190-01717-b3 - 05 (G600 TXi IM) PDF

G500/G600 TXi Part 23 AML STC
Installation Manual
190-01717-B3 July 2019 Revision 5

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190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Rev. 5 Page i
RECORD OF REVISIONS
Rev Revision Date Change Description
1 11/10/17 Initial release.
2 08/15/18 Revised to address changes for version 2.20 STC update.
Minor change to address changes for version 3.02 STC update. RVSM
5 07/15/19
section updated.
CURRENT REVISION DESCRIPTION

Section Description
Correct load value for GSU 75(B)/GMU 44/GTP 59 in Table 3-32 Net Electrical Load
3.5
Change Calculation Example.
5.5.7 Added Section 5.5.7 Emergency Descent Mode.
5.7.3 Added Note about Fuel Totalizer gauge not being approved.
Correct pin numbers for CHT 2-6 in Figure B-18 GEA 110 Sensor Interconnect.
Updated Figure B-30 Autopilot/Flight Director Interconnect – Collins – GAD to show
Appendix B shield termination on other side of inductors for Pitch Data and Roll Data pins.
Added Emergency Descent Mode switch interconnect and Flag Note 2 to Figure B-37
External Switches and Annunciators.
Added text about required sensors with APS-65 installations to [10] of Table C-14
C.13
Compatible Autopilot.
G.2 Updated description in section to outline changes made to the appendix.
Updated section title to “Architecture 1: G600 TXi & KFC 275/325”.
G.2.1 Added required equipment to be installed for Architecture 1.
Added “Architecture 1” to Figure G-1.
G.2.2 Added Appendix Section G.2.2 Architecture 2: G600 TXi (Pilot Side Only) & GFC 600.
G.2.3 Added Appendix Section G.2.3 Architecture 3: G600 TXi & GFC 600.
Updated Table G-1 Required Equipment to include Min No. Installed columns for
G.2.5 Architecture 1, 2, and 3 and added part numbers for GMU 44B and GMC 605. Updated
[1], [3], and [4] and added [5], [6], and [7].
G.2.6.1 Added Appendix Section G.2.6.1 Architecture 1 Interfaces.
G.2.6.2 Added Appendix Section G.2.6.2 Architecture 2 & 3 Interfaces.
Separated section into Appendix Section G.2.8.1 Pitot-Static Connections: Architecture
G.2.8 1 & 2 and Appendix Section G.2.8.2 Pitot-Static Connections: Architecture 3. Added
Figure G-6 G600 TXi RVSM Pitot-Static Connections.
G.3.1 Added instructions for installations with dual PFDs.

Rev. 5 Page ii
Section Description
Added GSU 75B and GDC 74B columns under the Air Data 2 column heading in
Table G-5 Air Data Test Points.
G.3.2.1
Corrected test point values from 1600 feet to 3300 feet altitude for GSU 75B as Air
Data 1 in Table G-5 Air Data Test Points.

Rev. 5 Page iii
Manual Layout
The aim of this installation manual is to provide clear and concise guidance in a layout designed to follow
the logical order of a typical TXi system installation.
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This information in this document is subject to change without notice. For updates and supplemental
information regarding the operation of Garmin products visit flyGarmin.com.
Software License Notification

AES Encryption
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Rev. 5 Page iv
SOFTWARE LICENSE AGREEMENT FOR GARMIN AVIATION PRODUCTS
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PRODUCT”), YOU AGREE TO BE BOUND BY THE TERMS AND CONDITIONS OF THE FOLLOWING
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America.

Rev. 5 Page v
DEFINITIONS
WARNING
A Warning means injury or death is possible.
CAUTION
A Caution means that damage to the equipment is possible.
NOTE
A Note provides additional information.
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. For questions or additional
information, refer to www.garmin.com/prop65.
WARNING
Perchlorate Material – special handling may apply. Refer to www.dtsc.ca.gov/
hazardouswaste/perchlorate.
WARNING
Failure to properly configure the EIS gauges per the POH/AFM and other approved data
could result in serious injury, damage to equipment, or death.
CAUTION
To avoid damage to the GDU 700/1060, take precautions to prevent electrostatic
discharge (ESD) when handling the unit, connectors, and associated wiring. ESD damage
can be prevented by touching an object of the same electrical potential as the unit before
handling the unit itself.
CAUTION
The GDU 700/1060 has a special anti-reflective coated display that is sensitive to skin
oils, waxes, and abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM
THE ANTI-REFLECTIVE COATING. Clean the display with a clean, lint-free cloth and a
cleaner that is safe for anti-reflective coatings.
CAUTION
Do not store any G500/G600TXi component in or near water.

Rev. 5 Page vi
Acronyms
A
AC Advisory Circular
ADAHRS Air Data/Attitude and Heading Reference System
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude and Direction Indicator
ADS-B Automatic Dependent Surveillance - Broadcast
ADS-R Automatic Dependent Surveillance - Rebroadcast
AFCS Automatic Flight Control System
AFM Aircraft Flight Manual
AGL Above Ground Level
AHRS Attitude Heading Reference System
ALT Altitude
ALTC Altitude Selected Capture
ALTV Altitude VNAV Target Capture
AOA Angle of Attack
AOPA Aircraft Owners and Pilots Association
AP Autopilot
APT Automatic Pitch Trim
ASA Aircraft Surveillance Applications
C
CDI Course Deviation Indicator
CDT Compressor Discharge Temperature
CDTI Cockpit Display of Traffic Information
CDU Control and Display Unit
CDUI Control/Display User Interface
CFR Code of Federal Regulation
CHT Cylinder Head Temperature
CWS Control Wheel Steering

Rev. 5 Page vii
D
DC Direct Current
DME Distance Measuring Equipment
E
EAR Export Administration Regulations
EFIS Electronic Flight Instrument System
EGT Exhaust Gas Temperature
EIS Engine Indication System
ESP Electronic Stability and Protection
ETSO European Technical Standard Order
F
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
FD Flight Director
FIS-B Flight Information Services-Broadcast
FLTA Forward Looking Terrain Avoidance
FOV Field of View
FPM Feet Per Minute
G
GA Go Around
GAD Garmin Adapter
GBB Garmin Backup Battery
GCU Garmin Control Unit
GDC Garmin Air Data Computer
GDL Garmin Data Link
GDU Garmin Display Unit
GEA Garmin Engine and Airframe
GFDS Garmin Flight Data Services
GLS GNSS Landing System
GMA Garmin Marker/Audio
GMU Garmin Magnetometer Unit
GNS Garmin Navigation System
GNSS Global Navigation Satellite System
GP Glide Path
GPS Global Positioning System
GPSS Global Positioning System Steering
GPWS Ground Proximity Warning System
GRS Garmin Reference System

Rev. 5 Page viii
GS Glide Slope
GSR Garmin Satellite Receiver
GSU Garmin Sensing Unit
GTN Garmin Touchscreen Navigator
GTOW Gross Takeoff Weight
GTP Garmin Temperature Probe
GTS Garmin Traffic System
GTX Garmin Transponder
GWX Garmin Weather Radar
H
HSDB High Speed Data Bus
HSI Horizontal Situation Indicator
I
IAF Initial Approach Fix
IAS Indicated Airspeed
IAT Induction Air Temperature
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
IGRF International Geomagnetic Reference Field
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
K
KIAS Knots Indicated Airspeed
KPH Kilometers Per Hour
Kts Knots
L
LCD Liquid Crystal Display
LOC Localizer
LRU Line Replaceable Unit
M
MAP Missed Approach Point
MFD Multi-Function Display
MOPS Minimum Operational Performance Standard
MPH Miles Per Hour
MPS Meters Per Second
MSL Mean Sea Level
N
NDB Non-Directional Beacon

Rev. 5 Page ix
NEXRAD Next-Generation Radar
NVIS Night Vision Imaging System
O
OAT Outside Air Temperature
OEM Original Equipment Manufacturer
OSP Overspeed Protection
P
PDA Premature Descent Alert
PFD Primary Flight Display
PIT Pitch Attitude Hold
P/N Part Number
PVT Position, Velocity, and Time
R
RAM Random Access Memory
RP Reduced Protection
RPM Revolutions Per Minute
RVSM Reduced Vertical Separation Minimum
S
SAE Society of Automotive Engineers
SBAS Satellite-Based Augmentation System
SD Secure Digital (Card)
SURF Surface Surveillance Application
SVT Synthetic Vision Technology
SVS Synthetic Vision System
T
TA Traffic Advisory
TAS Traffic Advisory System
TAWS Terrain Awareness and Warning System
TC Type Certificate
TCAD Traffic Collision Avoidance Device
TCAS Traffic Alert and Collision Avoidance System
TFR Temporary Flight Restriction
TFT Thin Film Transistor
TIS-B Traffic Information Service - Broadcast
TIT Turbine Inlet Temperature
TNC Threaded Neill-Concelman
TSO Technical Standard Order
U

Rev. 5 Page x
UTC Universal Time Coordinated
V
VDI Vertical Deviation Indicator
VFR Visual Flight Rules
VLOC VOR/Localizer
VOR Very High Frequency Omni-directional Range
VS Vertical Speed
W
WAAS Wide Area Augmentation System
WATCH Weather Attenuated Color Highlight

Rev. 5 Page xi
TABLE OF CONTENTS
1 G500/G600 TXi DESCRIPTION ..................................................................................................... 1-1
1.1 STC Applicability .....................................................................................................................1-2
1.2 System Overview ......................................................................................................................1-3
1.3 Equipment ...............................................................................................................................1-21
1.4 System Architecture Examples ...............................................................................................1-29
2 LIMITATIONS ................................................................................................................................. 2-1
2.1 Installation Limitations .............................................................................................................2-2
2.2 Operational Limitations ............................................................................................................2-7
3 PREPARATION ............................................................................................................................... 3-1
3.1 Materials and Parts....................................................................................................................3-2
3.2 G500/G600 TXi Installation Requirements ..............................................................................3-8
3.3 Interfaces to Other Equipment ................................................................................................3-25
3.4 Selection of G500/G600 TXi System Components ................................................................3-35
3.5 Electrical Load Analysis .........................................................................................................3-47
4 INSTALLATION .............................................................................................................................. 4-1
4.1 Wire Routing and Installation ...................................................................................................4-2
4.2 Pitot Static Routing .................................................................................................................4-18
4.3 Equipment Bonding ................................................................................................................4-21
4.4 Display ....................................................................................................................................4-23
4.5 Remote LRUs..........................................................................................................................4-44
4.6 Display Sensors.......................................................................................................................4-80
4.7 EIS Sensors .............................................................................................................................4-96
4.8 Weight and Balance ..............................................................................................................4-109
5 SYSTEM CONFIGURATION ........................................................................................................ 5-1
5.1 System Configuration Preparation ............................................................................................5-3
5.2 GDU Type.................................................................................................................................5-7
5.3 System Management ...............................................................................................................5-11
5.4 Interfaces.................................................................................................................................5-13
5.5 GDU Setup..............................................................................................................................5-48
5.6 External Systems (Weather Radar) .........................................................................................5-66
5.7 EIS...........................................................................................................................................5-72
5.8 Calibration/Checks..................................................................................................................5-87
5.9 Uploading Software ..............................................................................................................5-104
5.10 Database Loading..................................................................................................................5-105
6 SYSTEM CHECKOUT .................................................................................................................... 6-1
6.1 Checkout Log............................................................................................................................6-3
6.2 Configuration Ground Check....................................................................................................6-6
6.3 PFD Ground Check...................................................................................................................6-7
6.4 MFD Ground Check ...............................................................................................................6-18
6.5 EIS Ground Check ..................................................................................................................6-25
6.6 AHRS Calibration Checks ......................................................................................................6-30
6.7 Autopilot Interface Check.......................................................................................................6-36
6.8 Integrated Standby Check .......................................................................................................6-49
6.9 Display Backup Mode Check .................................................................................................6-50
6.10 PC-12 Fast/Slow Indication Check (G600 TXi System Only) ...............................................6-51
6.11 Placards and Switch Labeling Check......................................................................................6-51
6.12 EMI/RFI Check.......................................................................................................................6-52

Rev. 5 Page xii
6.13 Flight Checks ..........................................................................................................................6-54
6.14 Documentation Checks ...........................................................................................................6-61
APPENDIX A CONNECTORS AND PIN FUNCTION................................................................. A-1
A.1 GDU 700/1060.........................................................................................................................A-2
A.2 GCU 485 ..................................................................................................................................A-8
A.3 GDC 72 ....................................................................................................................................A-9
A.4 GSU 75...................................................................................................................................A-11
A.5 GRS 79...................................................................................................................................A-13
A.6 GAD 43 ..................................................................................................................................A-15
A.7 GAD 43e ................................................................................................................................A-17
A.8 GEA 110 ................................................................................................................................A-21
A.9 GEA 71B Enhanced ...............................................................................................................A-23
A.10 GBB 54 ..................................................................................................................................A-26
A.11 GMU 44 .................................................................................................................................A-27
A.12 GTP 59 ...................................................................................................................................A-28
APPENDIX B INTERCONNECT DIAGRAMS ............................................................................. B-1
APPENDIX C EQUIPMENT COMPATIBILITY AND CONFIGURATION ............................ C-1
C.1 Electronic Standby Indicator.................................................................................................... C-2
C.2 2 ¼-inch Standby Airspeed Indicators and Altimeter.............................................................. C-3
C.3 GPS Source .............................................................................................................................. C-4
C.4 Navigation Receiver................................................................................................................. C-5
C.5 Analog Navigation Receiver Compatibility............................................................................. C-7
C.6 ADF Receiver .......................................................................................................................... C-8
C.7 GAD 43e – Synchro ADF Receiver Compatibility ................................................................. C-8
C.8 GAD 43e – DME Compatibility .............................................................................................. C-9
C.9 Radar Altimeter...................................................................................................................... C-10
C.10 GAD 43e – Analog Radar Altimeter Compatibility .............................................................. C-10
C.11 GAD 43e – Marker Beacon Receiver Compatibility ............................................................. C-11
C.12 Autopilot ................................................................................................................................ C-12
C.13 GAD 43/43e – Autopilot Compatibility - Attitude Source .................................................... C-16
C.14 GAD 43e – Autopilot Compatibility – Altitude Preselect/Vertical Speed Select ................. C-18
C.15 External Flight Director ......................................................................................................... C-20
C.16 Stall Protection and Warning Unit (Fast/Slow Indication) .................................................... C-22
C.17 Miscellaneous Systems .......................................................................................................... C-22
C.18 Traffic Source ........................................................................................................................ C-23
C.19 Weather Radar Source ........................................................................................................... C-25
C.20 Data Link ............................................................................................................................... C-26
C.21 Lightning/Electrical Discharge Source .................................................................................. C-26
C.22 External TAWS Source.......................................................................................................... C-27
C.23 Audio Panel............................................................................................................................ C-28
C.24 Video Devices ........................................................................................................................ C-29
C.25 GDU 1060/700P Serial Altitude (RS-232) ............................................................................ C-29
C.26 GEA 110 EIS Sensors ............................................................................................................ C-30
C.27 GEA 71B Enhanced EIS Sensors .......................................................................................... C-33
APPENDIX D MODEL-SPECIFIC DATA ..................................................................................... D-1
APPENDIX E ADVANCED AIRSPEED SETTINGS.................................................................... E-1
E.1 Overview.................................................................................................................................. E-2
E.2 Configuration Page Layout ...................................................................................................... E-2
E.3 Arc Ranges............................................................................................................................... E-4

Rev. 5 Page xiii
E.4 Markings and Bugs .................................................................................................................. E-7
E.5 Overspeeds ............................................................................................................................... E-9
E.6 GDU 700P/1060 Airspeed Tape Configuration Examples .................................................... E-11
APPENDIX F EIS GAUGE LAYOUT............................................................................................. F-1
F.1 EGT/TIT and CHT....................................................................................................................F-2
F.2 6-Value Electrical Gauge ..........................................................................................................F-5
F.3 Example Instructions for GDU 700 layouts..............................................................................F-6
F.4 GDU 700P EIS Single Reciprocating Engine...........................................................................F-8
F.5 GDU 700P EIS Twin Reciprocating Engines .........................................................................F-12
F.6 GDU 700L EIS Single Reciprocating Engine ........................................................................F-16
F.7 GDU 700L EIS Twin Reciprocating Engines.........................................................................F-20
F.8 Instructions for GDU 1060 Layouts and Similarly GDU 700 MFD/EIS Layouts .................F-24
F.9 GDU 1060 Single Reciprocating Engine ................................................................................F-26
F.10 GDU 1060 Twin Reciprocating Engines ................................................................................F-28
F.11 GDU 700L EIS & MFD Single Reciprocating Engine...........................................................F-30
F.12 GDU 700P EIS & MFD Single Reciprocating Engine ...........................................................F-34
F.13 GDU 700P Single Turboprop Engine Layout.........................................................................F-38
F.14 GDU 1060 Turboprop EIS......................................................................................................F-38
F.15 Unique Gauge Markings .........................................................................................................F-38
APPENDIX G RVSM REQUIREMENTS FOR TBM 700 SERIES ............................................. G-1
G.1 Group Approval .......................................................................................................................G-2
G.2 System Description ..................................................................................................................G-3
G.3 Checkout ................................................................................................................................G-14
G.4 Updating Aircraft Documentation .........................................................................................G-19
APPENDIX H HIRF AND LIGHTNING PROTECTION............................................................. H-1
H.1 Shielded Wire and Harness Overbraiding................................................................................H-2
H.2 PC-12 Stick Pusher and Warn-tone Interface (G600 TXi System Only) ................................H-4
H.3 Lightning Zones for GTP 59 and GMU 44..............................................................................H-9
H.4 Example Lightning Zoning Diagrams ...................................................................................H-25

