the
ENT key and turn the unit on.
2. Release the ENT key when the display activates. The unit is now in configuration mode. After the
database pages, the first page displayed is the MAIN ARINC 429 CONFIG page.
3. While in configuration mode, pages can be selected by making sure the cursor is off and rotating
the small right knob, select the desired Config Page.
NOTE
Make configuration changes only as described in this section, changing other
configuration settings is not recommended and may significantly alter the unit’s operation.
Garmin recommends recording all configuration settings (before making any changes) for
reference.
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Installation Configuration Pages
The configuration pages are in the order found when rotating the right small knob clockwise starting at the
MAIN ARINC 429 CONFIG page. Follow the preceding procedures to enter configuration mode and to
select the desired configuration settings (the following figures are for reference only and may vary from
actual screens/settings, refer to instructions on the drawings in Section 23.2 and Appendix G.2).
4XX Main ARINC 429 Config Page 5XX Main ARINC 429 Config Page
4XX Main RS232 Config Page 5XX Main RS232 Config Page
4XX Main CDI/OBS Config Page 5XX Main CDI/OBS Config Page
4XX Main VOR/LOC/GS 429 Config Page 5XX Main VOR/LOC/GS 429 Config Page
NOTE
Each output channel can be used to drive up to three RS-232 devices.
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29.7.2 GNX™ 375
Perform all configurations, calibrations, and test procedures in configuration mode.
Dots display above the page name when more than one page is in a group. A cyan dot indicates the active
page. Swipe left or right to change pages.
To Enter Configuration Mode:
1. Push and hold the inner knob.
2. Push the power key.
3. When the configuration mode home page displays, release the knob.
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29.7.4 GTX Transponder
Refer to the applicable transponder installation manual for configuration mode instructions. The
configuration settings are detailed in Section 23.2 and Appendix G.2 of this document.
NOTE
Make configuration changes only as described in Section 23.2 and Appendix G.2,
changing other configuration settings is not recommended and may significantly alter the
unit’s operation. Garmin recommends recording all configuration settings (before making
any changes) for reference.
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5. Follow configuration instructions per applicable drawings in Section 23.2 and Appendix G.2.
GTN 6XX GTN Setup Page GTN 7XX GTN Setup Page
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29.8 Sharing G3X Touch Flight Plans (Crossfill) with External IFR Navigators
The G3X Touch system is able to share (crossfill) flight plans that are created/edited on the G3X Touch
(using internal flight planning) with some external IFR navigators (currently GPS 175, GNX 375, and
GTN 6XX/7XX). The IFR navigator must be correctly configured (Section 29.8.1) and wired
(see Figure 23-2.20 for GTN 6XX/7XX, Figure 23-2.17 for GNX 375, Figure 23-2.18 for GPS 175) to
perform this function.
If configured/wired correctly, when an internal flight plan is created on any GDU 4XX display in the G3X
Touch system, that flight plan will be automatically crossfilled to the external IFR Navigator.
If the G3X Touch is using internal flight planning during a VFR flight, the IFR navigator will stay
synchronized with any changes in the G3X Touch flight plan (this is useful if there is a need to switch to
the IFR navigator during flight).
SIDs, STARs, and approaches cannot be loaded/activated from the G3X Touch display. Alternatively, a
multi-point flight plan can be created using the G3X Touch display, then, by touching the External Flight
Planning button on the G3X Touch display, that multi-point flight plan is crossfilled to the external IFR
navigator which does allow loading/activating an approach if needed, to fly a procedure at the destination.
NOTE
The G3X Touch system only crossfills multi-point flight plans with the external IFR
navigator when using internal flight planning on the G3X Touch. Direct-To operations
and single point flight plans are not crossfilled between the systems.
NOTE
Any Direct-To operation must be commanded on the external IFR navigator (G3X Touch
or IFR Navigator) being used.
NOTE
Switch the G3X Touch system to external flight planning to use the IFR navigator for
normal flight planning (including enroute, SIDs, STARs, and approaches).
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29.8.1 External IFR Navigator Crossfill Configuration
29.8.1.1 GPS 175, GNX 375, and GTN 6XX/7XX (v6.62 and newer only)
Two configuration changes are required to enable the crossfill function. In normal mode, External FPL
Crossfill must be enabled on the System Setup page. In configuration mode, External FPL must be
enabled on the Main System configuration page.
See Section 29.7.2 (GNX 375), Section 29.7.3, (GPS 175), or Section 29.7.5 (GTN 6XX/7XX) for
instructions on entering configuration mode.
NOTE
The checklist file should be named with a ‘.ace’ file extension, and placed in the root
directory of the SD card. Only one checklist file should be placed on the SD card.
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30 TROUBLESHOOTING
In this manual, the term ‘Red-X’ refers to a red “X” that appears on different areas of the display to
indicate the failure of that particular function.
Refer to the G3X™ Pilot’s Guide (190-01115-00) or the G3X Touch™ Pilot’s Guide (190-01754-00) for a
complete listing of System Status Messages.
For additional assistance, contact your G3X Dealer, then for further help (if needed), contact Garmin
Aviation Product Support at US Toll Free Number 1-888-606-5482, or US 1-913-397-8200.
NOTE
Any advisory or warning message indicated on the Info Page whlie on-ground should be
investigated and resolved before flight.
NOTE
The information in this section is for troubleshooting use only and does not supersede any
approved Maintenance or Installation Manual instructions.
30.1 General Troubleshooting
1. Review the airframe logbook to verify if any G3X or other avionics or electrical maintenance had
been performed recently that may have contributed to the failure.
2. Check for loose wire terminals on the circuit breaker connections on the power wire(s) causing
intermittent power connections. Also, check for intermittent circuit breakers.
3. Have ground power put on the aircraft.
4. Turn on the G3X and record the system software level on the GDU™ start up page.
5. After the system is initialized, note any Red-X’s on the displays, ALERT messages and Red-X’s
on the GDU.
If the failure cannot be verified, proceed to the following physical inspection.
1. Turn off the G3X and remove the interior panels to gain access to the ADAHRS. Inspect the
physical installation of the affected LRU.
2. Check the connectors are fully seated, and the jack screw connectors are fully tightened on both
sides of the affected LRU’s connector.
3. Check for a loose wire harness that is able to move around during flight. This condition may cause
the wire to pull on or vibrate the connector, making intermittent connections.
4. Make sure the affected LRU is mounted securely. Use a screwdriver to check the tightness of the
four mounting screws.
5. Look in the vicinity of the affected LRU for any heavy objects that may not be fastened tight to the
structure and induce vibration in the ADAHRS.
6. Look for evidence of water or fluid contamination in the area around the affected LRU.
7. Unplug the affected LRU’s connector and check for bent pins.
8. Inspect the wire harness clamp on the rear of the connector to verify it is not too tight and
smashing/shorting the wires. If the wire clamp is installed upside down, it has sharp edges that can
cut into the wires. Verify the presence of protective wire wrap between the wires and the clamp.
If the condition is not resolved by following the preceding instructions, contact Garmin Product Support
for additional assistance. A Garmin Field Service Engineer may ask the technician to download the fault
logs to a PC and email the logs back to Garmin to help determine if the condition is caused by a G3X LRU
or in the aircraft.
NOTE
TAS information can only be displayed at speeds greater than 20 Knots (TAS is invalid
when the aircraft is sitting still, or if no OAT probe is connected).
The displayed OAT (Figure 30-1) will either be a number (when valid), or display an X. Valid OAT is
required to calculate TAS, so if TAS is invalid because OAT is unavailable, both OAT and TAS will
display an X, which indicates the problem is OAT (not air data) related.
A dashed-out value for TAS may simply mean the true airspeed being measured is too low to be of value
(e.g. when the aircraft is on the ground). If the TAS indication still display dashes at speeds greater than 20
knots and/or the OAT indication is Red -X’d (as shown in Figure 30-1):
1. Check the GTP 59 OAT probe wiring and connection for faults.
2. Check configuration module wiring for damage, replace if any is found.
3. Replace the GTP 59 OAT probe.
4. If the problem persists, replace the ADAHRS with a known good unit.
Figure 30-5 Attitude and Heading Failure Indications (Reversionary or Split-Screen PFD)
Before troubleshooting an Attitude Failure, gather answers to the following questions. This information
may be helpful to the installer/pilot, the G3X Dealer, or to Garmin Aviation Product Support in
troubleshooting the failure.
1. What specifically was the nature of the failure? Was it a Red-X of only heading, only pitch/roll, or
both?
2. If there was a Red-X of pitch or roll information, did the PFD display the "ADAHRS Align: Keep
Wings Level" message (which is indicative of an ADAHRS reset), or the "Attitude Fail" message
(which is indicative of either ADAHRS invalidating its output, or a communication path failure)?
3. What exactly was the aircraft doing in the two minutes that preceded the failure (taxing on the
ground, flying straight-and-level flight, turning, climbing, etc)? If the problem occurred on the
ground, was it within 100 feet of a hanger using GPS repeaters?
4. How long did the failure last? Was it brief or sustained? Was it repetitive in nature? If it was
repetitive, about how many times did it happen? Did it happen on more than one day?
5. Was the problem correlated with a specific maneuver or a specific geographic area?
6. Can the problem be repeated reliably?
7. Were any of the following message advisory alerts observed (must navigate to the INFO page and
press the MSG softkey to see them) within an hour of the occurrence of the problem?
• ADAHRS not receiving airspeed
• ADAHRS not receiving any GPS information
• ADAHRS magnetic-field model out of date
• ADAHRS extended operation in no-GPS mode
8. Did the onset of the problem occur shortly after a software upload to one or more of the G3X
LRU’s, or shortly after a repeat of the magnetometer calibration procedure?
9. Were there any GPS Alert messages or loss of position lock?
NOTE
Passing the Engine Run-Up Vibration test does not remove the requirement to rigidly
mount the ADAHRS to the aircraft primary structure. The Engine Run-Up Vibration Test
is intended to help discover mounting issues but successful completion of the test does not
validate the mounting of the ADAHRS and GMU, and does not account for all possible
vibration profiles that may be encountered during normal aircraft operation
31.1.1 GAP 26
Garmin recommends that a leak test (Section 5.5.5) be performed following any maintenance action in
which the pitot or AOA pneumatic lines are opened up (i.e. whenever the GAP 26 is removed or replaced).
31.1.2 GSU 25
Per Part 43 Appendix E, paragraph (b)(2), Garmin recommends a test procedure equivalent to part 43
Appendix E, paragraph (b)(1) with two exceptions. The tests of sub-paragraph (iv) (Friction) and (vi)
(Barometric Scale Error) are not applicable because the digital outputs of the GSU 25 are not susceptible to
these types of errors. This procedure is recommended when the static system is opened up (i.e. whenever
the GSU 25 is removed or replaced). Garmin also recommends that a leak test be performed following any
maintenance action in which the pitot or AOA pneumatic lines are opened up (i.e. whenever the GSU 25 is
removed or replaced).
The GSU 25 utilizes an Earth magnetic field model which is updated once every five years. This IGRF
(International Geomagnetic Reference Field) update is expected to be available from Garmin in July of
2020 and every five years thereafter, so long as the GSU 25 remains a Garmin –supported product. The
IGRF model is automatically updated with a GDU software update. Otherwise maintenance of the
GSU 25 is ‘on condition’ only.
NOTE
If the GSU 25 is moved or replaced, the Post Installation Calibration Procedures
(Appendix H for GDU 37X systems and Section 29 for GDU 4XX systems) must be
repeated.
To access ground maintenance mode in a G3X system with GDU 37X displays:
1. Access the Transponder Setup page using the Main Menu.
2. Change the setting for Ground Maintenance Test to Enabled to force the transponder into ALT
mode.
Transponder ground maintenance mode will be cancelled following a power cycle, or if the aircraft is
determined to be airborne.
NOTE
Do not use a used GDU configuration module as a replacement. Data that may reside on
the used configuration module may cause system configuration errors.
NOTE
A G3X system installation can use either GDU 37X or GDU 4XX displays, but a G3X
system installation cannot use both GDU 37X and GDU 4XX displays simultaneously.
Data written to the config module by a GDU 37X display cannot be read by a GDU 4XX. Before
upgrading an existing G3X system to GDU 4XX displays, take careful written note of all configuration
settings, and back up fuel quantity calibration data to an SD card as described in Appendix H.4.19.4.
The main display connector is pin-compatible between the GDU 37X and GDU 4XX. The GDU 4XX
supports additional RS-232 ports, which may be used when replacing two 7" GDU 37X displays with a
single 10.6" GDU 46X. For redundancy of ADAHRS data, a GDU 4XX may also optionally be connected
to the GSU 25 using the dedicated RS-232 port provided for this purpose (see Section 22.3.1).
After removing GDU 37X displays and installing GDU 4XX displays, including making any necessary
interface wiring changes, erase the config module using the following steps:
1. Power on the system in config mode (see Section 29.2).
2. Access the System Information config page (see Section 29.4.3).
3. In the list of devices, select the PFD.
4. Press the MENU key and select "Format Config Module".
5. When prompted, confirm erasing the config module.
6. The PFD will reboot when finished. Re-enter config mode to complete GDU 4XX setup.
Re-enter configuration settings as described in Section 29.4, including restoring fuel quantity calibration
data from the SD card by using the instructions in Section .
31.2.2 GSU 73
NOTE
A pitot/static check as outlined in 91.411 and Part 43 Appendix E must be completed if the
pitot/static lines are broken.
NOTE
A pitot/static check as outlined in 91.411 and Part 43 Appendix E must be completed if the
pitot/static lines are broken.
CAUTION
During a pitot/static test, if the AOA port is unused, connect it to the static port to avoid
overpressuring (and causing damage to) the internal AOA sensor.
31.2.3.1 Original GSU 25 is Reinstalled
No software or calibration is required if the original GSU 25 is reinstalled in its original mounting location.
Continue to Section 31.2.4.
31.2.3.2 New GSU 25 is Installed
Any time a new GSU 25 is installed, or an existing GSU 25 is moved to a different mounting location, the
AHRS unit orientation (Appendix H.4.3.1 for GDU 37X systems and Section 29.4.7.1 for GDU 4XX
systems), pitch/roll offset (Appendix H.4.3.2 for GDU 37X systems and Section 29.4.7.2 for GDU 4XX
systems), and magnetometer calibration procedures (Appendix H.4.4.3 for GDU 37X systems and
Section 29.4.8.3 for GDU 4XX systems) must be performed. The correct GSU 25 software version will
automatically be loaded from the GDU.
31.2.4 GMU 11/22
NOTE
If the GMU is removed, the anti-rotation properties of the mounting screws must be
restored. This may be done by replacing the screws with new Garmin P/N 211-60037-08.
If original screws must be re-used, coat screw threads with Loctite 242 (blue) thread-
locking compound, Garmin P/N 291-00023-02, or equivalent. Important: Mounting
screws must be brass.
NOTE
A removal adapter (GPN 011-03158-00) is provided (with each GSA 28 connector kit) that
can be used when a GSA 28 is removed. The adapter keeps that node on the CAN bus in
the same state as when the servo was connected (either terminated or un-terminated). The
adapter also allows trim signals to pass through when the servo is removed.
31.2.7 GAD 29
No additional action is required when a GAD 29 is reinstalled or replaced. The correct GAD 29 software
version and ARINC 429 configuration will automatically be loaded from the GDU.
31.2.8 GMC 30X/507
No additional action is required when a GMC 30X/507 is reinstalled or replaced.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during the
engagement and tuning of the autopilot system. The pilot should always have easy access
to the autopilot disconnect button to disconnect the autopilot and take control of the aircraft
at any time.
Task Description
The GSA 28 autopilot servos will have the finest control, most torque, and least
amount of slop when connected to the control linkage using the inner most hole on
the GSA 28 servo arm. This will provide the best autopilot control and experience
for the user.
For most of the RV series of aircraft, the optimum servo arm mounting hole has
been determined and documented in the installation manual, and is not always the
inner hole. Use this guidance when available, and follow the WARNING below for
1) any installation.
Verify GSA 28 Verify GSA 28 is Connected to the Inner Most Hole Possible:
Servo Arm to
Aircraft Control 1. Connect the GSA 28 control servo arm to the inner most hole possible while
Linkage still allowing for proper aircraft control linkage movement.
WARNING
It is vital to make sure the autopilot servo and aircraft control
linkage is free to move throughout its entire range of travel without
binding or interference. Failure to provide adequate clearance
between the moving parts of the control system linkage and nearby
structure could result in serious injury or death.
Initial autopilot tuning is done with the trim control disabled to avoid the auto-trim
2) function from interfering with the initial autopilot tuning.
Disable Trim Disable Trim Motor Control:
Motor Control 1. In configuration mode go to the Trim Configuration page
2. Disable “Trim Motor Control” for all servos
Task Description
Autopilot tuning should be done with the maximum acceptable amount of servo
torque. The servo torque should be set to the maximum value that can still be
overpowered by the pilot in an emergency situation.
3) Set Initial Servo Torque Limits:
Set Initial Servo
Torque Limits 1. In configuration mode go to the Autopilot page
2. Set the “Max Torque” value for each servo to the maximum percentage
value that can still be overpowered by the pilot. Slowly apply force to the
stick in order to overpower the srrvo.
The initial autopilot tuning should be done using the default gains settings.
Set All Initial Autopilot Gains to Default Value:
1. In configuration mode go to the Autopilot page
4) 2. On The “Roll” tab, press the MENU button and hit the “Restore Default”
Set Default button to set Roll Servo gains to the default values
Autopilot Gains 3. On The “Pitch” tab, press the MENU button and hit the “Restore Default”
button to set Pitch Servo gains to the default values
4. On The “Yaw Damper” tab, press the MENU button and hit the “Restore
Default” button to set Yaw Damper gains to the default values
Data logging should be enabled so flight data and autopilot commands are logged
during flight. This data can later be analyzed to assist in autopilot tuning.
5)
Enable Data Enable Data Logging:
Logging on the 1. In configuration mode go to the Data Log page
PFD Display 2. Enable “SD Card Data Logging”
3. Place an SD card in the PFD card slot
Conduct an initial autopilot engagement and checkout with the aircraft on the
ground to verify proper control movement.
Engage AP and Verify Proper Control Movement:
1. Engage AP in HDG/PIT mode
2. Move heading bug and verify proper aileron response
6) 3. Move pitch reference and verify proper elevator response
On Ground 4. Move aircraft nose back and forth and verify proper rudder response
Autopilot Test 5. Verify autopilot servos can be overpowered by the pilot by slowly
overpowering the servo torque
6. Verify autopilot disconnect functionality by pressing the AP Disconnect
button to disengage the autopilot.
7. If any of the above tests fail, refer to the “Servo Wiring Checkout” and
“Autopilot Setup” sections of the Installation Manual to correct these issues
Task Description
The next phase of setting up the Garmin autopilot system is to verify and tune the
proper functionality of the autopilot system in the air.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot
servos to manipulate the flight control surfaces of the aircraft.
7) Extreme caution should be used during the initial engagement of the
In Air Autopilot autopilot system. The pilot should always have easy access to the
Tuning autopilot disconnect button to disconnect the autopilot and take
control of the aircraft at any time.
WARNING
All initial autopilot engagement and tuning should be done well
below the maneuvering speed of the aircraft (VA) at a sufficient
altitude to allow for aircraft recovery in an emergency situation.
The autopilot needs to be engaged and the pitch and roll gains coarsely adjusted so
the Autopilot can roughly maintain straight and level flight.
Engage AP in PIT/ROL Mode and Set Initial Pitch/Roll Gains:
1. Fly the aircraft to a sufficient altitude of 3000 feet AGL or higher
2. Set the aircraft power to maintain straight and level flight with an airspeed
below the maximum maneuvering speed VA
8)
Initial Autopilot 3. Manually trim the aircraft so it can fly straight and level at this altitude and
Engagement airspeed relatively hands off
4. Engage the Autopilot in PIT/ROL mode
5. If there are any pitch or roll oscillations or aggressive responses, disengage
the autopilot
6. Reduce the associated “Pitch Servo Gain” or “Roll Servo Gain” and
reengage the Autopilot in PIT/ROL mode until the aggressiveness is
removed
Task Description
The autopilot should now be engaged and roughly holding the aircraft straight and
level. The autopilot should be in PIT/ROL mode commanding a roll attitude of zero
degrees and a pitch attitude that roughly holds altitude for the given power setting.
First we will tune the Roll servo. The Roll servo has a single gain it uses to fly all
lateral modes of the aircraft including ROL, HDG, GPS, LOC, VOR, and LVL.
The goal when tuning the roll servo gain is to have the gain large enough so the AP
can quickly and accurately control the aircraft, but have the gain small enough so
the AP doesn’t become overly aggressive to control deflections or turbulence.
To tune the roll servo gain, allow the aircraft to settle in its steady state, then use the
control stick to quickly over-power the servo and displace the aircraft from the
desired roll angle. The pilot should push the stick to the right or the left for roughly
one second and then release the stick.
After releasing the control stick see the AP response by watching the control stick.
The desired response is called a “dead beat response”. As the stick returns to
neutral, it will just move into position and stop “dead” without cycling back and forth.
As you increase the gain above the dead stick response, you will see the stick
“bounce” or “cycle” once, twice, or even three times.
The recommended roll gain setting is one half the gain value that causes a “three
cycle response” to a quick control stick input. So if a gain setting of 2.0 caused a
9) three cycle response, the roll gain would be set to 1.0.
Roll Servo Gain Use the following table to find the dead beat, one, two, and three cycle response
Tuning points if possible. Then set the roll gain to one half the value it was set to that
created the three cycle response.
WARNING
Increase the roll servo gain slowly to make sure the AP does not
become overly aggressive and be prepared to disconnect the AP.
Task Description
Pitch gain tuning is done the same way the Roll gain tuning was done.
The autopilot should now be engaged and roughly holding the aircraft straight and
level. The autopilot should be in PIT/ROL mode commanding a roll attitude of zero
degrees and a pitch attitude that roughly holds altitude for the given power setting.
Now we will tune the Pitch servo. The Pitch servo has multiple gains for the various
vertical modes, but all vertical modes are based on the basic PIT mode. PIT mode
is completely controlled by the single pitch servo gain.
The goal when tuning the pitch servo gain is to have the gain large enough so the
AP can quickly and accurately control the aircraft, but have the gain small enough
so the AP doesn’t become overly aggressive to control deflections or turbulence.
To tune the pitch servo gain, allow the aircraft to settle in its steady state, then use
the control stick to quickly over-power the servo and displace the aircraft from the
desired pitch angle. The pilot should pull or push the stick to up or down for roughly
one second and then release the stick.
After releasing the control stick see the AP response by watching the control stick.
The desired response is called a “dead beat response”. As the stick returns to
neutral, it will just move into position and stop “dead” without cycling back and forth.
As you increase the gain above the dead stick response, you will see the stick
“bounce” or “cycle” once, twice, or even three times.
The recommended pitch gain setting is one half the gain value that causes a “three
10)
cycle response” to a quick control stick input. So if a gain setting of 2.0 caused a
Pitch Servo Gain
three cycle response, the pitch gain would be set to 1.0.
Tuning
Use the table below to find the dead beat, one, two, and three cycle response points
if possible. Then set the roll gain to one half the value it was set to that created the
three cycle response.
WARNING
Increase the pitch servo gain slowly to make sure the AP does not
become overly aggressive and be prepared to disconnect the AP.
Task Description
The autopilot should now be performing very well in PIT mode and in all the lateral
modes. If you are not satisfied with the PIT mode performance, or with any of the
lateral mode performances, do not continue. If this is the case, go back to the
previous two steps and continue to turn the Pitch Servo Gain and Roll Servo Gain
until you are satisfied with the performance. If you cannot successfully set your
Pitch Servo Gain and Roll Servo Gain to your satisfaction, contact Garmin at
g3xpert@garmin.com for assistance and send us the flight data logs you should
have logged on your SD card.
Now we will tune the Vertical Speed Gain. The vertical speed gain depends on the
pitch servo gain for controlling the pitch servo. The vertical speed gain is the gain
that is adjusted to get reliable performance in VS mode which ALT mode depends
on.
11) Place the autopilot in VS/ROL mode commanding a bank angle of zero and a
Vertical Speed vertical speed setting of zero fpm.
Gain Tuning
To tune the vertical speed gain, allow the aircraft to settle in its steady state, then
use the control stick to over-power the servo and displace the aircraft from the
desired vertical speed of zero. The pilot should pull or push the stick to up or down
for roughly one-two seconds to establish a new rate of climb or decent, and then
release the stick.
After releasing the control stick see the AP response by watching the control stick
and vertical speed indicator. The aircraft should return to the desired vertical speed
of zero without being too aggressive or lazy.
To increase the aggressiveness of the vertical speed response, increase the
vertical speed gain.
To decrease the aggressiveness of the vertical speed response, decrease the
vertical speed gain.
Altitude hold performance depends on the Vertical Speed gain.
Once the vertical speed gain has been set, place the autopilot in ALT/ROL mode
12) and verify it can acceptable hold altitude. If the autopilot struggles to hold altitude
Verify Altitude acceptably, return the previous step and continue to tune the vertical speed gain. If
Hold you cannot successfully set your Vertical Speed Gain to your satisfaction, contact
Garmin at g3xpert@garmin.com for assistance and send us the flight data logs you
should have logged on your SD card.
Once altitude hold tuning is complete, it is possible to check that altitude capture is
working correctly and make any needed adjustments using the Vertical Accel gain.
The vertical accel gain is most often left set at 1.00, but can be adjusted when
necessary to improve altitude captures when climbing or descending in VS or VNAV
13) mode.
Verify Altitude
1. Climb to a selected altitude target in VS mode and note the altitude capture.
Capture
2. Set the vertical accel gain higher if the aircraft objectionably overshoots the
altitude target before leveling off at the correct altitude.
3. Set the vertical accel gain lower if the aircraft objectionably undershoots the
altitude target before leveling off at the correct altitude.
Task Description
The autopilot should now be performing very well in all lateral modes and vertical
modes with the exception of IAS mode.
Now we will tune the Airspeed Gain. The sirspeed gain depends on the pitch servo
gain for controlling the pitch servo. The airspeed gain is the gain that is adjusted to
get reliable performance in IAS mode.
Place the autopilot in IAS/ROL mode commanding a bank angle of zero and an IAS
speed that roughly allows the aircraft to hold altitude for the given power setting.
Remember to stay below the maneuvering speed of the aircraft (VA).
14) To tune the airspeed gain, allow the aircraft to settle in its steady state, then use the
Airspeed Gain control stick to over-power the servo and displace the aircraft from the desired
Tuning airspeed. The pilot should pull or push the stick to up or down for roughly one-two
seconds to establish a new airspeed, and then release the stick.
After releasing the control stick see the AP response by watching the control stick
and airspeed indicator. The aircraft should return to the desired airspeed without
being too aggressive or lazy.
To increase the aggressiveness of the airspeed response, increase the airspeed
gain.
To decrease the aggressiveness of the airspeed response, decrease the airspeed
gain.
The autopilot should be fully tuned at this point. The pilot should exercise all
autopilot modes and transitions and verify acceptable performance.
If performance is found not to be acceptable return the previous tuning steps.
Remember, turn PIT/ROL first, then proceed to tuning the secondary VS and IAS
15)
modes.
Full Autopilot
Checkout If you cannot get your autopilot performing acceptably, first gather data by flying the
aircraft for 1-2 minutes in the autopilot mode where you are experiencing
unacceptable performance while logging data. Then email your log file to
g3xpert@garmin.com and we will assist you in turning your aircraft for optimal
performance.