Rev. 5 Page xiv
LIST OF FIGURES
Figure 1-1 TXi System Installation (Before and After Example) .........................................................1-3
Figure 1-2 G500/G600 TXi PFD Interfaces ..........................................................................................1-6
Figure 1-3 G500/G600 TXi MFD Interfaces.........................................................................................1-7
Figure 1-4 G500/G600 TXi Reciprocating EIS Interfaces....................................................................1-9
Figure 1-5 G500/600 TXi Turboprop EIS Interfaces ..........................................................................1-10
Figure 1-6 Text Lamp Example ..........................................................................................................1-12
Figure 1-7 Starter Text Lamps States ..................................................................................................1-12
Figure 1-8 Exceedance Timer States ...................................................................................................1-13
Figure 1-9 Display Backup Mode Transitions ....................................................................................1-16
Figure 1-10 Standby PFD Mode Transitions.........................................................................................1-17
Figure 1-11 Two Display Integrated Standby System ..........................................................................1-19
Figure 1-12 Three Display Integrated Standby System ........................................................................1-20
Figure 1-13 GDU 700P Configured as an MFD, PFD, MFD/EIS, or EIS ............................................1-21
Figure 1-14 GDU 700L Configured as EIS, MFD/EIS, and PFD.........................................................1-22
Figure 1-15 GDU 1060 Configured as an MFD/PFD and MFD/PFD/EIS ...........................................1-22
Figure 1-16 GCU 485 Controller ..........................................................................................................1-23
Figure 1-17 Engine EIS Annunciator ....................................................................................................1-23
Figure 1-18 Flight Stream 510 ..............................................................................................................1-23
Figure 1-19 GSU 75 ADAHRS.............................................................................................................1-24
Figure 1-20 GRS 79 AHRS...................................................................................................................1-24
Figure 1-21 GDC 72 ADC ....................................................................................................................1-24
Figure 1-22 GAD 43 (Left) and GAD 43e (Right)................................................................................1-25
Figure 1-23 GBB 54 Backup Battery ....................................................................................................1-25
Figure 1-24 GMU 44 Magnetometer.....................................................................................................1-26
Figure 1-25 GTP 59 OAT Probe ...........................................................................................................1-26
Figure 1-26 Backup GPS Antenna ........................................................................................................1-26
Figure 1-27 GEA 110 Engine Adapter ..................................................................................................1-27
Figure 1-28 GEA 71B Enhanced Engine Adapter ................................................................................1-27
Figure 1-29 Carburetor Temperature Probe ..........................................................................................1-27
Figure 1-30 Oil Temperature Probe ......................................................................................................1-28
Figure 1-31 Fuel Flow Transducer ........................................................................................................1-28
Figure 1-32 Pressure Sensors ................................................................................................................1-28
Figure 1-33 GDU 1060 PFD/MFD with a GDU 700 EIS Block Diagram ...........................................1-30
Figure 1-34 Integrated Standby System Block Diagram with a MFD in Backup.................................1-31
Figure 1-35 Integrated Standby System Block Diagram with EIS in Backup ......................................1-32
Figure 3-1 Example GDU 1060 Acceptable Strip Gauge Configurations ..........................................3-15
Figure 3-2 HSDB Architecture: Legend..............................................................................................3-19
Figure 3-3 HSDB Architecture: Single Display with No GTN...........................................................3-20
Figure 3-4 HSDB Architecture: Single Display with Single GTN .....................................................3-20
Figure 3-5 HSDB Architecture: Single Display with Dual GTN........................................................3-20
Figure 3-6 HSDB Architecture: Two Displays with No GTN ............................................................3-21
Figure 3-7 HSDB Architecture: Two Displays with Single GTN.......................................................3-21
Figure 3-8 HSDB Architecture: Two Displays with Dual GTN .........................................................3-21
Figure 3-9 HSDB Architecture: Three Displays with No GTN ..........................................................3-22
Figure 3-10 HSDB Architecture: Three Displays with Single GTN.....................................................3-22
Figure 3-11 HSDB Architecture: Three Displays with Dual GTN .......................................................3-22
Figure 3-12 HSDB Architecture: Four Displays with No GTN............................................................3-23
Figure 3-13 HSDB Architecture: Four Displays with Single GTN ......................................................3-23

Rev. 5 Page xv
Figure 3-14 HSDB Architecture: Four Displays with Dual GTN .........................................................3-23
Figure 3-15 ADI Location in Copilot Instrument Panel........................................................................3-28
Figure 3-16 Fuel Quantity Sensor Selection .........................................................................................3-43
Figure 3-17 Ammeter Placement for Current Measurement .................................................................3-50
Figure 3-18 Tabulated Electrical Load Form ........................................................................................3-52
Figure 3-19 Example of Completed Tabulated Electrical Load Form ..................................................3-54
Figure 4-1 Inline Component Installation .............................................................................................4-3
Figure 4-2 Shield Termination Methods ...............................................................................................4-5
Figure 4-3 Slidelock Backshell and Shield Block Assembly ................................................................4-6
Figure 4-4 Shield Termination on Slidelock Backshell Assembly .......................................................4-8
Figure 4-5 Jackscrew Backshell and Shield Block Assembly.............................................................4-10
Figure 4-6 Shield Block Termination on Jackscrew Backshell Assembly..........................................4-11
Figure 4-7 Backshell Assembly (Potted Configuration Module)........................................................4-12
Figure 4-8 Jackscrew Backshell Assembly .........................................................................................4-13
Figure 4-9 Backshell Assembly (Configuration Module with Spacer) ...............................................4-14
Figure 4-10 Composite Video Cable Assembly ....................................................................................4-15
Figure 4-11 Shield Block Backshell Thermocouple Installation ..........................................................4-16
Figure 4-12 Jackscrew Backshell Thermocouple Installation...............................................................4-17
Figure 4-13 Pitot-Static Connections for Single ADAHRS/ADC Installation .....................................4-19
Figure 4-14 Pitot-Static Connections for Single ADAHRS/ADC Installation .....................................4-19
Figure 4-15 Pitot-Static Connections for Dual ADAHRS/ADC Installation ........................................4-20
Figure 4-16 Pitot-Static Connections for Dual ADAHRS/ADC Installation ........................................4-20
Figure 4-17 GDU 1060 Display Location .............................................................................................4-24
Figure 4-18 GDU 700P PFD/MFD Display Location...........................................................................4-24
Figure 4-19 GDU 700P EIS Display Location......................................................................................4-25
Figure 4-20 GDU 700L EIS Display Location......................................................................................4-25
Figure 4-21 GDU 700L PFD/MFD/EIS Display Location ...................................................................4-26
Figure 4-22 Location of Standby Instruments.......................................................................................4-27
Figure 4-23 Location of G5 Standby Instrument ..................................................................................4-27
Figure 4-24 VFR Placard Installation (GDU 1060 Display Example, GDU 700 Similar) ...................4-30
Figure 4-25 ADC Module Installation ..................................................................................................4-31
Figure 4-26 GDU 1060 Screen Configuration Options.........................................................................4-32
Figure 4-27 GDU 1060 Dimensions......................................................................................................4-33
Figure 4-28 Instrument Panel Cutout for GDU 1060 ............................................................................4-34
Figure 4-29 GDU 1060 Installation.......................................................................................................4-35
Figure 4-30 GDU 700P Dimensions .....................................................................................................4-37
Figure 4-31 GDU 700L Dimensions .....................................................................................................4-37
Figure 4-32 Instrument Panel Cutout for GDU 700 ..............................................................................4-38
Figure 4-33 Instrument Panel Cutout for Dual GDU 700P ...................................................................4-38
Figure 4-34 GDU 700P Installation ......................................................................................................4-39
Figure 4-35 Dual GDU 700P Installation..............................................................................................4-40
Figure 4-36 GCU 485 Dimensions........................................................................................................4-41
Figure 4-37 Panel Cutout for GCU 485 ................................................................................................4-42
Figure 4-38 GCU 485 Installation .........................................................................................................4-42
Figure 4-39 EIS Caution and Warning Annunciator Installation ..........................................................4-43
Figure 4-40 Highlighted install card slot for GDU 1060, GDU 700P, and GDU 700L........................4-43
Figure 4-41 Aluminum Tape Joint ........................................................................................................4-45
Figure 4-42 Remote LRU Support Structure (Sheet Metal Example) ..................................................4-47
Figure 4-43 Remote LRU Support Structure.........................................................................................4-48
Figure 4-44 Remote LRU Support Structure.........................................................................................4-49

Rev. 5 Page xvi
Figure 4-45 GDC 72 Dimensions..........................................................................................................4-50
Figure 4-46 GDC 72 Installation (Sheet Metal Shelf Example) ...........................................................4-51
Figure 4-47 GDC 72 Installation (Sandwich Shelf Example)...............................................................4-52
Figure 4-48 GSU 75 Dimensions ..........................................................................................................4-54
Figure 4-49 GSU 75 Installation (Sheet Metal Shelf Example)............................................................4-55
Figure 4-50 GSU 75 Installation (Sandwich Shelf Example) ...............................................................4-56
Figure 4-51 GRS 79 Dimensions ..........................................................................................................4-58
Figure 4-52 GRS 79 Installation (Sheet Metal Shelf Example) ............................................................4-59
Figure 4-53 GRS 79 Installation (Sandwich Shelf Example) ...............................................................4-60
Figure 4-54 GAD 43 Dimensions..........................................................................................................4-62
Figure 4-55 GAD 43e Dimensions........................................................................................................4-63
Figure 4-56 GAD 43 Installation (Sheet Metal Shelf Example) ...........................................................4-64
Figure 4-57 GAD 43e Installation (Sandwich Shelf Example).............................................................4-65
Figure 4-58 GEA 110 Dimensions ........................................................................................................4-67
Figure 4-59 GEA 110 Installation (Mounted Directly to Airframe Example) ......................................4-68
Figure 4-60 GEA 110 Installation (Mounted on a Tray Example) .......................................................4-69
Figure 4-61 GEA 110 Installation (Mounted at the Back of GDU 1060 Example)..............................4-70
Figure 4-62 GEA 71B Enhanced Dimensions.......................................................................................4-72
Figure 4-63 GEA 71B Enhanced Installation (Metallic Panel).............................................................4-73
Figure 4-64 GEA 71B Enhanced Installation (Sandwich Panel) ..........................................................4-74
Figure 4-65 GBB 54 Dimensions ..........................................................................................................4-76
Figure 4-66 GBB 54 Installation (Sheet Metal Shelf Example)............................................................4-77
Figure 4-67 GBB 54 Installation (Sandwich Shelf Example) ...............................................................4-78
Figure 4-68 Battery Vent Bonding Strap...............................................................................................4-79
Figure 4-69 GMU 44 Dimensions (P/N 011-00870-10) .......................................................................4-82
Figure 4-70 GMU 44 Dimensions (P/N 011-00870-20) .......................................................................4-83
Figure 4-71 GMU 44 Mounting Options with Universal Mount ..........................................................4-84
Figure 4-72 GMU 44 Installation (Universal Mount Example) ............................................................4-85
Figure 4-73 GMU 44 Installation (Fabricated Bracket Example).........................................................4-86
Figure 4-74 GMU 44 Connector Wire Overbraid Installation ..............................................................4-88
Figure 4-75 GTP 59 OAT Probe Dimensions .......................................................................................4-89
Figure 4-76 GTP 59 Installation (Aircraft with Metallic Skin Example) .............................................4-90
Figure 4-77 GTP 59 Installation Composite Aircraft (Non-conductive Access Panel) ........................4-91
Figure 4-78 GTP 59 Installation Composite Aircraft (Conductive Access Panel) ...............................4-92
Figure 4-79 Backup GPS Antenna Dimensions ....................................................................................4-93
Figure 4-80 Backup GPS Antenna Installation (Non-removable Installation Example) ......................4-94
Figure 4-81 Backup GPS Antenna Installation (Removable Installation Example) .............................4-95
Figure 4-82 Carburetor Temperature Sensor Installation Example ......................................................4-97
Figure 4-83 Oil Temperature Sensor Installation on Engine Mount Example......................................4-98
Figure 4-84 Brass Sensor Installation, Coupling Mount Example......................................................4-100
Figure 4-85 Stainless Steel Sensor Installation, Housing Mount Example.........................................4-101
Figure 4-86 Brass Sensor Installation Example ..................................................................................4-102
Figure 4-87 Fuel Flow Installation Configurations .............................................................................4-103
Figure 4-88 Example Fuel Flow Transducer Installation....................................................................4-105
Figure 4-89 Fuel Flow Overbraid........................................................................................................4-106
Figure 4-90 TCM/Bendix Magneto Vent Hole ...................................................................................4-107
Figure 4-91 Slick Magneto Vent Hole ................................................................................................4-108
Figure 5-1 System Configuration Flow .................................................................................................5-3
Figure 5-2 Entering the Configuration Menu ........................................................................................5-4
Figure 5-3 GDU ID Assignment ...........................................................................................................5-7

Rev. 5 Page xvii
Figure 5-4 Setting the System ID Source ..............................................................................................5-8
Figure 5-5 GDU Location Selections ....................................................................................................5-8
Figure 5-6 GDU 1060 Unit Configuration settings ...............................................................................5-9
Figure 5-7 GDU 700P Unit Configuration ..........................................................................................5-10
Figure 5-8 GDU 700L Unit Configuration Options ............................................................................5-10
Figure 5-9 System Management Page .................................................................................................5-11
Figure 5-10 Interface and Ports/Config Selections ...............................................................................5-13
Figure 5-11 Dual AHRS / Dual PFD Config Example .........................................................................5-13
Figure 5-12 Example GDU 700P Composite PFD/Reciprocating EIS Backup Mode .........................5-16
Figure 5-13 Example System with Three Displays ...............................................................................5-17
Figure 5-14 Devices Online...................................................................................................................5-17
Figure 5-15 Flight Stream Setup Page...................................................................................................5-45
Figure 5-16 Flight Stream 510 Bluetooth Pairing .................................................................................5-46
Figure 5-17 Flight Stream 510 Wi-Fi Setup..........................................................................................5-47
Figure 5-18 GDU ( ) Setup Page ...........................................................................................................5-48
Figure 5-19 GDU 1060/700P PFD Airframe Configuration Page ........................................................5-49
Figure 5-20 GDU 700L PFD Airframe Configuration Page .................................................................5-49
Figure 5-21 GDU 1060 PFD Configuration Page .................................................................................5-50
Figure 5-22 Basic and Advanced Airspeed Configuration Type settings .............................................5-51
Figure 5-23 GDU () Lighting Configuration Page ................................................................................5-53
Figure 5-24 Lighting Curve Slope Configuration .................................................................................5-55
Figure 5-25 Cutoff Percentage Configuration .......................................................................................5-55
Figure 5-26 Display Lighting (left) and Keys Lighting (right) Curves.................................................5-57
Figure 5-27 Enhanced Lighting Mode Example Photocell ...................................................................5-58
Figure 5-28 Enhanced Lighting Mode Example Lighting Bus - Display .............................................5-60
Figure 5-29 Selection Between Lighting Bus and Photocell Backup Curves .......................................5-60
Figure 5-30 Enhanced Lighting Mode Example Lighting Bus - Key ...................................................5-61
Figure 5-31 Vertex Adjustment Dialog Box .........................................................................................5-62
Figure 5-32 Selection Flow for External TAWS Not Installed Selection .............................................5-63
Figure 5-33 Altitude Alerter Options ....................................................................................................5-64
Figure 5-34 Home Page - Configuration Mode.....................................................................................5-72
Figure 5-35 EIS Configuration 'Setup' Tabs..........................................................................................5-73
Figure 5-36 Sensor Menu with GDU Selection Active.........................................................................5-74
Figure 5-37 TIT Sensor Configuration Example...................................................................................5-74
Figure 5-38 Manifold Configuration and Calibration ...........................................................................5-75
Figure 5-39 Gauge Configuration Example ..........................................................................................5-79
Figure 5-40 Gauge Range Marking Example........................................................................................5-80
Figure 5-41 Advanced Settings Example ..............................................................................................5-81
Figure 5-42 Standard markings .............................................................................................................5-82
Figure 5-43 Dynamic Markings Toggle ................................................................................................5-82
Figure 5-44 Dynamic Markings Settings ..............................................................................................5-82
Figure 5-45 Trigger Conditions.............................................................................................................5-83
Figure 5-46 Dynamic Markings Set ......................................................................................................5-83
Figure 5-47 Dynamic Markings Preview ..............................................................................................5-84
Figure 5-48 Configured Condition Type ...............................................................................................5-85
Figure 5-49 KAP 100 & KAP/KFC 150 Test Harness..........................................................................5-90
Figure 5-50 GAD 43(e) Page - KAP 100/KAP 150/KFC 150 ..............................................................5-92
Figure 5-51 KFC 200 Test Port .............................................................................................................5-94
Figure 5-52 Fuel Quantity Calibration Page Example ........................................................................5-102
Figure 6-1 Airspeed Configuration Type ..............................................................................................6-7

Rev. 5 Page xviii
Figure 6-2 ADF Bearing Pointers........................................................................................................6-15
Figure 6-3 Autopilot Test Page - HDG/CRS Valid.............................................................................6-42
Figure 6-4 Autopilot Test Page - ILS/GPS Approach.........................................................................6-43
Figure 6-5 Autopilot Test Page - GPSS Roll Steering ........................................................................6-45
Figure 6-6 HDG - GPSS Selection ......................................................................................................6-46
Figure 6-7 Victim/Source Matrix ........................................................................................................6-53
Figure 6-8 GPSS Selection Icon on the PFD.......................................................................................6-56
Figure 6-9 Autopilot Performance Checkout Log...............................................................................6-58
Figure A-1 62 Pin D-sub Connector Numbering Scheme For Female/Male Contacts .........................A-1
Figure A-2 GDU 700 Connectors .........................................................................................................A-2
Figure A-3 GDU 1060 Connectors .......................................................................................................A-3
Figure A-4 GCU 485 Connector ...........................................................................................................A-8
Figure A-5 GDC 72 Connector .............................................................................................................A-9
Figure A-6 GSU 75 Connector............................................................................................................A-11
Figure A-7 GRS 79 Connector............................................................................................................A-13
Figure A-8 GAD 43 Connector ...........................................................................................................A-15
Figure A-9 GAD 43e Connectors........................................................................................................A-17
Figure A-10 GEA 110 Connectors ........................................................................................................A-21
Figure A-11 GBB 54 Connector ...........................................................................................................A-26
Figure A-12 GMU 44 Connector (P/N 330-00360-00).........................................................................A-27
Figure B-1 GDU - Power, Lighting, Configuration Module, HSDB Interconnect............................... B-3
Figure B-2 Attitude and Air Data – Power, Config Module, Interconnect........................................... B-5
Figure B-3 Attitude and Air Data – Single GDU Interconnect............................................................. B-7
Figure B-4 Attitude and Air Data – Dual GDU Interconnect ............................................................... B-8
Figure B-5 GPS Interconnect – Single GDU ........................................................................................ B-9
Figure B-6 GPS Interconnect – Dual GDU with AHRS..................................................................... B-12
Figure B-7 NAV Interconnect – Single GDU..................................................................................... B-14
Figure B-8 NAV Interconnect – Dual GDU ....................................................................................... B-16
Figure B-9 Integrated Standby System Interconnect .......................................................................... B-18
Figure B-10 GAD 43(e) – Power Interconnect ..................................................................................... B-19
Figure B-11 GAD 43e – DME Interconnect ......................................................................................... B-20
Figure B-12 GAD 43e – Marker Beacon Receiver Interconnect .......................................................... B-25
Figure B-13 GAD 43e – Radar Alt Interconnect .................................................................................. B-26
Figure B-14 GAD 43e – Synchro ADF................................................................................................. B-27
Figure B-15 GBB 54 – Power Interconnect .......................................................................................... B-28
Figure B-16 GCU 485 Interconnect ...................................................................................................... B-29
Figure B-17 GEA 110 Power, Config Module Interconnect ................................................................ B-30
Figure B-18 GEA 110 Sensor Interconnect .......................................................................................... B-33
Figure B-19 GEA 71B Enhanced Power, Config Module Interconnect ............................................... B-38
Figure B-20 GEA 71B Enhanced Sensor Interconnect......................................................................... B-39
Figure B-21 GDU EIS Discrete Interconnect ....................................................................................... B-43
Figure B-22 ADF Interconnect ............................................................................................................. B-46
Figure B-23 Audio Interconnect ........................................................................................................... B-47
Figure B-24 Autopilot/Flight Director Interconnect – Bendix ............................................................. B-48
Figure B-25 Autopilot/Flight Director Interconnect – Century ............................................................ B-50
Figure B-26 Autopilot/Flight Director Interconnect – Century GAD .................................................. B-53
Figure B-27 Autopilot/Flight Director Interconnect – Cessna.............................................................. B-54
Figure B-28 Autopilot/Flight Director Interconnect – Cessna GAD .................................................... B-58
Figure B-29 Autopilot/Flight Director Interconnect – Collins ............................................................. B-61
Figure B-30 Autopilot/Flight Director Interconnect – Collins – GAD................................................. B-64

Rev. 5 Page xix
Figure B-31 Autopilot/Flight Director Interconnect – Garmin GFC 500/600 ...................................... B-67
Figure B-32 Autopilot/Flight Director Interconnect – Honeywell (Bendix/King) ............................... B-70
Figure B-33 Autopilot/Flight Director Interconnect – Honeywell (Bendix/King) GAD ..................... B-76
Figure B-34 Autopilot/Flight Director Interconnect – S-TEC .............................................................. B-85
Figure B-35 Autopilot/Flight Director Interconnect – S-TEC GAD .................................................... B-90
Figure B-36 Autopilot/Flight Director Interconnect – Sperry .............................................................. B-91
Figure B-37 External Switches and Annunciators ................................................................................ B-92
Figure B-38 GDL 69 Series Interconnect ............................................................................................. B-93
Figure B-39 GSR 56 Iridium Interconnect............................................................................................ B-94
Figure B-40 Miscellaneous Equipment Interfaces ................................................................................ B-95
Figure B-41 Radar Altimeter Interconnect ........................................................................................... B-96
Figure B-42 Serial Altitude Output Interconnect.................................................................................. B-97
Figure B-43 Stormscope Interconnect .................................................................................................. B-98
Figure B-44 Traffic Advisory System Interconnect.............................................................................. B-99
Figure B-45 Video Interconnect.......................................................................................................... B-102
Figure B-46 Weather Radar Interconnect ........................................................................................... B-103
Figure B-47 Garmin G5 Standby Instrument Interconnect................................................................. B-105
Figure E-1 Airspeed Configuration Page.............................................................................................. E-3
Figure E-2 Airspeed Tape Arc Range Diagrams .................................................................................. E-6
Figure E-3 Overspeeds Window ........................................................................................................... E-9
Figure E-4 Current ASI and Tape Markings....................................................................................... E-11
Figure E-5 Equivalent IAS Tape and Airspeed Configuration Page .................................................. E-12
Figure E-6 Current ASI and Tape Markings....................................................................................... E-13
Figure E-7 Equivalent IAS Tape and Airspeed Configuration Page .................................................. E-14
Figure F-1 EGT/CHT Graph on GDU 700 EIS.....................................................................................F-3
Figure F-2 EGT/CHT Graph on GDU 1060..........................................................................................F-3
Figure F-3 6-Value Electrical Gauge Configuration Example ..............................................................F-5
Figure F-4 GDU 700( ) Example Gauge Placement..............................................................................F-7
Figure F-5 GDU 700P Correct/Incorrect Layouts .................................................................................F-7
Figure F-6 GDU 700P EIS Single Engine Group (A) ...........................................................................F-9
Figure F-7 GDU 700P EIS Single Engine Group (B) .........................................................................F-10
Figure F-8 GDU 700P EIS Single Engine Group (C) .........................................................................F-11
Figure F-9 GDU 700P EIS Twin Engine Group (D) ...........................................................................F-13
Figure F-10 GDU 700P EIS Twin Engine Group (E) ...........................................................................F-14
Figure F-11 GDU 700P EIS Twin Engine Group (F)............................................................................F-15
Figure F-12 GDU 700L EIS Single Engine Group (G) .........................................................................F-17
Figure F-13 GDU 700L EIS Single Engine Group (H) .........................................................................F-18
Figure F-14 GDU 700L EIS Single Engine Group (K) .........................................................................F-19
Figure F-15 GDU 700L EIS Twin Engine Group (L) ...........................................................................F-21
Figure F-16 GDU 700L EIS Twin Engine Group (M) ..........................................................................F-22
Figure F-17 GDU 700L EIS Twin Engine Group (N)...........................................................................F-23
Figure F-18 GDU 1060 Gauge placement.............................................................................................F-25
Figure F-19 Fuel Flow, IAT, or CDT with No Limitation Markings....................................................F-25
Figure F-20 GDU 1060 Single Engine (Group T).................................................................................F-27
Figure F-21 GDU 1060 Twin Engine (Group U) ..................................................................................F-29
Figure F-22 GDU 700L Single Engine (Group V) ................................................................................F-31
Figure F-23 GDU 700P Single Engine (Group W) ...............................................................................F-35
Figure F-24 Gauge Range Marking Flow Chart....................................................................................F-38
Figure F-25 Cessna 421C Tachometer Example ...................................................................................F-39
Figure F-26 Varying Gauge Arc............................................................................................................F-40

Rev. 5 Page xx
Figure G-1 TBM 700 RVSM System Diagram: Architecture 1 ...........................................................G-4
Figure G-4 ADC/AM-250 Interconnect ..............................................................................................G-10
Figure G-5 G600 TXi RVSM Pitot-Static Connections......................................................................G-11
Figure G-6 G600 TXi RVSM Pitot-Static Connections......................................................................G-12
Figure H-1 Shielded Wire Splice ..........................................................................................................H-2
Figure H-2 Harness Overbraid Splice ...................................................................................................H-3
Figure H-3 Wire Termination at GDU Connector ................................................................................H-5
Figure H-4 Shield Termination and Overbraid Preparation ..................................................................H-6
Figure H-5 Shield Termination Placement............................................................................................H-6
Figure H-6 Overbraid Placement ..........................................................................................................H-7
Figure H-7 String Tie Placement...........................................................................................................H-7
Figure H-8 Final Assembly ...................................................................................................................H-8
Figure H-9 Zoning for Wingtips on Aircraft Not Limited to VFR Operation ....................................H-10
Figure H-10 Zoning for Wingtips on Aircraft Limited to VFR Operation ...........................................H-12
Figure H-11 Zoning for Wings Affected by Landing Gear...................................................................H-13
Figure H-12 Zoning for a Single Propeller (Low- or High-Wing)........................................................H-14
Figure H-13 Zoning for a Low- or High-Wing Canard with a Rear-Mounted Propeller......................H-15
Figure H-14 Zoning for a Low- or High-Wing Aircraft with a Curved Lower Fuselage .....................H-16
Figure H-15 Zoning for a Single, Rear-Mounted Prop above Fuselage ...............................................H-17
Figure H-16 Zoning for Front-Mounted Twin Propellers (Low- or High-Wing) .................................H-18
Figure H-17 Zoning for Rear-Mounted Twin Propellers (Low- or High-Wing) ..................................H-19
Figure H-18 Zoning for Front- and Rear-Mounted Propellers (Low- or High-Wing) ..........................H-20
Figure H-19 Zoning for High-Wing with Front and Rear Propellers Mounted Above Fuselage .........H-21
Figure H-20 Zoning for Low- or High-Wing Canard with Twin Jet Engines ......................................H-22
Figure H-21 Zoning for Low or High Wing Canard with Twin Rear-Facing Props.............................H-22
Figure H-22 Zoning for Single-Propeller Biplane ................................................................................H-23
Figure H-23 Zoning for Empennage .....................................................................................................H-24
Figure H-24 Example Lightning Zoning for Single-Engine Aircraft....................................................H-25
Figure H-25 Example Lightning Zoning for Twin-Engine Aircraft .....................................................H-26

Rev. 5 Page xxi
LIST OF TABLES
Table 1-1 Garmin Installation Manuals and References for G500/G600 TXi System...........................1-4
Table 1-2 Garmin Installation Manuals for Other Systems....................................................................1-5
Table 1-3 Technical References .............................................................................................................1-5
Table 3-1 G500/G600 TXi Displays.......................................................................................................3-2
Table 3-2 Display Connector Kits ..........................................................................................................3-3
Table 3-3 G500/G600 TXi LRUs ...........................................................................................................3-3
Table 3-4 Remote LRU Installation Kits................................................................................................3-4
Table 3-5 G500/G600 TXi Sensor..........................................................................................................3-4
Table 3-6 Sensor Connector Kits............................................................................................................3-4
Table 3-7 G500/G600 TXi Unlock/Enablement Cards ..........................................................................3-5
Table 3-8 Database Cards .......................................................................................................................3-5
Table 3-9 HSDB Cables .........................................................................................................................3-6
Table 3-10 Power Distribution .................................................................................................................3-8
Table 3-11 Switch Labels .........................................................................................................................3-9
Table 3-12 Breaker Labels - Single Essential Bus ...................................................................................3-9
Table 3-13 Circuit Breaker Labels - Independent Essential Bus............................................................3-10
Table 3-14 Standby Instrument Requirements by Aircraft Class ...........................................................3-11
Table 3-15 Required Gauges for Reciprocating Engine EIS..................................................................3-15
Table 3-16 Required Gauges for Turboprop EIS....................................................................................3-15
Table 3-17 Additional Gauges*..............................................................................................................3-16
Table 3-18 Available EIS Parameters.....................................................................................................3-17
Table 3-19 Garmin LRU HSDB Port Summary.....................................................................................3-19
Table 3-20 External CDI Interface .........................................................................................................3-25
Table 3-21 Compatible Autopilots and Interfaces..................................................................................3-27
Table 3-22 Weather Radar Interface ......................................................................................................3-31
Table 3-23 Traffic Interface....................................................................................................................3-32
Table 3-24 External TAWS Setup with G500/G600 TXi.......................................................................3-33
Table 3-25 Aircraft Eligibility Checklist ................................................................................................3-35
Table 3-26 TXi System Components......................................................................................................3-36
Table 3-27 Display Options....................................................................................................................3-38
Table 3-28 GCU 485 Variants and Functionality...................................................................................3-39
Table 3-29 GCU 485 Autopilot Selection ..............................................................................................3-40
Table 3-30 EGT and CHT Probe Quantity .............................................................................................3-42
Table 3-31 LRU Current Draw...............................................................................................................3-47
Table 3-32 Net Electrical Load Change Calculation Example...............................................................3-48
Table 4-1 Bonding Requirements .........................................................................................................4-21
Table 4-2 Instrument Panel Modification Examples ............................................................................4-29
Table 4-3 GDU 1060 Weight and Size.................................................................................................4-33
Table 4-4 GDU 700 Weight and Size...................................................................................................4-36
Table 4-5 GCU 485 Weight and Size ...................................................................................................4-41
Table 4-6 Support Structure Unit Inertia Loads ...................................................................................4-46
Table 4-7 GDC 72 Weight and Size .....................................................................................................4-50
Table 4-8 GSU 75 Weight and Size......................................................................................................4-54
Table 4-9 GRS 79 Weight and Size......................................................................................................4-58
Table 4-10 GAD 43/43e Weight and Size ..............................................................................................4-61
Table 4-11 GEA 110 Weight and Size ...................................................................................................4-66
Table 4-12 GEA 71B Enhanced Weight and Size..................................................................................4-71
Table 4-13 GBB 54 Weight and Size .....................................................................................................4-76