NOTE
The typical installations contained in this manual are known to fit each aircraft. In
addition, custom brackets and mounting which should be incorporated to properly support
the units are detailed in the typical installation. Unsupported avionics or inferior
mounting brackets can contribute to cracking of the mounting trays or a unit becoming
dislodged, intermittent or to fail completely. The guidance of FAA advisory circulars AC
43.13-1B and AC 43.13-2A may be found useful.
NOTE
It is recommended the builder at least review the typical installation before embarking on
his/her own design, and determine what additional components may be required to suit
their particular installation.
B.1.1 Magnetometer
The integrity and reliability of G3X heading and attitude information is affected by the quality of the GMU
magnetometer installation. Although the potential magnetometer mounting locations shown in this manual
have been tested on appropriate type aircraft, Garmin cannot take into account the wide variation of
aircraft specific installations and therefore cannot guarantee the provided locations will work for all
installations in a particular aircraft type. Each installation must be evaluated in order to comply with the
magnetometer installation guidance given in Section 12.4 and Section 13.4. Failure to follow
magnetometer installation guidance may result in error messages and degradation of system performance
In general, wing mounting of the GMU magnetometer is preferred, unless as noted in this appendix. In
many aircraft, fuselage mounting is less desirable because of numerous potential disturbances that interfere
with accurate operation. For installations with dual magnetometers, co-locating the two magnetometers
close to each other in the tail or in one wing is recommended as this reduces the likelihood of heading
differences or “miscompares” when operating on the ground in the vicinity of local magnetic anomalies.
Mechanical mounting fixtures for the GMU magnetometer must be rigidly connected to the aircraft
structure. Use of typical aircraft-grade materials and methods for rigid mounting of components is
acceptable, so long as adequate measures are taken to provide a stiffened mounting structure. Use
nonmagnetic materials to mount the magnetometer, and replace any magnetic fasteners within 0.5 meter
with nonmagnetic equivalents (e.g. replace zinc-plated steel screws used to mount wing covers or wing tips
with nonmagnetic stainless steel screws).
NOTE
Garmin strongly recommends the installer conduct a thorough review of Section 12.4 and
Section 13.4 when choosing an appropriate mounting location for the GMU
magnetometer. In addition to reviewing the guidance provided in Section 12.4 and
Section 13.4, the AHRS/Magnetometer Installation Considerations document (which
contains instructions) can be downloaded from the Dealer Resource Center portion of the
Garmin website www.garmin.com.
NOTE
The GMU 22 mounting bracket outer dimensions are used for alignment. To minimize
inadvertent misalignment caused by edge alteration, it is recommended the installer NOT
deburr the edges of the GMU 22 mounting bracket.
NOTE
After the GMU 22 mounting plate has been installed on the mounting bracket, the
following procedure should be followed to attach the mounting bracket to the F-714 aft
deck:
4. SECURELY clamp the mounting bracket to the aft deck so that no movement occurs with the front
edge flush with the vertical portion of the F-714 aft deck.
5. Drill the six attach points with a #30 drill bit.
6. Rivet the mounting bracket to the aft deck using AN470AD4 or LP4-3 rivets. Alternatively, the
builder may elect to install the mounting bracket with non-ferrous fasteners (screws, washers, and
nuts).
Figure B-2 RV-7/9 GMU 22 Mounting Bracket on the F714 Aft Deck
B.2.2 RV-6/8/10
In RV-6/8/10 aircraft, the GMU magnetometer is frequently mounted on a rigid aluminum shelf suspended
between the aft fuselage longerons, midway between the baggage bulkhead and empennage. If this
location is used, make sure the seat belt cables and attachment hardware are not magnetized. The wingtip
can be used as an alternate GMU magnetometer mounting location for RV aircraft. Provide adequate
separation from steel aileron counterweights, transmitting antennas, and lighting fixtures, and follow the
wingtip light wiring guidance for in Section 12.4 or Section 13.4.
B.2.3 RV-12/14
Consult Van’s Aircraft for information regarding GMU magnetometer mounting brackets for RV-12/14
aircraft.
NOTE
It is recommended the wingtip antenna option be omitted from this wingtip to prevent
interference with the magnetometer.
2. Attach the GMU 22 to the Top Bracket Assembly (115-01052-00) using screws (211-60037-08) as
shown in Figure B-5.
4. After the installation, the pigtail of the GMU 22 should mate with the aircraft wiring that is routed
through the wing. Due to the narrow thickness of the wingtip in this location, install chafe protec-
tion between the pigtail of the GMU 22 and all surfaces of the wingtip that may come in contact
with the pigtail.
• When routing the GMU 22 wiring with other power sources, make sure each power source
contains an adequate return ground. It is important to route the return ground with the power
wire to help cancel stray magnetic fields.
• Route NAV light wiring as far as practical away from the GMU 22.
5. Refrain from installing any ferrous metals near the GMU 22, including the mounting screws and
nut plates used to attach the wingtip. Stainless steel fasteners are recommended.
NOTE
There are two small alignment holes on the GMU 22 bracket and a “V” cut into the
GMU 22 Installation Rack. Temporarily placing a drill bit in this hole will aid in making
a perfectly parallel alignment of the GMU 22.
5. Rivet the GMU 22 Installation Rack (115-00481-X0) to the Top Bracket Assembly
(115-01017-00) as shown in Figure B-9.
NOTE
The assembled bracket can be shifted to accommodate for wing dihedral. Figure A-11
illustrates the offset rivet holes which may be utilized to tilt the GMU 22 up (plus) from the
mounting surface or down (minus) from the mounting surface.
8. Attach the GMU 22 to the GMU 22 Mounting Bracket as illustrated in Figure B-13 using brass
screws.
11. Rivet nut plate to disk with MS20426AD3-4 rivets as shown in Figure B-16.
NOTE
Stainless steel hardware (nut plates and screws) must be used to attach the GMU 22
bracket to the wing.
NOTE
The wing tip should also be attached with stainless steel hardware (nut plates and screws).
NOTE
Never use a magnetic screwdriver to remove or install wingtip hardware.
RECOMMENDED
LOCATION
RECOMMENDED
LOCATION
UP
MAGNETOMETER
SHELF (REF)
FWD
MAGNETOMETER
SHELF (REF)
4. Fill gap between sides of fuselage and shelf with epoxy/flox mixture. Be sure to make a radius at
the corners as shown in Figure B-22 to smooth the corners for laying glass in the following steps.
When aligning the shelf, make sure the shelf remains level to within 3° of the pitch and roll axes.
FILL WITH
EPOXY/FLOX
MIXTURE
Figure B-22 Fill Detail For Corner Radii And Magnetometer Shelf
FWD
MAGNETOMETER SHELF
6. The shelf installation must be fully cured before proceeding with the magnetometer installation.
Using the elevator control tube as the aircraft centerline reference, project a parallel line on to the
magnetometer shelf. The parallel line serves as an indication of the aircraft’s forward direction, as
shown in Figure B-24. The alignment of the magnetometer is critical and needs to be within 0.5°
of the aircraft’s forward direction.
MAGNETOMETER SHELF
MAGNETOMETER SHELF
MAINTAIN PARALLEL TO
FORWARD DIRECTION
Figure B-25 Alignment Of Magnetometer Cutout With Aircraft’s Forward Direction With
Offset Magnetometer Cutout
Clamp the GMU 22 Installation Rack (115-00481-X0) in place above or below the shelf, whichever
corresponds to the side with the centerline reference mark, allowing the inside diameter of the cutout in the
GMU 22 Installation Rack to be concentric with the circular cutout in the magnetometer shelf. Align the
notch on the GMU 22 Installation Rack (indicating forward direction) with the aircraft centerline mark at
the forward end of the shelf. The cutout alignment needs to be within 0.5° of the aircraft’s forward
direction.
Address the six holes for the magnetometer install rack as shown in Figure B-26 by either match drilling or
marking the holes as shown. Match drill the magnetometer shelf through the three countersunk holes
found on the Installation Rack. Mark the center of the three mounting screw holes. Remove the GMU 22
Installation Rack and drill the three marked locations to 0.203 in. diameter, as these are clearance holes for
the GMU 22 Magnetometer unit installation.
NOTE
The GMU 22 Installation Rack must be set, drilled, and installed after the shelf has been
mounted in the aircraft and cured.
FW D
60°
TYP
M A R K L O C A T IO N
Ø 0 .2 0 3 M A T C H D R IL L Ø 0 .1 6 4
3 PLAC ES 3 PLAC ES
Figure B-26 Magnetometer Shelf With Hole Pattern For GMU 22 Installation Rack
7. Assemble the GMU 22 Installation Rack to the magnetometer shelf as shown in Figure B-27.
115-00481-X0 GMU 22
INSTALLATION RACK
UP
3X AN960C6 WASHERS
FWD
UP
211-60037-08 SCREW
6-32 x .25 BRASS FWD
(3X)
GMU 22
MAGNETOMETER
For more information on the GPS Data message, see http://www8.garmin.com/support/text out.html.
NOTE
Parameter name strings will be null-terminated only if their length is less than the
maximum of 16 characters.
Character Units
0 (zero) None
C Temperature, Degrees Celsius
P Pressure, Pascals
L Fluid volume, Liters
V Electrical Potential, Volts
A Electrical Current, Amperes
l (ASCII 0x6C) Fluid Flow, Liters Per Second
NOTE
If the value for a parameter is invalid, the associated numeric value field will be replaced
with underscore characters (‘_’).
D.1 GAD 29
D.1.1 Environmental Specifications
The GAD 29 has an Operating Temperature Range of -45° C to +70° C
D.2 GAP 26
D.2.1 Environmental Specifications
The GAP 26 has an Operating Temperature Range of -55° C to 240° C
Characteristics Specifications
a) Warm Start (position known to 10 nm, time known to 10 minutes, with
valid almanac and ephemeris): Less than 5 seconds
b) Cold Start (position known to 300 nm, time known to 10 minutes, with
Acquisition Time
valid almanac): Less than 45 seconds
c) AutoLocate® (with almanac, without initial position or time): Less than 60
seconds
Update Rate 5/second, continuous
Positional Accuracy <10 meters
Antenna Power Supply Voltage (4.5 to 5.0), current (50 mA max)
Characteristics Specifications
a) Warm Start (position known to 10 nm, time known to 10 minutes, with
valid almanac and ephemeris): Less than 5 seconds
b) Cold Start (position known to 300 nm, time known to 10 minutes, with
Acquisition Time
valid almanac): Less than 45 seconds
c) AutoLocate™ (with almanac, without initial position or time): Less than 60
seconds
Update Rate 5/second, continuous
Positional Accuracy <10 meters
Antenna Power Supply Voltage (4.5 to 5.0), current (50 mA max)
D.5 GEA™ 24
D.5.1 Environmental Specifications
The GEA 24 has an Operating Temperature Range of -45°C to +70°C.
2. IC
Contains IC: 5123A-BGTWT32I
NOTE
This device complies with Innovation, Science and Economic Development Canada license-
exempt RSS standard(s). Operation is subject to the following two conditions: (1) this device may
not cause interference, and (2) this device must accept any interference, including interference that
may cause undesired operation of the device.
Cet appareil est conforme aux normes RSS sans licence du ministére Innovation, Sciences et
Développement économique Canada. Son fonctionnement est soumis aux deux conditions
suivantes : (1) ce périphérique ne doit pas causer d’interférences et (2) doit accepter toute
interférence, y compris les interférences pouvant entraîner un fonctionnement indésirable de
l’appareil.
Characteristics Specifications
Operating Temperature Range (GMC 305/307) -45°C to +70°C
Operating Temperature Range (GMC 507) -20°C to +55°C
Humidity (GMC 305/307/507) 95% non-condensing
Altitude Range (GMC 305/307) -1,500 ft to 55,000 ft
Altitude Range (GMC 507) -1,500 ft to 25,000 ft
Specification Characteristic
Operating Temperature Range -55° C to +70° C
Altitude 55,000 ft
D.9 GMU 22
D.9.1 Environmental Specifications
Table D-4 lists general environmental specifications.
Specification Characteristic
Regulatory Compliance RTCA/DO-160D Environmental Conditions and EUROCAE/ED-14D
Operating Temperature Range -55° C to +70° C
Altitude 55,000 Feet
D.10 GSA 28
D.10.1 Environmental Specifications
Table D-6 lists general environmental specifications.
Characteristic Specification
Aircraft Pressure Altitude Range -1,400 feet to 30,000 Feet
Unit Operating Temperature Range -45°C to +70°C
Characteristic Specification
Aircraft Pressure Altitude Range -1,400 feet to 30,000 Feet
Aircraft Vertical Speed Range -20,000 feet per minute to +20,000 feet per minute
Aircraft Airspeed Range 300 Knots Indicated Airspeed
Aircraft Mach Range <1.00 Mach
Aircraft Total Air Temperature Range -85° C to +85° C
Unit Operating Temperature Range -45° C to +70° C
Characteristic Specification
Aircraft Pressure Altitude Range -1,400 feet to 30,000 Feet
Aircraft Vertical Speed Range -20,000 feet per minute to +20,000 feet per minute
Aircraft Airspeed Range 465 Knots Indicated Airspeed
Aircraft Mach Range <1.00 Mach
Aircraft Total Air Temperature Range -85° C to +85° C
Unit Operating Temperature Range -45° C to +70° C
Characteristic Specification
Aircraft Pressure Altitude Range -1,400 feet to 55,000 Feet
Aircraft Vertical Speed Range -20,000 feet per minute to +20,000 feet per minute
Aircraft Airspeed Range 465 Knots Indicated Airspeed
Aircraft Mach Range <1.00 Mach
Aircraft Total Air Temperature Range -85° C to +85° C
Unit Operating Temperature Range -45° C to +70° C
NOTE
The GSU 73 may require a warm-up period of 15 minutes to reach full air data accuracy
(30 minutes if the environmental temperature is less than 0°C).
Characteristic Specification
Aircraft Pressure Altitude Range -1,400 feet to 50,000 Feet
Aircraft Vertical Speed Range -20,000 feet per minute to +20,000 feet per minute
Aircraft Airspeed Range 450 Knots
Aircraft Mach Range <1.00 Mach
Aircraft Total Air Temperature Range -85° C to +85° C
Unit Operating Temperature Range -40° C to +70° C
Max Outer Case Temperature +73° C
Characteristic Specification
Operating Temperature Range -20°C to +55°C
Humidity 95% non-condensing
Altitude Range -1,500 ft to 55,000 ft
Model FCC ID IC ID
GTR 20/200 IPH-0211501 1792A-0211501
NOTE
The GDU 37X has been discontinued and is no longer available for purchase.
This section contains general information as well as installation information for the GDU 37X. Use this
section to mount the GDU 37X unit(s).
NOTE
There is no TSO/ETSO applicable to the GDU 37X.
NOTE
GPS data is used for ADAHRS sensor drift correction, so at least one source of GPS data
is required. This requirement can be met by installing a GPS 20A, or by connecting a GPS
antenna to at least one GDU GPS receiver. In a system with multiple GDU displays,
additional GPS antennas may be connected to the other displays for redundancy, if
desired.
The GDU 37X provides a central display and user interface for the G3X™ system. The display is mounted
flush to the aircraft instrument panel using four #6 captured screws with a 3/32” hex head. The GDU 37X
is available in two models, GDU 370 and GDU 375. The GDU 370 is a Garmin Display Unit with a VFR
WAAS-GPS receiver. The GDU 375 provides these same features plus an SiriusXM® receiver.
E.1.1 Navigation Functions
• Display of position and ground speed
• Display of stored navigation and map databases
• Area navigation functions using the determined position/velocity and stored navigation data
• Advisory approach navigation functions and associated databases
• Display of flight plan and navigation from an external GPS navigator
• Display of navigation data from an external VOR/ILS NAV radio
E.1.2 Interface Summary
NOTE
A G3X system installation can use either GDU 37X or GDU 4XX displays, but a G3X
system installation cannot use GDU 37X and GDU 4XX displays.
The GDU 37X uses CAN and RS-232 interfaces to communicate with Garmin LRUs and other devices.
Refer to Section 2, Section 23, Appendix G, Section 24, and Appendix H for interconnect and
configuration information.
RS-232
CAN BUS
RS-232
RS-232
GDU 375 GDU 370 GEA 24
GTX
Engine Analyzer
Transponder PFD2 MFD
(Optional)
(Optional) (Optional) (Optional)
RS-232 Engine/Airframe
(ADS-B)
RS-232 RS-232 Sensors
A429 No. 1 GPS/Com
(NAV)
(Optional*) GDL 39/39R
A429 ADS-B Traffic and
GAD 29 (GPS) Weather Receiver
Data (Optional)
A429
Concentrator (Air Data) Stereo/
(Optional) Mono
RS-232 GTR 200 (Optional)
PIN 33
PIN 18
PIN 34 PIN 50
NOTE
The GDU 37X rear connector (J3701) is electrically isolated. For installations using
shielded cables, a ground pin must be tied to the connector shell.
E.4.6 Audio
E.4.6.1 Mono Audio
The mono audio output provides audio alerts for connection to an unswitched input on an intercom or
audio panel.
NOTE
The GDU 37X rear connector (J3701) is electrically isolated. For installations using
shielded cables, a ground pin must be tied to the connector shell (Figure E-5).
GDU 37X
P3701
P3
SIGNAL
N GR
GROUND
UN 3
35
GARMIN
M N SHIELD
I D
BLOCK
K GROUND
R N
Figure E-5 Grounded Connector Shell
E.6 Antennas
Refer to Section 19 for antenna information.
NOTE
GDU 37X units cannot be used with GA 35, GA 36, or GA 37 antennas.
7.33 in
[186.2 mm]
5.57 in
[141.4 mm]
Rev. AS
2X 1.72
43.7
190-01115-01
.004
0.1 FRONT SURFACE OF PANEL
.28 5.47
7.2 139.1
3.89 .93 .29
98.7 #6-32 CAPTIVE 3.41 7.3
SCREW (4 PLCS) 23.7
[86.7]
2X 2.34
59.4
4.50
Outline and Installation Drawings
114.4
7.83
XM
198.8 CONN.
7.25
184.2
GPS
CONN.
NOTES:
1. DIMENSIONS: INCHES[MM]
2. DIMENSIONS ARE SHOWN FOR REFERENCE ONLY.
NOTE
There is no TSO/ETSO applicable to the GSU 73.
The GSU 73 is intended for the experimental aircraft and LSA (light sport aircraft) markets. The Garmin
GSU 73 Sensor Unit is not a TSO-certified product and has received no FAA approval or endorsement.
The GSU 73 is intended to be used as a part of the G3X system and it is not suitable for installation in type-
certificated aircraft.
The GSU 73 is an LRU that provides AHRS and Air Data information as well as an interface to Engine/
Airframe sensors in a single mechanical package. The GSU 73 interfaces to a remote mounted GMU 22
for heading information and also computes OAT and TAS from inputs provided by the GTP 59.
NOTE
The GSU 73 is not compatible with the GMU 11 magnetometer. Installations with a
GSU 73 must also include a GMU 22 connected to the GSU 73.
NOTE
In installations using more than one ADAHRS, the GSU 73 will always be designated as
ADAHRS 1 and the GSU 25 units will be designated as ADAHRS 2, ADAHRS 3, etc.
AHRS Engine/Airframe
Magnetic Heading 27 Analog Inputs
Pitch Angle 4 Digital Inputs
Roll Angle 4 Discrete Inputs
Linear Accelerations 2 Discrete Outputs
Pitch, Roll, Yaw Rotation Rates
SERVICE SERVICE
MOD
BULLETIN BULLETIN PURPOSE OF MODIFICATION
LEVEL
NUMBER DATE
1 N/A N/A Improved HSCM accuracy when using +28 V supply
Improved backup capacitor circuit to increase backup time in
2 N/A N/A
certain under-voltage conditions
DISCRETE OUT 1 is "master warning" - goes low when a red (warning) CAS alert is active.
DISCRETE OUT 2 is "master caution" - goes low when a yellow (caution) CAS alert is active.
NOTE
If installing an ungrounded thermocouple to an Analog In input, a DC reference must be
added to the LO input. This can be accomplished by adding a resistance of 1 MΩ or less
between ground and the Analog In LO input the ungrounded thermocouple is installed on.
NOTE
Check pneumatic connections for errors before operating the GSU 73. Incorrect
plumbing could cause internal component damage. See the following cautions when
connecting pneumatic lines.
1. Make sure the aircraft static pressure port is plumbed directly to the unit static pressure input port
and the aircraft pitot pressure port is plumbed directly to the unit pitot pressure input port.
2. Seal the threads of pneumatic fittings at the connector ports. Use caution to make sure there are no
pneumatic leaks.
3. Use care to avoid getting fluids or particles anywhere within the pitot and static lines connected to
the GSU 73.
The installer must fabricate any additional mounting equipment needed. Use outline and installation
drawing Figure F-7 for reference.
NOTE
When mounting the GSU 73 to the airframe, it is important to make sure that fastening
hardware is tight for proper unit operation.
Rev. AS
2X 5 00 127 0
2X 25 6 4
2 8 71 40 10 2
190-01115-01
65 16 6
4X 210 5 33
SEE NOTE 3
GSU 73 UNIT
P731 CONNECTOR KIT 011-01817-00
011-01818-00
Outline and Installation Drawings
4 46 113 2
PITOT AIR FITTING
1/8-27 ANPT FEMALE THREAD
P732
1 96 49 8 P731
STATIC AIR FITTING TYP 3 96 100 6
1/8-27 ANPT FEMALE THREAD
2X 1 17 29 7 3 2 81
5 50 139 7 2X 5 50 139 8
2X 7 33 186 2
NOTES
1 DIMENSIONS INCHES[mm]
2 DIMENSIONS ARE SHOWN FOR REFERENCE ONLY
3 MOUNTING HOLES FOR #10 PAN HEAD OR HEX HEAD FASTENERS
4 CENTER OF GRAVITY LOCATION INCLUDES UNIT WITH CONNECTOR KITS
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL-C-27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
6. WIRE COLORS ARE NOTED FOR ADVISORY PURPOSES ONLY, EXCEPT FOR THE CONFIG MODULE AND GTP 59.
7. NOTE REMOVED
8. INSTALLATION INFORMATION IS PROVIDED FOR CONNECTORS, CONFIGURATION MODULES AND THERMOCOUPLES IN SECTION 21,
AND IN SECTION 17 FOR THE GTP 59.
11. THE GDU 46X/37X CAN BE CONFIGURED TO ACCEPT A 14V OR 28V LIGHTING BUS INPUT. SEE APPDX H FOR CONFIGURATION.
12. ONLY ONE GDU 46X/37X GPS ANTENNA CONNECTION IS REQUIRED FOR THE G3X SYSTEM. ADDITIONAL ANTENNAS CAN BE ADDED
FOR REDUNDANCY IF DESIRED. SEE SECTION 17 FOR GPS CONFIGURATION INFORMATION.
13. THE CAN BUS SHOULD ONLY BE TERMINATED AT ONE GDU 46X/37X WHEN THE CAN BUS IS TERMINATED AT THE GSU 73.
14. TO MINIMIZE THE CHANCE OF THE SYSTEM RESETTING DURING ENGINE CRANKING, THE OPTIONAL REDUNDANT (DIODE OR'D) POWER INPUTS MAY BE
CONNECTED TO AN AUXILIARY BATTERY (SUCH AS THE TCW TECHNOLOGIES INTEGRATED BACK-UP BATTERY SYSTEM) OR STABILIZED
POWER INPUT (SUCH AS THE TCW TECHNOLOGIES INTELLIGENT POWER STABILIZER IPS-12V-8A) TO MAINTAIN THE NECESSARY
LRU MINIMUM INPUT VOLTAGE. HAVING A STABLIZED SOURCE OF POWER DURING ENGINE CRANKING SHOULD ALLOW THE SYSTEM
TO PROVIDE CONTINUOUS ENGINE INDICATING SYSTEM (EIS) OPERATION DURING ENGINE START AND MAINTAIN ANY DESIRED
PRE-FLIGHT SYSTEM SETUP OR FLIGHT PLANNING THAT WAS ACCOMPLISHED PRIOR TO ENGINE START. VISIT WWW.TCWTECH.COM
FOR ADDITIONAL DETAILS.
15. THE DISCRETE OUTPUT FROM THE TCW IBBS CAN BE WIRED TO A DISCRETE INPUT ON THE GSU 73 TO PROVIDE THE PILOT WITH AN
ANNUNCIATION WHEN THE BACK-UP BATTERY IS BEING UTILIZED. SEE APPDX H FOR MORE INFORMATION ON CONFIGURATION
OF GSU 73 DISCRETE INPUTS.
SEE NOTE 9
GSU 73 P731
CAN BUS
WHT WHT
CAN BUS HI 7 46 CAN BUS HI
BLU BLU
CAN BUS LO 8 45 CAN BUS LO
CAN BUS TERMINATION 29 S S 28 CAN BUS TERMINATION
WHT
BLU
CAN NODE
NOTE: NODE CONNECTIONS FROM DEVICE TO P4602/P3701 OPT GDU 46X/37X (MFD)
CAN BUS OF ONLY A FEW INCHES
MAY USE UNSHIELDED 22 AWG WIRE WHT
46 CAN BUS HI
BLU
45 CAN BUS LO
S 28 CAN BUS TERMINATION
Figure G-1.1 Core (w/GSU 73) Interconnect Notes for Appendix G.1 and 2 Display CAN
Bus Interconnect Drawing
27 SIGNAL GROUND
10 CDU SYS ID PROGRAM 1
N/C 9 CDU SYS ID PROGRAM 2
N/C 25 CDU SYS ID PROGRAM 3
N/C 42 CDU SYS ID PROGRAM 4
35 SIGNAL GROUND
S
SEE NOTE 13
WHT
46 CAN BUS HI
BLU
45 CAN BUS LO
S 28 CAN BUS TERMINATION
WHT
BLU
P4602/P3701 OPT GDU 46X/37X (MFD)
46 CAN BUS HI
45 CAN BUS LO
N/C 28 CAN BUS TERMINATION
WHT
BLU
N/C 10 CDU SYS ID PROGRAM 1
N/C 9 CDU SYS ID PROGRAM 2
N/C 25 CDU SYS ID PROGRAM 3
N/C 42 CDU SYS ID PROGRAM 4
35 SIGNAL GROUND
S
WHT
BLU
P4602/P3701 OPT GDU 46X/37X (PFD #2)
46 CAN BUS HI
45 CAN BUS LO
N/C 28 CAN BUS TERMINATION
WHT
BLU
WHT
CAN BUS HI 7
BLU
CAN BUS LO 8
CAN BUS TERMINATION 29 S
GMU 22/44
SEE NOTE 8 P441 MAGNETOMETER
WHT WHT
RS-485 IN 1 A 2 4 RS-485 OUT A
BLU BLU
RS-485 IN 1 B 1 2 RS-485 OUT B
S 1 SIGNAL GROUND (RS 485)
WHT WHT
RS-232 OUT 1 15 8 RS-232 IN
ORN ORN
MAGNETOMETER PWR OUT 38 9 +12VDC POWER
BLU BLU
MAGNETOMETER GROUND 39 6 POWER GROUND
S 3 SIGNAL GROUND (RS 232)
SEE NOTE 8
P732 CONFIG MODULE
012-00605-20
BLK BLK
CONFIG MODULE GROUND 78 1 GND
RED RED
CONFIG MODULE POWER 59 4 VCC
YEL YEL
CONFIG MODULE DATA 39 3 DATA
WHT WHT
CONFIG MODULE CLOCK 20 2 CLK
SEE NOTE 8
GTP 59
WHT WHT POWER
TEMP PROBE POWER OUT 16
BLU BLU SENSE
TEMP PROBE IN HI 15
ORN ORN LOW
TEMP PROBE IN LO 35
S
SEE NOTE 8
YEL TYPE K
THERMOCOUPLE REF IN HI 10 THERMOCOUPLE
WASHER ASSY
RED 925-L0000-00
THERMOCOUPLE REF IN LO 9
# 20
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
SEE NOTE 12
GPS ANTENNA
GDU 465/375
GDU 465/375
P4602/P3701
# 22
AIRCRAFT POWER 1 32 5A
# 22
POWER GROUND 16
# 20
AIRCRAFT POWER 2 31
# 22
POWER GROUND 15
SEE NOTE 12
GPS ANTENNA
XM ANTENNA
GSU 73 GSU 73
P731
# 22
AIRCRAFT POWER 1 47 5A
# 22
POWER GROUND 59
# 20
AIRCRAFT POWER 2 49
# 22
POWER GROUND 61
# 22
DISCRETE IN* 1 9
SEE NOTE 14
TCW IBBS-12V-4AH
TCW IBBS
# 20
MAIN AIRCRAFT BUS 1 10 TO MAIN BUS
# 20
MAIN AIRCRAFT BUS 6
AUX CHARGE
# 22
AUX BATT TRICKLE CHARGE 2 2 TO BATTERY + TERMINAL
AIRCRAFT GROUND 3
OR
TCW IPS-12V-4A
12A
INPUT POWER TO MAIN BUS
5A
OUTPUT POWER
AIRCRAFT GROUND
Figure G-1.3 Power, Backup Power, and Antennas Interconnect Drawing w/GSU 73
NOTES:
1. UNLESS OTHERWISE NOTED, ALL STRANDED WIRE MUST CONFORM TO MIL W 22759/16 OR EQUIVALENT
2. UNLESS OTHERWISE NOTED, ALL SHIELDED WIRE MUST CONFORM TO MIL C 27500 OR EQUIVALENT
4. SYMBOL DESIGNATIONS
TWISTED SHIELDED SINGLE CONDUCTOR TWISTED SHIELDED 4 CONDUCTOR
SHIELD TERMINATED TO GROUND SHIELD TERMINATED TO GROUND
COAXIAL CABLE
TWISTED SHIELDED 3 CONDUCTOR
SHIELD FLOATS
N/C = NO CONNECTION
5. UNLESS OTHERWISE NOTED, ALL SHIELD GROUNDS MUST BE MADE TO THE RESPECTIVE UNIT BACKSHELLS.
ALL OTHER GROUNDS SHOULD BE TERMINATED TO AIRCRAFT GROUND AS CLOSE TO THE RESPECTIVE UNIT AS POSSIBLE.
6. RS 232 CHANNEL ASSIGNMENTS ARE SHOWN FOR REFERENCE ONLY. CONNECTIONS CAN BE REASSIGNED TO DIFFERENT CHANNELS
OR TO CHANNELS ON AN OPTIONAL SECOND OR THIRD DISPLAY. RS 232 INPUT/OUTPUT LINES SHOULD ONLY BE CONNECTED
TO ONE DEVICE AT A TIME. SEE THE G3X INSTALLATION MANUAL FOR RS 232 INPUT/OUTPUT CONFIGURATION GUIDANCE.
8. CONNECTIONS FOR AUTOPILOT SERVOS, AP DISCONNECT AND OTHER AUTOPILOT FUNCTIONALITY NOT SHOWN. CONSULT AUTOPILOT
VENDOR DOCUMENTATION FOR ADDITIONAL DETAILS.
10. THE GSU 73 PROVIDES AIR DATA AND GPS INFORMATION TO THE GTX SO NO SEPARATE ALTITUDE ENCODER IS REQUIRED.
THE GTX INPUT SHOULD BE CONFIGURED FOR REMOTE.
12. THE GMA 240 IS SHOWN HERE FOR REFERENCE ONLY. OTHER INTERCOM/AUDIO PANEL PRODUCTS MAY BE COMPATIBLE WITH THE
GDU 46X/37X. THE ALERTS GENERATED BY THE GDU CAN BE CONFIGURED TO TRANSMIT ON MONO AND STEREO AUDIO LINES OR
MONO ONLY. SEE THE G3X INSTALLATION MANUAL FOR ADDITIONAL DETAILS ON CONFIGURATION OF THE GDU ALERT OUTPUTS.
13. INSTALLING THE CROSSFILL CONNECTION WILL ALLOW FLIGHT PLAN SHARING BETWEEN TWO GNS 430(W)/530(W) UNITS (VIA RS 232)
OR TWO GNS 6XX/7XX UNITS (VIA ETHERNET). THE G3X SYSTEM ALWAYS DISPLAYS FLIGHT PLAN INFORMATION FROM THE ACTIVE
NAV SOURCE.
14. ARINC 429 OUT 2 CAN BE OPTIONALLY CONNECTED TO A GNS 400/500 SERIES UNIT FOR DISPLAY OF TIS A. THE G3X SYSTEM
WILL CONFIGURE REMOTE MOUNT GARMIN TRANSPONDERS ARINC 429 OUT 1 FOR LOW SPEED TIS DATA AND ARINC 429 OUT 2
FOR HIGH SPEED TIS DATA BY DEFAULT. GNS 400/500 SERIES UNITS REQUIRE THE DATA TO BE HIGH SPEED. PANEL MOUNT
TRANSPONDERS MUST BE CONFIGURED MANUALLY.
15. RS 232 ADS B OUT FROM A GNS 400/500 SERIES WAAS UNIT WITH MAIN SOFTWARE VERSION 3.20 OR LATER OR A GTN 600/700
SERIES UNIT IS REQUIRED TO SUPPORT ADS B TRANSMISSIONS. IF ADS B TRANSMISSION FROM THE GTX 23 ES IS NOT REQUIRED,
THIS CONNECTION IS NOT REQUIRED.
16. THE GTN 6XX/7XX UNITS RECEIVE ALTITUDE ENCODER DATA FROM THE GSU 73 VIA ARINC 429 AND RELAY THAT DATA TO
THE TRANSPONDER. IF TWO GTN 6XX/7XX UNITS ARE INSTALLED, RS 232 CHANNEL 2 TRANSMIT AND RECEIVE ON THE TRANSPONDER
COULD BE CONNECTED TO THE SECOND GTN INSTEAD OF THE GDU 46X/37X AND GSU 73 IF DESIRED. NOTE THIS CONFIGURATION
WOULD REQUIRE AT LEAST ONE GTN UNIT TO BE OPERATING IN ORDER FOR THE TRANSPONDER TO RECEIVE PRESSURE ALTITUDE DATA.
Figure G-2.1 External Interconnect w/GSU 73 Drawing Notes for Appendix G.2
TRANSPONDER
GSU 73 P731
GTX GTX GTX 23ES/
328 327 33(ES)/330(ES)
WHT WHT
RS 232 OUT 3 19 22 19 22 RS 232 IN 1
BLU BLU
SIGNAL GROUND 40 51 25 51 SIGNAL GROUND
ORN ORN
RS 232 IN 3 18 N/C N/C 23 RS 232 OUT 1
S S
WHT
N/C N/C 37 ARINC 429 OUT 1 A
BLU
N/C N/C 34 ARINC 429 OUT 1 B
S
SEE NOTE 14
WHT
N/C N/C 30 ARINC 429 OUT 2 A
BLU
N/C N/C 28 ARINC 429 OUT 2 B
S
WHT
N/C N/C 24 RS 232 IN 2
SEE NOTE 15 BLU
N/C N/C 58 SIGNAL GROUND
S
CONFIGURATION GUIDANCE
1. GTX 327/328/330(ES)/33(ES)
A.ON THE GTX 327/328/330(ES)/33(ES) RS-232 CONFIG MODE PAGE
SET CONNECTED GTX 327/328/330(ES) RS-232 INPUT FORMAT TO "REMOTE"
SET CONNECTED GTX 330(ES) RS-232 OUTPUT FORMAT TO "REMOTE+TIS"
B. ON THE GTX 327/328/330(ES) SQUAT SWITCH CONFIG MODE PAGE
SET THE SQUAT SWITCH FIELD TO "NO"
C.IF REMOTE CONTROL OF THE TRANSPONDER FROM THE GDU 46X/37X IS DESIRED
ON THE GDU 46X/37X XPDR CONFIG MODE PAGE SET TRANSPONDER TYPE TO
"GTX 327" OR "GTX 328" OR "GTX 330" OR "GTX 330ES" OR "GTX 33" OR "GTX 33ES"
AS APPROPRIATE
D.NO GSU 73 CONFIGURATION REQUIRED
2. GTX 33(ES)
A.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET TRANSPONDER TYPE TO "GTX 33" OR "GTX 33ES" AS APPROPRIATE
B. NO GSU 73 CONFIGURATION REQUIRED
3. GTX 23ES
A.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET TRANSPONDER TYPE TO "GTX 23ES"
B. NO GSU 73 CONFIGURATION REQUIRED
SEE NOTE 16
GDU 46X/37X
P4602/P3701
GDU RS-232 CONNECTION IS NOT USED FOR GTX 32/327 UNITS
WHT WHT
RS-232 OUT 2 N/C 25 29 RS-232 IN 3
BLU BLU BLU
SIGNAL GROUND 25 58 36 SIGNAL GROUND
ORN
RS-232 IN 2 2 24 S
GSU 73
P731
WHT
18 RS-232 IN 3
BLU
40 SIGNAL GROUND
ORN
19 RS-232 OUT 3
S
CONFIGURATION GUIDANCE
1. GTX 32
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "GTX MODE C #1"
B. ON THE GTN 6XX/7XX XPDR1 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "REMOTE"
SET RS 232 CHANNEL 2 INPUT FORMAT TO "REMOTE"
C.ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET THE TRANSPONDER TYPE TO "NONE"
2. GTX 327
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "ALTITUDE FORMAT 1"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "AVIATION OUTPUT 1"
B. ON THE GTX 327 RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "GPS"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "ICARUS ALT"
SET RS 232 CHANNEL 2 INPUT FORMAT TO "REMOTE"
C.ON THE GDU 46X/37X XPDR CONFIG PAGE
SET THE TRANSPONDER TYPE TO "NONE"
3. GTX 33(ES)
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "GTX w/TIS #1"
B. ON THE GTN 6XX/7XX XPDR1 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "REMOTE w/TIS"
SET RS 232 CHANNEL 2 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 2 OUTPUT FORMAT TO "REMOTE w/TIS"
C.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET THE CONNECTED RS 232 CHANNEL FORMAT TO "TIS IN"
D. ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET THE TRANSPONDER TYPE TO "NONE"
4. GTX 330(ES)
A.ON THE GTN 6XX/7XX RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT AND OUTPUT FORMATS TO "PANEL GTX w/TIS #1"
B. ON THE GTX 330 RS 232 CONFIG PAGE
SET RS 232 CHANNEL 1 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 1 OUTPUT FORMAT TO "REMOTE+TIS"
SET RS 232 CHANNEL 2 INPUT FORMAT TO "REMOTE"
SET RS 232 CHANNEL 2 OUTPUT FORMAT TO "REMOTE+TIS"
C.ON THE GDU 46X/37X RS 232 CONFIG MODE PAGE
SET THE CONNECTED RS 232 CHANNEL FORMAT TO "TIS IN"
D. ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
SET THE TRANSPONDER TYPE TO "NONE"
5. GTX 23ES
A. THE GTX 23ES MUST BE CONNECTED AS SHOWN ON SHEET 3
B. CONTROL OF GTX 23ES FROM THE GTN 6XX/7XX IS NOT SUPPORTED
P4001/5001
WHT WHT
ARINC 429 IN 1A (GPS) 25 46 ARINC 429 OUT A
BLU BLU
ARINC 429 IN 1B (GPS) 26 47 ARINC 429 OUT B
S
WHT WHT
A429 OUT 1A (AIR DATA) 20 48 ARINC 429 IN 1A
BLU BLU
A429 OUT 1B (AIR DATA) 21 49 ARINC 429 IN 1B
S
CONFIGURATION GUIDANCE
1. GNS 430W/530W
A. ON THE MAIN ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIR DATA"
SET OUT SPEED TO "LOW"
SET OUT DATA TO "GAMA 429"
SET SDI TO "LNAV 1"
SET VNAV TO "ENABLE LABELS" FOR GNS #1 (WAAS UNITS ONLY)
B. ON THE MAIN RS-232 CONFIG PAGE
SET CHNL 1 INPUT TO "OFF"
SET CHNL 1 OUTPUT TO "MAPMX" (WAAS UNITS ONLY) OR "AVIATION" (NON-WAAS UNITS)
C. ON THE MAIN CDI/OBS CONFIG PAGE
PRESS MENU AND SELECT THE "IGNORE SEL CRS FOR VLOC?" OPTION
NOTE: MENU WILL SAY "ALLOW SEL COURSE FOR VLOC?" WHEN SET CORRECTLY
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE (430(W)/530(W) ONLY)
SET RX AND TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1"
2. G3X
A. ON THE GDU 46X/37X RS-232 AND ARINC 429 CONFIG MODE PAGES
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX" (IF CONNECTED TO
A WAAS UNIT) OR "AVIATION IN" (IF CONNECTED TO A NON-WAAS UNIT)
SET ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA" AND "NAV 1"
SET ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
SET ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1" (430(W)/530(W) ONLY)
GSU 73 P731
GNS 430(W)/530(W) #1
P4006/5006
GPS/NAV/COM
WHT WHT
ARINC 429 IN 2A (NAV) 27 24 ARINC 429 OUT A
BLU BLU
ARINC 429 IN 2B (NAV) 28 23 ARINC 429 OUT B
S
P4001/5001
WHT WHT
ARINC 429 IN 1A (GPS) 25 46 ARINC 429 OUT A
BLU BLU
ARINC 429 IN 1B (GPS) 26 47 ARINC 429 OUT B
S
WHT WHT
RS 232 IN 2 14 56 RS 232 OUT 1
BLU BLU
SIGNAL GROUND 44
S
WHT
41 RS 232 OUT 3
BLU
42 RS 232 IN 3
WHT WHT
A429 OUT 1A (AIR DATA) 20 48 ARINC 429 IN 1A
BLU BLU
A429 OUT 1B (AIR DATA) 21 49 ARINC 429 IN 1B
S
WHT
BLU
SEE NOTE 13
GNS 430(W)/530(W) #2
P4001/5001 GPS/NAV/COM
WHT
48 ARINC 429 IN 1A
BLU
49 ARINC 429 IN 1B
BLU
41 RS 232 OUT 3
WHT
42 RS 232 IN 3
P4006/5006
WHT WHT
ARINC 429 IN 4A (NAV) 32 24 ARINC 429 OUT A
BLU BLU
ARINC 429 IN 4B (NAV) 33 23 ARINC 429 OUT B
S
CONFIGURATION GUIDANCE
1. GNS #1 AND #2
A. ON THE MAIN ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "EFIS/AIR DATA"
SET OUT SPEED TO "LOW"
SET OUT DATA TO "GAMA 429"
SET SDI TO "LNAV 1" FOR GNS #1 AND "LNAV 2" FOR GNS #2
SET VNAV TO "ENABLE LABELS" FOR GNS #1 AND GNS #2 (WAAS UNITS ONLY)
B. ON THE MAIN RS-232 CONFIG PAGE
SET CHNL 1 INPUT TO "OFF"
SET CHNL 1 OUTPUT TO "MAPMX" (WAAS UNITS ONLY) OR "AVIATION" (NON-WAAS UNITS)
C. ON THE MAIN CDI/OBS CONFIG PAGE
PRESS MENU AND SELECT THE "IGNORE SEL CRS FOR VLOC?" OPTION
NOTE: MENU WILL SAY "ALLOW SEL COURSE FOR VLOC?" WHEN SET CORRECTLY
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE
SET RX AND TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1" FOR GNS #1 AND "VOR/ILS 2" FOR GNS #2
2. G3X
A. ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX" (IF CONNECTED TO A WAAS
UNIT) OR "AVIATION IN" (IF CONNECTED TO A NON-WAAS UNIT) FOR GNS #1
SET THE CONNECTED GDU 46X/37X (PFD OR MFD) RS-232 CHANNEL TO "MAPMX" (IF CONNECTED TO
A WAAS UNIT) OR "AVIATION IN" (IF CONNECTED TO A NON-WAAS UNIT) FOR GNS #2
SET GSU ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA" AND "NAV 1 + 2"
SET GSU ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1" FOR GNS #1
SET GSU ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1" FOR GNS #1
SET GSU ARINC 429 RX 3 FORMAT TO "GARMIN GPS" AND "NAV 2" FOR GNS #2 (IF APPLICABLE)
SET GSU ARINC 429 RX 4 FORMAT TO "GARMIN VOR/ILS" AND "NAV 2" FOR GNS #2
IMPORTANT: GNS #1 AND #2 ARE DIFFERENTIATED IN THE G3X SYSTEM BY THE GDU 46X/37X RS-232 PORT
ASSIGNMENTS. GNS #1 SHOULD ALWAYS BE CONNECTED TO A LOWER NUMBERED PORT ON THE PFD. GNS #2 CAN
BE CONNECTED TO A HIGHER NUMBERED PORT ON THE PFD OR TO ANY PORT ON THE MFD.
P1001
WHT WHT
ARINC 429 IN 1A (GPS) 25 10 ARINC 429 OUT 1A
BLU BLU
ARINC 429 IN 1B (GPS) 26 29 ARINC 429 OUT 1B
S
WHT WHT
A429 OUT 1A (AIR DATA) 20 48 ARINC 429 IN 1A
BLU BLU
A429 OUT 1B (AIR DATA) 21 67 ARINC 429 IN 1B
S
WHT WHT
RS-232 IN 2 14 6 RS-232 OUT 3
BLU BLU
SIGNAL GROUND 44 44 RS-232 GND 3/4
S
CONFIGURATION GUIDANCE
1. GTN 6XX/7XX
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "GDU FORMAT 2" (GTN V6.71 AND LATER)
SET IN 1 DATA TO "EFIS FORMAT 2" WHEN “GDU FORMAT 2” IS NOT AVAILABLE
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GARMIN 429" (GTN V6.50 AND LATER)
SET OUT 1 DATA TO "GAMA FORMAT 1" WHEN "GARMIN 429" NOT AVAILABLE
SET SDI TO "LNAV 1"
B. ON THE RS-232 CONFIG PAGE
SET CHNL 3 INPUT TO "OFF"
SET CHNL 3 OUTPUT TO "MAPMX"
C. ON THE MAIN MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE FOR VLOC TO "IGNORED"
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE
SET NAV RADIO TO "ENABLED"
SET TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1"
2. G3X
A. ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX"
SET GSU ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA" AND "NAV 1"
SET GSU ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
SET GSU ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1"
NOTE 1: BEGINNING WITH GTN SOFTWARE V6.71 (GTN Xi SOFTWARE V20.12), AND G3X SOFTWARE 12.20,
THE GTN ARINC 429 INPUT SETTING CAN BE CONFIGURED AS GDU FORMAT 2 IN PLACE OF EFIS FORMAT
2 TO ALLOW FUEL FLOW INFORMATION TO BE SENT FROM THE G3X TO THE GTN. NO CONFIGURATION
CHANGE REQUIRED FOR G3X.
NOTE 2: BEGINNING WITH GDU 4XX SOFTWARE V8.91, TRANSITION TO APPROACH MAY BE ENABLED ON THE
GTN 6XX/7XX NAVIGATOR.
GSU 73 P731
GTN 6XX/7XX #1
P1004
GPS/NAV/COM
WHT WHT
ARINC 429 IN 2A (NAV) 27 24 ARINC 429 OUT A
BLU BLU
ARINC 429 IN 2B (NAV) 28 23 ARINC 429 OUT B
S
P1001
WHT WHT
ARINC 429 IN 1A (GPS) 25 10 ARINC 429 OUT 1A
BLU BLU
ARINC 429 IN 1B (GPS) 26 29 ARINC 429 OUT 1B
S
WHT WHT
RS 232 IN 2 14 6 RS 232 OUT 3
BLU BLU
SIGNAL GROUND 44 44 RS 232 GND 3/4
S
P1002
6 ETHERNET IN 1A
7 ETHERNET IN 1B
8 ETHERNET OUT 1A
9 ETHERNET OUT 1B
P1001
WHT WHT
A429 OUT 1A (AIR DATA) 20 48 ARINC 429 IN 1A
BLU BLU
A429 OUT 1B (AIR DATA) 21 67 ARINC 429 IN 1B
S
SEE NOTE 13
GTN 6XX/7XX #2
WHT
P1001
BLU
GPS/NAV/COM
WHT
48 ARINC 429 IN 1A
BLU
67 ARINC 429 IN 1B
P1002
7 ETHERNET IN 1B
6 ETHERNET IN 1A
9 ETHERNET OUT 1B
8 ETHERNET OUT 1A
P1001
WHT WHT ARINC 429 OUT A
ARINC 429 IN 3A (GPS) 30 10
BLU BLU ARINC 429 OUT B
ARINC 429 IN 3B (GPS) 31 29
S
P1004
WHT WHT
ARINC 429 IN 4A (NAV) 32 24 ARINC 429 OUT A
BLU BLU
ARINC 429 IN 4B (NAV) 33 23 ARINC 429 OUT B
S
CONFIGURATION GUIDANCE
1. GTN 6XX/7XX #1 AND #2
A. ON THE ARINC 429 CONFIG PAGE
SET IN 1 SPEED TO "LOW"
SET IN 1 DATA TO "GDU FORMAT 2" (GTN V6.71 AND LATER)
SET IN 1 DATA TO "EFIS FORMAT 2" WHEN “GDU FORMAT 2” IS NOT AVAILABLE
SET OUT 1 SPEED TO "LOW"
SET OUT 1 DATA TO "GARMIN 429" (GTN V6.50 AND LATER)
SET OUT 1 DATA TO "GAMA FORMAT 1" WHEN "GARMIN 429" NOT AVAILABLE
SET SDI TO "LNAV 1" FOR GTN #1 and "LNAV 2" FOR GTN #2
B. ON THE RS-232 CONFIG PAGE
SET CHNL 3 INPUT TO "OFF"
SET CHNL 3 OUTPUT TO "MAPMX"
C. ON THE MAIN MAIN INDICATOR (ANALOG) CONFIG PAGE
SET SELECTED COURSE FOR VLOC TO "IGNORED"
D. ON THE VOR/LOC/GS ARINC 429 CONFIG PAGE
SET NAV RADIO TO "ENABLED"
SET TX SPEED TO "LOW"
SET SDI TO "VOR/ILS 1" FOR GTN #1 AND "VOR/ILS 2" FOR GTN #2
E. ON THE INTERFACED EQUIPMENT CONFIG PAGE
SET CROSS-SIDE NAVIGATOR TO "PRESENT"
2. G3X
A. ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX" FOR GTN #1
SET THE CONNECTED GDU 46X/37X (PFD OR MFD) RS-232 CHANNEL TO "MAPMX" FOR GTN #2
SET GSU ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA" AND "NAV 1 + 2"
SET GSU ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1" FOR GNS #1
SET GSU ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1" FOR GNS #1
SET GSU ARINC 429 RX 3 FORMAT TO "GARMIN GPS" AND "NAV 2" FOR GNS #2 (IF APPLICABLE)
SET GSU ARINC 429 RX 4 FORMAT TO "GARMIN VOR/ILS" AND "NAV 2" FOR GNS #2
IMPORTANT: GTN #1 AND #2 ARE DIFFERENTIATED IN THE G3X SYSTEM BY THE GDU 46X/37X RS-232 PORT
ASSIGNMENTS. GTN #1 SHOULD ALWAYS BE CONNECTED TO A LOWER NUMBERED PORT ON THE PFD. GTN #2 CAN
BE CONNECTED TO A HIGHER NUMBERED PORT ON THE PFD OR TO ANY PORT ON THE MFD.
NOTE 1: BEGINNING WITH GDU 4XX SOFTWARE V8.91, TRANSITION TO APPROACH MAY BE ENABLED ON THE
GTN 6XX/7XX NAVIGATOR.
WHT WHT
ARINC 429 IN 2A (NAV) 27 5 ARINC 429 OUT 2A
BLU BLU
ARINC 429 IN 2B (NAV) 28 25 ARINC 429 OUT 2B
S
WHT WHT
A429 OUT 1A (AIR DATA) 20 8 ARINC 429 IN 2A
BLU BLU
A429 OUT 1B (AIR DATA) 21 28 ARINC 429 IN 2B
S
WHT WHT
RS 232 IN 2 14 5 RS 232 OUT 1
BLU BLU
SIGNAL GROUND 44 23 SERIAL GROUND 1
S
CONFIGURATION GUIDANCE
1. GNS 480
A. ON THE MAIN ARINC 429 SETUP PAGE
SET IN 2 SEL TO "EFIS"
SET IN 2 SPEED TO "LOW"
SET IN 2 SDI TO "SYS1"
SET OUT 1 SEL TO "GAMA 429"
SET OUT 1 SPEED TO "LOW"
SET OUT 1 SDI TO "SYS1"
SET OUT 2 SEL TO "VOR/ILS"
SET OUT 2 SPEED TO "LOW"
SET OUT 2 SDI TO "SYS1"
B. ON THE SERIAL SETUP PAGE
SET CHNL 1 OUTPUT TO "MAPMX"
C. ON THE RESOLVER INTERFACE PAGE SET RESOLVER TO "NOT INSTALLED"
D. ON THE MISCELLANEOUS SETUP PAGE SET CDI SELECT TO "USE"
2. G3X
A. ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET THE CONNECTED GDU 46X/37X (PFD) RS-232 CHANNEL TO "MAPMX"
SET GSU ARINC 429 TX 1 FORMAT TO "EFIS/AIRDATA" AND "NAV 1"
SET GSU ARINC 429 RX 1 FORMAT TO "GARMIN GPS" AND "NAV 1"
SET GSU ARINC 429 RX 2 FORMAT TO "GARMIN VOR/ILS" AND "NAV 1"
TRUTRAK
SORCERER GX GX PILOT / SORCERER
GDU 46X/37X P4602/P3701 PILOT
WHT WHT
RS-232 OUT 1 48 25 17 PRIMARY SERIAL INPUT
BLU BLU
RS-232 IN 1 47 3 7 AUXILIARY RS-232 OUTPUT
S
GSU 73 P731
WHT WHT
ARINC 429 OUT 2A 22 26 14 ARINC A
BLU BLU
ARINC 429 OUT 2B 23 27 15 ARINC B
S
OR
TRUTRAK
GDU 46X/37X P4602/P3701 DIGIFLIGHT II SERIES
P101
GSU 73 P731
WHT WHT
ARINC 429 OUT 2A 22 14 ARINC A
BLU BLU
ARINC 429 OUT 2B 23 15 ARINC B
S
CONFIGURATION GUIDANCE
1. TRUTRAK GX PILOT / SORCERER
A.ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS-232 CHANNEL FORMAT TO "INTEGRATED AUTOPILOT"
SET GSU ARINC 429 TX 2 FORMAT TO "AUTOPILOT"
2. TRUTRAK DIGIFLIGHT II SERIES
A.ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS-232 CHANNEL FORMAT TO "NMEA OUT"
SET GSU ARINC 429 TX 2 FORMAT TO "AUTOPILOT"
3. TRUTRAK DIGITRAK / PICTORIAL PILOT / ADI OR TRIO AVIONICS EZ PILOT
A.ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS-232 CHANNEL FORMAT TO "NMEA OUT"
4. TRIO GX PRO / PROPILOT
A.ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS-232 CHANNEL FORMAT TO "INTEGRATED AUTOPILOT"
Figure G-2.9 Non-Garmin Auto Pilot Interconnect/Configuration Example w/GSU 73
GSU 73 J731
WHT WHT
ARINC 429 OUT 1A 20 16 ARINC 429 IN 1A
BLU BLU
ARINC 429 OUT 1B 21 17 ARINC 429 IN 1B
S S
REFER TO THE GTS 8XX INSTALLATION MANUAL FOR ADDITIONAL WIRING INFORMATION
SUCH AS POWER, USB, AND TRANSPONDER CONNECTIONS AS WELL AS CONFIGURATION
GUIDANCE. DO NOT USE RS-232 PORT 1 ON THE GTS 8XX UNIT.