Rev. 5 Page xxii
Table 4-14 GMU 44 Recommended Distance from Sources of Magnetic Interference ........................4-81
Table 4-15 GMU 44 Weight and Size ....................................................................................................4-82
Table 4-16 Backup GPS Antenna Weight and Size ...............................................................................4-93
Table 4-17 Weight & Balance Calculation Example............................................................................4-109
Table 5-1 Display Backup Mode Function...........................................................................................5-15
Table 5-2 ADC Interfaces and Configuration Settings.........................................................................5-18
Table 5-3 AHRS Interfaces and Configuration Settings ......................................................................5-19
Table 5-4 GPS Interfaces and Configuration Settings..........................................................................5-20
Table 5-5 NAV Interfaces and Configuration Settings ........................................................................5-21
Table 5-6 GAD Interfaces and Configuration Settings ........................................................................5-21
Table 5-7 G5 Interfaces and Configuration Settings ............................................................................5-22
Table 5-8 ADF Interfaces and Configuration Settings .........................................................................5-22
Table 5-9 DME Interfaces and Configuration Settings ........................................................................5-23
Table 5-10 RAD ALT Interfaces and Configuration Settings................................................................5-24
Table 5-11 Bendix M-4C/M-4D Autopilot Configuration .....................................................................5-25
Table 5-12 Century 2000 Autopilot Configuration ................................................................................5-25
Table 5-13 Century 21/31 Autopilot Configuration ...............................................................................5-26
Table 5-14 Century 41 Autopilot Configuration ....................................................................................5-26
Table 5-15 Century II/III Autopilot Configuration.................................................................................5-26
Table 5-16 Century IV (AC) Autopilot Configuration...........................................................................5-26
Table 5-17 Century IV (DC) Autopilot configuration............................................................................5-27
Table 5-18 Cessna AC Autopilot Configuration ....................................................................................5-27
Table 5-19 Cessna DC Autopilot Configuration ....................................................................................5-27
Table 5-20 Collins APS-65 Autopilot configuration..............................................................................5-28
Table 5-21 Collins APS-106/107 Autopilot configuration.....................................................................5-28
Table 5-22 Garmin GFC 500 (with G5) Autopilot Configuration..........................................................5-29
Table 5-23 Garmin GFC 600 Autopilot Configuration ..........................................................................5-29
Table 5-24 Honeywell (Bendix/King) KAP 150/KFC 150 Autopilot Configuration ............................5-29
Table 5-25 Honeywell (Bendix/King) KAP 100/200 Autopilot Configuration .....................................5-30
Table 5-26 Honeywell (Bendix/King) KAP 140 Autopilot Configuration ............................................5-30
Table 5-27 Honeywell (Bendix/King) KFC 225 Autopilot Configuration.............................................5-31
Table 5-28 Honeywell (Bendix/King) KFC 250-4” HSI Autopilot Configuration ................................5-31
Table 5-29 Honeywell (Bendix/King) KFC 200/250-3” HSI Autopilot Configuration.........................5-32
Table 5-30 Honeywell (Bendix/King) KFC 275/325 Autopilot configuration ......................................5-33
Table 5-31 Honeywell (Bendix/King) KFC 300 Autopilot Configuration.............................................5-34
Table 5-32 Sperry SPZ-200A/500 Autopilot Configuration ..................................................................5-34
Table 5-33 S-TEC 20/30/40/50/60-1 Autopilot Configuration ..............................................................5-35
Table 5-34 S-TEC 60-2/65/60 PSS Autopilot Configuration.................................................................5-35
Table 5-35 S-TEC 55X Autopilot Configuration ...................................................................................5-36
Table 5-36 S-TEC 55 Autopilot Configuration ......................................................................................5-36
Table 5-37 S-TEC 1500/2100 (AC) Autopilot Configuration................................................................5-37
Table 5-38 S-TEC 1500/2100 (DC) Autopilot Configuration................................................................5-37
Table 5-39 EIS/GEA Configuration Settings .........................................................................................5-37
Table 5-40 Meggitt (Cobham) EIDS Configurations Settings ...............................................................5-38
Table 5-41 Backup Battery Configuration Settings................................................................................5-38
Table 5-42 ADS-B In Configuration Settings ........................................................................................5-38
Table 5-43 Traffic System Configuration Settings.................................................................................5-39
Table 5-44 GDL 69 Configuration Settings ...........................................................................................5-40
Table 5-45 GSR 56 Configuration Settings............................................................................................5-40
Table 5-46 Weather Radar Configuration Settings.................................................................................5-41

Rev. 5 Page xxiii
Table 5-47 Stormscope Configuration Settings......................................................................................5-41
Table 5-48 TAWS Annunciator Settings................................................................................................5-41
Table 5-49 Video Input Configuration Settings .....................................................................................5-42
Table 5-50 PFD Controller Configuration Settings................................................................................5-42
Table 5-51 Fast/Slow Configuration Settings.........................................................................................5-42
Table 5-52 General Purpose A429 Output Settings................................................................................5-43
Table 5-53 General Purpose Serial Port Setting .....................................................................................5-43
Table 5-54 General Purpose Discrete Settings .......................................................................................5-44
Table 5-55 Engine Discrete Settings ......................................................................................................5-44
Table 5-56 Airspeed Switch Settings......................................................................................................5-45
Table 5-57 Airframe Specific Configuration Data - Configuration Type Basic Setting ........................5-52
Table 5-58 Photocell Configuration Procedure ......................................................................................5-54
Table 5-59 Lighting Bus Configuration procedure.................................................................................5-56
Table 5-60 Photocell Configuration Procedure - Enhanced Lighting ....................................................5-57
Table 5-61 Lighting Bus Configuration Procedure - Enhanced (Display) .............................................5-59
Table 5-62 Lighting Bus Configuration Procedure - Enhanced (Keys) .................................................5-61
Table 5-63 Terrain/TAWS Setting .........................................................................................................5-62
Table 5-64 TAWS Airframe Specific Configuration Data.....................................................................5-63
Table 5-65 Emergency Descent Mode Settings......................................................................................5-65
Table 5-66 EIS Configuration - Setup ....................................................................................................5-73
Table 5-67 Fuel Flow K-Factor ..............................................................................................................5-76
Table 5-68 Gauge Settings......................................................................................................................5-78
Table 5-69 Additional Gauge Settings....................................................................................................5-78
Table 5-70 Gauge Ranges.......................................................................................................................5-80
Table 5-71 Extension Harness Parts .......................................................................................................5-91
Table 5-72 Fuel Quantity Gauge(s) - Tanks .........................................................................................5-100
Table 5-73 Fuel Quantity Gauge Settings.............................................................................................5-101
Table 5-74 Database Summary.............................................................................................................5-105
Table 6-1 Checkout Log .........................................................................................................................6-3
Table 6-2 LRU Status Indicators ............................................................................................................6-6
Table 6-3 Airspeed Test Points...............................................................................................................6-8
Table 6-4 Radar Altimeter Self-Test Altitudes.....................................................................................6-11
Table 6-5 Localizer/Glideslope Checks................................................................................................6-14
Table 6-6 Heading Verification AHRS (AHRS #1 for dual installations) ...........................................6-32
Table A-1 G500/G600 TXi - GDU 700/1060 Connectors .....................................................................A-2
Table A-2 G500/G600 TXi - GCU 485 Connectors...............................................................................A-8
Table A-3 G500/G600 TXi - GDC 72 Connectors.................................................................................A-9
Table A-4 G500/G600 TXi - GSU 75 Connectors ...............................................................................A-11
Table A-5 G500/G600 TXi - GRS 79 Connectors ...............................................................................A-13
Table A-6 G500/G600 TXi - GAD 43 Connectors ..............................................................................A-15
Table A-7 G500/G600 TXi - GAD 43e Connectors.............................................................................A-17
Table A-8 G500/G600 TXi - GEA 110 Connectors.............................................................................A-21
Table A-9 G500/G600 TXi - GEA 71B Enhanced Connectors ...........................................................A-23
Table A-10 GEA 71B Enhanced Connectors .........................................................................................A-23
Table A-11 G500/G600 TXi - GBB 54 Connectors...............................................................................A-26
Table A-12 G500/G600 TXi - GMU 44 Connectors..............................................................................A-27
Table A-13 3-Conductor Shielded Cable. ..............................................................................................A-28
Table C-1 Electronic Standby Indicator ................................................................................................. C-2
Table C-2 Compatible 2 ¼-inch Airspeed Indicators and Altimeter...................................................... C-3
Table C-3 Compatible GPS Position Source.......................................................................................... C-4

Rev. 5 Page xxiv
Table C-4 Compatible Navigation Receiver .......................................................................................... C-5
Table C-5 Compatible Analog Navigation Receiver.............................................................................. C-7
Table C-6 Compatible ADF Receiver .................................................................................................... C-8
Table C-7 Compatible Synchro ADF Receiver Compatibility............................................................... C-8
Table C-8 Compatible DME .................................................................................................................. C-9
Table C-9 Acceptable Tuning Source .................................................................................................... C-9
Table C-10 Compatible Radar Altimeter ............................................................................................... C-10
Table C-11 Compatible Analog Radar Altimeter................................................................................... C-10
Table C-12 Compatible Marker Beacon Receiver ................................................................................. C-11
Table C-13 Compatible Autopilot .......................................................................................................... C-12
Table C-14 Compatible Autopilot .......................................................................................................... C-16
Table C-15 Compatible Altitude Preselect/Vertical Speed Select ......................................................... C-18
Table C-16 Compatible External Flight Director................................................................................... C-20
Table C-17 Compatible Stall Protection and Warning Unit................................................................... C-22
Table C-18 Compatible Miscellaneous System ..................................................................................... C-22
Table C-19 Compatible Traffic Source .................................................................................................. C-23
Table C-20 Compatible Weather Radar Source ..................................................................................... C-25
Table C-21 Compatible Data Link Model.............................................................................................. C-26
Table C-22 Compatible Lightning/Electrical Discharge Source............................................................ C-26
Table C-23 External TAWS Source ....................................................................................................... C-27
Table C-24 Compatible Audio Panel ..................................................................................................... C-28
Table C-25 Compatible Cameras ........................................................................................................... C-29
Table C-26 RS-232 Serial Altitude ........................................................................................................ C-29
Table C-27 GEA 110 EIS Sensor Compatibility.................................................................................... C-30
Table C-28 GEA 71B Enhanced EIS Sensor Compatability.................................................................. C-33
Table D-1 Aircraft Model-Specific Data ...............................................................................................D-2
Table E-1 Advanced Airframe Specific Configuration Data – Arc Ranges .......................................... E-4
Table E-2 Advanced Airframe Specific Configuration Data – Markings.............................................. E-7
Table E-3 Advanced Airframe Specific Configuration Data – Bugs..................................................... E-8
Table E-4 Advanced Airframe Specific Configuration Data – Alternate Bugs..................................... E-8
Table F-1 EGT, CHT, and TIT Display Options for Single and Twin Engines .....................................F-4
Table F-2 GDU 700P Example (Steps 1 thru 3) .....................................................................................F-6
Table F-3 GDU 700P Example (Steps 4 and 5)......................................................................................F-6
Table F-4 GDU 700P EIS Single Engine................................................................................................F-8
Table F-5 GDU 700P EIS Single Engine................................................................................................F-8
Table F-6 GDU 700P EIS Twin Engine ...............................................................................................F-12
Table F-7 GDU 700P EIS Twin Engine ...............................................................................................F-12
Table F-8 GDU 700L EIS Single Engine .............................................................................................F-16
Table F-9 GDU 700L EIS Single Engine .............................................................................................F-16
Table F-10 GDU 700L EIS Twin Engine ...............................................................................................F-20
Table F-11 GDU 700L EIS Twin Engine ...............................................................................................F-20
Table F-12 GDU 1060 Single Engine Example (Step 1 thru 3) .............................................................F-24
Table F-13 GDU 1060 Single Engine Example (Step 4 and 5) ..............................................................F-24
Table F-14 GDU 1060 Single Engine.....................................................................................................F-26
Table F-15 GDU 1060 Single Engine.....................................................................................................F-26
Table F-16 GDU 1060 Twin Engine.......................................................................................................F-28
Table F-17 GDU 1060 Twin Engine.......................................................................................................F-28
Table F-18 GDU 700L Single Engine ....................................................................................................F-30

Rev. 5 Page xxv
Table F-21 GDU 700L Single Engine* ..................................................................................................F-33
Table F-22 GDU 700P Single Engine.....................................................................................................F-34
Table F-25 GDU 700P Single Engine*...................................................................................................F-37
Table G-1 Required Equipment..............................................................................................................G-8
Table G-2 RVSM Required Functions ...................................................................................................G-9
Table G-3 RVSM Required Interfaces: Architecture 1 ..........................................................................G-9
Table G-4 RVSM Required Interfaces: Architecture 2 & 3 ...................................................................G-9
Table G-5 Air Data Test Points ............................................................................................................G-16
Table G-6 Altitude Hold Check Log ....................................................................................................G-18
Table H-1 Lightning Zoning Legend......................................................................................................H-9

Rev. 5 Page xxvi
1 G500/G600 TXI DESCRIPTION
1.1 STC Applicability .............................................................................................................................1-2

1.2 System Overview..............................................................................................................................1-3
1.2.1 Primary Flight Display ...............................................................................................................1-6
1.2.2 Multi-Functional Display ...........................................................................................................1-7
1.2.3 Reciprocating Engine Indication System (EIS) .........................................................................1-8
1.2.4 Turboprop Engine Indication System (EIS).............................................................................1-10
1.2.5 EIS Advanced Settings.............................................................................................................1-11
1.2.6 Display Backup ........................................................................................................................1-16
1.2.7 Integrated Standby System.......................................................................................................1-18
1.3 Equipment.......................................................................................................................................1-21
1.3.1 Displays ....................................................................................................................................1-21
1.3.2 Remote LRUs ...........................................................................................................................1-24
1.3.3 Display Sensors ........................................................................................................................1-26
1.3.4 Engine Sensors .........................................................................................................................1-27
1.4 System Architecture Examples.......................................................................................................1-29
This installation manual is intended for use by those authorized to perform maintenance and/or avionics
installations on certified aircraft. It includes installation data and checkout procedures for the G500/G600
TXi system and refers to standards described in Title 14 CFR Part 43. Installation personnel must be
familiar with the contents of this manual prior to performing modifications to the aircraft.
Terms frequently used in this manual include:
• G500/G600 TXi: Unless otherwise specified, refers equally to the G500 TXi system and
G600 TXi system
• G500/G600: Refers to the G500 system and the G600 system with a combined PFD and MFD
based on the GDU 620 display
• Integrated Standby Instruments: Refers to system configuration that can replace standby
instruments, as described in Section 1.2.7
• Metal aircraft: Aircraft with an aluminum (metallic) airframe, including exterior skin
• Non-metal aircraft: Aircraft with an airframe constructed from wood or composite, including
exterior skin, or aircraft with metal tubular truss airframe and fabric exterior skin
• Primary EGT: Exhaust gas temperature that is displayed independently from and in addition to
the exhaust gas temperature associated with each cylinder. This is typically a probe installed
downstream in the exhaust to detect temperature from multiple cylinders and is used for EGT
limitations in some aircraft
• Use of (): Denotes variations of LRUs. Examples of which are indicated below:
◦ GDU 700 - Refers to either the GDU 700P or the GDU 700L
◦ GAD 43/43e - Refers to either the GAD 43 or 43e

Rev. 5 Page 1-1
1.1 STC Applicability
This manual defines aircraft modifications required to install the G500/G600 TXi system under the
G500/G600 TXi Part 23 AML STC and is applicable only to airplane models listed on the Approved Model
List (AML). Aircraft modifications per this STC involve installation of components specified on the STC
Equipment List, which include sensors for common engine parameters. Installation of components not
included on the STC Equipment List require a separate airworthiness approval.
The G500 TXi system is approved for Class I & II aircraft (i.e., up to 6,000 lbs. GTOW). The G600 TXi
system is approved for Class I, II & III aircraft (i.e., up to 12,500 lbs. GTOW).
Aircraft makes and models listed on the AML are eligible for the G500/G600 TXi system installation
under this STC. Based on the data contained in the manual, STC applicability to a particular aircraft must
be verified before the aircraft is modified. Some aircraft may have been modified or equipped with systems
to which the G500/G600 TXi interface is not defined nor approved. The installer must make the final
determination if this STC is applicable to a given aircraft.
The installation of the G500/G600 TXi system in accordance with this STC is a major alteration to the
aircraft. Following a major alteration, the aircraft must be returned to service in a means acceptable to the
cognizant aviation authority. An example would be compliance with 14 CFR 43.9, 14 CFR 91.417, and
submission of an FAA Form 337 “Major Repair and Alteration Airframe, Powerplant, Propeller, or
Appliance” completed in accordance with advisory circular AC 43.9-1F, Instructions for Completion of
FAA Form 337.
Consistent with FAA Order 8110.4B and AC 21-40, a permission letter to use this STC data is available for
download from the Garmin Dealer Resource Center.

Rev. 5 Page 1-2
1.2 System Overview
The G500/G600 TXi system replaces the standard instruments (e.g., external CDIs, ADF indicator, clock)
with the GDU 700P, GDU 700L, or GDU 1060, and is capable of providing the following functionality:
• Primary Flight Display (PFD)
• Multi Function Display (MFD)
• Engine Indicating System (EIS)
The G500/G600 TXi system with EIS uses the GEA 110 or GEA 71B Enhanced adapter along with engine
sensors to replace various engine instruments and provide indication of engine parameters.
Standby instruments (e.g., airspeed indicator, altimeter, and artificial horizon indicator) are required,
except when noted otherwise.
Typical modification of an aircraft instrument panel capable of installing GDU 700P and GDU 1060
displays is shown in Figure 1-1, which illustrates a twin-engine aircraft before and after the TXi system has
been installed.
Figure 1-1 TXi System Installation (Before and After Example)

Rev. 5 Page 1-3
The G500/G600 TXi system does not generate any aural airspeed warning tones. However, the
GDU 700/1060 does provide five configurable airspeed discrete outputs that can be used with external
devices to trigger aural airspeed warnings. Aircraft equipped with an airspeed warning system must have it
continue to function after the G500/G600 TXi installation. For example, if the original airspeed indicator
was part of the airspeed warning system, it must be retained to generate airspeed aural warnings; however,
the airspeed indicator can be removed if the G500/G600 TXi configurable airspeed discrete outputs are
used to trigger aural airspeed warnings.
Under normal operation, no more than two GDU 700P/1060s can display primary flight information.This
is the case when a GDU 700P with an external ADAHRS functioning as an MFD or EIS is used as part of
the Integrated Standby System. The ADAHRS 1 and 2 information is then received via HSDB by the
remote GDU 700P.
The GRS 77, GRS 79, and GSU 75 with a GMU 44 are capable of maneuvers through a range of 360° in
bank and pitch. The rotation rate capability is ±200° per second, although ARINC 429 angular rate output
messages are limited to ±128° per second. These limits may not be adequate for certain types of operations
in aerobatic airplanes.
Additional information on the G500/G600 TXi system can be found in Garmin documents listed in Table
1-1. Additional information on Garmin equipment that can be interfaced to the G500/G600 TXi system can
be found in Garmin documents listed in Table 1-2. Technical references applicable to the G500/G600 TXi
system installation can be found in public documents listed in Table 1-3.
Table 1-1 Garmin Installation Manuals and References for G500/G600 TXi System
Garmin Part
Document Title
Number
G500/G600 TXi STC Installation Manual 190-01717-B3
GSU 75() ADAHRS Installation Manual 190-01639-00
GDC 72() Installation Manual 190-01855-00
GRS 79 Installation Manual 190-01852-00
GAD 43/43e Installation Manual 190-00899-00
GCU 275/47X/485 Installation Manual 190-00303-75
GEA 71B/C Installation Manual 190-01807-00
GEA 110 TSO Installation Manual 190-01825-00
GBB 54 TSO Installation Manual 190-01717-A0
G500/G600/G700 TXi TSO Installation Manual 190-01717-00
AHRS / Magnetometer Installation Considerations 190-01051-00

Rev. 5 Page 1-4
Table 1-2 Garmin Installation Manuals for Other Systems
Garmin
Document Title
Part Number
GTN 6XX/7XX AML STC Installation Manual 190-01007-A3
400W Series Installation Manual 190-00356-02
500W Series Installation Manual 190-00357-02
GNS 480 (CNX80) Color GPS/NAV/COM Installation Manual 560-0982-01
GTX 3XX Part 23 AML STC Installation Manual 190-00734-10
GSR 56 Installation Manual 190-00836-00
GDL 69/69A Installation Manual 190-00355-02
GTS 8XX/GPA 65 Installation Manual 190-00587-00
GTS 8X5 Part 23 AML STC Installation Manual 190-01279-00
Garmin G5 Electronic Flight Instrument Part 23 AML STC Installation Manual 190-01112-10
Table 1-3 Technical References

Document Title Document Number
FAA Advisory Circular, Powerplant Guide for Certification of Part 23 Airplanes
FAA AC 23-16A
and Airships
FAA Advisory Circular, Acceptable Methods, Techniques, and Practices –
Aircraft Inspection and Repair FAA AC 43.13-1B
FAA Advisory Circular, Acceptable Methods, Techniques, and Practices –

FAA AC 43.13-2B
Aircraft Alterations
Aerospace Systems Electrical Bonding and Grounding for Electromagnetic
SAE ARP1870
Compatibility and Safety
Standard Guide for Aircraft Electrical Load and Power Source Capacity Analysis ASTM F2490-05

Rev. 5 Page 1-5
1.2.1 Primary Flight Display
The PFD replaces the traditional analog instruments by displaying attitude, heading, airspeed, altitude, and
vertical speed. The G500/G600 TXi PFD requires the following equipment to be installed:
1. GDU 700/1060 display.
2. ADAHRS (one of the following):
◦ GRS 77 AHRS and GDC 74(B) ADC previously installed under the G500/G600 STC
i. STC SA02015SE-D or STC SA02153LA-D
◦ GRS 79 AHRS and GDC 72 ADC
◦ GSU 75(B) ADAHRS
◦ Integrated ADAHRS (built into select GDU 700 and 1060 units)
3. GMU 44 Magnetometer.
4. GTP 59 Temperature Probe.
5. External GPS Navigator (refer to Section 3.2.2 for GPS requirements).
Analog
ADF Marker Auto
Radar DME
(Synchro) Beacon pilot
Altimeter
Equipment Installed per this STC GPS Antenna

GAD 43(e)
Adapter
Standby Standby Standby
Remote ADC/AHRS Internal or remote Airspeed Attitude Altimeter
ADC/AHRS [1] [1] [1]
GSU 75 Internal
ADAHRS ADAHRS PFD
ADC GTP 59
OR OAT Probe GDU
GDC/ADC
700/1060 Magnetic
Compass
AHRS GMU 44
Magnetometer
GRS/AHRS
Standby Instruments [2]

[1] Standby Instruments may not be required
GCU 485
when the Integrated Standby System is
Controller installed.
[2] Standby instruments are not required for
GEA 110 VFR-only operation.
GPS or
GNS 400W/500W GEA 71B
series
GTN 6XX/7XX GBB 54
series Standby Batt
GNS 480 [GDU 700P only] Other Equipment
(Not Installed per TXi STC)
Autopilot ADF
External Flight
GSR 56
Director
NAV GDL 69(e)(A)
Audio Panel Radar Altitude
Figure 1-2 G500/G600 TXi PFD Interfaces

Rev. 5 Page 1-6
1.2.2 Multi-Functional Display
The G500/G600 TXi MFD displays navigation and flight plan data and, depending on other installed
equipment, can display traffic, weather, and terrain data. When configured as such, the MFD can also
function as a backup PFD (GDU 700L not supported). The MFD requires the following equipment to be
installed:
1. GDU 700P, GDU 700L MFD/EIS (version 2.20 or later), or GDU 1060 display.
2. External GPS navigator (refer to Section 3.2.2 for GPS requirements).
Equipment Installed per this STC
If the Integrated Standby System
is used (GDU 700P only)
GTP 59
OAT Probe ADAHRS
or AHRS/
GMU 44 ADC MFD
Magnetometer GDU
700/1060
GBB 54
Flight Stream
Stand-by
510 [2]
Batt [1]
GPS GSR 56
GNS 400W/500W
series
GTN 6XX/7XX series
GNS 480 Traffic
(Active or ADS-B)
Weather Radar GDL 69(e)(A)
Stormscope FIS-B Weather
Audio Panel
[1] Used only as an option on GDU 700P displays on metal aircraft.

[2] Requires TXi software v2.20 or later.
Optional Other Equipment
Interface (Not Installed per the TXi STC)
Figure 1-3 G500/G600 TXi MFD Interfaces
NOTE
Weather radar supported on GDU 1060 and GDU 700P MFD only.

Rev. 5 Page 1-7
1.2.3 Reciprocating Engine Indication System (EIS)
The G500/G600 TXi EIS displays selected engine operating parameters for 4 and 6 cylinder reciprocating
engines. The EIS requires the following equipment to be installed:
1. One GDU 700P, GDU 700L, or GDU 1060 display.
2. GEA 110 Adapter, one per engine.
NOTE
GDU 700 MFD/EIS supports single-engine aircraft only.
3. Sensors for engine parameters.

4. External GPS navigator is optional (refer to Section 3.2.2 for GPS requirements).
In addition to this section, the following sections provide information that must be considered:
• Section 2.1.10 - EIS limitations
• Section 3.2.6 - Minimum EIS requirements and available EIS gauges
• Section 3.4.7 - Sensor selection criteria
• Section 5.7.4 - Gauge markings and configuration requirements
• Appendix Section C.26 - Approved sensor interface or installation, including configuration
• Appendix D - Model-specific info to determine if a Fuel Pressure Test is required
• Appendix F - EIS gauge layouts

Rev. 5 Page 1-8
If the Integrated Standby System
is used (GDU 700P only)
GTP 59 GBB 54
Standby Battery
OAT Probe ADAHRS
or AHRS/ EIS
GMU 44 ADC GDU 1060/
Magnetometer
700P/700L Approved GPS
(Optional for EIS only
Installations)
Voltmeter RPM RPM Voltmeter
CHT Probes CHT Probes

Ammeter Ammeter
(4 or 6) (4 or 6)
Turbine Inlet Turbine Inlet

EGT Probes EGT Probes
Temp Temp
(4 or 6) (4 or 6)
(TIT) (TIT)
Turbine Inlet Carb/Engine

Primary EGT Primary EGT
Temp #2 Inlet Air
GEA Probe Probe GEA
(TIT 2) Temp (IAT)
110 110
No.1 No.2
Carb/Engine Comp Discharge
Inlet Air Fuel Flow Fuel Flow Temp
Temp (IAT) (CDT)
Comp Discharge
Temp Oil Temperature Oil Temperature Fuel Pressure
(CDT)
Fuel Quantity
Fuel Pressure Oil Pressure Oil Pressure
Sensors
Fuel Quantity Manifold Manifold

Sensors Pressure Pressure
Engine No.1 Engine No.2
Figure 1-4 G500/G600 TXi Reciprocating EIS Interfaces

Rev. 5 Page 1-9
1.2.4 Turboprop Engine Indication System (EIS)
The G500/600 TXi EIS displays selected engine operating parameters for select single-engine turboprop
aircraft equipped with PT-6A engines. Turboprop EIS requires the following equipment to be installed:
1. GDU 700P or GDU 1060 display
2. GEA 71B Enhanced Adapter
3. Sensors for engine parameters (if applicable) (refer to Appendix Section C.27)
4. External GPS navigator is optional if a GDU 700P is used with no other TXi PFDs in the aircraft
(refer to Section 3.2.2 for GPS requirements)
In addition to this section, the following section provides information that must be considered:
• Section 2.1.10 – EIS Limitations
• Section 3.2.6 – Minimum EIS requirements and available EIS gauges
• Section 3.4.8 – Sensor selection criteria
• Section 5.7.4 – Gauge markings and configuration requirements
• Appendix Section C.27 – Approved sensor interface or installation, including configuration
• Appendix F – EIS gauge layout
Approved GPS
(Optional for EIS only
Installations)
EIS
GDU 700P/1060
Voltmeter Propeller RPM
Gas Generator
Ammeter
RPM (NG)
Interturbine
Temperature Oil Pressure
(ITT) GEA
71B
Enhanced
Torque Oil Temperature
Fuel Flow Fuel Pressure
Fuel Flow
Temperature
Figure 1-5 G500/600 TXi Turboprop EIS Interfaces

Rev. 5 Page 1-10
1.2.5 EIS Advanced Settings
TXi software v3.00 (and later) includes EIS features, some of which only apply to turboprop EIS
applications. For those features that apply to turboprop engines only, Turboprop EIS must be enabled.
1.2.5.1 Dynamic Gauge Markings (Reciprocating and Turboprop)

Dynamic Gauge Markings is an optional feature available to reciprocating and turboprop engines.
Dynamic Gauge Markings allows EIS gauges to display markings (e.g., arc, lines, radials) that depend on
other parameters in the system. The objective of the feature is to reduce workload and aid the pilot by only
presenting the gauge limitations that apply the current flight conditions. By contrast, analog gauges require
the pilot to interpret multiple markings or memorize powerplant limitations.
There are four terms/definitions important for understanding and configuring Dynamic Gauge Markings:
• Dependent Gauge: Gauge that supports displaying dynamic markings
• Trigger: Configurable conditions that cause the system to display a set of dynamic markings.
When the condition is met, the system displays the associated set of gauge markings. Triggers can
be configured for various condition types: at or above, below, in between, equal (only for data that
has predetermined states such as discrete inputs or engine state)
◦ Reciprocating engines can use triggers of the following data types:
• Outside Air Temperature (ISA, TAT, SAT)
• Airborne Status (In Air, On Ground)
• Pressure Altitude
• Engine RPM
◦ Turboprop engines can use triggers of the following data types:
• Engine State (Off, Starting, Running)
• Outside Air Temperature (ISA, TAT, SAT)
• Airborne Status (In Air, On Ground)
• Pressure Altitude
• Gas Producer RPM (NG)
• Prop RPM (NP)
• Engine Temperature (ITT)
• Engine Torque
• Torque Limiter Discrete
• Reverse Thrust Discrete
• Standard Markings: The set of gauge markings used when dynamic markings are not configured,
are not valid, or the triggers are not able to be met
• Dynamic Marking Set: The markings that are displayed to the pilot when the associated trigger is
satisfied
Refer to Section 5.7.5.1 for dynamic gauge markings configuration instructions.

Rev. 5 Page 1-11
1.2.5.2 Gauge Title Customization (Reciprocating and Turboprop)
Some aircraft gauges have several variations of the title that cannot be properly represented by a dropdown
list. Custom gauge titles have a four-character limit. Only the following gauges have the option for a
custom title:
• Electrical Gauge
◦ For single-engine aircraft when three or more electrical sensors are configured
◦ For multi-engine aircraft when four or more electrical sensors are configured
• Turbine temperature (ITT) (turboprop only)
• NG (turboprop only)
• Prop RPM (turboprop only)
• Torque (turboprop only)
Refer to Section 5.7.5.2 for Gauge Title configuration instructions.
1.2.5.3 Text Lamps (Turboprop Only)

Text lamps appear at the top-left of an engine gauge to indicate that a related system is operating. Text
Lamps are triggered by a discrete input to the GDU/GEA. They are used to supplement existing indicators
in the aircraft. Text Lamps are available for the starter (START), igniter (IGN), and reverse thrust (BETA).
Text Lamps can only be configured for primary gauge slots, not secondary bar gauges.
Figure 1-6 Text Lamp Example
The starter text lamp also has the option for a timer that will appear on the top-right of the gauge when the
starter is engaged, allowing the pilot to track starting cycle time. The start timer has three states: starting
(left), waiting for engine (center), and cool down (right). The START text lamp is initiated by the starter
discrete, or by rising NG if no discrete is configured. During the starting state, the timer counts up while
the starter is active. After the starter discrete becomes inactive, the timer enters the waiting for engine
phase, where it will change to grey color and pause the timer. During this phase, if the engine reaches the
necessary conditions for successful engine start (refer to Section 1.2.5.7), the timer and text lamp will
disappear. If the timer stays in the waiting phase for more than 4 seconds, it will transition to the cooldown
state, where the color changes to light blue and a timer begins counting down from zero to track cooldown
time.
Figure 1-7 Starter Text Lamps States
Refer to Section 5.7.5.3 for Text Lamp configuration instructions.

Rev. 5 Page 1-12
1.2.5.4 Exceedance Timers (Turboprop Only)
Exceedance timers display a countdown timer at the bottom-right region of a gauge to indicate a time-
sensitive operating condition as designated by the aircraft/engine manufacturer. An exceedance timer is
defined by the threshold that a parameter is allowed to exceed and the time it is allowed to exceed the
threshold. The timer has three behavior states. When the timer value is above 5 seconds, the timer displays
white text. When the timer value is between 5 and 0 seconds, the timer will flash between white text and
black text. When the timer reaches 0, it begins flashing red, goes into alerting behavior and records an
exceedance. An exceedance timer can be configured for a time of 0 seconds, so that timer will enter the
alerting state immediately when the threshold is crossed. Alerting behavior means the gauge pointer, value,
text, and timer will be shown in red to draw attention to the exceedance. Exceedance recording is discussed
in Section 1.2.5.5. If the gauge value is reduced below the threshold before the timer expires, then the timer
will disappear and reset.
Timers can be separately configured for various engine operating states, such as running or starting (refer
to Section 1.2.5.8 for Engine Operating Condition description). Multiple timers at different thresholds and
time limits can be configured for the same gauge. If multiple thresholds are exceeded simultaneously, TXi
will display the lowest timer value. Exceedance timers can only be configured for gauge values above the
threshold. The system does not support exceedances where the gauge goes below a threshold, such as low
oil pressure.
Figure 1-8 Exceedance Timer States
Refer to Section 5.7.5.4 for exceedance timer configuration instructions.
1.2.5.5 Exceedance Recording/Viewing (Turboprop Only)

After an exceedance timer has expired, the system begins logging an exceedance for that gauge. As with
exceedance timers, an exceedance will only be logged when a gauge value is above a threshold. The
system does not support exceedances below a threshold. The exceedance log records the following
parameters:
• Gauge name and threshold exceeded
• Duration (in excess of any existing timers)
• Highest value
• Time of the exceedance
• Date
• GDU power cycle
• Gauge value when exceedance finished
• If the exceedance was interrupted, such as due to power loss during exceedance
The following gauges can log an exceedance:
• Torque
• Prop RPM
• NG
• ITT
• Fuel Flow

Rev. 5 Page 1-13
• Oil Temperature
• Fuel Pressure
After an exceedance occurs, the system will generate an advisory message to alert the operator of the
occurrence and a new entry in the exceedance log. The message appears 30 seconds after the exceedance
ends. The exceedance log can be accessed in Normal mode by pilots or in Configuration mode by
mechanics to view the parameters of the exceedance and determine the proper maintenance action.
1.2.5.6 Gauge Driven Discrete (Turboprop Only)

To support replacing gauges that drive an annunciator, TXi supports configuring gauges to drive discrete
outputs based on configured ranges of values. This feature is limited to the Torque and ITT gauge, and
requires Turboprop EIS enabled. Multiple conditions can drive the same discrete output; if any condition is
true, the discrete will be active.
Refer to Section 5.7.5.5 for gauge driven discrete configuration instructions.
1.2.5.7 Configuration Templates (Turboprop Only)

Select aircraft and engine models have predefined configuration templates to assist installers with initial
setup. Template settings are limited to the EIS setup and are only provided for convenience. The installer
must verify that all template settings match the AFM and aircraft parameters prior to engine start. The
following aircraft and engines are supported:
• Socata (Daher) TBM 700 and TBM 700N (TBM 850)
◦ With Pratt and Whitney PT6A-64 or PT6A-66D
• Piper PA-46-310P and PA-46-350P
◦ With Pratt and Whitney PT6A-34, PT6A-35 or PT6A-21
• Cessna (Textron) 208 and 208B
◦ With Pratt and Whitney PT6A-114 or PT6A-114A
The following items can be configured using the templates:
• Exceedance Timers
• Gauge Markings (including dynamic markings)
• Text Lamps
• Engine Configuration
• Engine Operating Condition
Refer to Section 5.3.4.1 for configuration template instructions.
WARNING
Failure to verify that the template settings match the AFM and aircraft parameters may
cause engine damage or failure.