CONFIGURATION GUIDANCE
1. GTS 8XX
A.USE GTS 8XX SOFTWARE V2.02 TO V3.10 (G3X NOT COMPATIBLE AT THIS TIME PAST V3.10)
B. CONFIGURE "TRAFFIC DISPLAY DESTINATION" TO THE APPROPRIATE RS-232 PORT
C.CONFIGURE "BAROMETRIC ALTITUDE SOURCE" AND "MAGNETIC HEADING SOURCE" TO THE APPROPRIATE
A429 INPUT PORT, AND UNCHECK THE ASSOCIATED "HIGH" SPEED CHECKBOXES
2. GDU 46X/37X
A.ON THE GDU 46X/37X RS-232 CONFIG MODE PAGE
SET CONNECTED GDU 46X/37X RS-232 CHANNEL FORMAT TO "GARMIN HSDB"
SET THE APPROPRIATE GSU 73 ARINC 429 OUT FORMAT TO "EFIS/AIRDATA"
CONFIGURE THE "NAV 1/2" SETTING AS REQUIRED FOR THE EXTERNAL GPS NAVIGATOR(S), IF
APPLICABLE
B. ON THE GDU 46X/37X XPDR CONFIG MODE PAGE
IF A REMOTE TRANSPONDER IS CONFIGURED, SET "TIS TRAFFIC DATA" TO "DISABLED"
C.ON THE GDU 46X/37X SOUND CONFIG MODE PAGE
SET "TRAFFIC AUDIO" AND "TRAFFIC N/A ALERT" TO "OFF"
NOTE
The GDU 37X has been discontinued and is no longer available for purchase.
The checkout procedures in this section are recommended to be performed after installing the G3X™. The
calibration procedures are required to be performed after installing the G3X. It is assumed the person
performing these checks is familiar with the aircraft, has a working knowledge of typical avionics systems,
and has experience using the test equipment defined in this section.
NOTE
Some procedures in this section require the GPS receiver is receiving sufficient satellite
signal to compute a present position (Table H-2). This requires outdoor line-of-site to
GPS satellite signals or a GPS indoor repeater.
NOTE
As these procedures involve engine run-up and moving the aircraft, it is recommended the
installer read this entire section before beginning the checkout procedure.
NOTE
Make sure that all GDU 37X displays have been updated to the current software version
before performing any post-installation configuration, checkout, or calibration steps, and
before attempting to troubleshoot any issues. Use up-to-date software to make sure that
all previous software improvements are available, and is the most effective first step after
powering on the system. See Appendix H.3.1 for information about updating GDU 37X
software.
NOTE
Unless otherwise noted, all procedures apply to one, two, and three display systems.
CAUTION
Be sure to check all aircraft control movements before flight is attempted to make sure the
wiring harness does not touch any moving part.
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H.1 Recommended Test Equipment
The following test equipment is recommended to conduct and complete all post installation checkout
procedures in this section: (All test equipment should have current calibration records)
• Pitot/static ramp tester
• Digital Multi-Meter (DMM)
• Ground power unit capable of supplying 14/28 Vdc power to the aircraft systems and avionics
• Outdoor line-of-sight to GPS satellite signals or GPS indoor repeater
• Digital Level or equivalent
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H.2 Configuration Mode
Some of the software loading, and all of the configuration and calibration procedures in this section are
performed in the configuration mode. To enter configuration mode, hold down the left-hand softkey
(softkey #1) while powering on the GDU 37X. In a two-display or three-display system hold down the
left-hand softkey on PFD 1 while powering on the unit.
The Configuration pages (MAIN, LRU, AHRS, ACFT, AOA, AP, W/B, UNITS, DSPL, SOUND,
COMM, GPS, XPDR, LOG, ENG) are only available in Configuration mode.
H.3 Software Loading Procedure
GDU software loading can be performed in either normal or configuration mode. Appendix H.3.1
describes the GDU software load procedures. Appendix H.3.3 describes the GDL® 39/39R software load
procedure.
NOTE
Perform software updates on the ground only, and remain on the ground while a software
update is in progress (included in LRU software updates - see Appendix H.3.2).
H.3.1 GDU Software Loading Procedure
See the Garmin (G3X SW Page) website for instructions on downloading and installing current software.
1. Power on the GDU in normal mode, then insert the properly formatted SD card into the SD card
slot.
NOTE
It is also acceptable to insert the SD card before powering on the unit.
2. A software update pop-up will appear on the screen, highlight YES and press the ENT key to
begin the update.
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NOTE
If the preceding software update pop-up does not appear, select the Database Information
Menu to update the software using the UPDATE SW softkey.
3. The unit will reboot, then GDU software update will begin automatically.
4. Make sure power is not removed while the update is being performed.
5. The unit will reboot after the update is complete.
6. Other connected non-display LRUs will automatically be updated to the correct software version.
Software for all CAN LRUs (GSU 25, GSU 73, GEA™ 24, GSA 28, GAD 29) and also the GDL
39/39R will automatically be loaded by the display with no user action required. In configuration
mode, the MAIN Configuration page will display "Updating..." next to any device that is currently
performing a software update.
7. Repeat for each GDU in the aircraft.
H.3.2 LRU Software Loading Procedure
G3X LRUs (except for GDU displays) connected through the CAN network will automatically receive
software updates from the PFD1 display following a GDU software update. Progress of LRU software
updates can be monitored using the MAIN configuration page. Functionality provided by an LRU will be
unavailable during a software update, therefore all LRU software updates should be allowed to complete
before flight after a GDU software update. The current LRU software versions included with a GDU
software update can be found in the change notes on the software download page.
Problems loading LRU software updates are typically related to CAN network issues. See
Section 2.3.1.3.6 for CAN bus troubleshooting guidance.
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H.3.3 GDL 39/GDL 39R Software Update
GDL 39/39R software updates are loaded through the GDU. After the steps in Appendix H.3.1 have been
completed, the GDU will identify the software version currently in use for the GDL 39/39R and compare it
to the GDL 39/39R software version stored in internal GDU memory. If the current GDL 39/39R software
is different than the GDL 39/39R software stored in GDU memory, the GDU will automatically begin
updating the GDL 39/39R. An "Updating..." indication for the GDL 39/39R (and for any LRU being
updated) is displayed on the Main Configuration page. Another indication of the update is found on the
Data Link Information Page (normal mode). Allow the update to complete. After the update, the GDL 39/
39R will resume normal operation.
CAUTION
It is critical that GDU power is not removed during the software update. An interruption
in supplied power or turning the unit off during the SW update may damage the GDL 39/
39R causing it to be non-functional.
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H.4 Configuration Pages
H.4.1 Main Configuration Page
The Main Configuration Page is used to display LRU (device) specific information such as Software
Version, Unit ID’s, System ID’s, and Database information for the various databases used by the G3X.
This page has no user-selectable options. Faults are indicated by a Red X next to the affected LRU.
1. In configuration mode (Appendix H.2), use the FMS Joystick to select and view the MAIN Page.
The user may also review info in the device INFO box by using the FMS Joystick to scroll through
the items in the list.
2. This page can be used to update the software in the LRUs (highlight the System Software in the
INFO box and press the UPDATE softkey), and also test the annunciator outputs on the EIS and
GMC Mode Controller LRUs by pressing the ANNUN TEST softkey.
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H.4.2 LRU Configuration Page
The LRU configuration page is used to configure which optional LRUs are connected to the system. If a
particular LRU is not installed, or a particular LRU function (such as AOA) is not desired, change that
setting on the LRU configuration to "Disabled".
For example, if a GSU 25 is connected as ADAHRS 2 but no GMU or GTP 59 is connected, configure
ADAHRS 2 to "Enabled" and Magnetometer 2 and OAT 2 to “Disabled”. Also change any AOA item to
“Disabled” if the installed ADAHRS LRU does not support AOA (e.g. the GSU 73) or if the AOA
pneumatic connection is not connected to that ADAHRS LRU.
The Engine Interface item is used to configure which numbered EIS LRU should be used. This should be
left configured for EIS1 except in the case of a system that includes a GSU 73 and a GEA 24, the latter of
which would be wired as EIS2.
The Autopilot Servos item is used to configure how many GSA 28 servos are installed. Select "Roll Only"
if a single roll servo is installed, "Pitch + Roll" for a two-axis autopilot servo installation, or "Pitch +Roll+
YD" for a two-axis autopilot installation with a third yaw damper servo.
1. In configuration mode (Appendix H.2), use the FMS Joystick to select and view the LRU Page.
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2. Use the FMS Joystick to enable or disable the listed LRUs.
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H.4.3 ADAHRS (Air Data, Attitude, and Heading Reference System) Configuration Page
The ADAHRS Configuration Page is used to perform post-installation calibration for both the GSU 25
and/or GSU 73 (as applicable).
1. In configuration mode, use the FMS Joystick to select the ADAHRS Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
Air Data, Attitude, and Heading Reference System–The ADAHRS Status, GPS Data, and Air Data
checkboxes confirm operational status of these LRUs with a green check, no green check indicates no
communication with LRU.
1. Use the FMS Joystick to select which ADAHRS (1, 2 or 3) is being configured.
Calibration Procedures–See Appendix H.3 (SW loading procedure) and the following sections (Post
Installation Calibration Procedures) for further information regarding the ADAHRS Configuration Page.
After mechanical and electrical installation of the GSU 25/GSU 73 ADAHRS has been completed, before
operation, a set of post-installation calibration procedures must be carried out on the ADAHRS Calibration
page.
The calibration procedures (Appendix H.4.3.1 – Appendix H.4.3.4) require that certain status boxes on the
ADAHRS page (configuration mode) indicate a positive state (green check marks) before starting the
procedure. Table H-2 and Table H-3 list the status box requirements for each calibration procedure.
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Table H-1 describes the calibration procedures accessed from the ADAHRS Calibration Page.
Table H-1 Post Install Calibration Procedure Summary for ADAHRS Calibration Page
For each Calibration Procedure, Table H-2 lists the LRUs that require valid calibration data.
Table H-2 Data Validity Requirements for ADAHRS Calibration Procedures
ADAHRS Calibration Valid Status Required for Valid Status Required for
Procedure GSU 25 Calibrations GSU 73 Calibrations
ADAHRS Mounting Orientation
None None
Identification
Pitch/Roll Offset None GPS and Air Data
Engine Run-Up None GPS or Air Data
ADAHRS Static Pressure
None None
Calibration
Table H-3 lists the type of valid calibration data required to be output by each LRU for the Calibration
Procedures listed in Table H-2.
Table H-3 Configuration Mode ADAHRS Page Status Boxes
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The ADAHRS Configuration Page status boxes referred to in Table H-2 and Table H-3 are shown in the
following figure.
3. Use the FMS Joystick to select which ADAHRS (1, 2, or 3) is being configured.
4. Use the FMS Joystick to select Unit Orientation and press the ENT key.
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5. For a GSU 73, refer to Figure F-8 to find the correct LRU orientation. Select the correct
orientation from the pull-down list, then press the ENT key. For a GSU 25, proceed to the next
step (6).
6. For a GSU 25, refer to Figure 16-6 pages 1-3 to find the correct LRU orientation, then select that
orientation from the pull-down list.
7. Read the description of the selected orientation to make sure the proper orientation has been
selected, then press the Save softkey to store the orientation.
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H.4.3.2 Pitch/Roll Offset Compensation by Aircraft Leveling
NOTE
This procedure requires orienting the aircraft to normal flight attitude (can be done by
using jacks or placing wood blocks under the nose-wheel, for example). As another
example, if the number of degrees ‘nose high’ the aircraft flies in straight and level cruise
is known, a digital level can be used to orient the aircraft to normal flight attitude before
calibration.
NOTE
The GSU 73 must be installed to be level within 3.0 degrees of the aircraft in-flight level
cruise attitude. In-flight level cruise attitude is not necessarily the same as the level
reference provided by the manufacturer (such as fuselage longerons).
NOTE
The GSU 25 must be installed to be level within 30.0 degrees of the aircraft in-flight level
cruise attitude. In-flight level cruise attitude is not necessarily the same as the level
reference provided by the manufacturer (such as fuselage longerons).
1. Enter configuration mode by holding down the left-hand softkey while powering on the PFD 1
display (if needed).
2. Use the FMS Joystick to select the ADAHRS Page (if needed).
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3. Make sure that all the required status boxes are checked (Table H-2 and Table H-3). Use the FMS
Joystick to select which ADAHRS (1, 2 or 3) is being configured.
4. Use the FMS Joystick to select PITCH/ROLL OFFSET, press the ENT key.
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5. Make sure that aircraft and ADAHRS comply with all on-screen instructions, press the START
softkey.
NOTE
Per the following figure, GSU 73 units must have the ADAHRS pitch and roll within 3
degrees of level, GSU 25 units must have the ADAHRS pitch and roll within 30 degrees of
level.
6. “Pitch/Roll Offset Calibration in Progress” appears on the display along with calibration
information. The GSU 73 pitch/roll offset procedure completes in a few seconds. The GSU 25
pitch/roll offset procedure has a 30 second countdown timer that resets when the aircraft moves.
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7. When the calibration has completed “Success” or “Failure” will be displayed, press the DONE
softkey to return to the ADAHRS Configuration screen.
The Magnetometer Calibration (Appendix H.4.4.3) must be completed after each pitch/roll offset
calibration.
NOTE
The pilot may adjust the displayed pitch attitude in normal mode by using the PFD Setup
page (see G3X Pilot’s Guide,190-01115-00). The maximum amount of pitch display
adjustment available in Normal Mode is +/- 2.5°. This feature should not be used to
compensate for a non-conforming GSU 25/GSU 73 installation that does not meet the
requirements of Calibration Procedure Pitch/Roll Offset Compensation.
NOTE
If an additional ADAHRS is installed in the aircraft, or the mounting location of an
existing ADAHRS is changed, the pitch/roll offset compensation procedure must be
performed again for all installed ADAHRS units before moving the aircraft. This applies
equally to all ADAHRS units, including the GSU 25, GSU 73, and G5 backup display.
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H.4.3.3 Engine Run-Up Vibration Test
NOTE
The Engine Run-Up Vibration test is required for all installations to validate the vibration
characteristics of the installation. ADAHRS Unit Orientation (Appendix H.4.3.1) and
Pitch/Roll Offset Compensation (Appendix H.4.3.2) are required before this procedure.
NOTE
Passing the Engine Run-Up Vibration test does not remove the requirement to rigidly
mount the GSU 25/GSU 73 to the aircraft primary structure. The Engine Run-Up
Vibration Test is intended to help discover mounting issues but successful completion of
the test does not validate the mounting of the GSU and GMU, and does not account for all
possible vibration profiles that may be encountered during normal aircraft operation.
1. Enter configuration mode by holding down the left-hand softkey while powering on the PFD 1
display (if needed).
2. Use the FMS Joystick to select the ADAHRS Page (if needed).
3. Make sure that all the required status boxes are checked (Table H-2 and Table H-3). Use the FMS
Joystick to select which ADAHRS (1, 2 or 3) is being configured.
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4. Use the FMS Joystick to select ENGINE RUN-UP TEST and press the ENT key.
5. Make sure the aircraft has been properly positioned per the on-screen instructions, then press the
Start softkey to begin the test.
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6. Gradually increase power from idle to full throttle and back to idle over the course of 1-2 minutes,
the test data is displayed as the test progresses.
NOTE
If failures are indicated, the engine run-up test may be repeated up to three times. If the test
does not pass after three attempts, the installation should be considered unreliable until the
source of the vibration problem is identified and remedied. If the engine run-up test fails
repeatedly, record the values that are reported to be out of range for future reference.
7. Press the Done softkey when engine runup has been completed, the test results will be displayed.
Make sure that test results indicate Passed, then press the Done softkey to return to the ADAHRS
page.
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The following are potential causes for failure of the engine run-up test:
a) Excessive flexing of GSU 25/GSU 73 and/or GMU magnetometer mechanical mounting
with respect to airframe (see Section 13, Section 16, and Appendix F, and for applicable
mounting requirements and instructions).
b) Vibration or motion of GSU 25/GSU 73 and/or GMU magnetometer caused by neighboring
equipment and/or supports.
c) Mounting of GSU 25/GSU 73 at a location that is subject to severe vibrations (for example,
close to an engine mount).
d) Mounting screws and other hardware for GSU 25/GSU 73 and/or GMU magnetometer not
firmly attached.
e) Absence of recommended mounting supports.
f) GSU 25/GSU 73 connector not firmly attached to unit.
g) Cabling leading to GSU 25/GSU 73 or GMU magnetometer not firmly secured to
supporting structure.
h) An engine/propeller combination that is significantly out of balance.
In some aircraft, attempting the engine run-up test on a day with very strong and/or gusty winds may cause
the test to occasionally fail. However, windy conditions should not be taken as evidence the test would
pass in calm conditions; an actual pass is required before the installation can be considered adequate.
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H.4.3.4 ADAHRS Static Pressure Calibration
The ADAHRS Calibration page (configuration mode) has a selection for ADAHRS Static Pressure
Calibration. This procedure is used to perform an altimeter re-calibration. The altitude pressure sensor
used in any G3X ADAHRS unit is very low drift and does not typically require re-calibration.
NOTE
This calibration is only used when an ADAHRS fails a periodic altimeter test and should
only rarely, if ever, be used.
The static pressure calibration requires the use of a pressure control system (test set) with an altitude
accuracy of at least +/- 5 ft at sea level and +/- 20 ft at 30,000 ft. It is necessary to re-calibrate to sea level
(0 ft), 10,000 ft, 20,000 ft, and optionally to 30,000 ft. The operator is allowed to finish the calibration at
the end of the 20,000 ft calibration if the 30,000 ft calibration is not desired.
CAUTION
To avoid damaging the ADAHRS pressure sensors, the pitot, AOA (for GSU 25), and static
ports must be connected to the test set.
It is acceptable to connect multiple pneumatic ports together. The AOA port should typically be connected
to the static port so it is always exposed to the same pressure as the static port during the test.
CAUTION
Leaving the AOA port disconnected and exposed to ambient pressure during the static
pressure re-calibration will damage the AOA sensor.
1. Enter configuration mode by holding down the left-hand softkey while powering on the PFD 1
display (if needed).
2. Use the FMS Joystick to select the ADAHRS Page (if needed).
3. Use the FMS Joystick to select which ADAHRS (1, 2, or 3) is being configured.
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4. Use the FMS Joystick to select Static Pressure Calibration and press the ENT key.
5. Make sure that all on-screen instructions have been complied with, then press the Start button to
begin the calibration. Actual displayed image will be similar to following figure.
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6. At each calibration point (0, 10K, 20K, and optionally 30K ft), the display will present a screen
that allows time to establish the calibration pressure before continuing. For example, the
following screen is presented when it is time to establish the static pressure equal to 20K ft. Press
NEXT to continue and calibrate this pressure.
7. During the calibration at each pressure, the pressure must be held constant for 30 seconds for the
calibration step to be successful. The calibration may be cancelled at any point should the test
setup require adjustment before repeating.
8. When the static pressure calibration is complete, a status screen will show the procedure was
successful.
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H.4.4 MAG (Magnetometer) Configuration Page
After mechanical and electrical installation of the GMU magnetometer have been completed, before
operation, a set of post-installation calibration procedures must be carried out on the MAG Calibration
page.
The calibration procedures (Appendix H.4.4.1 – Appendix H.4.4.3) require that certain status boxes on the
MAG page (configuration mode) indicate a positive state (green check marks) before starting the
procedure. Table H-5 and Table H-6 list the status box requirements for each calibration procedure.
Table H-4 describes the calibration procedures accessed from the Magnetometer Calibration Page.
Table H-4 Post Install Cal Procedure Summary for Magnetometer Calibration Page
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For each Calibration Procedure, Table H-5 lists the LRUs that require valid calibration data.
Table H-5 Data Validity Requirements for MAG Calibration Procedures
Table H-6 lists the type of valid calibration data required to be output by each LRU for the Calibration
Procedures listed in Table H-5.
Table H-6 Configuration Mode MAG Page Status Boxes
The Magnetometer Configuration Page status boxes referred to in Table H-5 and Table H-6 are shown in
the following figure.
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If removal and replacement of a GMU magnetometer is required after post-installation calibration has been
completed, the GMU mounting rack must not be moved. If the mounting screws that secure the GMU 11
or GMU 22 mounting rack are loosened for any reason, post-installation calibration procedures GMU 11
Unit Orientation (Appendix H.4.3.1, if applicable), Magnetometer Interference Test (Appendix H.4.4.2),
and Magnetometer Calibration (Appendix H.4.4.3) must be repeated before the aircraft can be returned to
service.
Any GMU magnetometer removal or replacement requires repeating the Magnetometer Calibration
(Appendix H.4.4.3).
A repeat of the Pitch/Roll Offset Compensation (Appendix H.4.3.2) requires a repeat of the Magnetometer
Calibration (Appendix H.4.4.3).
The addition, removal, or modification of components that are ferrous, or otherwise magnetic, within 10.0
feet of the GMU magnetometer location after the Magnetometer Interference Test (Appendix H.4.4.2) or
Magnetometer Calibration Procedure (Appendix H.4.4.3) were completed requires a repeat of both
procedures.
Furthermore, electrical changes to the installation that affect components within 10.0 feet of the GMU
magnetometer after the Magnetometer Calibration (Appendix H.4.4.3) and Magnetometer Interference
Test (Appendix H.4.4.2) were completed will require a repeat of the Magnetometer Interference Test
(Appendix H.4.4.2). If new magnetic interference is detected, it must be resolved, then the Magnetometer
Calibration (Appendix H.4.4.3) must be repeated. Wiring or grounding changes associated with a device
located in the vicinity of the GMU magnetometer is a good example of such a change.
H.4.4.1 Unit Orientation (GMU 11 Only)
1. Enter configuration mode by holding down the left-hand softkey while powering on the PFD 1
display (if needed).
2. Use the FMS Joystick to select the MAG Page (if needed).
3. Use the FMS Joystick to select the Magnetometer designated for the GMU 11 and press the ENT
key.
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4. Use the FMS Joystick to select Magnetometer Orientation and press the ENT key.
5. Use the FMS Joystick to select the correct orientation of the mounted GMU 11 and press the ENT
key.
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6. Make sure the orientation of the GMU 11 complies with the displayed conditions, then press
SAVE to store and complete the Magnetometer Orientation procedure.
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H.4.4.2 Magnetometer Interference Test
NOTE
The Magnetometer Inteference Test is only required for initial installation verification.
This test should also be repeated to verify all subsequent electrical changes associated
with devices within 10.0 feet of the GMU magnetometer. Such changes include, but are
not limited to, wiring, shielding, or grounding changes to any light, strobe, beacon, or
other electrical device located in the vicinity of the GMU unit. Likewise, this test should
also be repeated to verify all subsequent changes to materials within 10.0 feet of the
GMU. Such changes include but are not limited to: addition, removal, or modification of
ferrous or electrically conductive materials located in the same wing as a GMU unit. This
procedure validates that no electronic device is interfering with the operation of the GMU
magnetometer which directly impacts the determination of attitude and heading by the
GSU 25/GSU 73 ADAHRS.
CAUTION
The real time display during the interference test is only valid for the location of the GMU
when the test was initiated. If using this procedure to evaluate multiple mounting
locations, the test must be started over for each location, failure to do so could provide
incorrect test results.
NOTE
Garmin recommends this test be performed at least once every 12 months.
1. Enter configuration mode by holding down the left-hand softkey while powering on the PFD 1
display (if needed).
2. Use the FMS Joystick to select the MAG Page (if needed).
3. Make sure that all the required status boxes are checked (Table H-5 and Table H-6). Use the FMS
Joystick to select which Magnetometer (1, 2 or 3) is being configured.
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4. Use the FMS Joystick to select Magnetic Interference Test and press the ENT key.
5. Make sure the aircraft has been properly prepared per the on-screen instructions. See
Table H-7 for a sample test sequence. Press the Start softkey to begin the test.
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6. The operator should carry out the actions called for in the prepared test sequence. During
calibration, a real-time value is displayed that represents the current magnetic field strength as a
percentage of the maximum limit.
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time
as specified in the prepared test sequence.
7. After completing the prepared test sequence, press the Done softkey. Make sure that a PASSED
message appears on the display. The magnetic deviation value is displayed to indicate the pass or
fail margin of the test. Press the Done softkey to return to the MAG Page.
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Table H-7 Magnetometer Interference Test Sequence Example
Elapsed Time Since Start of Test (min:secs) Action
0:00 Test begins
0:10 Aileron full right
0:20 Aileron full left
0:30 Aileron level
0:40 Elevator up
0:50 Elevator down
1:00 Elevator level
1:20 Rudder left
1:40 Rudder right
1:50 Rudder center
2:00 Flaps down
2:10 Flaps up
2:20 Autopilot on
2:30 Autopilot off
2:40 Landing gear up
2:50 Landing gear down
3:00 Speed brake up
3:10 Speed brake down
3:20 Navigation lights on
3:30 Navigation lights off
3:40 Landing lights on
3:50 Landing lights off
4:00 Taxi lights on
4:10 Taxi lights off
4:20 Landing + Taxi lights on
4:30 Landing + Taxi lights off
4:40 Strobes on
4:50 Strobes off
5:00 Recognition lights on
5:10 Recognition lights off
Turn on all wing-tip lights simultaneously (typically will
5:20
include navigation lights, recognition lights and strobe)
5:30 Turn off all wing-tip lights simultaneously
5:40 Beacon on
5:50 Beacon off
6:00 Pitot heat on
6:10 Pitot heat off
6:20 End of test
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If the test fails, the installation should be considered unreliable until the source of magnetic interference is
identified and remedied. The magnetometer interference test must be repeated until passed. When the
magnetometer interference test fails, record the three magnetometer maximum deviation values and their
corresponding timestamps. A maximum deviation value greater than 100% of the total limit in any axis
indicates a problem that must be resolved. Compare the corresponding timestamps with the prepared test
sequence to identify which action produced the problem. Contact Garmin for assistance in resolving the
problem.
NOTE
Two common reasons for a failed magnetometer interference test are:
1) New equipment is installed in close proximity to the GMU magnetometer.
2) An existing or new electronic device has become grounded through the aircraft
structure instead of using the proper ground wire in a twisted shielded pair.
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H.4.4.3 Magnetometer Calibration
NOTE
The ADAHRS Unit Orientation (Appendix H.4.3.1), the Pitch/Roll Offset Compensation
(Appendix H.4.3.2), and the GMU 11 Unit Orientation (Appendix H.4.4.1, if applicable)
must be successfully completed before performing the Magnetometer Calibration.