Rev. 5 Page 1-14
1.2.5.8 Engine Operating Condition (Turboprop Only)
TXi can evaluate Gas Generator RPM (NG) and Turbine Temperature (ITT) to determine the engine
operating state. There are three possible engine operating states: OFF, STARTING, or RUNNING. TXi
detects a transition from OFF to STARTING by the activation of the starter discrete input, if configured. If
a starter discrete input has not been configured, the system will infer the engine is starting when it observes
an engine off state followed by rising NG. The engine is considered RUNNING when ITT and NG are
above their respective thresholds for starting. The engine is considered OFF when ITT and NG are below
their respective thresholds for shutdown.
Refer to Section 5.7.6 for configuration instructions.

Rev. 5 Page 1-15
1.2.6 Display Backup
Display backup can prevent the loss of PFD or EIS information (if available) during a single display
failure. Only the GDU 700P/1060 can provide Display Backup mode. The system will preserve the PFD
and EIS information (if applicable). Refer to Figure 1-9 for available Display Backup mode transitions.
The GDU will only enter Display Backup mode if the GDU Location is set to Pilot and is directly
connected to an ADC and an AHRS. If Backup mode includes EIS, it must have a direct connection to the
GEA 110(s) or GEA 71B Enhanced. GDUs meeting this requirement will automatically enter Backup
mode if the communication is lost from an EIS or MFD that is configured as Pilot. Backup mode can be
manually initiated using the display backup switch or the Power button → Display Options → Display
Backup.
NORMAL MODE DISPLAY BACKUP MODE NORMAL MODE DISPLAY BACKUP MODE
PFD PFD
PFD EIS PFD GDU700P PFD MFD/EIS PFD GDU700P
GDU700P GDU 700P GDU700P GDU700L GDU 700P GDU700L
EIS EIS
FAILED FAILED
EIS PFD EIS PFD

PFD GDU700P PFD MFD/EIS PFD GDU 700P
GDU700P GDU700P/ GDU700P/ GDU 700P GDU 700P GDU 700P
GDU700L GDU700L
EIS EIS
FAILED FAILED
PFD
PFD MFD PFD PFD PFD MFD/EIS GDU 700P MFD/EIS
GDU700P/ GDU700P/
GDU700P GDU 700P GDU700P GDU700P GDU 700P GDU700L GDU700L
EIS
FAILED FAILED
PFD
PFD/MFD MFD PFD/MFD PFD PFD EIS PFD GDU 700P
GDU1060 GDU 700P GDU 1060 GDU700P GDU 700L GDU700P GDU700L
EIS
FAILED FAILED
PFD PFD
PFD/MFD EIS PFD/MFD GDU700P PFD/MFD MFD/EIS PFD/MFD GDU700P
GDU1060 GDU 700P GDU 1060 GDU1060 GDU700P GDU1060
EIS EIS
FAILED FAILED
PFD/MFD EIS PFD/MFD/EIS EIS PFD/MFD MFD/EIS PFD/MFD/EIS EIS

GDU700P/ GDU700P/ GDU700P/ GDU 700P/
GDU1060 GDU700L GDU 1060 GDU700L GDU1060 GDU700L GDU1060 GDU700L
FAILED FAILED
PFD PFD
PFD/MFD/EIS MFD PFD/MFD/EIS GDU700P PFD/MFD/EIS MFD/EIS PFD/MFD/EIS GDU700P
GDU1060 GDU 700P GDU 1060 GDU1060 GDU700P GDU1060
EIS EIS
FAILED FAILED
Figure 1-9 Display Backup Mode Transitions

Rev. 5 Page 1-16
If the GDU is set as the standby PFD, it will automatically enter Standby PFD mode if the AHRS safety
monitor, AHRS No COMP, or ADC No COMP is triggered. The Standby PFD mode will display both
ADAHRS sources to allow the pilot to compare ADAHRS 1 and ADAHRS 2 using two displays. Refer to
Figure 1-10 for available standby PFD mode transitions.
Display backup configuration is detailed in Section 5.4.
NORMAL MODE STANDBY PFD MODE

PFD
PFD ADAHRS 2
PFD EIS GDU 700P
GDU 700P GDU 700P ADAHRS 1
GDU 700P
EIS
PFD PFD
PFD MFD ADAHRS 1 ADAHRS 2
GDU 700P GDU 700P
GDU 700P GDU 700P
PFD
PFD MFD/EIS PFD ADAHRS 2
GDU 700P GDU 700P ADAHRS 1 GDU 700P
GDU 700P
EIS
PFD
PFD/MFD EIS PFD/MFD ADAHRS 2
GDU 1060 GDU 700P ADAHRS 1 GDU 700P
GDU 1060
EIS
PFD/MFD PFD
PFD/MFD MFD ADAHRS 1 ADAHRS 2
GDU 1060 GDU 700P
GDU 1060 GDU 700P
PFD
PFD/MFD MFD/EIS PFD/MFD ADAHRS 2
GDU 1060 GDU 700P ADAHRS 1 GDU 700P
GDU 1060
EIS
Figure 1-10 Standby PFD Mode Transitions

Rev. 5 Page 1-17
1.2.7 Integrated Standby System
The Integrated Standby System uses the display backup function with additional required hardware to
replace the aircraft standby instruments in reciprocating-engine equipped Class I & II metal aircraft. The
Integrated Standby System is not approved for Class III or turboprop aircraft. The Integrated Standby
System requires the following to be installed:
1. One GDU 700P for pilot’s PFD with integrated ADAHRS.
2. One GDU 700P for pilot’s MFD, EIS, or MFD/EIS with externally mounted AHRS and ADC or
an ADAHRS.
3. One GBB 54 Backup Battery (refer to Section 2.1.2 and Section 3.4.5 for installation restrictions).
4. Two GMU 44 Magnetometers.
5. Two GTP 59 OAT Probes.
6. One Display Backup switch (refer to Section 4.4.3 for part numbers).
7. One external GPS navigator (refer to Section 3.2.2 for GPS requirements).
The backup GPS antenna is optional, but recommended for the pilot’s PFD.
The Integrated Standby System is structured around the installation of two GDU 700P displays. In certain
installations, a third display on the pilot’s side of the instrument panel may be desirable. Refer to
Figure 1-11 and Figure 1-12 for examples. A four display system will function similar as the three display
system. Refer to Section 5.4 for the configuration details.

Rev. 5 Page 1-18
P FD /M FD Integrated S tandby S ystem A rchitecture
N orm al D isplay M ode
B acku p G PS
A n tenn a
B ackup D isplay M ode
(R ecco m en ded ) Failure C ondition
G arm in SB A S
Source P FD M FD
G M U 44
M FD
G M U 44 G D U 700P G D U 700P
Failure
PFD M FD ADAHRS
G TP 59 HSDB Or
Integrated A D C /A H R S
G B B 54 AD A H R S
G TP 59 P FD PFD
D isplay PFD
B ackup Failure
S w itch
C onfiguration Settings C onfiguration S ettings
G D U Location: P ilot G D U Location: Pilot
S tandby PFD : N/A S tandby P FD : A ctive
P FD /E IS Integrated S tandby S ystem A rchitecture

G arm in SB A S
B acku p G PS
A n tenn a
Source B ackup D isplay M ode
(R ecco m en ded ) Failure C ondition
D isplay B ackup
S w itch
G M U 44 P FD E IS
E IS
G M U 44 G D U 700P G D U 700P
Failure E IS
PFD E IS ADAHRS
G TP 59 HSDB Or
G B B 54 AD A H R S
G TP 59 P FD P FD
G E A 110 P FD
N o. 1 Failure
E IS
G E A 110
N o. 2
C onfiguration Settings C onfiguration S ettings

G D U Location: P ilot G D U Location: Pilot
S tandby PFD : N/A S tandby P FD : A ctive
P FD /E IS Integrated S tandby S ystem A rchitecture

G arm in S B A S
B acku p G PS
A n ten n a
Source B ackup D isplay M ode
(R ecco m end ed ) Failure C ondition
D isplay B ackup
S w itch
G M U 44 P FD M FD /EIS
M FD /E IS
G M U 44 G D U 700P G D U 700P
Failure E IS
PFD M FD /EIS ADAHRS
G TP 59 HSDB Or
G B B 54 AD A H R S
G TP 59 P FD P FD
G E A 110 P FD
N o. 1 Failure
E IS
G E A 110
N o. 2
C onfiguration Settings C onfiguration Settings

G D U Location: P ilot G D U Location: P ilot
S tandby PFD : N /A S tandby PFD : A ctive
Figure 1-11 Two Display Integrated Standby System

Rev. 5 Page 1-19
PFD/MFD/EIS Integrated Standby System Architecture
Normal Display Mode
Backup Display Mode
Garmin SBAS Failure Condition
Backup GPS
Antenna Source ADAHRS GMU 44
(Reccomended) Or PFD PFD EIS
EIS
Display Backup ADC/AHRS GTP 59
Switch Failure
EIS
GMU 44 GDU 700P GDU 700P GDU 700P

PFD MFD EIS
PFD MFD EIS
GTP 59 HSDB HSDB MFD
Integrated Failure
GBB 54 ADAHRS EIS
GEA 110
No. 1 PFD PFD EIS
PFD
GEA 110
Failure
No. 2
PFD Configuration Settings EIS Configuration Settings

GDU Location: Pilot MFD Configuration Settings GDU Location: Pilot or
Standby PFD: N/A GDU Location: Pilot Center
Standby PFD: Active Standby PFD: Inactive
PFD/EIS/MFD Integrated Standby System Architecture

Normal Display Mode
Backup Display Mode
Garmin SBAS Failure Condition
Backup GPS
Antenna
Source
(Reccomended) PFD EIS MFD
Display Backup EIS
Switch Failure
EIS
GMU 44 GDU 700P GDU 700P GDU 700P

PFD EIS MFD
PFD EIS MFD
GTP 59 HSDB HSDB MFD
Integrated Failure
GBB 54 ADAHRS
GEA 110
ADAHRS GTP 59
No. 1 PFD PFD MFD
Or PFD
GEA 110 ADC/AHRS GMU 44
No. 2 Failure
EIS
PFD Configuration Settings MFD Configuration Settings

GDU Location: Pilot EIS Configuration Settings GDU Location: Pilot or
Standby PFD: N/A GDU Location: Pilot Center
Standby PFD: Active Standby PFD: Inactive
Figure 1-12 Three Display Integrated Standby System

Rev. 5 Page 1-20
1.3 Equipment
G500/G600 TXi components are modular and designed for quick replacement in any operating location.
G500/G600 TXi equipment installed by this STC is grouped into four categories:
1. Displays.
2. Remote LRUs.
3. Display sensors.
4. Engine sensors.
1.3.1 Displays
There are three display options:
1. GDU 700P.
2. GDU 700L.
3. GDU 1060.
All GDU 700/1060s have fans integrated into the chassis to supply forced-air cooling to the unit. Air intake
at the bottom of the display and exhaust at the top of the display must not be restricted when the display is
mounted.
The GDU 700P is a 7-inch LCD portrait-oriented panel mount control and display unit. The GDU 700P
Class I & II or Class III can be configured as a PFD, MFD, MFD/EIS display (version 2.20 or later,
reciprocating EIS only), or EIS display available with or without an integrated ADAHRS (Air Data
Attitude Heading and Reference System). The integrated ADAHRS uses a detachable ADC module that is
fastened to the back of the GDU 700/1060. This allows for the display to be removed with no disruption to
the pitot-static connections. GDU 700P EIS-only units are exclusive for reciprocating EIS functions and
are not capable of performing PFD, MFD, Display Backup, or turboprop EIS functions. Refer to
Table 3-1 for display part numbers.
Figure 1-13 GDU 700P Configured as an MFD, PFD, MFD/EIS, or EIS

Rev. 5 Page 1-21
The GDU 700L is a 7-inch LCD landscape-oriented panel mount control and display unit. The GDU 700L
can be configured as a PFD (version 2.20 or later), MFD/EIS (version 2.20 or later), or EIS display. All
EIS-only units are isolated to display EIS functions and future software updates for these units will be
limited to EIS functions. The GDU 700L does not support turboprop EIS. Refer to Table 3-1 for display
part numbers.
Figure 1-14 GDU 700L Configured as EIS, MFD/EIS, and PFD
The GDU 1060 is a 10.6-inch LCD panel mount control and display unit. The GDU 1060 can be
configured as a PFD/MFD or PFD/MFD/EIS display. The GDU 1060 is available with or without an
integrated Air Data/Attitude Heading and Reference System (ADAHRS). The PFD/MFD/EIS display
format of the GDU 1060 is approved for turboprop EIS.
Figure 1-15 GDU 1060 Configured as an MFD/PFD and MFD/PFD/EIS

Rev. 5 Page 1-22
The GCU 485 is a panel mount remote control unit that provides an alternate method of controlling the
G500/G600 TXi PFD display parameters. The installation of the GCU 485 is optional.
Figure 1-16 GCU 485 Controller
The engine EIS annunciator is a warning (red)/caution (amber) lamp, which is required for EIS
installations when the EIS display is located outside the pilot’s primary field-of-view when a TXi PFD is
not installed. It is not required for installations with a PFD that will provide EIS annunciations.
Figure 1-17 Engine EIS Annunciator
The Flight Stream™ 510 (FS510) is a WiFi/Bluetooth-capable multi-media (MMC) data card that serves
as a gateway between a G500/G600 TXi and various portable electronic devices (PEDs).
Figure 1-18 Flight Stream 510

Rev. 5 Page 1-23
1.3.2 Remote LRUs
The GSU 75(B) ADAHRS (Air Data/Attitude and Heading Reference System) is a remote-mounted unit
that provides altitude, airspeed, attitude, and heading data. Attitude, heading, and air data is provided via
ARINC 429. RS-232 is used for maintenance and configuration. The GSU 75(B) contains tilt sensors,
accelerometers, rate sensors, and air data sensors. The GSU 75(B) interfaces to the GMU 44
Magnetometer and GTP 59 OAT Probe and uses signals from an approved GPS/SBAS navigator. The GSU
75B must be used for RVSM operations.
Figure 1-19 GSU 75 ADAHRS
The GRS 79 AHRS (Attitude and Heading Reference System) is remote-mounted unit that provides
aircraft attitude and heading data. Attitude and heading information is provided via ARINC 429. RS-232 is
used for maintenance and configuration. The unit contains tilt sensors, accelerometers, and rate sensors.
The GRS 79 interfaces with the GDC 72 Air Data Computer and the GMU 44 Magnetometer and uses
signals from an approved GPS/SBAS navigator.
Figure 1-20 GRS 79 AHRS
The GDC 72 ADC (Air Data Computer) is a remote-mounted unit that provides altitude, airspeed, and
vertical speed data. The GDC 72 receives static and total (pitot) air pressure and interfaces to the GTP 59
OAT Probe. Air data is provided via ARINC 429, and RS-232 is used for maintenance and configuration.
Figure 1-21 GDC 72 ADC

Rev. 5 Page 1-24
The GAD 43(e) is a remotely mounted adapter that provides analog attitude, heading, and yaw inputs for
third-party autopilot systems and synchro heading data to be used by other systems. It allows existing ADI/
gyros required for autopilot operation to be replaced by the G500/G600 TXi system.
The GAD 43(e) can provide the following information in analog format:
• Pitch and roll for the autopilot (synchro and other analog formats)
• Pitch and roll for weather radar stabilization (50 and 200 mV/degree)
• Heading (synchro)
• Yaw rate (100, 200, 333, and 600 mV/degree/sec)
• Analog baro-correction like the Honeywell KEA 130/130A and KEA 346
(P/Ns 006-0362-0008 through -0011 only) encoding altimeters
Additionally, the GAD 43e allows the G500/G600 TXi to receive data from marker beacon receivers,
synchro (ARINC 407) ADF receivers, DME systems, and analog radar altimeters. It also allows the
G500/G600 TXi to provide altitude preselect and vertical speed control when interfaced to approved
autopilots, which are listed in Appendix Section C.14.
In Configuration mode, the GAD 43/43e can have analog attitude and heading outputs set to specific
values without the need for removing any gyros or using a tilt table.
Figure 1-22 GAD 43 (Left) and GAD 43e (Right)
The GBB 54 is a Lithium-ion battery that is required for the Integrated Standby System, but is optional for
other GDU 700P installations. The GBB 54 will power a GDU 700P, the essential display sensors, and a
single GEA 110 in the event of total electrical power loss for a minimum of 30 minutes. The battery is
charged by the aircraft electrical system when not in use.
Figure 1-23 GBB 54 Backup Battery

Rev. 5 Page 1-25
1.3.3 Display Sensors
The GMU 44 Magnetometer senses magnetic field and provides data to an AHRS to determine aircraft
magnetic heading. The GMU 44 receives power directly from the AHRS source and communicates with
the AHRS via RS-485 and RS-232.
Figure 1-24 GMU 44 Magnetometer
The GTP 59 Outside Air Temperature (OAT) Probe is a remotely mounted sensor that interfaces to an
ADC for OAT display and true airspeed computations.
Figure 1-25 GTP 59 OAT Probe
The GDU 1060 and GDU 700 displays can interface to an optional backup GPS that can be used in the
event of a failure of the primary GPS source. The backup GPS can be used to support the display of time
and the ownship on the pilot’s PFD or MFD. The backup GPS does not provide navigation functions.
Installation of a backup GPS antenna is optional, but recommended for the pilot’s PFD if an Integrated
Standby System or GBB 54 Backup Battery is installed.
Figure 1-26 Backup GPS Antenna

Rev. 5 Page 1-26
1.3.4 Engine Sensors
This STC only provides installation approval and/or interface approval for select engine sensors. Refer to
Section C.26 for piston aircraft and Section C.27 for turboprop aircraft. The GEA 110 is the engine
interface and monitoring module for reciprocating engines that collects signals from the engine sensors and
communicates the engine parameters to the GDU 700/1060 display. Each engine requires a single GEA
110 adapter. The GEA 110 can be mounted remotely or on the back of the GDU 1060 display. The GEA
110 communicates via RS-485.
Figure 1-27 GEA 110 Engine Adapter
The GEA 71B Enhanced is an engine interface and monitoring module for turboprop engines that collects
signals from the engine sensors and communicates the engine parameters to the GDU 700P/1060 display
via RS-485 digital interface. The GEA 71B is remotely mounted.
Figure 1-28 GEA 71B Enhanced Engine Adapter
The carburetor temperature probe is a K-Type thermocouple.
Figure 1-29 Carburetor Temperature Probe

Rev. 5 Page 1-27
The oil temperature probe is a K-Type thermocouple. The probe is supplied with a crush washer.
Figure 1-30 Oil Temperature Probe
The fuel flow transducers are installed in-line with the engine fuel delivery system. The display of fuel
flow under the TXi STC supports the following engines:
• Fuel-injected engines with and without the fuel servo return line
• Carbureted engines with a fuel pump, without the carburetor return line, and with the carburetor
return line (will require two fuel flow transducers)
• Carbureted engines with gravity feed fuel delivery system
Figure 1-31 Fuel Flow Transducer
There are two sensor options for oil, fuel, and manifold pressure depending on aircraft maximum
operational altitude:
• Brass body sensor, supplied with a plug, for aircraft with an operational ceiling of 25,000 feet or
less
• Stainless steel body sensor for aircraft with operational ceiling of 41,000 feet or less
Figure 1-32 Pressure Sensors

Rev. 5 Page 1-28
1.4 System Architecture Examples
The G500/G600 TXi system can be interfaced with other existing aircraft systems. Refer to Appendix C
for equipment compatible with the G500/G600 TXi system. Example installation block diagrams are
shown in Figure 1-33 through Figure 1-35.
Additionally, Figure 1-34 and Figure 1-35 show example installations of the Integrated Standby System
with possible interfaces for the following configurations:
• PFD/MFD with dual GPS and four GDU 700 displays
• PFD/EIS with a single GPS and three GDU 700 displays

Rev. 5 Page 1-29
Various Analog Sinals
Analog GTP 59
Autopilot OAT Probe
GAD 43(e) ARINC 429
(Various Models) Various Discrete Signals
Adapter Internal RS-485
GMU 44
ADAHRS RS-232
RS-232
Magnetometer
Analog/discrete (radio height)
Analog Rad Alt
Analog/Digital
Various No. 1
Engine Inputs
Marker Beacon Discrete (Marker Lamps) GAD 43e GEA 110/71B No. 1
Receiver Adapter Engine Module
RS-485
GDU
ARINC 429
only (NAV 1/2, RS-485 700P/L
Serial (DME Control) Rad Alt,
DME Serial (DME Distance)
ARINC 429
ADF)
Various No. 2 EIS
Analog/Digital
Engine Inputs
ADF Bearing
ADF (Synchro)
GEA 110 No. 2
RS-485
Engine Module
Analog / RS-232 / RS-485
ARINC 429 HSDB
NAV Receiver OR
Standby Standby
HSDB
GDU RS-232
GCU 485
Attitude Airspeed 1060 Controller
FLT Dir
[1] [1]
Autopilot
RS-485 PFD/
(Various Models) ARINC 429 / MFD Time Mark
No. 1
Discrete / Analog HSDB
Magnetic Standby GTN 6XX/7XX
Compass Altimeter
RS-232 Time Mark
OR
[1] GSR 56 Discrete RS-232 (MapMX) No. 1 Approved
ARINC 429 (GPS)
ARINC 429
GPS/SBAS
Standby Instruments Stormscope
RS-232 (GPS Navigator) Navigator
Discrete
Existing Equipment ADF

Sin/Cos + Valid ARINC 429 Radar Altimeter
(already installed in aircraft)
Discrete
ARINC 429
Audio Panel
Analog Audio
ARINC 429 Traffic /
NOT ALL INTERFACES TO OR ADS-B
EXISTING SYSTEMS ARE HSDB
SHOWN XM WX/Entertain. HSDB

ARINC 429
GDL 69(A) ARINC 453/708
[1] Stand-by instrument is not required for Discrete
Weather Radar
OR
VFR-only operation. Stall Protection/ HSDB
ARINC 429
Warning
Figure 1-33 GDU 1060 PFD/MFD with a GDU 700 EIS Block Diagram

Rev. 5 Page 1-30
GTP 59
Analog
OAT Probe
(Internal) GCU 485 GCU 485
RS-232 RS-232
ADAHRS RS-485
Controller Controller
GMU 44
No. 1 RS-232
Magnetometer
Analog / RS-232 / Analog / RS-232 /
Various Analog Sinals ARINC 429 ARINC 429
Autopilot NAV 1 NAV 2
Various Discrete OR OR
ARINC 429 GAD 43(e) Signals (Various HSDB
Receiver Receiver
HSDB
Models)
RS-232
Adapter
Analog/discrete Sin/Cos + Valid Sin/Cos + Valid
ADF
(radio height) Analog Rad Alt
Stall Protection/
ARINC 429 ARINC 429
GAD 43e
Discrete (Marker
Lamps)
Marker Beacon Warning No. 4
Receiver
Adapter FLT Dir
GDU
ARINC 429
only Serial (DME Control)
RS-485 700P
Serial (DME Distance)
(NAV 1/2, DME Autopilot
Rad Alt,
ARINC 429
ARINC 429 (Various Models) Copilot
ADF)
ADF Bearing
Discrete / Analog
PFD 2
ADF (Synchro)
RS-232 (MapMX)
RS-232 (MapMX)
ARINC 429 (GPS)
No. 2
ARINC 429 (GPS) ARINC 429
GPS (GPS Navigator)
RS-232 (MapMX)
No. 1 ARINC 429 (GPS)
GPS
HSDB
Various No. 1
No. 1 Engine Inputs
Analog/
Digital
GDU
GEA 110 No. 1
700P RS-485
Engine Module RS-485 No. 3
Pilot GDU
RS-485
PFD 1 RS-485
GEA 110 No. 2
700P/L
Engine Module
EIS
Analog/
Various No. 2 Digital
GTP 59 Engine Inputs
OAT Probe Analog HSDB
RS-232
RS-485
GSU 75
GMU 44
RS-232 [1] ARINC 429
Magnetometer
HSDB GDL 69 Series
Display Backup Switch
RS-232 Stormscope
Discrete
RS-232
GBB 54
Standby Batt [1]
HSDB RS-232
Discrete
GSR 56
Analog Audio Analog Audio

No. 2
Audio Panel GDU ARINC 429
ARINC 453/708
Discrete Discrete 700P Discrete
Weather Radar
ARINC 429 Radar Altimeter MFD OR
HSDB
HSDB No. 1 Discrete

Time Mark GTN 6XX/7XX ARINC 429
Traffic /
ARINC 429
Time Mark
OR
OR ADS-B
RS-232 (MapMX) HSDB
No. 1 Approved
ARINC 429 (GPS)
Garmin SBAS
ARINC 429
(GPS Navigator) Navigator HSDB No. 2
Time Mark GTN 6XX/7XX
OR
Time Mark
No. 2 Approved
Existing Equipment RS-232 (MapMX)
ARINC 429 (GPS) GPS/SBAS
(already installed in aircraft) Navigator
NOT ALL INTERFACES TO EXISTING

SYSTEMS ARE SHOWN
[1] The Integrated Standby System may use a GSU 75 unit or separate GRS 79 and GDC 72 units to replace standby instruments
Figure 1-34 Integrated Standby System Block Diagram with a MFD in Backup
(Four Displays with Two GPS Navigators)

Rev. 5 Page 1-31
Various Analog Sinals
Autopilot GTP 59 GTP 59
Various Discrete
GAD 43(e) ARINC 429 Analog OAT Probe OAT Probe Analog
(Various Models) Signals
Internal GSU 75 RS-232
Adapter ADAHRS
RS-232 RS-485
GMU 44 GMU 44
RS-485 [1] ARINC 429
RS-232 RS-232
Analog/discrete No. 1 Magnetometer Magnetometer
Analog Rad Alt (radio height)
Analog/
Digital
Various No. 1 No. 3
Marker Beacon GEA 110 No. 1 Engine Inputs
Discrete (Marker
Lamps)
GAD 43e RS-485
Engine Module GDU
Receiver Adapter
RS-485
GTN HSDB
Time Mark 700P
only 6XX/7XX
Serial (DME Control) ARINC 429
(NAV 1/2, RS-485 OR EIS
DME Serial (DME Distance)
Rad Alt,
ARINC 429 ADF) GEA 110 No. 2 Approved Time Mark
RS-485 Analog/ RS-232 (MapMX)
Engine Module Digital
Various No. 2 Garmin ARINC 429 (GPS)
ADF (Synchro)
ADF Bearing Engine Inputs SBAS
Display Backup switch

Analog / RS-232 /
ARINC 429 HSDB
NAV 1 Receiver OR Discrete
GBB 54
HSDB No. 1 RS-232
Standby Batt [1]
Existing Equipment GDU HSDB GDL 69 Series

(already installed in aircraft) ADF
Sin/Cos + Valid
700P RS-232
GCU 485
Controller
PFD
HSDB RS-232
Stall Protection/ Stormscope
NOT ALL INTERFACES Warning
ARINC 429
TO EXISTING SYSTEMS
ARE SHOWN Discrete HSDB No. 2
GTN 6XX/7XX
Radar Altimeter ARINC 429 Time Mark
GDU RS-232
Discrete
GSR 56
OR
[1] The Integrated Standby Time Mark 700P
System may use a GSU 75 FLT Dir RS-232 (MapMX)
Approved
RS-485 ARINC 429 (GPS) RS-232 (MapMX) MFD Discrete
unit or separate GRS 79 Autopilot ARINC 429
Garmin SBAS ARINC 429 (GPS) ARINC 429
and GDC 72 units to (Various Models) ARINC 429 (GPS Navigator) Navigator ARINC 429 Traffic /
replace standby instruments Discrete / Analog OR ADS-B
HSDB
Analog Audio Analog Audio
Audio Panel
ARINC 429
ARINC 453/708
Discrete
Weather Radar OR
HSDB
Figure 1-35 Integrated Standby System Block Diagram with EIS in Backup
(Three Displays with Single GPS Navigator)

Rev. 5 Page 1-32
2 LIMITATIONS
2.1 Installation Limitations .....................................................................................................................2-2

2.1.1 Integrated ADAHRS ..................................................................................................................2-3
2.1.2 Integrated Standby System.........................................................................................................2-3
2.1.3 Course Deviation Indicator ........................................................................................................2-3
2.1.4 Standby Attitude Indicator with Flight Director ........................................................................2-3
2.1.5 ADI with Mode Annunciation....................................................................................................2-3
2.1.6 Altitude Alerter and Preselectors ...............................................................................................2-3
2.1.7 Traffic Sensor .............................................................................................................................2-3
2.1.8 TAWS.........................................................................................................................................2-4
2.1.9 Airspeed Warning System..........................................................................................................2-4
2.1.10 EIS..............................................................................................................................................2-4
2.1.11 GBB 54.......................................................................................................................................2-5
2.1.12 Pressure Sensors.........................................................................................................................2-5
2.1.13 Part 121/Part 135 Operations .....................................................................................................2-5
2.1.14 RVSM.........................................................................................................................................2-5
2.1.15 GAD 43/43e ...............................................................................................................................2-6
2.1.16 GDU 700 MFD or MFD/EIS with GDU 620.............................................................................2-6
2.1.17 GDU 700/1060 PFD...................................................................................................................2-6
2.1.18 Video Display.............................................................................................................................2-6
2.2 Operational Limitations ....................................................................................................................2-7

Rev. 5 Page 2-1
2.1 Installation Limitations
Only the equipment or aircraft systems with interface(s) approved by this STC can be connected to the
G500/G600 TXi. Installation of equipment that is not on this STC Equipment List, but is interfaced to the
G500/G600 TXi, requires separate airworthiness approval.
Installation of GDU 700/1060 will require rearrangement of existing aircraft instruments to make room for
the display(s). This STC defines the location of standby instruments, but does not include data for
installation of the existing instruments that are retained (such as required standby instruments) and need to
be relocated. Data used for the installation of those instruments should be based on the equipment or
aircraft manufacturer data.
Relocated instruments must use the existing approved lighting system. Instrument panels that use lighting
overlay must use manufacturer data to modify the overlay, if required, or replace it with a lighting system
approved under the aircraft type design data (TC), applicable STC, or other acceptable means.
Configuration and number of GDU 700/1060 displays installed under this STC is limited to a maximum:
• Four displays total (GDU 1060 and GDU 700 combined)
• Two GDU 1060s
• Two PFDs
• Two EIS displays (GDU 1060 and GDU 700 combined)
The number of ADAHRS and AHRS/ADC sensors installed under this STC, or interfaced to the
G500/G600 TXi system, is limited to a maximum of two. This limitation does not apply to standby
instruments or other attitude and air data sensors that are not interfaced to the G500/G600 TXi system. The
G500/G600 TXi STC is not a basis for airworthiness approval of system installations that result in
increased weight of the equipment installed in the aircraft instrument panel, unless the weight is within the
limits specified by the aircraft manufacturer.
CAUTION
The total weight of the new equipment planned for installation in aircraft instrument panel
may not exceed the total weight of the equipment that will be removed from the panel,
unless the total weight of all the equipment installed in the instrument panel is within the
weight limit established for the panel by the aircraft manufacturer. Selection of
G500/G600 TXi LRUs must take this requirement into account, particularly when
considering the installation of optional GEA 110 unit at the back of GDU 1060 with
ADAHRS option.
The GDU 700/1060 must be configured such that its airspeed tape conveys all operating limitations that
were previously conveyed to the pilot by the approved type design airspeed indicator and limitations
published in the aircraft POH/AFM.
In aircraft with multiple power buses, the GDU 700/1060 on the pilot side and connected AHRS/ADC
must be powered from the essential bus. Except as explicitly stated, operation of the pilot’s (primary)
system on an avionics bus or secondary bus is prohibited. In aircraft with a single power bus, the (PFD)
GDU 700/1060 on the pilot side and connected AHRS/ADC must be powered from the main bus.
For G500/G600 TXi system components that are mounted outside the pressure vessel of pressurized
aircraft, wires that penetrate the pressure vessel must use aircraft type design provisions, such as spare pins
in existing bulkhead connectors or existing sealed wire pass through. Substantiation for additional holes in
the aircraft pressure vessel are beyond the scope of the G500/G600 TXi AML STC and require separate
airworthiness approval.