NOTE
The Magnetometer Calibration must be carried out at a location that is determined to be
free of magnetic disturbances, such as a compass rose. Attempting to carry out this
maneuver on a typical ramp area will not yield a successful calibration. The accuracy of
the ADAHRS cannot be guaranteed if this calibration is not performed at a magnetically
clean location.
Taxi the aircraft to a site that has been determined to be free of magnetic disturbances. Make sure there are
no nearby magnetic materials on or near the perimeter of the site. If unavoidable, maneuver the aircraft to
keep the magnetometer from passing within twenty feet (6.1 meters) of such objects. Additionally make
sure that vehicles or other aircraft are an adequate distance [forty feet (12.2 meters)] away from the aircraft
under test.
At the site, align the aircraft to a heading of magnetic north (5°). It is best to offset the aircraft position to
the left (west) of the North/South axis to allow turning clockwise around the site as indicated in
Figure H-3.
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With the aircraft stationary, initiate the GMU magnetometer calibration procedure as follows:
1. Enter configuration mode by holding down the left-hand softkey while powering on the PFD 1
display (if needed).
2. Use the FMS Joystick to select the MAG Page (if needed).
3. Make sure that all the required status boxes are checked (Table H-5 and Table H-6). Use the FMS
Joystick to select which magnetometer (1, 2 or 3) is being configured.
4. On the MAG page, use the FMS Joystick to select Magnetometer Calibration and press the ENT
key.
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5. Make sure that all on-screen instructions have been complied with, then press the Start softkey to
begin the calibration.
6. Follow the on-screen instructions, the dots at the end of the text will be removed as the test
progresses.
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7. Follow the on-screen instructions by slowly turning the aircraft to the right, the dots at the end of
the text will be removed as the aircraft rotates 30 degrees. When all of the dots have been
removed, and the text changes to ‘Hold Position’, stop turning the aircraft, and wait for further
instructions.
8. Continue following the on-screen instructions until the calibration is completed. The calibration
will go through 12 cycles of holding, then turning to the right before completing a full circle.
9. When the calibration is finished, make sure that a Calibration Status of “Success” is displayed,
press the Done softkey to return to the MAG Configuration Page.
NOTE
If more than one magnetometer is installed, it is recommended to perform the Magnetic
Calibration Procedure for both magnetometers consecutively, one procedure immediately
followed by the next. This is especially important if something about the airplane has
been changed that required a repeat of the Magnetic Calibration Procedure.
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H.4.5 AP (Autopilot) Configuration Page
H.4.5.1 On Ground Initial Checkout
NOTE
The following post installation checkout must be followed after every completed
installation. These steps should be followed when using a Garmin mounting kit or non-
Garmin mounting parts to install the GSA 28.
After mounting the GSA 28, please complete the following steps before completing the first flight with the
GSA 28.
1. Verify the flight controls can move from stop to stop without binding or interference. Check the
GSA 28 output mechanism and added linkage do not come in contact with any part of the airframe
while traveling through its full range of motion.
• If using a pushrod linkage, verify the servo crank arm and pushrod cannot experience an
over-center condition when the flight controls are moved through their full range of travel.
Consult Section 15.5 to verify complete servo pushrod installation requirements.
• Per Figure H-4 if using a bridle cable and capstan, verify the cable is wrapped around the
capstan the required number of turns, the ball is in the center of travel when the flight
controls are in the neutral position, and the ball cannot exit the capstan groove when the
flight controls are moved through their full range of travel. Consult Section 15.5 to verify
complete servo capstan installation requirements.
2. Verify the travel of the flight controls is being limited by the airplane’s primary stops and not the
secondary stops provided by the GSA 28 stop bracket.
3. Make sure the structural integrity of the mounting bracket is adequate for the application and well
secured to the airframe. Bracket deflection caused by normal servo loading and aircraft
acceleration/vibration should be minimal. Also verify there are no cracks or sharp inside corners
that could lead to fatigue failures.
4. Verify the fasteners used to mount the servo to the airframe are installed and have been tightened.
5. Make sure the CWS/DISCONNECT wire is correctly wired and tested.
6. If powering the servo through a “pullable” circuit breaker (recommended), make sure the circuit
breaker is both accessible and easily identifiable to the pilot.
7. Repeat steps 1-7 for all GSA 28 servos in the aircraft.
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H.4.5.2 General Autopilot Description (for configuration)
The GSA 28 based autopilot system is a fully integrated, high performance autopilot that can control up to
three axes of an aircraft. Each GSA 28 servo is also capable of managing the trim control for its axis. The
following four subsections (roll, pitch, yaw, and trim) are provided to aid the pilot/installer in
understanding/configuring the Garmin GSA 28 autopilot system.
Roll Servo
All GSA 28 autopilot systems require a servo to control the roll axis of an aircraft. A single axis GSA 28
installation that controls only the roll axis is sometimes referred to as a “wing-leveler”.
The roll servo follows roll steering commands from the G3X display so the airplane will hold a desired roll
angle, follow a desired heading, or follow the lateral component of a flight plan.
During the flight test phase of the autopilot checkout, the roll servo aggressiveness will be adjusted to get
the desired in-fight performance. The “Roll Servo Gain” setting is used to set the aggressiveness of the roll
servo. A larger number will cause the roll servo to more aggressively control the aircraft, and a smaller
number will cause the roll servo to less aggressively control the aircraft.
Pitch Servo
Most GSA 28 autopilot systems consist of both a roll and pitch servo allowing for full 2-axis control of the
aircraft.
The pitch servo follows vertical guidance commands from the G3X display so the airplane will hold a
desired pitch angle, vertical speed, airspeed, or altitude, and also follow the vertical component of a flight
plan.
Vertical control of the aircraft is all based on controlling the pitch angle with two additional sub-modes for
vertical speed and airspeed. What this means is the basic pitch mode performance must be properly
adjusted before changing settings that adjust the vertical speed and airspeed based modes.
NOTE
Make sure pitch mode functionality is properly adjusted before attempting to adjust
vertical speed or airspeed mode performance
During the flight test phase of the autopilot checkout, the pitch servo aggressiveness will be adjusted to get
the desired in-fight performance. The “Pitch Servo Gain” setting is used to set the aggressiveness of the
pitch servo. A larger number will cause the pitch servo to more aggressively control the aircraft, and a
smaller number will cause the pitch servo to less aggressively control the aircraft.
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Yaw Damper
The GSA 28 autopilot system can be expanded to support a yaw damper. A yaw damper will control the
rudder to try and compensate or remove aircraft body yaw (tail wagging). The yaw damper will also try to
null the lateral acceleration (center the ball) over the long term. The ball centering portion of the yaw
damper is not a replacement for proper rudder trim.
NOTE
When using GDU 37X displays, yaw damper functionality requires a GMC Mode
Controller unit.
During the flight test phase, the yaw damper is configured and set up after the basic two axis pitch and roll
performance has been properly configured. This is done so the pilot can focus on properly adjusting the
performance of each individual component of the autopilot system without trying to tune them all at once.
NOTE
Make sure basic autopilot functionality is properly adjusted before using the yaw damper.
During the flight test phase of the autopilot checkout, the yaw servo aggressiveness will be adjusted to get
the desired in-fight performance. The “Yaw Servo Gain” setting is used to set the aggressiveness of the
yaw servo. A larger number will cause the yaw servo to more aggressively control the aircraft, and a
smaller number will cause the yaw servo to less aggressively control the aircraft.
Trim Control
The GSA 28 autopilot servos can be used to control the trim system in an aircraft. When the autopilot is
disengaged, the servos can adjust the trim speed based on the current aircraft airspeed. This allows the trim
to run slower at high airspeeds and faster at low airspeeds. When the autopilot is engaged in the air, the
servos can adjust the trim control to minimize the force on the primary controls. This helps make sure the
aircraft will be properly trimmed when the autopilot is later disengaged.
During the flight test phase, the trim system is configured and set up after the primary autopilot
performance has been properly configured. This is done so the pilot can focus on properly adjusting the
performance of the primary autopilot system without having the auto-trim functionality interfere.
NOTE
Make sure basic autopilot functionality is properly adjusted before enabling trim control
for any servo.
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H.4.5.3 Step by Step On-Ground Setup
Servo Wiring Checkout
The first phase of setting up the Garmin autopilot system is to verify the proper wiring of the GSA 28
servos while on the ground.
1. If the installation is a 1-axis (roll only) autopilot, use the LRU page in configuration mode on the
PFD to configure the “Autopilot Servos” for “Roll Only”.
2. If you have installed a 2-axis (pitch and roll) autopilot, use the LRU page in configuration mode on
the PFD to configure the “Autopilot Servos” for “Pitch + Roll”.
3. If you have installed a 3-axis (pitch, roll, and yaw) autopilot, use the LRU page in configuration
mode on the PFD to configure the “Autopilot Servos” for “Pitch + Roll + YD”.
4. Go to the Main page in configuration mode and verify the Roll, Pitch, and Yaw servos are properly
communicating with the system indicated by a green check box.
5. Go to the Main page in configuration mode and verify the CWS/DISCONNECT INPUT is
properly wired for each servo.
a) The CWS/DISCONNECT input should be LOW when the autopilot disconnect button is
pressed.
b) The CWS/DISCONNECT input should be OPEN when the autopilot disconnect button is
NOT pressed.
c) The system will compare the CWS/DISCONNECT INPUT from all servos, press and hold
the autopilot disconnect button for at least 5 seconds to verify there are no SYNC faults.
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6. Go to the Main page in configuration mode and verify the proper TRIM ACTIVITY if the Roll
servo is connected to an auxiliary trim motor.
a) Center the aileron trim switch to input no TRIM command. Verify the aileron trim switch is
not moving. Verify the Roll servo is properly indicating no trim activity.
b) Use the aileron trim switch to input a roll right TRIM command. Verify the aileron trim
switch properly moves for roll right trim. Verify the Roll servo is properly indicating ROLL
RIGHT trim activity.
c) Use the aileron trim switch to input a roll left TRIM command. Verify the aileron trim
switch properly moves for roll left trim. Verify the Roll servo is properly indicating ROLL
LEFT trim activity.
d) If the aileron trim response is reversed, go to the AP CONFIG page and change the roll
servo TRIM MOTOR DIRECTION to REVERSE, then repeat step all of step 6.
e) Finally, verify the electric trim motor responds in the proper directions using the TRIM L
and TRIM R softkeys on the AP CONFIG page.
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7. Go to the Main page in configuration mode and verify the proper TRIM ACTIVITY if the Pitch
servo is connected to an auxiliary trim motor.
a) Center the elevator trim switch to input no TRIM command. Verify the elevator trim switch
is not moving. Verify the Pitch servo is properly indicating no trim activity.
b) Use the elevator trim switch to input a nose up TRIM command. Verify the elevator trim
switch properly moves for nose up trim. Verify the Pitch servo is properly indicating NOSE
UP trim activity.
c) Use the elevator trim switch to input a nose down TRIM command. Verify the elevator trim
switch properly moves for nose down trim. Verify the Pitch servo is properly indicating
NOSE DOWN trim activity.
d) If the elevator trim response is reversed, go to the AP CONFIG page and change the pitch
servo TRIM MOTOR DIRECTION to REVERSE, then repeat step all of step 7.
e) Finally, verify the electric trim motor responds in the proper directions using the TRIM UP
and TRIM DN softkeys on the AP CONFIG page.
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8. Go to the Main page in configuration mode and verify the proper TRIM ACTIVITY if the Yaw
servo is connected to an auxiliary trim motor.
a) Center the aircraft rudder trim switch to input no TRIM command. Verify the rudder trim
switch is not moving. Verify the Yaw servo is properly indicating no trim activity.
b) Use the rudder trim switch to input a yaw right TRIM command. Verify the rudder trim
switch properly moves for yaw left trim. Verify the Yaw servo is properly indicating YAW
RIGHT trim activity.
c) Use the rudder trim switch to input a yaw left TRIM command. Verify the rudder trim
switch properly moves for yaw left trim. Verify the Yaw servo is properly indicating YAW
LEFT trim activity.
d) If the rudder trim response is reversed, go to the AP CONFIG page and change the yaw
damper TRIM MOTOR DIRECTION to REVERSE, then repeat step all of step 8.
e) Finally, verify the electric trim motor responds in the proper directions using the TRIM L
and TRIM R softkeys on the AP CONFIG page.
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9. Go to the AP page in configuration mode and navigate to the Roll Servo sub-section to configure
the servo direction.
a) The Servo Direction should be set to Normal. The servo arm should move clockwise to
cause a bank left aileron movement and the servo arm should move counterclockwise to
cause a bank right aileron movement.
b) The Servo Direction should be set to Reverse. The servo arm should move clockwise to
cause a bank right aileron movement and the servo arm should move counterclockwise to
cause a bank left aileron movement.
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10. Go to the AP page in configuration mode and navigate to the Pitch Servo sub-section to configure
the servo direction.
a) The Servo Direction should be set to Normal. The servo arm should move clockwise to
cause a nose down elevator movement and the servo arm should move counterclockwise to
cause a nose up elevator movement.
b) The Servo Direction should be set to Reverse and the servo arm should move clockwise to
cause a nose up elevator movement and the servo arm should move counterclockwise to
cause a nose down elevator movement.
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11. Go to the AP page in configuration mode and navigate to the Yaw Servo sub-section to configure
the servo direction.
a) The Servo Direction should be set to Normal. The servo arm should move clockwise to
cause a nose left rudder movement and servo arm should move counterclockwise to cause a
nose right rudder movement.
b) The Servo Direction should be set to Reverse. The servo arm should move clockwise to
cause a nose right rudder movement and the servo arm should move counterclockwise to
cause a nose left rudder movement.
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12. Go to the AP page in configuration mode and verify the TRIM MOTOR CONTROL is disabled
for all servos.
NOTE
Initial autopilot tuning is done with the trim control disabled to avoid the auto-trim
function from interfering with the initial autopilot tuning.
a) By disabling the TRIM MOTOR CONTROL, this will disable auto-trim and airspeed
scheduled trim, but the pilot can still control trim in the aircraft using the normal manual
electric trim inputs. Auto-trim and airspeed scheduled trim will be setup later in the
autopilot setup procedure.
13. Go to the AP gain in configuration mode and set the proper min/max airspeed limits for the pitch
servo. The pitch servo will lower or raise the nose of the aircraft to try and keep it inside these
airspeed limits.
a) The min airspeed limit should be set above the stall speed of the aircraft with some margin.
b) The max airspeed limit should be set below the never exceed speed of the aircraft with some
margin.
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H.4.5.4 Autopilot Setup
The next phase of setting up the Garmin autopilot system is to verify the proper functionality of the
autopilot system on the ground in normal mode. This phase of the checkout requires a valid aircraft
heading and pitch output from the ADAHRS. This means the post installation procedures must have
already been completed on the ADAHRS before performing the on ground autopilot normal mode
checkout.
1. Leave the autopilot disengaged and verify the controls can be manipulated smoothly with no
control system binding.
2. Engage the autopilot in HDG/PIT mode and command a nose down, left bank.
a) With no GMC Mode Controller:
i. Press the HDG/ROLL softkey on the PFD
ii. Press the AP HDG softkey on the PFD
iii. Push and hold the joystick to center the HDG bug
iv. Turn the joystick counter-clockwise to command a left turn
v. Bump the joystick down to command a pitch down
b) With a GMC Mode Controller:
i. Press the AP button on the GMC Mode Controller
ii. Press the HDG button on the GMC Mode Controller
iii. Push the HDG softkey on the PFD
iv. Push and hold the joystick on the PFD to center the HDG bug
v. Turn the joystick on the PFD counter-clockwise to command a left turn
vi. Turn the wheel on the GMC Mode Controller to command a pitch down
3. Verify the stick properly moves in a direction that would cause the aircraft to pitch down and roll
to the left smoothly with no control system binding.
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4. Engage the autopilot in HDG/PIT mode and command a nose down, right bank.
a) With no GMC Mode Controller:
i. Press the HDG/ROLL softkey on the PFD
ii. Press the AP HDG softkey on the PFD
iii. Push the joystick to center the HDG bug
iv. Turn the joystick clockwise to command a right turn
v. Bump the joystick down to command a pitch down
b) With a GMC Mode Controller:
i. Press the AP button on the GMC Mode Controller
ii. Press the HDG button on the GMC Mode Controller
iii. Push the HDG softkey on the PFD
iv. Push the joystick on the PFD to center the HDG bug
v. Turn the joystick on the PFD clockwise to command a right turn
vi. Turn the wheel on the GMC Mode Controller down to command a pitch down
5. Verify the stick properly moves toward the nose and toward the right wing smoothly with no
control system binding.
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6. Engage the autopilot in HDG/PIT mode and command a nose up, right bank.
a) With no GMC Mode Controller:
i. Press the HDG/ROLL softkey on the PFD
ii. Press the AP HDG softkey on the PFD
iii. Push the joystick to center the HDG bug
iv. Turn the joystick clockwise to command a right turn
v. Bump the joystick up to command a pitch up
b) With a GMC Mode Controller:
i. Press the AP button on the GMC Mode Controller
ii. Press the HDG button on the GMC Mode Controller
iii. Push the HDG softkey on the PFD
iv. Push the joystick on the PFD to center the HDG bug
v. Turn the joystick on the PFD clockwise to command a right turn
vi. Turn the wheel on the GMC Mode Controller up to command a pitch up
7. Verify the stick properly moves toward the tail and toward the right wing smoothly with no control
system binding.
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8. Engage the autopilot in HDG/PIT mode and command a nose up, left bank.
a) With no GMC Mode Controller:
i. Press the HDG/ROLL softkey on the PFD
ii. Press the AP HDG softkey on the PFD
iii. Push the joystick to center the HDG bug
iv. Turn the joystick counter-clockwise to command a left turn
v. Bump the joystick up to command a pitch up
b) With a GMC Mode Controller:
i. Press the AP button on the GMC Mode Controller
ii. Press the HDG button on the GMC Mode Controller
iii. Push the HDG softkey on the PFD
iv. Push the joystick on the PFD to center the HDG bug
v. Turn the joystick on the PFD counter-clockwise to command a left turn
vi. Turn the wheel on the GMC Mode Controller up to command a pitch up
9. Verify the stick properly moves toward the tail and toward the left wing smoothly with no control
system binding.
10. If the stick position does not move in the correct direction, correct the roll and pitch servo
directions documented in Servo Wiring Checkout Step 9 and Step 10.
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11. Engage the autopilot and verify it can be overpowered in both the pitch and roll axis. If the
autopilot cannot be overpowered, use the Autopilot Setup screen to reduce the MAX TORQUE
setting for the associated servo.
a) Press MENU two times on the GDU to enter the MAIN MENU page.
b) Select the SYSTEM SETUP page.
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12. Engage the autopilot and verify it properly disconnects with a short press and release of the CWS/
DISCONNECT button.
a) If the audio output of the G3X system is connected to the aircraft audio system, verify the
pilot hears an autopilot disconnect tone when disconnecting the autopilot.
H.4.5.5 Yaw Damper Setup
The next phase of setting up the Garmin autopilot system is to verify the proper functionality of the yaw
damper system on the ground in normal mode. This phase of the checkout requires a valid output from the
ADAHRS. This means the post installation procedures must have been completed on the ADAHRS before
performing the on ground autopilot normal mode checkout.
1. Leave the yaw damper disengaged and verify the rudder pedals can be manipulated smoothly with
no control system binding.
2. Engage the autopilot in YD mode.
a) With no GMC Mode Controller:
i. YD not supported
b) With a GMC Mode Controller:
i. Press the YD button on the GMC Mode Controller
3. Verify the rudder properly moves to the correct direction by standing by the tail of the aircraft,
facing the vertical stabilizer, and pushing on the fuselage. The rudder should move AWAY from
you (the rudder should move in the same direction the rear fuselage is moving):
a) If the rudder does not move the correct direction, correct the yaw servo direction
documented in Servo Wiring Checkout Step 11.
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4. Engage the yaw damper and verify it can be overpowered in yaw axis using rudder pedal inputs. If
the autopilot cannot be overpowered, use the Autopilot Setup screen to reduce the MAX TORQUE
setting for the yaw damper servo:
a) Press MENU two times on the GDU to enter the MAIN MENU page.
b) Select the SYSTEM SETUP page.
5. The CWS/DISCONNECT input can optionally be connected to the Yaw Damper. If this
connection was made, engage the yaw damper and verify that is properly disconnects with a short
press and release of the CWS/DISCONNECT button.
a) If the audio output of the G3X system is connected to the aircraft audio system, verify the
pilot hears an autopilot disconnect tone when disconnecting the autopilot.
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H.4.5.6 Step By Step In-Air Autopilot Setup
The next phase of setting up the Garmin autopilot system is to verify and tune the proper functionality of
the autopilot system while airborne.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during the initial
engagement of the autopilot system. The pilot should always have easy access to the
autopilot disconnect button to disconnect the autopilot and take control of the aircraft at
anytime.
At a minimum, please follow the following safety guidelines before the initial autopilot engagement:
• Quick access to autopilot disconnect
• Safe altitude above and away from all terrain and obstacles
• No air traffic in the area
• Safe airspeed below maneuvering speed (VA)
NOTE
If desired, in the following procedures, the advanced/expert settings can be accessed from
the Autopilot Setup page by pressing Menu, then selecting SHOW ADVANCED
SETTINGS, then pressing ENTER. Then press MENU again, select SHOW EXPERT
SETTINGS and press ENTER.
Roll Servo
1. Use the AUTOPILOT SETUP page to adjust the ROLL SERVO gain setting
a) Engage the autopilot in ROL/PIT mode with the aircraft approximately level
i. With no GMC Mode Controller:
1.Press, hold, and release the CWS/DISCONNECT button to engage the AP
ii. With a GMC Mode Controller
1.Press the AP button on the GMC Mode Controller to engage the AP
2.Press the YD button on the GMC Mode Controller to DISENGAGE the YD
b) Press MENU two times on the GDU to enter the MAIN MENU page.
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c) Select the SYSTEM SETUP page.
e) Select ROLL SERVO page and highlight the SERVO GAIN entry.
f) Adjust the servo gain so the aircraft properly responds to the roll guidance from the flight
director
i. Overpower the autopilot to fly away from the current flight director commanded roll
ii. Release controls and monitor autopilot response and closure back to commanded roll
iii. Set the SERVO GAIN higher to make the autopilot more aggressive
iv. Set the SERVO GAIN lower to make the autopilot less aggressive
2. The roll servo has additional expert settings that can be adjusted to achieve the desired lateral
mode performance. These settings are detailed in Appendix H.4.5.9 and should only be adjusted
after studying the description to properly understand their effect on the roll servo. See preceding
note to access the expert settings.
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Pitch Servo
1. Use the AUTOPILOT SETUP page to adjust the PITCH SERVO gain setting
a) Engage the autopilot in ROL/PIT mode with the aircraft approximately level
i. With no GMC Mode Controller:
1.Press, hold, and release the CWS/DISCONNECT button to engage the AP
ii. With a GMC Mode Controller:
1.Press the AP button on the GMC Mode Controller to engage the AP
2.Press the YD button on the GMC Mode Controller to DISENGAGE the YD
b) Press MENU two times on the GDU to enter the MAIN MENU page.
c) Select the SYSTEM SETUP page.
e) Select PITCH SERVO page and highlight the SERVO GAIN entry.
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f) Adjust the servo gain so the aircraft properly responds to the pitch guidance from the flight
director
i. Overpower the autopilot to fly away from the current flight director commanded pitch
ii. Release controls and monitor autopilot response and closure back to commanded pitch
iii. Set the SERVO GAIN higher to make the autopilot more aggressive
iv. Set the SERVO GAIN lower to make the autopilot less aggressive
2. The pitch servo has additional expert settings that can be adjusted to achieve the desired vertical
mode performance. These settings are detailed in Appendix H.4.5.9 and should only be adjusted
after studying the description to properly understand their effect on the pitch servo. See preceding
note to access the expert settings.
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Pitch Gain
The Pitch Gain settings should be configured only after the pitch/roll servo max torque and servo gains
have been set per the preceding pages.
NOTE
It is important to verify proper autopilot response in PIT mode before proceeding to adjust
other autopilot pitch axis gains and modes (including ALT and VS modes).
The min/max airspeed fields set the min/max limits of autopilot vertical authority. The autopilot will
limit the pitch control to stay within the min/max airspeed limits.
The vertical speed gain is one of the most important gains in the system since it controls the behavior of
the VNAV, ALT, and VS modes and also largely determines how well the plane flies LPV and ILS
approaches.
The vertical speed gain is adjusted in a very similar manner to the pitch servo gain. Engage the autopilot
in ROL/VS modes in level flight (vertical speed approximately zero).
Adjust the vertical speed gain so the aircraft properly responds to the VS guidance from the flight
director.
1. Overpower the autopilot to fly away from the current flight director commanded vertical speed.
2. Release controls and monitor autopilot response and closure back to the commanded vertical
speed.
3. Set the vertical speed gain higher to make the autopilot more aggressive if it feels “lazy” or not as
responsive as desired.
4. Set the vertical speed gain lower to make the autopilot less aggressive if the control is too “harsh”
or more responsive than desired.
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The vertical accel gain can often be left set at 1.00, but can be used to improve altitude captures when
climbing or descending in VS or VNAV mode.
1. Climb to an altitude target in VS mode and note the altitude capture.
2. Set the vertical accel gain higher if the aircraft objectionably overshoots the altitude target before
leveling off at the correct altitude.
3. Set the vertical accel gain lower if the aircraft objectionably undershoots the altitude target before
leveling off at the correct altitude.
Similar to the vertical speed gain and vertical accel gain, the airspeed gain and airspeed accel gain can be
used to improve airspeed hold performance when needed.
Pitch Gain has advanced and expert settings that can be adjusted to achieve the desired performance.
These settings are detailed in Appendix H.4.5.9 and should only be adjusted after studying the description
to properly understand their effect on pitch gain. See preceding note to access the advanced/expert
settings.
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Yaw Damper Setup
The next phase of setting up the Garmin yaw damper system is to verify and tune the proper functionality
of the yaw damper system in the air.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during the initial
engagement of the autopilot system. The pilot should always have easy access to the
autopilot disconnect button so he can disconnect the autopilot and take control of the
aircraft at anytime.
At a minimum, please follow the following safety guidelines before the initial autopilot engagement:
• Quick access to autopilot disconnect
• Safe altitude above and away from all terrain and obstacles
• No air traffic in the area
• Safe airspeed below maneuvering speed (VA)
1. Use the AUTOPILOT SETUP page to adjust the YAW DAMPER gain setting
a) Press MENU two times on the GDU to enter the MAIN MENU page.
b) Select the SYSTEM SETUP page.
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d) Select YAW DAMPER page and highlight the SERVO GAIN entry.
e) Adjust the servo gain so the aircraft properly responds to the yaw body rates (tail wagging)
i. Engage the autopilot in LVL mode with the aircraft approximately level
ii. With a GMC Mode Controller
1.Press the LVL button on the GMC Mode Controller to engage the AP in LVL
mode
2.Press the YD button on the GMC Mode Controller to disengage the YD
iii. Fly a yaw doublet and engage the YD as the ball swings through the center
1.Right foot rudder to swing ball left
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2.Left foot rudder to swing ball back right
4.Set SERVO GAIN so the established yaw body rate from the yaw doublet is
properly dampened out
a.Set the SERVO GAIN higher to make the yaw damper more aggressive
b.Set the SERVO GAIN lower to make the yaw damper less aggressive
2. The yaw servo has additional advanced and expert settings that can be adjusted to achieve the
desired yaw damping performance. These settings are detailed in Appendix H.4.5.9 and should
only be adjusted after studying the description to properly understand their effect on the yaw
servo. See preceding note to access the advanced/expert settings.
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H.4.5.7 Step by Step Trim System Setup
On-ground Setup
After setting up and testing the GSA 28 based autopilot and yaw damper systems, the pilot can configure
the trim system.
1. Go to the AP pages in configuration mode and enable the TRIM MOTOR CONTROL for all
servos that are connected to auxiliary trim motors.
NOTE
The Trim Motor Max Run Time item allows optional configuration of a time limit for use
with manual electric trim. When the manual trim input switch is pressed, the electric trim
motor will stop running after the time limit expires, and will not run again until the trim
input switch is released and pressed again. This can help prevent "trim runway" caused
by a stuck trim input switch. If the maximum trim motor run time is set to "No Limit", the
electric trim motor will run indefinitely as long as the manual trim input switch is held.
This item has no effect on auto trim.
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2. Go to the MANUAL ELECTRIC TRIM page and set the airspeed thresholds for fastest and
slowest trim movement.
a) Recommend setting the fastest movement airspeed to the airspeed typically used to fly the
normal aircraft landing pattern.
b) Recommend setting the slowest movement airspeed to the airspeed typically used for cruise
flight.
c) Recommend setting the fastest motor speed 100% (will be adjusted later in flight)
d) Recommend setting the slowest motor speed to 25% (will be adjusted later in flight)
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H.4.5.8 In Air Setup
The next phase of setting up the Garmin GSA 28 based trim control system is to verify and set the proper
functionality of the trim system in the air.
WARNING
This stage of the flight test involves allowing the GSA 28 autopilot servos to manipulate the
flight control surfaces of the aircraft. Extreme caution should be used during this phase of
the flight test. The pilot should always have easy access to the autopilot disconnect button
so he can disconnect the autopilot and take control of the aircraft at anytime.
At a minimum, please follow the following safety guidelines before the initial autopilot engagement:
• Quick access to autopilot disconnect
• Safe altitude above and away from all terrain and obstacles
• No air traffic in the area
• Safe airspeed below maneuvering speed (VA)
1. Use the AUTOPILOT SETUP page to adjust the TRIM MOTOR SPEED to get the desired manual
electric trim response.
a) Press MENU two times on the GDU to enter the MAIN MENU page.
b) Select the SYSTEM SETUP page.
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d) Select MANUAL ELECTRIC TRIM page and highlight the various trim motor speeds
e) Adjust the trim motor speeds at the two airspeed thresholds to get a desirable trim response
i. Trim aircraft using manual electric trim inputs
ii. Trim response should not be overly slow
iii. Trim response should not be overly fast
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H.4.5.9 Detailed Autopilot Configuration Options
The installer needs to make the following autopilot configuration selections when setting up the GSA 28
based autopilot system.
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Roll Servo Configuration
The installer needs to make the following roll servo configuration selections when setting up the GSA 28
based autopilot system. These selections are made in configuration mode using the AP CONFIG page and
the roll servo setup screen in the autopilot setup menu in normal mode.
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Table H-9 Roll Servo Autopilot Configuration Settings
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Pitch Servo Configuration
The installer needs to make the following pitch servo configuration selections when setting up the GSA 28
based autopilot system. These selections are made in configuration mode using the AP CONFIG page and
the pitch servo setup screen in the autopilot setup menu in normal mode.
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Table H-10 Pitch Servo Autopilot Configuration Settings
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Yaw Damper Configuration
The installer needs to make the following yaw damper configuration selections when setting up the
GSA 28 based yaw damper system. These selections are made in configuration mode using the AP
CONFIG page and the yaw damper setup screen in the autopilot setup menu in normal mode.
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Table H-11 Yaw Damper Autopilot Configuration Settings
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Pitch Gain Configuration
The installer needs to make the following pitch gain configuration selections when setting up the GSA 28
based autopilot system. These selections are made in configuration mode on the PFD under the AP tab and
the pitch gain setup screen in the autopilot setup menu in normal mode.
Configuration
Description
Setting
The GSA 28 pitch servo has a configurable minimum airspeed limit. This
determines the lowest airspeed the pitch servo will allow the aircraft to fly at. If
the speed drops below this limit, the pitch servo will lower the nose of the aircraft
Min Airspeed Limit to keep the airspeed at or above the Min Airspeed Limit.
The Min Airspeed Limit should be set above the aircraft stall speed with some
margin.
The GSA 28 pitch servo has a configurable maximum airspeed limit. This
determines the fastest airspeed the pitch servo will allow the aircraft to fly at. If
the speed rises above this limit, the pitch servo will raise the nose of the aircraft
Max Airspeed Limit to keep the airspeed at or below the Max Airspeed Limit.
The Max Airspeed Limit should be set below the aircraft maximum speed with
some margin.
The GSA 28 pitch servo is capable of holding the aircraft at a desired vertical
speed.
The Vertical Speed Gain should be increased if the aircraft struggles to hold the
Vertical Speed Gain
desired vertical speed target when the flight director is in vertical speed (VS),
(advanced setting)
altitude hold (ALT), or LVL modes.
The Vertical Speed Gain should be decreased if the aircraft is overly aggressive
when trying to hold the desired vertical speed target.
The GSA 28 pitch servo is capable of holding the aircraft at a desired vertical
speed.
The Vertical Accel Gain should be increased if the aircraft is overshooting the
Vertical Accel Gain
desired vertical speed target (when the flight director is in vertical speed (VS)
(expert setting)
mode) when closing on the bug.
The Vertical Accel Gain should be decreased if the aircraft is appears to back off
from the desired vertical speed target when closing on the bug.
The GSA 28 pitch servo is capable of holding the aircraft at a desired airspeed.
The Airspeed Gain should be increased if the aircraft is lazy and struggles to
Airspeed Gain
hold the desired airspeed target when the flight director is in IAS mode.
(advanced setting)
The Airspeed Gain should be decreased if the aircraft is overly aggressive when
trying to hold the desired airspeed target.
The GSA 28 pitch servo is capable of holding the aircraft at a desired airspeed.
The Airspeed Accel Gain should be increased if the aircraft is overshooting the
Airspeed Accel
desired airspeed target when closing on the bug when the flight director is in IAS
Gain
mode.
(expert setting)
The Airspeed Accel Gain should be decreased if the aircraft is appears to back
off from the desired airspeed target when closing on the bug.
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Table H-12 Pitch Gain Autopilot Configuration Settings
Configuration
Description
Setting
The GSA 28 pitch servo is capable of holding the aircraft at a desired airspeed.
The Airspeed Track Gain should be increased if the aircraft is overly sluggish
Airspeed Track
while tracking airspeed when the airspeed error is less than 5 knots.
Gain
The Airspeed Track Gain should be decreased if the aircraft is overly aggressive
while tracking airspeed when the airspeed error is less than 5 knots.
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Manual Electric Trim Configuration
The installer needs to make the following manual electric trim configuration selections when setting up the
GSA 28 based autopilot system. These selections are made in configuration mode on the PFD under the
AP tab and the pitch gain setup screen in the autopilot setup menu in normal mode.
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Figure H-22 Manual Electric Trim Autopilot Configuration Page
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H.4.6 Angle of Attack (AOA) Configuration Page
The Angle of Attack (AOA) Configuration page is accessible only when an AOA input is enabled on the
LRU Configuration page (Appendix H.4.2). The configuration mode page only allows viewing and
deleting the AOA calibration values, the AOA calibration cannot be performed in configuration mode.
The In-Flight AOA Calibration procedure follows.
WARNING
AOA calibration involves flying the aircraft at low airspeeds and angles of attack at or near
the stall point. Do not perform AOA calibration until the aircraft's stall recovery
characteristics are well-understood. Before AOA calibration, make sure the aircraft is
clear of all traffic and at a safe altitude for stall recovery.
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AOA is the angle between the aircraft's wing and the oncoming airflow (see Figure H-24). As AOA
increases, eventually it will reach a critical value (determined by the physical characteristics of the wing),
whereupon the airflow will separate, the wing will stop producing lift, and the aircraft will stall. The
primary purpose of an AOA system is to monitor the wing's angle of attack and provide feedback to the
pilot when the aircraft is approaching the critical AOA.
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H.4.6.2 AOA Calibration Procedure
Perform the procedure steps in this section including, Minimum Visible AOA Calibration, Caution Alert
AOA Calibration, Stall Warning AOA Calibration, and Approach Target AOA Calibration (Optional).
Any of the calibration procedures can be repeated to fine-tune the behavior of the AOA gauge and audio
alerting.
NOTE
For best results, perform all AOA calibration in smooth air. Turbulence or rough air can
affect the calibration.
NOTE
The calibration values displayed for the AOA calibration points are proportional to actual
AOA (the greater the calibration value, the greater the AOA) but are not otherwise
representative of any specific unit of measure.
For the calibration to be valid:
• The stall warning AOA calibration value (resultant from the calibration procedure) must be greater
than the minimum visible AOA calibration value (see Figure H-25).
• The caution alert AOA calibration value (resultant from the calibration procedure) must be greater
than the minimum visible AOA calibration value and less than the stall warning AOA calibration
value (see Figure H-25).
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3. Press the ENT Key to display the System Setup page, use the FMS Joystick to select Angle of
Attack.
4. Press the ENT Key to display the Angle of Attack Setup page.
5. If AOA calibration has not yet been performed, the calibration fields will be blank. “AOA
Pressure Measurement Not Valid” will be displayed if an air pressure sensor is not connected, or if
the aircraft is on the ground. To delete an existing AOA calibration, highlight the calibration field,
then press the CLR key.
NOTE
The following Angle Of Attack Setup page is also accessible in configuration mode. The
configuration mode page only allows viewing and deleting the AOA calibration values,
the AOA calibration cannot be performed in configuration mode.
6. Perform the 3 required calibration points (Calibrated Minimum Visible AOA, Calibrated Caution
Alert AOA, and Calibrated Stall Warning AOA), plus 1 optional calibration point (Callibrated
Approach Target AOA, if desired) in the following recommended order.
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Minimum Visible AOA Calibration
This procedure sets the AOA value for the bottom of the AOA gauge green arc (Figure H-26), which is
also the AOA value at which the gauge will first appear on the PFD. Perform this calibration while flying
the aircraft at an AOA somewhat higher than a normal cruise flight (1.5 x stall speed is suggested) to avoid
nuisance frequent appearances of the AOA gauge.
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3. Follow the onscreen instructions, then press the Done softkey when finished.
4. Verify the calibration is successful, then press the Done softkey when finished.
NOTE
After calibrating all required AOA points, if the AOA gauge appears too frequently or not
frequently enough, the Minimum Visible AOA calibration step can be repeated to set a new
value.
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Caution Alert AOA Calibration
This procedure sets the AOA value for the bottom of the yellow "chevron" section of the AOA gauge
(Figure H-27), which is also the AOA value at which the audible stall warning sound will begin to
intermittently play. Perform this calibration while flying the aircraft at an AOA below the aircraft's stall
AOA (1.1 x stall speed is suggested).
1. Use the FMS Joystick to select the Calibrated Caution Alert AOA calibration field, then press the
Calibrate softkey.
2. Follow the onscreen instructions, then press the Start softkey to begin the calibration.
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3. Press the Calibrate softkey when in compliance with the onscreen instructions.
4. Verify the calibration is successful, then press the Done softkey when finished.
NOTE
After calibrating all required AOA points, if the AOA caution alert and audio warning
occur too frequently or not frequently enough, the Caution Alert AOA calibration step can
be repeated to set a new value.
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Stall Warning AOA Calibration
This procedure sets the AOA value for the top of the red "chevron" section of the AOA gauge
(Figure H-28), which is also the AOA value at which the audible stall warning sound will play
continuously (just before stall break is suggested).
3. Press the Calibrate softkey when in compliance with the onscreen instructions.
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4. Verify the calibration is successful, then press the Done softkey when finished.
5. If desired, repeat the Stall Warning AOA calibration using a different flap setting.
6. If desired, proceed to Approach Target AOA Calibration (Optional). If the Approach Target AOA
Calibration procedure is not desired, the AOA Calibration Procedure is complete.
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Approach Target AOA Calibration (Optional)
This procedure sets a specific point (1.3 x stall speed is suggested) on the AOA gauge to use as the ideal
target AOA for an approach, glide, short-field landing, etc. If calibrated, the approach target AOA will
display as a green circle on the AOA gauge (Figure H-29). To be valid, the approach target AOA must be
between the minimum visible (green) and caution alert (yellow chevron) AOA points.
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3. Press the Calibrate softkey when in compliance with the onscreen instructions.
4. Verify the calibration is successful, then press the Done softkey when finished.
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H.4.7 FD (Flight Director) Configuration Page
This page (Figure H-30) allows configuration of certain options for the flight director, it will only appear in
installations that include an autopilot.
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change to VS mode for a climb or descent to a new altitude. See the G3X Pilot's Guide for further
details.
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H.4.8 Electronic Stability Configuration Page
This page allows configuration of certain options for the ESP™ (Electronic Stability and Protection)
function. It will only appear in installations that include an autopilot with Garmin servos. ESP is an
optionally enabled feature that is intended to assist the pilot in maintaining the aircraft in a stable flight
condition. This feature will only function when the aircraft is above 200 feet AGL and the autopilot is not
engaged.
ESP engages when the aircraft exceeds one or more conditions (pitch, roll, airspeed) beyond the normal
flight parameters. Enhanced stability for each condition provides a force to the appropriate control surface
to return the aircraft to the normal flight envelope. This is perceived by the pilot as resistance to control
movement in the undesired direction when the aircraft approaches a steep attitude or high airspeed. As the
aircraft deviates further from the normal attitude and/or airspeed, the force increases (up to an established
maximum) to encourage control movement in the direction necessary to return to the normal attitude and/
or airspeed range.
See the G3X Pilot’s Guide (190-01115-00) for details of ESP operation. ESP is configured on the
Electronic Stability Configuration page in Configuration Mode per the following procedure.
1. In configuration mode (Appendix H.2), use the FMS Joystick to select the ESP configuration page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
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Roll Attitude Limiting–Select Enabled or Disabled (all other fields remain blank when Disabled).
Roll Limit–Enter desired Bank Limit of aircraft (range 45°to 60°, this limit will appear as Guardrails on
the PFD.
Pitch Attitude Limiting–Select Enabled or Disabled.
Nose Up/Down Pitch Limit–Enter desired Pitch Limit of aircraft. Allowable range of +10° to +25° for
Nose Up Limit, and -10°to -25° for Nose Down Limit (default settings are +20° and -15° respectively).
Airspeed Limiting–Select Enabled or Disabled.
Maximum/Minimum Airspeed Limit–Allowable range of settings are 50 kt minimum airspeed to 999 kt
maximum airspeed.
NOTE
The minimum airspeed setting should be set to a value lower than the minimum airspeed
that is anticipated during approach while above 200 ft AGL.
NOTE
ESP can also be inhibited with an optional external toggle switch connected to a discrete
input. See ESP Inhibit information in Section 28.4.18.3.2 and interconnect example in
Figure 25-2.2 page 2.
Auto Engage LVL Mode–Select Enabled or Disabled. When enabled, the autopilot will engage with the
flight director in Level Mode to bring the aircraft into level flight if ESP has been engaged for more than
10 seconds of a 20 second time period.
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H.4.9 ACFT Configuration Page
The Aircraft Configuration Page allows setting the parameters for Reference Speeds and Flight Planning.
The aircraft identifier and map symbol can also be entered on this page.
Reference Speeds–The aircraft Vspeeds can be entered using the FMS Joystick. A label can be added to
the Custom (1-4) reference speed fields. The entered label text will be displayed on the airspeed tape (in
normal mode) at the entered speed. If no text is entered for the label, a small triangle will appear instead.
To clear a reference field:
1. Highlight the desired reference speed field.
2. Press the CLR key, or set the speed to 0.
To clear a label field:
1. Highlight the desired label field.
2. Press the CLR key.
The aircraft's maximum speed limit can be configured in three different ways. All aircraft have a
maximum indicated airspeed limit (VNE) which is configured using the VNE (IAS) field. This airspeed is
marked on the PFD airspeed tape with a red line, and does not change with altitude. In this example, the
value for VNE has been entered as 205 knots indicated airspeed. The aircraft is below the never-exceed
speed any time its indicated airspeed is below 205 knots.
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For certain aircraft types, maximum airspeed is additionally limited by true airspeed (TAS). A secondary
airspeed limit expressed as true airspeed may optionally be configured using the VNE (TAS) field. This
airspeed is marked on the PFD airspeed tape with a second red color band, which shows the equivalent
indicated airspeed at which the aircraft's true airspeed will exceed the configured true airspeed limit value.
At low altitudes where true and indicated airspeed are similar, the PFD airspeed tape will show only the
indicated VNE limit. At higher altitudes where true airspeed increases, a second red color band will begin
to appear on the PFD airspeed tape to indicate the point where the aircraft will exceed the true airspeed
limit at the current pressure altitude.
In this example, the aircraft's VNE values have been configured as 205 knots indicated airspeed, and 270
knots true airspeed. At high altitudes, the aircraft can reach the true airspeed limit even if its indicated
airspeed is below the normal indicated VNE "red line". The second red band on the PFD airspeed tape
alerts the pilot to this condition.
A third way to configure the aircraft's maximum airspeed limit is to enter a value for Maximum Operating
Mach Number (MMO, see Appendix H.4.8). As with TAS-based VNE, the value for MMO will be
displayed on the PFD airspeed tape using a second red band that shows the equivalent indicated airspeed at
which the aircraft's Mach number will exceed the configured maximum Mach number. At high altitudes,
the aircraft can reach the maximum Mach limit even if its indicated airspeed is below the normal indicated
VNE "red line". The second red band on the PFD airspeed tape alerts the pilot to this condition
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Flight Planning–The flight planning fields adjust the default values (cruise speed and fuel flow) used in
normal mode for flight planning calculations (ETE, Leg Fuel, etc.).
Aircraft Identifier–The aircraft identifier is used in the data log file and on the Flight Log page, it can be
entered using the FMS Joystick.
G Meter–The G-Meter fields allow for setting the minimum and maximum G values displayed on the PFD
G-meter. The G-meter may be displayed at any time on the PFD Setup page. Not entering any values, or
clearing the values, disables the G-Meter entirely. Setting Auto Display to On allows the G-Meter to
appear in place of the HSI when G-loads on the aircraft exceed a fixed threshold (setting Auto Display to
Off disables Auto Display of the G-Meter).
Map Symbol–The aircraft symbol that is displayed on the Map page can be selected from five different
vehicles that are stored internally to the unit. Additional vehicles may be downloaded from
www.garmin.com/vehicles.
NOTE
To use a downloaded .srf aircraft symbol, create a ‘Vehicle’ directory on the SD card(s),
then copy the .srf file to the new ‘vehicle’ directory. For installations with multiple GDUs,
the .srf file must be present on each SD card inserted into each of the GDUs. If the file is
not present, the GDU will use the default black-and-white airplane symbol.
1. In configuration mode, use the FMS Joystick to select the ACFT Page.
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2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
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H.4.10 W/B (Weight/Balance) Configuration Page
The W/B Configuration Page allows setting the weight and balance parameters for the airplane. These
parameters are then used on the Main Menu W/B Page in normal mode. Weight/Balance may be used
during pre-flight preparations to verify the weight and balance conditions of the aircraft. By entering the
weight and arm values into the Aircraft Empty window, the GDU 37X can calculate the total weight,
moment, and center of gravity (CG).
Before entering the various figures, the empty weight of the airplane and the arm (or “station”) for each
weight should be determined. These figures should be determined using the pilot’s operating handbook for
the airplane, which also notes the weight limitations and fore/aft CG limits. Compare those figures to the
values calculated by the GDU 37X.
Each station listed in the Station window has an editable name and arm location. This allows the setting of
the units of measure used for that station (weight, or units of avgas or jet fuel). An optional maximum
value can be set for a particular station (e.g. a fuel tank might have a max capacity of 50 gallons) or the
max can be set to zero so that no maximum will be imposed.
The Loading Limits window contains fields for the entry of minimum and maximum aircraft weight, and
the minimum and maximum CG location.
1. In configuration mode, use the FMS Joystick to select the W/B Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change, then
press the ENT Key or use the FMS Joystick to select the next item.
3. To create a new station, highlight a blank line (in the Station window), press the ENT key, enter the
name, units, max weight, and arm, then highlight DONE and press the ENT key.
4. To edit or delete a station, highlight the desired station, then press the ENT softkey.
5. Press the FMS Joystick to move the cursor to the page selection menu when finished.
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H.4.11 UNITS Configuration Page
The Units Configuration Page allows selection of the desired displayed units for the listed items in the
Units Configuration window. The various settings for Location Format, Map Datum, and Heading can be
accessed in the Position Configuration window. See the G3X Pilot’s Guide for a description of Location
Format and Map Datum.
1. In configuration mode, use the FMS Joystick to select the UNITS Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
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H.4.12 DSPL (Display) Configuration Page
The DSPL Configuration Page allows setting the parameters for display backlight and display options
configuration.
1. In configuration mode, use the FMS Joystick to select the DSPL Page.
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2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
3. Press the Options softkey to switch between the Display Configuration Page and the Backlight
Configuration Page. Each of these pages are detailed in the following sections.
H.4.12.1 Display Configuration Page
Display Backlight Configuration Window:
Backlight Intensity: Can be set to Auto or Manual (this setting is also available in normal mode on the
Display Setup page).
Auto–Sets the backlight intensity (display brightness) based on the aircraft’s instrument lighting bus
voltage.
Manual–Allows setting the display brightness by changing the Backlight Intensity (0-9) setting found
beside the ‘Manual’ setting.
Default Mode: Can be set to Auto or Manual (described above). This controls the backlight mode that
will be active each time the system is powered on.
Automatic Backlight Control Window (settings apply only to ‘Auto’ setting):
Input Voltage–Displays the current lighting bus voltage
Backlight Level–Displays the current backlight level (0-100%)
Graph–Brightness is displayed as the vertical (Y) axis, and aircraft lighting bus voltage is displayed as the
horizontal (X) axis. The graph changes according to the auto backlight control settings, and the lighting
bus voltage.
Off Threshold–Sets the lighting bus threshold voltage. At the threshold voltage, the backlighting is turned
on per the Min Brightness setting. Below the threshold voltage, the backlighting defaults to a Backlight
Level of 100% . The ’±’ setting controls the range the Off Threshold voltage is in effect. Default values
are 2.9 V & ±0.15 V. If the Off Threshold value is set to 0.0 V, it will be ignored, and the display
brightness will remain at the Min Brightness level for any voltage between zero volts and the Min
Brightness voltage setting.
Min Brightness (Voltage and Percentage)–Sets the lower bus voltage required to turn the backlighting
on to the percentage of brightness set by the Min % setting. Default values are 3.0 V and 10%.
Max Brightness (Voltage and Percentage)–Sets the upper bus voltage required to turn the backlighting
on to the percentage of brightness set by the Max % setting. Default values are 12.0 V and 100%.
Input Type–Sets the aircraft lighting bus voltage for either 12 or 24 V input to match the aircraft lighting
bus voltage.
Time Constant–Adjusts the speed (in seconds), the brightness level responds to changes in the input
voltage level.
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H.4.12.2 Display Options Window (press the Options softkey):
EIS Display Location–Controls which GDU the EIS Display (Engine Bar) appears on in a multi-screen
system.
Auto–In a single-display system (or in a reversionary condition) the EIS Display appears on the PFD;
in a two or three display system the EIS Display appears on the MFD.
PFD–The EIS Display will always appear on the PFD, even in a multi-display system.
PFD1 Layout–Controls the screen layout for PFD1.
Auto–PFD1 is a dedicated full-screen PFD display (when in a multi-display system and not in
reversionary mode).
Split Screen–PFD1 always remains in split-screen mode.
User Selected-(default setting) Allows changing PFD1 layout in normal mode from the Display Setup
page in the main menu.
PFD2 Layout–Controls the screen layout for PFD2 (for 3-display systems only).
Auto–PFD2 is a dedicated full-screen PFD display (when not in reversionary mode).
Split Screen–PFD2 always remains in split-screen mode.
Full PFD/MFD–PFD2 displays a page sequence that includes a full-screen PFD display as well as
full-screen MFD pages.
User Selected–(default setting) Allows changing PFD2 Layout in normal mode from the Display
Setup page in the main menu.
PFD Auto Declutter - Determines whether non-essential information will be removed from the PFD
display when the aircraft is in an unusual attitude. Set to “Disable” to retain all information on the PFD
during aerobatic maneuvers.
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PFD Attitude Symbol–Affects the appearance of the airplane symbol on the PFD attitude display.
Options are Default, Alternate 1, and Alternate 2. This option is not selectable if an autopilot is
configured. The "Alternate 1 Symbol" shown below will be used if an autopilot (GSA 28 or 3rd party) is
configured.
PFD HSI Orientation–Allows setting the PFD HSI Orientation to either Heading or User Selected
(default). The Heading selection displays the HSI (on the PFD) in a heading-up orientation. The User
Selected setting enables an HSI Orientation option on the PFD Setup page, see the G3X Pilot’s Guide
(190-01115-00) for more info.
Screenshot–Allows setting the Screenshot function to either Enabled or Disabled (default). This function
allows a ‘screenshot’ of the current display to be stored to an SD card. When enabled, with an SD card in
the SD card slot, press and hold the Menu key to save a screenshot bitmap file to the SD card (indicated by
a screen flash).
Traffic Page–Sets the dedicated Traffic page to displayed (SHOW) or not displayed (HIDE). Only
applicable when configured for traffic input, otherwise not displayed.
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H.4.13 SOUND Configuration Page
The SOUND Configuration Page allows setting the parameters for various alert and message tones. A
TEST softkey is used to test audio volume and configuration.
1. In configuration mode, use the FMS Joystick to select the SOUND Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
The configuration options for the SOUND Configuration Page are listed/described as follows:
Alert Volume – Controls the volume level (settings 1-10) of audio alerts (Altitude, CAS, Integrated
Autopilot, Terrain, Traffic)
Message Volume – Controls the volume level (settings 1-10, or OFF) of message tones (Airspace
Advisory Messages, Approaching VNAV Target Altitude Message, etc.)
Terrain Audio – Enables/disables terrain awareness audio alerts
Traffic Audio – Enables/disables Traffic Audio alerts
Traffic N/A – Enables/disables Traffic Not Available alerts
AOA Alert – Enables/disables AOA Alert tone
Altitude Alert – Enables/disables the Altitude Alert tone
Altitude Minimums – Enables/disables the Altitude Minimums tone
Alert Source – If more than one GDU 37X is installed, an Alert Source field will appear on the SOUND
Configuration page. The Alert Source field allows the user to select which GDU will generate the alert
sounds. The Alert Source options are: PFD1, PFD2, MFD, or Auto (which will use whichever unit is
present, in the order PFD1, MFD, PFD2).
Alert Output – If set to MONO + STEREO, alert tones and messages will be output on both the mono and
stereo outputs. If set to MONO ONLY, alert tones and messages will be output only on the mono output.
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H.4.14 COMM Configuration Page
The COMM Configuration Page allows configuration of the RS-232 ports on the GDU 37X displays, and
ARINC 429 ports on the GAD 29 or GSU 73.
1. In configuration mode, use the FMS Joystick to select the COMM Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
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A green checkmark will appear next to the name of each Comm port when it is receiving valid data. No
checkmark is displayed if data has not yet been received. A red X is diplayed if no data has been received
after an intial timeout period, or if data has been received and then interrupted.
G3X installations with a single GDU 37X will display the RS-232 and ARINC 429 configuration settings
on separate soft-key selectable pages.
NOTE
Some panel-mount GPS navigators and NAV/COM radios do not transmit RS-232 or
ARINC 429 data when they are in configuration mode. To verify RS-232 and ARINC 429
connections, make sure these units are operating in normal mode.
H.4.14.1 RS-232 (PFD 1, MFD, and PFD 2 Comm Port) Configuration options
Each connected GDU 37X has three configurable RS-232 channels, the optional settings are:
Garmin Data Transfer - The proprietary format used to exchange data with a PC or a GDL 39
Garmin Instrument Data - Used for connecting to compatible Garmin LRUs (e.g. GSU 25, GMC 30X)
Garmin HSDB - Used for connecting to compatible Garmin LRUs (e.g. GTS™ 8XX, see Section 23.2
and Appendix G.2)
NMEA Out - Supports the output of standard NMEA 0183 version 3.01 data at a user selectable baud rate
of either 4800 or 9600. The GDU outputs data from the selected GPS source (internal GPS or external
GPS1/GPS2) using NMEA sentences.
A setting that allows switching the NMEA output between "Normal" and "Fast" speeds is accessed by
pressing the MENU Key on the Comm Page (at least one output must be set to NMEA Out) followed by
the ENT Key.
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A pop-up window appears which allows the selection of the Lat/Lon format and the output rate. These
settings affect all RS-232 ports that are configured to output NMEA data. The selected speed is displayed
following the baud rate now for all ports configured for NMEA output. This feature is useful for sending
data to devices that require the full set of NMEA sentences at a slower pace.
Fast (every second): GPBOD, GPRMB, GPRMC, PGRMH, PGRMZ
Normal (every two seconds): GPAPB, GPBOD, BPBWC, GPGGA, GPGLL, GPGSA, GPGSV,GPRMB,
GPRMC, GPRTE, GPVTG, GPWPL, GPXTE, PGRME, PGRMH, PGRMM, PGRMZ
Text Out – Selecting Text Out enables a pop-up menu to appear when the Menu key is pressed (while on
the COM Configuration Page). This pop-up menu allows setting three selections (Attitude/Air Data,
Engine/Airframe Data, and GPS Position/Velocity) to On or Off. The On setting allows the output of Text
Data as described in Appendix C.
Aviation In - The proprietary format used for input to the G3X (baud rate of 9600) from an FAA certified
Garmin panel mount unit. Allows the G3X to display a Go To or route selected on the panel mount unit,
which eliminates the need to enter the destination on both units. If the external GPS navigator supports
both the Aviation In and MapMX formats, Garmin recommends using the preferred MapMX format.
Aviation In/NMEA & VHF Out - Receives aviation data and transmits out both NMEA data, at 9600
baud, and VHF frequency tuning information to a Garmin Nav/Comm radio.
MapMX - The preferred data source when interfacing with an external navigator, and is only available
from Garmin units with a WAAS GPS receiver. When MapMX data is received, the G3X display can
show more accurate information about the external navigator flight plan (e.g. DME, arcs, and holding
patterns).
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GTX™ TIS-A In - Receives TIS A-data from a Garmin Mode-S panel-mount transponder. If the
transponder is connected to the ADAHRS 1 LRU (as shown in Section 23.2), it is not necessary to connect
its output to a GDU RS-232 port.
TIS-A In/NMEA & VHF Out - Receives TIS-A data and transmits out both NMEA data, at 9600 baud,
and VHF frequency tuning information to a Garmin Nav/Comm radio. Note that if a transponder is
connected to the ADAHRS 1 LRU (as shown in Section 23.2), it is not necessary to select TIS-A In, as the
transponder data is received using the ADAHRS 1 LRU.
Garmin VHF Nav/Comm - Outputs frequency tuning and VOR radial selection data to an SL30 or
GNC® 255 Nav/Comm radio. Receives lateral/vertical NAV deviation signals and radio status data for
on-screen radio display.
Garmin VHF Comm - Outputs frequency tuning data to an SL40, GTR 200, or GTR 225 Comm radio,
and receives radio status data for on-screen radio display.
Integrated Autopilot – For use with Autopilots that use both ARINC 429 and bi-directional RS-232 data
(ARINC 429 output set to Autopilot). Integrated Autopilot is a proprietary serial format that provides
autopilot control softkeys and status annunciations on the G3X PFD. See wiring examples in Section 23.2
and Appendix G.2.
Note the following when configuring the communication settings:
· Each GNS™ 4XX/5XX, GNS 480, or GTN™ 6XX/7XX series unit must be connected to a
MapMX/Aviation RS-232 input on one of the GDU 37X units (in addition to the ARINC 429
connection(s)). ARINC 429 data input from a GNS 4XX/5XX, GNS 480, or GTN 6XX/7XX
series unit will be ignored unless a corresponding MapMX/Aviation RS-232 input is also
configured.
· When connecting two GNS 4XX/5XX, GNS 480, or GTN 6XX/7XX series units to the G3X
system, connect the MapMX/Aviation RS-232 output from NAV 1 to an RS-232 input on PFD1,
and connect the MapMX/Aviation RS-232 output from NAV 2 either to an RS-232 input on the
MFD, or to a higher-numbered RS-232 input on PFD1.
· Highlight the ‘GPS1’, ‘GPS2’, etc. fields on the Main Configuration page to verify which RS-232
and ARINC 429 inputs the G3X system is currently using for NAV 1 and NAV 2.
Vertical Power – A 3rd party LRU that integrates with the G3X to monitor and control the entire electrical
system using the GDU.
CO Detector - Receives data from a third-party carbon monoxide detector. Refer to the G3X Pilot’s
Guide or the G3X Touch™ Pilot’s Guide for further information.
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H.4.14.2 ARINC 429 Configuration options
The configuration options for the 2 ARINC 429 output and 4 ARINC 429 input ports on the GAD 29 or
GSU 73 are detailed in this section.
ARINC 429 Outputs:
EFIS/Airdata – Outputs EFIS and air data labels to a GNS 4XX/5XX series unit. A second selection is
used to find if the EFIS/Airdata output is addressed to NAV 1, NAV 2, or both (NAV 1+ 2). The
transmitted labels are as follows:
100P Selected Course 1 203 Pressure Altitude 204 Baro Corrected Altitude
205 Mach Number 206 Indicated Airspeed 210 True Airspeed
211 Total Air Temperature 212 Vertical Speed 213 Static Air Temperature
235 Baro Setting (BCD) 320 Magnetic Heading 371G Manufacturer ID
377 Equipment ID
Autopilot - For use with Autopilots that use both RS-232 and ARINC 429 data. The transmitted labels are
as follows:
001 Distance To Waypoint (BCD) 012 Ground Speed (BCD) 100P Selected Course 1
101 Selected Heading 102 Selected Altitude 104 Selected Vertical Speed
114 Desired Track (True) 115 Waypoint Bearing (True) 116G Cross Track Distance
117G Vertical Deviation 121 Roll Command 122 Pitch Command
147G Magnetic Variation 203 Pressure Altitude 204 Baro Corrected Altitude
206 Indicated Airspeed 212 Vertical Speed 235 Baro Setting (BCD)
251 Distance To Waypoint 312 Ground Speed 313 Ground Track
320 Magnetic Heading 324 Pitch Angle 325 Roll Angle
371G Manufacturer ID 377 Equipment ID
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H.4.15 GPS Configuration Page
The GPS Configuration Page allows selecting the GPS source for each GDU. Each installed GDU can
select either the GPS antenna directly connected to that GDU, or ‘No GPS Antenna Connected’. If ‘No
GPS Antenna Connected’ is selected, that GDU will use GPS data from the GDU that is connected to a
GPS Antenna. Only one GDU need be connected to a GPS Antenna, that GDU will “share” the GPS info
will all other GDUs.
‘No GPS Antenna Connected’ may also be selected if a GPS 20A is used for GPS position. A GPS 20A
provides GPS data to the GDU(s), so the GDU(s) do not require being connected to a GPS antenna.
NOTE
For installations w/out a GPS 20A, failure of a single GDU or GPS antenna (in a multi-
display/multi-antenna installation) would cause the system to use GPS information from
the remaining functional GDU. If no GPS data is available from any operating GDU, the
remaining GDUs will use GPS position data from an external GPS navigator (GNS 4XX/
5XX, GNS 480, or GTN 6XX/7XX series unit, see Section 23.2 or Appendix G.2).
Accuracy will be degraded when using an external GPS navigator.
1. In configuration mode, use the FMS Joystick to select the GPS Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished.
If an external GPS navigator (see Section 2.5.1) is configured, the GPS config page displays "Select
External GPS At Powerup". This setting controls whether the user's choice to use the internal GPS nav
source will be retained between power cycles (disabled), or if the system should always return to using the
configured external GPS nav source at powerup (enabled).
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H.4.15.1 GDU 37X Test Procedure
GPS Receiver Signal Acquisition Test:
1. Power on unit (normal mode) and use the FMS Joystick to select the Info Page.
2. Verify the GPS receiver is functional and able to calculate its present position.
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2. Monitor GPS status on the Main Page. Possible GPS status indications include:
• NO ANTENNA • SEARCHING THE SKY
• AutoLocate® • ACQUIRING
• LOST GPS FIX • NO GPS FIX
• 2D GPS FIX • 2D DIFFERENTIAL FIX
• 3D GPS FIX* • 3D DIFFERENTIAL FIX*
*Indicates valid GPS position fix for this test
3. Select 121.150 MHz on the COM transceiver.
4. Transmit for a period of 30 seconds while monitoring GPS status.
5. During the transmit period, verify that GPS status does not lose a valid GPS position fix on the
Main Page in configuration mode.
6. Repeat steps 3 through 5 for the following frequencies:121.175 MHz, 121.200 MHz,
131.250 MHz, 131.275 MHz, and 131.300 MHz.
7. Repeat steps 3 through 6 for other installed COM transceivers (if applicable).
8. If an installed COM supports 8.33 MHz channel spacing, repeat steps 3 through 5 (while
transmitting for a period of 35 seconds), for the following frequencies: 121.185 MHz,
121.190 MHz, 130.285 MHz, and 131.290 MHz .
9. Repeat step 8 for other installed COM transceivers supporting 8.33 MHz channel spacing (if
applicable).
10. This COM interference test should be repeated for each installed GDU 37X with a connected
antenna.
NOTE
GPS Status may also be monitored on the Info page in normal mode. The signal strength
bars are a real-time representation of GPS signal strength, which may be useful for
troubleshooting a failed COM interference test.
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H.4.16 XPDR Configuration Page
The Transponder Configuration Page allows selection of the installed Garmin Transponder.
1. In configuration mode, use the FMS Joystick to select the Transponder Page.
2. Use the FMS Joystick to select the applicable Transponder Type, then press the ENT Key.
3. Use the FMS Joystick to select the desired configurable item and make the desired change. Then
press the ENT Key or use the FMS Joystick to select the next item. Press the FMS Joystick to
move the cursor to the page selection menu when finished
Configurable items are as follows (note that available configurable items differ by model):
Mode S Address: Can be set to US Tail #, Octal, or Hex, as applicable. A valid Mode S Address will be
indicated by a green status box, an invalid Mode S address or other invalid Mode S configuration data is
indicated by a red X in the status box.
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GPS Antenna Offset: Enter the distance from the nose of the aircraft to the GPS antenna used to provide
position data to the transponder.
TIS-A Traffic Data: Can be set to Enabled or Disabled, as applicable. Controls only if traffic information
will be displayed, it does not affect whether the transponder will output traffic data.
PFD Page Controls: Can be set to Show or Hide the transponder controls on the PFD as desired for a
panel-mounted transponder.
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RS-232 Ports 2-4: GTX 35R/45R/335R/345R units only.
The available selections are:
Selection Description
None GTX RS-232 port not used
ADS-B+ GPS GPS position input from a TSO GPS source (9600 baud)
Connext® Format 3 (GTX X45
Connext weather and traffic data for a Flight Stream 110/210
only)
GNS (GTX X45 only) Weather data to / GPS position input from a GNS
NOTE
A "Configuration Error" indication is most commonly the result of one or more items on
the transponder configuration page which have been left un-configured. For proper
transponder operation, all items on this page must be properly configured.
H.4.17 ADS-B Configuration Page
The ADS-B Data Link Configuration Page is only displayed when the unit is configured to communicate
with and has successfully communicated with a GDL 39 (see Section 23.2 for interface and configuration
info). Aircraft Type should be set to “Not Pressurized”. The Mode S Address field is displayed (and is
editable) if configured for a Mode S Transponder or not configured for any transponder. The Mode S
Address field is not displayed if configured for a non-Mode S Transponder, such as a GTX 327.
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H.4.18 LOG Configuration Page
The Data Logging Configuration page enables the storage of flight data as .csv files to the "data_log"
folder on an SD card. If data logging is enabled, the files are automatically written to the SD card after it is
inserted into the card slot. These files can be opened in Excel, or imported into Google Earth for viewing
using the Garmin Flight Log Conversion tool. The tool and instructions needed to import the files into
Google Earth are available from the G3X Product Page found on the Garmin website www.garmin.com.
Select On or Off for SD Card Data Logging. Use Max Log Files to set the maximum number of log files to
be stored, or press CLR for no limitation on the maximum number of files stored.
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H.4.19 ENG Configuration Page
The Engine/Airframe Input Configuration section of the Engine Configuration Page allows enabling/
disabling and customization of the engine/airframe input options that make up the EIS display and the
Engine Page on the MFD. The following sections describe configuring items listed in the Engine/Airframe
Input Configuration section of the Engine Configuration page.
The following list of gauges, (if configured) are specifically required by FAR 91.205 and will always be
displayed on the EIS display (engine bar). Other gauges will be displayed as space permits based on a pre-
defined priority and user selections.
RPM Oil Temperature Oil Pressure Fuel Quantity
NOTE
The following sections contain general guidance on engine and airframe sensor
installation. This information is provided for reference only. The installer should always
follow any installation guidance and instructions provided by the applicable engine,
sensor, or kit-plane manufacturer. Additionally, all installation practices should be done
in accordance with AC 43.13-1B.
Section 25 through Section 28 contain interface drawings for sensor installations using the Garmin sensor
kits, and for other sensor installations.
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H.4.19.3 Engine/Airframe Input Configuration
The Engine/Airframe Input Configuration section of the Engine Configuration Page allows selection of the
engine/airframe inputs that are connected to the GEA 24 or GSU 73, and for customizing the displayed
resulting information on the EIS display and the MFD Engine Page. A list of analog, digital, and discrete
inputs appropriate for the connected EIS LRU type (GEA 24, Figure H-35 or GSU 73, Figure H-36) will
be displayed.
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Figure H-36 GSU 73 Engine/Airframe Input Configuration Page
For factory-installed systems, the Engine/Airframe Input Configuration section is replaced with an EIS
Configuration page that allows access to calibration functions and time adjustments, but does not allow
changing EIS configuration values. See Appendix H.4.19.4 for calibration information.See also Engine
Time Configuration and Total Time information.
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Refer to Appendix H.2 for configuration mode instructions, then follow the below steps to make changes
to the Engine/Airframe Input Configuration.
1. In configuration mode, use the FMS Joystick to select the Engine/Airframe Input Configuration
Page.
2. Use the FMS Joystick to select the desired configurable item and make the desired change(s)
(Appendix H.4.19, including Appendix H.4.19.3.1 - Appendix H.4.19.4.).
3. Press the Save softkey to store settings or press the Cancel softkey to cancel changes and return to
the Engine Configuration Page.
4. Press the FMS Joystick to move the cursor to the page selection menu when finished.
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H.4.19.3.1 Common Configuration Options
Many of the items listed in the Engine/Airframe Input Configuration section of the Engine Configuration
Page have the same (or similar) configuration options, this section describes those similar configuration
options.
Gauge Configuration – Nearly all of the configuration options (except Discrete 1– 4, Engine Time, &
Total Time) have a Gauge Marking and a Gauge Display Range section. These gauge options are uniform
for all applicable items and are described below.
Gauge Markings – Used to select the desired color displayed on the applicable gauge. The Yellow Range
+ Alert and Red Range + Alert settings will issue a CAS (Crew Alerting System) on-screen alert anytime
the value is within that range. The Red Range + Alert settings will issue a CAS audible and on-screen alert
anytime the value is within that range. The following are the available gauge marking options:
White Range Cyan Range Green Range
Yellow Range Yellow Range +Alert Red Range
Red Range + Alert Tick Mark Cyan Line
Green Line Yellow Line Red Line
Gauge Display Range – The Gauge Display Range allows for setting the minimum and maximum values
of each gauge.
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The below screenshot of the CHT Input Configuration page shows an example of the Gauge Display
Range and Gauge Markings settings and the resultant CHT gauge.
Dual Gauge – The EIS display will show a "dual gauge" (two pointers on the same scale, no number) for
related quantities, whenever possible for fuel quantity, volts, amps, TIT, and for CHT and EGT (if set for
two cylinders). To be displayed, the two sides must have the same values for min and max. If the software
can't pair up two related gauges, it will display them as separate gauges with unique names (chosen by the
software), such as "VOLTS 1" and "VOLTS 2”. If there is not enough room to display both related gauges
then neither gauge will be displayed in the EIS display (but will be displayed on the MFD’s Engine Page).
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EIS Display – The Hide setting removes the item from the EIS display, although the item will be displayed
on the MFD ENG page. The Auto setting displays items based upon hierarchy and the availability of EIS
display space.
The following list of gauges, (if configured) are specifically required by FAR 91.205 and will always be
displayed on the EIS display. These required gauges do not have an EIS Display setting. Other gauges
will be displayed as space permits based upon hierarchy.
RPM Oil Temperature Oil Pressure Fuel Quantity
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H.4.19.3.2 Engine/Airframe Input Configuration Items
This section briefly describes how to configure the engine/airframe inputs for each supported sensor type,
using the Engine Configuration page. Where applicable, differences between the GEA 24 and GSU 73 are
noted. Refer to Section 23 through Section 28 for wiring guidance.
NOTE
The EGT 6/MISC PRESS input on the GSU 73 has multiple functions. If the GSU 73
EGT 6/MISC PRESS input has been configured for a sensor that is not an EGT
thermocouple, only four EGT thermocouples can be configured.
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RPM
The following sensors can be configured for the RPM 1 input on the GEA 24, or the RPM input on the
GSU 73:
• Electronic Ignition Tachometer Signal (1, 2, 3, or 4 pulses per revolution - Lycoming and
Continental electronic ignitions typically output 2 pulses/revolution for 4-cylinder engines and 3
pulses/revolution for 6-cylinder engines)
• Jabiru Alternator RPM (6 pulses per revolution)
• JPI 4208XX - Magneto Port RPM Sender (4- or 6- cylinder)
• Rotax Trigger Coil RPM
• UMA 1A3C Mechanical RPM Sender
• UMA T1A9 Magneto Port RPM Sender (4- or 6-cylinder)
Rotax 912iS/915iS: For the GEA 24, select "Rotax FADEC" as the RPM configuration to use engine speed
data from the Rotax 912iS/915iS FADEC interface.
NOTE
External components are required when using the Rotax Trigger Coil configuration with
the GSU 73 (see Figure 27.3).
Custom: These options allows the installer to enter up to 8 points of frequency-to-RPM calibration, using
any RPM sensor that has a known frequency output. The custom RPM configurations accept frequency
values up to either 500 Hz or 1 kHz; the lower-frequency configuration is better suited to noisy RPM
signals. Custom RPM configurations also support engine speed displayed in percent instead of RPM.
RPM 2
A second RPM input is provided (RPM 2 input on the GEA 24, CAP FUEL 1 / RPM 2 on the GSU 73). If
both RPM inputs are configured, the highest of the two valid RPM values will be displayed. This
configuration is useful for aircraft equipped with dual electronic ignitions, where the tach signal ceases to
function during a pre-takeoff ignition check.
Manifold Pressure
The following sensors can be configured for the Manifold Pressure input on the GEA 24 or GSU 73:
• Garmin GPT 30A
• Kavlico P4055-30A
• Kavlico P500-30A
• UMA 1EU50A
• UMA 1EU70A
Rotax 912iS/915iS: For the GEA 24, select "Rotax FADEC" for the manifold pressure configuration to use
manifold pressure data from the Rotax 912iS/915iS FADEC interface.
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Oil Pressure
The following sensors can be configured for the Oil Pressure input on the GEA 24 or GSU 73:
• Garmin GPT 150G
• Kavlico P4055-150G
• UMA 1EU150G
Rotax/Jabiru oil pressure sensors: Rotax oil pressure sensor part numbers 456180, 956413, and 956415,
and Jabiru / VDO oil pressure sensor part number 360-003 (or similar VDO 0-5 Bar pressure sensor) are
supported. For the GEA 24, these sensors connect to the Oil Pressure Input and are configured using the
same page. For the GSU 73, these sensors connect to a general purpose (GP) input.
Rotax 912iS/915iS: For the GEA 24, select "Rotax FADEC" to use oil pressure data from the Rotax 912iS/
915iS FADEC interface.
NOTE
The Rotax 456180 and 956413 oil pressure sensors require an external resistor for proper
functioning (see Figure 27.2 for GEA 24 and Figure 27.3 for GSU 73).
Oil Temperature
The following sensors can be configured for the Oil Temperature input on the GEA 24 or GSU 73:
• UMA 1B3-2.5R
• Rotax 965531
• Rotax 966385
• Type K Thermocouple
• Jabiru / VDO 320-021 (or similar VDO 50-150°C thermistor sensor)
Rotax 912iS/915iS: For the GEA 24, select "Rotax FADEC" to use oil temperature data from the Rotax
912iS/915iS FADEC interface.
Fuel Pressure
The following sensors can be configured for the Fuel Pressure input on the GEA 24 or GSU 73:
• Garmin GPT 15G (0-15 PSI for carbureted engines)
• Kavlico P4055-5020-2 (0-15 PSI, for most carbureted engines)
• Garmin GPT 75G (0-75 PSI for fuel-injected engines)
• Kavlico P4055-5020-3 (0-75 PSI, for most fuel-injected engines)
• Kavlico P4055-75G (0-75 PSI)
• UMA NAEU07D (0-7 PSI differential, for some turbocharged carbureted engines such as the
Rotax 914)
• UMA 1EU35G (0-35 PSI, for most carbureted engines)
• UMA 1EU70G (0-70 PSI, for most fuel-injected engines)
• UMA 1EU70D (0-70 PSI differential)
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Carburetor Temperature
The following sensors can be configured to monitor carburetor temperature on the GEA 24 or GSU 73
MISC TEMP 1 inputs, or the GEA 24 MISC TEMP 2 input:
• UMA 1B10R
• Type K Thermocouple
• MS28034/MIL-T-7990 RTD
• Rotax 965531
• Rotax 966385
Coolant Pressure
The Garmin GPT 75G or Kavlico P4055-5020-3 sensor can be configured to monitor engine coolant
pressure on the GEA 24 or GSU 73 MISC PRESS input.
Coolant Temperature
The following sensors can be configured to monitor engine coolant temperature on the GEA 24 or GSU 73
MISC TEMP 1 inputs, or the GEA 24 MISC TEMP 1 & 2 input:
• UMA 1B10R (or any Pt100-type RTD sensor)
• Rotax 965531 (or any similar VDO 50-150°C thermistor sensor)
• Rotax 966385
Rotax 912iS/915iS: For the GEA 24, select "Rotax Coolant Temp (FADEC)" for the MISC TEMP 1 input
to use coolant temperature data from the Rotax 912iS/915iS FADEC interface.
Miscellaneous Temperature
The following sensors can be configured to monitor a single miscellaneous (AUX) temperature using the
GEA 24 or GSU 73 MISC TEMP 1 inputs, or the GEA 24 MISC TEMP 2 input:
• Thermistor (any 50-150°C thermistor such as the Rotax 965531, 966385, or the VDO 320-XXX
series)
• UMA 1B10R, UMA 1BXR-C (or any Pt100-type RTD sensor)
• Type J or Type K thermocouple
Rotax 912iS/915iS: For the GEA 24, select "Manifold Air Temp (Rotax FADEC)" for the MISC TEMP 1
or 2 input to use manifold air temperature data from the Rotax 912iS/915iS FADEC interface.
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Fuel Quantity
The GEA 24 and GSU 73 support fuel quantity inputs from both analog (resistance or voltage) and digital
(frequency) sensors. "Float" type resistive fuel quantity sensors are analog devices. Capacitive fuel
quantity sensors may be analog or digital devices, depending on whether they output a voltage (analog) or
a frequency (digital).
The GEA 24 supports four fuel quantity inputs (FUEL 1 through 4), any of which can be used with an
analog or digital fuel quantity sensor.
The GSU 73 supports four analog fuel quantity inputs (FUEL 1 through 4) and two digital fuel quantity
inputs (CAP FUEL 1 and 2). Of these inputs, up four can be configured at any one time.
For both the GEA 24 and GSU 73, up to four fuel quantity measurements may be configured, using one
item from each of the following groups:
• Group 1 - Fuel Quantity 1, Main Fuel 1
• Group 2 - Fuel Quantity 2, Main Fuel 2
• Group 3 - Aux Fuel 1
• Group 4 - Aux Fuel 2
Analog and digital fuel quantity inputs may be configured interchangeably for the above listed Groups 1-4.
The "Fuel Quantity" and "Main Fuel" configurations are functionally the same, only the displayed text
differs.
NOTE
The GSU 73 FUEL 3 and 4 analog inputs require an external pull-up resistor when used
with a resistive analog fuel quantity sensor (see Figure 25.3).
The analog and digital fuel quantity inputs require calibration (see Appendix H.4.19.4).
NOTE
Note: After performing fuel quantity calibration, it is advised to back up the calibration
data to an SD card (see Appendix H.4.19.4). Changing the configuration for a fuel
quantity input may reset calibration data.
Position
The GEA 24 and GSU 73 each have multiple POS inputs. Each POS input can be used with a resistive
(potentiometer) sensor to monitor the following position measurements:
• Elevator Trim
• Aileron Trim
• Rudder Trim
• Flap Position
These inputs require calibration (see Appendix H.4.19.4).
Vertical Power: When using a Vertical Power unit, trim and flap positions will automatically be displayed.
Connecting, configuring, and calibrating the POS inputs is not required when the position sensors are
connected to a Vertical Power unit.
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Voltage
The GEA 24 and GSU 73 have provisions to monitor bus voltage from two different sources. Bus voltage
can be connected to the physical input pins, measured internally by the LRU, or communicated from
another data source.
Voltage inputs: The VOLTS 1 and VOLTS 2 input pins on the GEA 24 and GSU 73 can be configured to
monitor a directly connected bus voltage. VOLTS 1 can be configured either as "Bus 1" or "Main Bus",
and VOLTS 2 can be configured either as "Bus 2" or "Aux Bus". The only difference is the text labels
used to display the voltage gauges in the EIS display and Engine Page.
EIS power input: Instead of monitoring a voltage on a physical input pin, the GEA 24 and GSU 73 can
monitor the voltage applied to their AIRCRAFT POWER pins. Configure the VOLTS 1 input to "EIS
Power Input 1 Volts" to monitor AIRCRAFT POWER 1, and configure the VOLTS 2 input to "EIS Power
Input 2 Volts" to monitor AIRCRAFT POWER 2.
Vertical Power: When using a Vertical Power unit, configure VOLTS 1 to "Vertical Power Main Batt
Volts" or "Vertical Power Bus 1 Volts" to use primary battery/bus voltage data from the Vertical Power
unit. Configure VOLTS 2 to "Vertical Power Aux Batt Volts" or "Vertical Power Bus 2 Volts" to use
secondary battery/bus voltage data from the Vertical Power unit.
Rotax 912iS/915iS: For the GEA 24, configure the VOLTS 1 input to "Rotax FADEC ECU Bus A Volts"
to use power supply voltage data from Lane A of the Rotax 912iS/915iS ECU. Configure the VOLTS 2
input to "Rotax FADEC ECU Bus B Volts" to power supply voltage data from ECU Lane B.
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Current
The GEA 24 and GSU 73 have provisions to monitor bus current from two different sources. Current can
be measured either using a shunt resistor such as the UMA 1C4 (50mV/100A type) or a Hall effect sensor
such as the Amploc KEY100 series.
Shunt sensors: Shunt sensors are connected to the SHUNT 1 and SHUNT 2 inputs on the GEA 24 and
GSU 73 (see Figure 25-2.2 and Figure 25-3.1). The SHUNT 1 input can be configured to display either
"Bus 1 Amps" or "Main Bus Amps". The SHUNT 2 input can be configured to display either "Bus 2
Amps" or "Essential Bus Amps".
Hall effect sensors: Hall effect current sensors are connected to the GEA 24 or GSU 73 general purpose
(GP) inputs (see Figure 25-2.2 and Figure 25-3.1). Hall effect sensors can optionally be calibrated to
adjust for installation differences (see Appendix H.4.19.4). The supported configurations for Hall effect
current sensors on GP inputs are similar to those supported for shunt current sensors:
• Bus 1 Amps (Hall)
• Bus 2 Amps (Hall)
• Main Bus Amps (Hall)
• Essential Bus Amps (Hall)
Vertical Power: When using a Vertical Power unit, configure SHUNT 1 to "Vertical Power Main Bus
Amps" or "Vertical Power Bus 1 Amps" to use primary bus current data from the Vertical Power unit.
Configure Shunt 2 to "Vertical Power Bus 2 Amps" to use secondary bus current data from the Vertical
Power unit.
Fuel Flow
The following sensors can be configured for the Fuel Flow input on the GEA 24 or GSU 73:
• Electronics International FT-60
• Floscan 201B-6
• Floscan 231
The fuel flow input requires calibration (see Appendix H.4.19.4).
Rotax 912iS/915iS: For the GEA 24, configure the FUEL FLOW input to "Rotax FADEC" to use fuel flow
data from the Rotax 912 FADEC interface.
The GEA 24 and GSU 73 also have provisions for a second fuel flow input (FUEL FLOW 2) to use in
aircraft that require a second fuel flow sensor for differential fuel flow measurement. If both fuel flow
inputs are configured, the displayed fuel flow will be FUEL FLOW 1 (feed) minus FUEL FLOW 2
(return).
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Discrete Inputs
The GEA 24 and GSU 73 support up to four discrete inputs (DISCRETE 1 through 4) which can be
connected to a variety of external switches or voltage signals and used to generate system alerts or control
other system functions. For instance, a discrete input could be configured to generate an audible alert and
a CAS (Crew Alerting System) message on the PFD display when an external switch is closed.
To configure a discrete input, first select whether the input should be Active Low or Active High. An
Active High input will be considered active when the input voltage is above an upper threshold, and
inactive when the input voltage is below a lower threshold. An Active Low input will be considered active
when the input voltage is below a certain threshold, and inactive when the input voltage is above a certain
threshold, or if the input is floating (not connected). In general, most switch-type inputs that are either
open or connected to ground should be configured as Active Low. See Section 22.4.9 and Appendix
F.5.5.1 for the specific voltage levels used for discrete input sensing on the GEA 24 and GSU 73.
After a discrete input is configured for either Active Low or Active High, it is assigned to a specific
function. The following discrete input functions are supported:
• User-Defined Alert - Used to display a custom alert on the PFD when the discrete input is active.
Both the message text and the message color can be entered. A red alert will generate an audible
warning tone.
• Canopy Closed - Used with a switch that activates the input when the aircraft canopy is closed and
locked. A solid yellow CANOPY OPEN message will appear on the PFD if the Canopy Closed
input is not active. If engine power is increased or the aircraft is airborne, the CANOPY OPEN
message will flash red and an alert tone will sound.
• Door Closed - Same as Canopy Closed except alert text is DOOR OPEN.
• Gear Down - Used with a switch that activates the input when the aircraft's landing gear is down
and locked. When active, a solid green GEAR DOWN indication is displayed on the PFD. If
inactive, and the aircraft is at a low engine power setting and a low altitude, a red CHECK GEAR
alert message appears and a warning tone sounds continuously. When the aircraft's indicated
airspeed is greater than VFE, VLE, or VLO (whichever is lowest) the CHECK GEAR alert
message will not appear.
• Gear Up - Used with a switch that activates the discrete input when the aircraft's landing gear is
fully retracted. A Gear Up input should be used in conjunction with another discrete input that is
configured for the Gear Down function. If neither the Gear Up nor Gear Down inputs are active, a
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red GEAR UNSAFE alert will be displayed if the landing gear is in transition (neither fully up nor
fully down).
• Gear Up (Amphib) - Same as the preceding Gear Up configuration, except it also displays a blue
GEAR UP message on the PFD when the gear is confirmed up. This is intended for use in
amphibious aircraft that desire a positive indication of both gear-up and gear-down states.
• Stall Switch - When the input is active, a red flashing STALL message appears on the PFD and a
warning tone sounds continuously. (Audible stall warning tones are inhibited when the aircraft is
on the ground.)
• Squat Switch - Used with a weight-on-wheels switch that activates the input when the aircraft is on
the ground. If a Stall Switch input is also configured, the Squat Switch input will override it (to
reduce nuisance alerting when the stall switch is activated while the aircraft is on the ground). The
Squat Switch input is also used as an additional factor for determining airborne/on-ground status.
• Speed Brake - Used with a switch that activates the input when the aircraft's speed brake is fully
retracted (closed). A white SPEED BRAKE message will appear on the PFD if the Speed Brake
discrete input is not active. If engine power is increased, such as if the speed brake is deployed
during takeoff or climb, the SPEED BRAKE message will flash red and a tone will sound. If the
aircraft has a maximum airspeed limit for speed brake deployment, it can be configured as a
custom reference speed with the label "VSB" (see Appendix H.4.9). Regardless of engine power
setting, if the Speed Brake input is not active and the aircraft's indicated airspeed exceeds VSB, the
SPEED BRAKE message will flash red and a tone will sound.
• AFCS Level - Used in conjunction with the autopilot to activate LVL mode. This input should be
connected to a momentary pushbutton.
• AFCS TO/GA - Used in conjunction with the automatic flight control system (AFCS) flight
director to activate Takeoff or Go-Around mode. This input should be connected to a momentary
pushbutton located near the pilot's throttle control.
• ESP Inhibit - Used with a switch that activates the input. When in the active state (select active
high or active low), the ESP (Electronic Stability and Protection) function is disabled. See
Appendix H.4.8 for ESP configuration details.
• Pitot Temp - Will display a PITOT TEMP caution message on the PFD if the outside air
temperature is below approximately 5°C (41°F) and the input is not active. Configure for Active
Low when used with the regulated GAP 26 (-20 version). See also GAP 26 Alert Configuration.
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GAP 26 Alert Configuration (-20 version only)
If the discrete output (bare blue wire) from the control box is connected to one of the EIS discrete input
pins on the GEA 24 or GSU 73, the status of the GAP 26 heater can be displayed in one of three ways
(following), depending on user preference:
1. The discrete input configuration shown in Figure H-38 will result in a green "PITOT HEAT"
indication that will appear on the PFD any time the GAP 26 heater is powered and the probe
temperature is above approximately 25° C (77° F). If pitot heat is powered off or inoperative, the
green "PITOT HEAT" indication will not appear.
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Lean Assist
Lean Assist is a feature that monitors and detects peak temperatures for EGT or TIT as the pilot leans the
engine's air/fuel mixture. When configuring EGT or TIT inputs, Lean Assist can be enabled or disabled. If
Lean Assist is enabled, the LEAN softkey will appear on the ENG page in normal mode. Lean Assist
should be disabled for engines that do not have pilot-controllable air/fuel mixture.
Annunciator Outputs
The GEA 24 and GSU 73 have two discrete output pins, which can be used to drive external indicator
lamps. These outputs are optional and do not require any configuration.
DISCRETE OUT 1 acts as a Master Warning annunciator, and is active (pulled low) any time a warning-
level (red) alert is displayed on the PFD.
DISCRETE OUT 2 acts as a Master Caution annunciator, and is active (pulled low) any time a caution-
level (yellow) alert is displayed on the PFD.
See Figure 25-2.2 and Figure 25-3.2 for guidance on wiring indicator lamps to the annunciator output pins.
Engine Power
Estimated engine power can be calculated for Lycoming and Continental engines, using inputs from RPM,
manifold pressure, and fuel flow sensors (all three all required for engine power calculation).
On the Engine Power Configuration page, select the appropriate engine type (Lycoming or Continental,
turbocharged or normally-aspirated). Then enter the engine's maximum rated power and RPM (for
example, 180 horsepower at 2750 RPM). For a turbocharged engine, enter the manifold pressure for
maximum rated power. Configuring maximum manifold pressure is not required for a normally-aspirated
engine, as it is assumed to produce maximum power at sea level pressure.
Engine power is displayed (in percentage) between the RPM and manifold pressure gauges in the EIS
display and on the Engine page.
NOTE
The Engine Power item is disabled when a FADEC engine is configured. For FADEC
configurations, engine power or other related status information from the FADEC data
interface (for example, an Economy mode indication) will be displayed if available.
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Engine Time Configuration
Engine Time – Engine Time records the total operating time of the engine, in hours. Engine time will be
recorded whenever engine RPM exceeds 100 RPM. To disable engine time recording, select the Standard
RPM field and press the CLR key to delete the Standard RPM value.
The Standard RPM field determines the engine speed at which engine time increments at 1 hour per hour.
Engine RPMs greater than the Standard RPM value will cause engine time to increase faster, and slower
RPMs will cause engine time to increase more slowly. For example, if Standard RPM is set to 2300,
engine time will increase by 1 hour if the engine is run for 1 hour at 2300 RPM, and the recorded engine
time will increment by approximately 0.9 hours if the engine is run for 1 hour at 2100 RPM.
The Engine Time (Current Hours) can only be changed after unlocking the Engine Time Configuration
page by pressing softkeys 2, 3, and 4 in order, then using the FMS Joystick to highlight the Current Hours
field.
NOTE
The Engine Time item is disabled when certain FADEC engines are configured. For
installations where engine time data is provided by the FADEC interface, engine hours
provided by the FADEC will be displayed.
Total Time
Total Time – The Total Time displays the total operating time in hours of the aircraft. This time is
displayed on both the Engine Configuration Page and the Total Time Configuration Page. The Total Time
(Current Hours) can only be changed after unlocking the Total Time Configuration page by pressing
softkeys 2, 3, and 4 in order (softkeys are numbered consecutively left-right, see Appendix H.2), then
using the FMS Joystick to highlight the Current Hours field. The Record Mode selections are listed in
Table H-14.
Table H-14 Record Mode Selections
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H.4.19.4 Input Configuration Items Requiring Calibration
Fuel Input Calibration – The G3X has two fuel calibration curves, the standard ‘in-flight’ or normal
flight attitude calibration curve and an optional ‘on-ground’ or ground/taxi attitude calibration curve. The
ground/taxi calibration curve can be used for aircraft that have a significantly different attitude when on the
ground, such as tailwheel aircraft. If no calibration data is entered for the ground/taxi curve, the normal
flight calibration curve will be used when the aircraft is in flight and on the ground. The calibration curve
being used to display fuel quantity switches automatically and is determined by GPS groundspeed,
indicated airspeed, and height above ground.
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Softkeys on the calibration page are used to switch between the normal flight and the ground/taxi
calibration curves. Since the ground/taxi attitude calibration is optional and only availabe when the normal
flight attitude calibration data has been entered, the ‘GROUND’ softkey is greyed out (unavailable) until
calibration points are entered for the normal flight attitude curve.
To perform the Fuel Quantity calibration:
1. Press the Calibrate softkey to display the Calibration Page.
2. Orient the aircraft appropriately for the calibration curve (normal flight or ground/taxi) being per-
formed.
3. Drain all usable fuel from the tank and calibrate at 0.0 gallons.
4. Put a known quantity of fuel (e.g. 5.0 gallons) into the empty fuel tank and enter that same amount
into the Actual Fuel Quantity field.
5. Note the resulting sensor value displayed in the Sensor Value field (the sensor value should change
with each added amount of fuel), wait at least 2 minutes for the reading to stabilize.
6. Highlight and press the Calibrate button.
7. Repeat this process until the fuel tank is full.
The user determines the best interval values of fuel to most accurately calibrate the full range of the tank.
The greater number of calibration points that are used (maximum of 50 points), the more accurate the
calibration will be. A yellow line on the graph indicates potentially incorrect/invalid info.
The Digital (frequency) Fuel Inputs are calibrated in the same manner as the resistive fuel inputs, except
the resulting frequency (in kHz) from the sensor is displayed instead of the voltage. Frequencies up to 50
kHz are supported.
To delete a calibration value, highlight the desired data point in the list and press the CLR Key. Then
highlight Yes on the pop-up window, and press the ENT Key, the calibration data is removed.
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Fuel Quantity Calibration Data Backup – This option allows the user to back up fuel calibration data to
an SD card placed in the SD card slot of the PFD. Access the Read/Write Calibration File menu by
pressing the Menu key when displaying the Fuel Quantity Calibration Page
Write Calibration File – Stores fuel quantity calibration data to a file on the SD card. Calibration data is
saved to the /Garmin/cal/ directory on the card. This data storage must be repeated for each calibrated tank
(if backup is desired).
Read Calibration File – Reads the stored fuel quantity calibration data from the SD card.
Fuel Flow Calibration – The Fuel Flow input requires calibration as detailed below.
K-Factor – Enter the ‘K’ factor for the fuel flow sensor (Section 20.3.10.1).
When installing the fuel flow sensor, the installer should take note of number on the tag attached to the
sensor (if applicable). This number is the calibrated K-factor of the sensor. For sensors that are not
supplied with a specific calibration value, use the default K-factor value provided.
The K-Factor represents the number of electrical pulses output by the sensor per gallon of fuel flow.
Aspects unique to each installation will affect the accuracy of the initial K-Factor, and as a result, the K-
Factor must generally be adjusted up or down to increase the accuracy of the fuel flow calibration.
If the fuel usage reported by the G3X differs from the actual fuel usage, as measured at the fuel pump (or
other trusted method of measurement), use the following formula to calculate a corrected K-Factor, which
can then be used to calibrate the fuel flow.
Corrected K-Factor = ( [G3X reported fuel used] x [previous K-factor] ) / [actual fuel used].
Full Fuel – Sets the Full Fuel quantity for the fuel computer. Set according to the fuel tank capacity (set to
zero if not used).
Partial Fuel 1 & 2 – The Partial Fuel values may be used if the fuel tanks have ‘tabs’ or some other method
of putting in a known quantity of fuel (other than completely full tanks). If the Partial Fuel function is not
applicable or not desired, these settings can be left blank or set to zero.
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Fill Threshold – This setting is used to find if the fuel quantity should be confirmed upon system start.
When power is applied, the system compares the current fuel quantity to the fuel quantity recorded when
the system was last shut down. If the current fuel quantity exceeds the previous fuel quantity by more than
the fill threshold amount (10 gallons shown in previous figure) the system will assume that fuel has been
added and will pop up a reminder page prompting the pilot to confirm the quantity of fuel on board.
Trim/Flap Position Input Calibration – The POS inputs require calibration if configured for any of the
trim positions (elevator, aileron, rudder) or flap position.
NOTE
Flap position values (up to 8) should coincide with the angle of the flap position as
expressed in degrees (-90° – +90°).
To delete a calibration value, highlight the desired data in the list, and press the CLR Key. Then highlight
Yes on the pop-up window, and press the ENT Key, the calibration data is removed.
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Bus 1 and Bus 2 Amps Calibration – The Bus 1 and Bus 2 inputs can be calibrated (if desired) as detailed
below.
Scale Factor – For most installations, the scale factor will remain set to the default (1.00) value. A typical
use for the scale factor is for a Hall Effect current sensor that has the current-carrying conductor looped
through the sensor twice; in that case the scale factor should be set to 0.50 to give the correct current
reading.
Amps Offset – The Amps Offset calibration can be performed to compensate for any residual current
readings that cannot be “zero’ed out”. For example, if the Amps gauge reads +0.2 Amps, with no current
being drawn, an Amps Offset of -0.2 can be entered and saved, thus correcting the Amps gauge reading to
0.0 Amps. If no compensation is needed, calibration is not necessary and the default value of 0.0 will be
used. This setting is most commonly used with Hall effect current sensors because of the inherent
variability of some of these type sensors.
Zero Deadband – Sets a range of values that will be displayed as zero on the gauge. In the example shown
in the following screenshot, any readings from -0.5 to +0.5 will be displayed as zero.
Sensor Value – Displays the actual or ‘raw’ current value as measured by the sensor.
Calibrated Amps – Value shown will be displayed on current gauge. This value is derived from the Sensor
Value plus any adjustments made by the Scale Factor, Amps Offset, and Zero Deadband settings. The
measured current is first multiplied by the scale factor, then the offset value is added. If the resulting
current value is less than the deadband value, the displayed current will be zero.
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H.4.20 Configuration Sync Status
The Configuration Sync Status items appear at the bottom of the Engine Configuration Page. A green
checked box indicates a GDU or GSU that is communicating with PFD1, and that “agrees” with PFD1's
engine configuration. A red X in the config sync status box indicates a GDU that is connected but has
different data from PFD1. After a few seconds it should change back to a green checkmark as the units get
back in sync. Units that are not connected are shown in subdued (gray) text.
NOTE
Perform database updates on the ground only, and remain on the ground while a database
update is in progress.
NOTE
A single database update purchased from flyGarmin will allow all displays in the G3X
system with matching System ID to be updated, therefore a database purchase is not
required for each display.
Since all databases are stored internally in each GDU (except the Chartview™ database which resides on
the SD card), each GDU will need to be updated separately. The SD card may be removed from the
applicable GDU after installing the database(s). After the databases have been updated, check the
appropriate databases are initialized and displayed on the startup screen when power is applied.
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H.5.1 Updating Garmin Databases
Equipment required to perform the update is as follows:
• Windows-compatible PC computer (Windows 2000 or XP recommended)
• Verbatim 96504 SD Card Reader or equivalent card reader
• Updated database obtained from the flyGarmin website
• SD Card, 2 GB recommended (Garmin recommends SanDisk® brand)
• SDXC cards are not supported.
NOTE
In the event there is a file corruption problem with the SD card, it may be necessary to
reformat the card. This can cause an issue when formatting the SD card using Mac OS,
where the newly formatted card will not be recognized by the avionics system. When using
a Macintosh computer to format the SD card, Garmin recommends using the SD Memory
Card Formatter application available as a download from SDcard.org. When running the
application, use the Quick Format option.
After the data has been copied to the SD card, perform the following steps:
1. Insert the SD card in the card slot of the GDU 37X to be updated.
2. Turn on the GDU 37X to be updated (in normal mode).
3. Upon turn-on, a screen appears which lists the databases on the SD card. A green checkbox
indicates the database already installed on the G3X is up to date, an empty checkbox indicates the
database on the SD card is more current and should be installed.
4. The database(s) can be updated by either highlighting UPDATE ALL and pressing the ENT key;
or by using the FMS Joystick to highlight a single database and pressing the ENT Key.
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5. When the update process is complete, the screen displays the database status.
6. Once the database(s) have been updated, the SD card can be removed from the unit
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H.5.2 Available Databases
Basemap
The basemap contains data for the topography and land features, such as rivers, lakes, and towns. It is
updated only periodically, with no set schedule. There is no expiration date.
FliteCharts®
The FliteCharts database contains terminal procedure charts for the United States only. This database is
updated on a 28-day cycle. If not updated within 180 days of the expiration date, FliteCharts will no
longer be user-accessible.
IFR/VFR Charts
The IFR/VFR Chart database contains Sectionals, Hi-Altitude, Low-Altitude, World Aeronautical Charts
(WAC), and Terminal Area Charts (TAC). This database is updated on a 28-day cycle.
Aviation Navigation Data (NavData™)
The NavData database contains the general aviation data used by pilots (Airports, VORs, NDBs, SUAs,
etc.) and is updated on a 28-day cycle.
Obstacle
The obstacle basemap contains data for obstacles, such as towers, that pose a potential hazard to aircraft.
Obstacles 200 feet and higher are included in the obstacle database. It is very important to note that not all
obstacles are necessarily charted and therefore may not be contained in the obstacle database. This
database is updated on a 56-day cycle.
SafeTaxi®
The SafeTaxi database contains detailed airport diagrams for selected airports. These diagrams aid in
following ground control instructions by accurately displaying the aircraft position on the map in relation
to taxiways, ramps, runways, terminals, and services. This database is updated on a 56-day cycle.
Terrain
The terrain database contains the elevation data which represents the topography of the earth. This
database is updated on an “as needed” basis and has no expiration date.
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H.6 SiriusXM® Activation Instructions (GDU 375 only)
Follow the below instructions to activate the SiriusXM receiver in the GDU 375.
Before SiriusXM Satellite Weather can be used, the service must be activated by calling SiriusXM at
1.866.528.7474. Service is activated by providing SiriusXM Satellite Radio with a Radio ID. SiriusXM
Satellite Radio uses the Radio ID to send an activation signal that allows the G3X MFD to display weather
data and/or entertainment programming. SiriusXM service should activate in 45 to 60 minutes.
1. The Radio ID can be displayed by accessing the XM Audio Page, and then pressing the INFO
Softkey. Record the Radio ID for reference during SiriusXM Activation.
2. Make sure the aircraft's XM antenna has an unobstructed view of the southern sky. It is highly
recommended the aircraft be outside of and at least 25 feet away from the hangar.
3. Hook up the aircraft to external power if available. The complete activation process may take 45-
60 minutes or more, depending on the demand on the SiriusXM activation system.
4. Power on the avionics and allow the G3X to start. Do not power cycle the units during the
activation process.
5. Go to the XM Info Page. During the activation process the unit may display several different
activation levels, this is normal and should be ignored. When the service class (Aviator Lite,
Aviator, or Aviator Pro) and all of the weather products for the class that you subscribed to are
displayed, the activation is complete. Wait 30 seconds to allow the GDU 375 to store the
activation before removing power.
NOTE
During the activation process do not change channels or pages.
If the SiriusXM receiver will not receive, an Activation Refresh may resolve the issue. An Activation
Refresh may be performed by visiting the link https://care.siriusxm.com/retailrefresh view.action and
following the instructions listed there. Visit http://www.siriusxm.com/sxmaviation for SiriusXM weather
info.
Test the SiriusXM® Receiver (if applicable):
1. Power on unit and use the FMS Joystick to select the XM Page.
2. Verify the XM receiver is functioning correctly as indicated by the green signal strength bars.
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H.7 External Interface Configuration (Garmin units only)
Refer to Section 23.2 and Appendix G.2 for wiring the interface connections between GDU 37X LRUs and
any external Garmin units such as the GNS 4XX/5XX, GNS 480, GTN 6XX/7XX, and GTX transponder
products. See the Configuration Guidance instructions on the drawings in Section 23.2 and Appendix G.2
for specific unit configuration settings. This section lists specific instructions for changing the
configuration settings of the external Garmin units.
H.7.1 GNS 4XX/5XX Series Units (including ‘A’, ‘TAWS’, & ‘WAAS’ models)
Entering Configuration Mode:
1. With power applied to the aviation rack and the 4XX/5XX Series unit turned off, press and hold the
ENT key and turn the unit on.
2. Release the ENT key when the display activates. The unit is now in configuration mode. After the
database pages, the first page displayed is the MAIN ARINC 429 CONFIG page.
3. While in configuration mode, pages can be selected by making sure the cursor is off and rotating
the small right knob, select the desired Config Page.
NOTE
Make configuration changes only as described in this section, changing other
configuration settings is not recommended and may significantly alter the unit’s operation.
Garmin recommends recording all configuration settings (before making any changes) for
reference.
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Installation Configuration Pages
The configuration pages are in the order found when rotating the right small knob clockwise starting at the
MAIN ARINC 429 CONFIG page. Follow the preceding procedures to enter configuration mode and to
select the desired configuration settings (the following figures are for reference only and may vary from
actual screens/settings, refer to instructions on the drawings in Section 23.2 and Appendix G.2).
4XX Main ARINC 429 Config Page 5XX Main ARINC 429 Config Page
4XX Main RS232 Config Page 5XX Main RS232 Config Page
4XX Main CDI/OBS Config Page 5XX Main CDI/OBS Config Page
4XX Main VOR/LOC/GS 429 Config Page 5XX Main VOR/LOC/GS 429 Config Page
NOTE
Each output channel can be used to drive up to three RS-232 devices.
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H.7.2 GTX Transponder
Refer to the applicable transponder installation manual for configuration mode instructions. The
configuration settings are detailed in Section 23.2 and Appendix G.2 of this document.
NOTE
Make configuration changes only as described in Section 23.2 and Appendix G.2,
changing other configuration settings is not recommended and may significantly alter the
unit’s operation. Garmin recommends recording all configuration settings (before making
any changes) for reference.
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5. Follow configuration instructions per applicable drawing in Section 23.2 and Appendix G.2.
GTN 6XX GTN Setup Page GTN 7XX GTN Setup Page
NOTE
The checklist file should be named with a ‘.ace’ file extension, and placed in the root
directory of the SD card. Only one checklist file should be placed on the SD card
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APPENDIX I GDU 4XX ADVANCED GAUGE CONFIGURATION
I.1 Example 1 - Vfe Exceedance Alert
Four Gauge Markings are applied to the General Purpose Input being used to sense Flap position in this
example, as shown in Figure I-1.
1. The Invisible Range (Figure I-2) extends from 2-30 degrees and is active anytime flap position is
within 2-30 degrees. The result of activation of this Invisible Range is the set/clear state of Logic
Signal 9 changing to “Set”.
3. The White Line Gauge Markings serve to provide a visual reference for the 10 and 20 degree Flap
positions.
4. An airspeed constraint can be added to Logic Signal 9 (Figure I-4) from the Settings Tab of the
Engine and Airframe configuration menu. The result of this configuration is that Logic Signal 9 is
“Clear” when below 90 Knots. A 5 second delay is added in this example, although this is not
required.
5. The preceding configuration settings result in the Red Range + Alert Gauge Marking and CAS
message displaying when both Flaps are within the 2-30 degree position, and airspeed is above 90
Knots. If either of these thresholds are not met, the Gauge Marking and CAS message are not
displayed.
NOTE
As determined in Step 1, Signal 1 is Set when Oil Temperature is below 120F, and Clear
when Oil temperature is above 120F.
b) Create a new Red Range Gauge marking for RPM, with a Max/Min RPM value of 2500-
6000 RPM and set the Mode to "Require Logic Signal Set", “Signal 1”.
NOTE
When Signal 1 is Set (Oil Temp < 120F), this new range will be displayed on the RPM
gauge. When Signal 1 is Clear, the new range will not be applied to the RPM gauge.