Rev. 5 Page 2-2
2.1.1 Integrated ADAHRS
The integrated ADAHRS is not approved for use with GDU 700/1060 installations in instrument panels
supported by shock mounts.
2.1.2 Integrated Standby System
The Integrated Standby System is not approved for installations in non-metal aircraft, Class III aircraft
(G600 TXi), or installations that include a GEA 71B Enhanced. Pneumatic or compatible electronic
standby instruments are required for non-metal aircraft and Class III aircraft.
2.1.3 Course Deviation Indicator

A backup CDI that supports GPS or GPS/NAV will not operate properly under all conditions when a
G500/G600 TXi PFD is installed. Refer to Table 3-20 for external CDI limitations.
2.1.4 Standby Attitude Indicator with Flight Director

Display of the flight director on the standby attitude indicator is beyond the scope of the G500/G600 TXi
AML STC. Multiple flight director displays from an autopilot/flight director computer can affect the
amplitude and overall delay of the presentation. Installations that use a standby attitude indicator with a
flight director presentation integral to the unit must disable the flight director presentation. Further
evaluation is required for parallax flight director view to determine the suitability for relocation of the
attitude indicator.
2.1.5 ADI with Mode Annunciation

G500/G600 TXi system installations on aircraft equipped with an ADI that contains an autopilot mode
annunciator require alternative means to provide annunciation of the Autopilot mode, which is beyond the
scope of the G500/G600 TXi STC.
2.1.6 Altitude Alerter and Preselectors

For autopilot systems that support altitude capture, only a few support external vertical speed and/or
pre-selected altitudes. The G500/G600 TXi can function as an altitude preselector for the autopilot systems
that are listed in this manual only when the option is enabled in the G500/G600 TXi as a system upgrade.
2.1.7 Traffic Sensor

The G500/G600 TXi system is certified to display data from only one traffic system for a given
installation. The display supports multiple types of traffic sensors: TAS, TCAS I, TIS, ADS-B, or
composite traffic (e.g., ADS-B and TAS/TCAS correlation). However, only one complete traffic system
may be configured for use, which includes composite traffic systems combining ADS-B and active traffic
correlation. Interfacing a different traffic sensor to each GDU 700P/1060 in dual G500/G600 TXi systems
installations is not approved by this STC.

Rev. 5 Page 2-3
2.1.8 TAWS
Only one TAWS that generates aural and visual annunciations may be installed in the aircraft. If an
external TAWS is installed along with SVT on the GDU 700/1060, the GDU must be configured to disable
SVT-Terrain aural and visual annunciations.
The MFD does not provide the necessary annunciations required for a full TAWS capable system. TAWS
must be disabled on the MFD in a single MFD installation without an accompanying PFD (GDU 700 or
GDU 1060). MFD-only installations with third-party TAWS annunciators or annunciator panels are
possible, but are beyond the scope of this STC and require separate airworthiness approval.
The G500/G600 TXi PFD will only display annunciations from a TAWS system embedded in a
GNS 500W series or GTN 6XX/7XX navigator when they are configured as system #1 (i.e., GPS or
GPS 1). TAWS annunciations will not display on the PFD if a GNS 500W series or GTN 6XX/7XX
navigator is configured as system #2.
2.1.9 Airspeed Warning System

The airspeed warning system must continue to function after the installation of the G500/G600 TXi system
in aircraft that have a speed warning system.
Certain aircraft are required to have an airspeed warning system in accordance with 14 CFR §23.1303(e).
The G500/G600 TXi system does not generate aural airspeed warnings; however, the GDU 700/1060 does
provide configurable airspeed discrete outputs that can be utilized with external devices to trigger aural
airspeed warnings. For example, if the original airspeed indicator was part of the airspeed warning system,
it must be retained to generated airspeed aural warnings; however, the airspeed indicator can be removed if
the G500/G600 TXi configurable airspeed discrete outputs are used to trigger aural airspeed warnings. The
Airspeed Switch discrete output must be limited to support functions that have a failure condition
classification of Major or less in accordance with AC 23.1309-1E.
2.1.10 EIS
The existing engine gauges can be replaced by an EIS display only if the functionality, markings, and
operational limits of the original gauges are able to be depicted on the EIS display presentation. The
original gauge must not be removed if any operating parameter, marking, or annunciation required by
aircraft type design, engine type design, or aircraft POH/AFM (or similar) cannot be displayed on the
GDU 700/1060 or an appropriate placard cannot be installed.
The G500/G600 TXi EIS does not currently support aircraft with:
• Twin-turboprop aircraft
• Radial engines
• Twin centerline thrust engines (e.g., Cessna Skymaster)
• Engines with FADEC or electronic ignition systems
• CDT, IAT, DIFF engine indications for more than one inter-cooler per engine
• Indications for more than one alt/amp per engine and one volt meter (e.g., engine with dual
alternators) (software v2.30 and earlier)
• Engine turbochargers that have an oil system separate from the engine oil system and have
turbocharger oil pressure or temperature gauge(s)
Turboprop EIS on G500/G600 TXi currently has the following limitations:
• GDU 700L is not approved for display of turboprop EIS data

Rev. 5 Page 2-4
• A GDU 1060 configured for PFD/MFD/EIS can display turboprop EIS data on the EIS strip and
the MFD Engine page
• A GDU 700P can display turboprop EIS data when it is configured as a full EIS display
• Interface to resistive or capacitive fuel quantity sensors is not approved
• The exceedance timer and recorded data are advisory only. The exceedance timer and recording is
not to be used to determine the need for maintenance, accept maintenance, or return the aircraft to
service.
2.1.11 GBB 54
The GBB 54 is not approved for installation in non-temperature controlled areas of the aircraft if the
operational ceiling is greater than 25,000 feet. The GBB 54 is limited to installation in metal aircraft.
2.1.12 Pressure Sensors

Brass body pressure sensors are not approved for installation in aircraft that have an operational ceiling
greater than 25,000 feet. Refer to Figure 1-32.
2.1.13 Part 121/Part 135 Operations

Aircraft requiring a third attitude instrument for operations under 14 CFR Part 121 or 135 must still
comply with the G500/G600 TXi standby instrument requirements. Consequently, one additional attitude
indicator is required for the copilot’s position. Aircraft that require the third attitude source are described in
14 CFR §121.2, 14 CFR §135.2, and 14 CFR §121.305(j).
The third attitude indication may be a traditional gyro or second G500/G600 TXi system. The standby
attitude indicator detailed in Section 3.2.3 may be used provided it also complies with requirements of
14 CFR §121.305(k).
Single-engine aircraft operated under 14 CFR Part 135 must have two independent electrical sources or a
standby battery or generator/alternator capable of supplying 150% of the electrical loads of all required
instruments and equipment necessary for safe emergency operations of the aircraft for 60 minutes in
accordance with 135.163(f).
For multi-engine aircraft operated under 14 CFR Part 135, the electrical load of all required instruments
and equipment necessary for emergency operations must not be greater than one-half of the total generated
power in accordance with 14 CFR 135.163(g). List of required instruments and equipment necessary for
safe emergency operations must be expanded to include the pilot’s GDU, AHRS, ADC, and standby
attitude indicator (if installed) when evaluating aircraft electrical loads.
2.1.14 RVSM
Aircraft operating at or above RVSM published altitudes will not meet the RVSM requirements with the
G600 TXi installation unless the aircraft group and installation comply with RVSM specific requirements
outlined in this manual.
TBM 700/850 series aircraft that comply with the installation guidance in Appendix G are included in the
Group Approval and are eligible for airworthiness approval in RVSM airspace.

Rev. 5 Page 2-5
2.1.15 GAD 43/43e
Installation of the GAD 43(e) without a GDU 700(PFD)/1060 is not authorized. The GAD 43(e) Adapter is
not capable of providing analog attitude information without external integrity monitoring. In order to
ensure the proper error detection rate and safety of the system, a GDU 700(PFD)/1060 is the only device
that can be used as an integrity monitor when the GAD 43(e) is used to replace the attitude source for an
autopilot.
2.1.16 GDU 700 MFD or MFD/EIS with GDU 620

In a configuration consisting of a GDU 620 and a GDU 700 MFD or MFD/EIS, traffic or heading will be
unavailable on the MFD Map, and OAT will be unavailable on the Engine page.
A Flight Stream 510 used in a GDU 700 MFD or MFD/EIS that is installed in a configuration that already
has a GDU 620 installed in the aircraft will not display the following on a connected PED:
• Active traffic
• Altitude
• Airspeed
• Heading
2.1.17 GDU 700/1060 PFD

Installation of a GDU 700/1060 configured as a PFD in an aircraft with a GDU 620 already installed is not
approved by this STC at this time.
2.1.18 Video Display

Functions and operations using the video display must be limited to ensure that aircraft safety is not
significantly reduced if the video display stops working or displays incorrect information. The video
display may be used as a supplement to provide additional visual perspective to aid operations that do not
rely solely on the video image.

Rev. 5 Page 2-6
2.2 Operational Limitations
All functions of the G500/G600 TXi system meet the appropriate design assurance qualifications for
primary flight displays in all aircraft listed on the AML. References listed in Table 1-1 provide a
comprehensive list of TSO authorizations by function. The instructions in this manual must be followed in
order to ensure an airworthy installation for aircraft operating under Title 14 CFR Parts 91, 121, and 135,
with the limitations of those installations listed here.
Data for some aircraft models listed on the AML is currently insufficient to substantiate IFR operations
with the G500/G600 TXi. Consequently, these aircraft models are limited to VFR operation only and must
be placarded in accordance with Section 4.3. A list of aircraft models limited to VFR when modified with
the installation of a G500/G600 TXi system is included in Appendix D.

Rev. 5 Page 2-7
3 PREPARATION
3.1 Materials and Parts............................................................................................................................3-2

3.1.1 Garmin........................................................................................................................................3-2
3.1.2 Commercial ................................................................................................................................3-6
3.2 G500/G600 TXi Installation Requirements......................................................................................3-8
3.2.1 Power Distribution .....................................................................................................................3-8
3.2.2 GPS Navigator..........................................................................................................................3-11
3.2.3 Standby Instruments .................................................................................................................3-11
3.2.4 Display Lighting Control .........................................................................................................3-13
3.2.5 Considerations for Vacuum System .........................................................................................3-13
3.2.6 Engine Indication System (EIS) ...............................................................................................3-14
3.2.7 HSDB Architecture ..................................................................................................................3-19
3.2.8 Discrete Inputs and Outputs .....................................................................................................3-24
3.3 Interfaces to Other Equipment........................................................................................................3-25
3.3.1 Navigation Receiver .................................................................................................................3-25
3.3.2 Course Deviation Indicators.....................................................................................................3-25
3.3.3 Autopilot...................................................................................................................................3-26
3.3.4 Attitude Director Indicator .......................................................................................................3-28
3.3.5 Autopilot Turn Coordinator .....................................................................................................3-29
3.3.6 Altitude Preselector and Remote Annunciators .......................................................................3-29
3.3.7 GPSS (Roll Steering) ...............................................................................................................3-30
3.3.8 ADF..........................................................................................................................................3-30
3.3.9 Radar Altimeter ........................................................................................................................3-30
3.3.10 Altitude Output.........................................................................................................................3-30
3.3.11 Weather Radar..........................................................................................................................3-31
3.3.12 WX-500 Stormscope® .............................................................................................................3-31
3.3.13 GSR 56 Iridium® Satellite .......................................................................................................3-32
3.3.14 Traffic.......................................................................................................................................3-32
3.3.15 External TAWS ........................................................................................................................3-33
3.3.16 Video Input...............................................................................................................................3-34
3.3.17 Flight Stream 510 .....................................................................................................................3-34
3.4 Selection of G500/G600 TXi System Components........................................................................3-35
3.4.1 Aircraft Eligibility Checklist....................................................................................................3-35
3.4.2 Displays ....................................................................................................................................3-38
3.4.3 GCU 485 Controller .................................................................................................................3-39
3.4.4 Attitude and Air Data ...............................................................................................................3-41
3.4.5 GBB 54 Battery........................................................................................................................3-41
3.4.6 GAD 43(e) Adapter ..................................................................................................................3-42
3.4.7 GEA 110 Engine Adapter ........................................................................................................3-42
3.4.8 GEA 71B Enhanced Engine Adapter .......................................................................................3-45
3.5 Electrical Load Analysis.................................................................................................................3-47
3.5.1 Measurement of Electrical Loads.............................................................................................3-49
3.5.2 Battery Capacity Analysis ........................................................................................................3-56

Rev. 5 Page 3-1
3.1 Materials and Parts
Equipment sourced from Garmin and commercially available parts are required for installation of the
G500/G600 TXi system. This section provides a description of equipment and installation kits available
from Garmin and commercially available parts and their requirements.
3.1.1 Garmin
G500/G600 TXi system components and applicable installation kits are supplied by Garmin. Refer to the
Aviation Price Catalog on the Garmin Dealer Resource Center for details once the selection for a particular
aircraft installation is determined.
Table 3-1 G500/G600 TXi Displays

G600 Part Number
Display
TXI Only Unit Catalog
GDU 700L EIS Black 011-03307-00 010-01219-00
GDU 700L EIS Gray 011-03307-10 010-01219-10
GDU 700L Part 23 Class I, II Black 011-03307-20 010-01219-20
GDU 700L Part 23 Class I, II Black, ADAHRS [1] 011-03307-30 010-01219-30
GDU 700L Part 23 Class III Black x 011-03307-60 010-01219-60
GDU 700L Part 23 Class III Black, ADAHRS [1] x 011-03307-70 010-01219-70
GDU 700L Part 23 Class III Gray x 011-03307-80 010-01219-80
GDU 700L Part 23 Class III Gray, ADAHRS [1] 011-03307-A0 010-01219-A0
GDU 700P EIS Black 011-03306-00 010-01218-00
GDU 700P EIS Gray 011-03306-10 010-01218-10
GDU 700P Part 23 Class I, II Black 011-03306-20 010-01218-20
GDU 700P Part 23 Class I, II Black, ADAHRS [1] 011-03306-30 010-01218-30
GDU 700P Part 23 Class III Black x 011-03306-60 010-01218-60
GDU 700P Part 23 Class III Black, ADAHRS [1] x 011-03306-70 010-01218-70
GDU 700P Part 23 Class III Gray x 011-03306-80 010-01218-80
GDU 700P Part 23 Class III Gray, ADAHRS [1] x 011-03306-A0 010-01218-A0
GDU 1060 Part 23 Class I, II Black 011-03308-20 010-01220-20
GDU 1060 Part 23 Class I, II Black, ADAHRS [1] 011-03308-30 010-01220-30
GDU 1060 Part 23 Class III Black x 011-03308-60 010-01220-60
GDU 1060 Part 23 Class III Black, ADAHRS [1] x 011-03308-70 010-01220-70
GDU 1060 Part 23 Class III Gray x 011-03308-80 010-01220-80
GDU 1060 Part 23 Class III Gray, ADAHRS [1] x 011-03308-A0 010-01220-A0
GDU 700/1060 ADC Module [1] [2] 011-03457-00 010-01326-00
GDU 700/1060 ADC Module [1] [3] 011-03457-50 010-01326-50
Notes:
[1] GDU 700/1060 ADAHRS units require an ADC module.
[2] For G500 TXi Class I & II aircraft.
[3] For G600 TXi Class III aircraft.

Rev. 5 Page 3-2
Table 3-2 Display Connector Kits
Display Connector Kit Part Number
GDU 1060, 700P/L Connector kit 011-03527-00
GDU 1060, 700P/L Config module, potted 011-04038-00
GCU 485 Connector kit 011-01824-00
Table 3-3 G500/G600 TXi LRUs

Part Number
Unit
Unit Catalog
GSU 75 011-03094-00 010-01127-00
GSU 75B [1] 011-03094-40 010-01127-40
GDC 72 011-03734-00 010-01424-00
GRS 79 011-03732-00 010-01423-00
GAD 43 011-01970-00 010-00724-00
GAD 43 [2] 011-01970-01 010-00724-03
GAD 43e 011-02349-00 010-00852-00
GEA 71B Enhanced 011-03682-02 010-01405-02
GEA 110 011-03454-00 010-01329-00
GBB 54 011-03456-00 010-01331-00
GCU 485 ARM/ENG/GPSS/CDI 011-03582-01 010-01350-01
GCU 485 ARM/GPSS/CDI 011-03582-02 010-01350-02
GCU 485 GPSS/CDI 011-03582-03 010-01350-03
GCU 485 CDI 011-03582-04 010-01350-04
GCU 485 ARM/ENG/CDI 011-03582-05 010-01350-05
Flight Stream 510 011-03595-00 010-01322-01
Notes:
[1] The GSU 75B is required for the G600 TXi system to be eligible for RVSM in the TBM 700.
Additional RVSM parts and certification are required in aircraft other than the TBM 700.
Contact Garmin for additional information on RVSM eligibility.
[2] GAD 43 P/N 011-01970-00 cannot be used to provide analog attitude information to
Century autopilots. GAD 43 P/N 011-01970-01 or P/N 011-02349-00 must be used with
Century autopilots and is backward compatible with P/N 011-01970-00.

Rev. 5 Page 3-3
Table 3-4 Remote LRU Installation Kits
Remote LRU Connector Kit Part Number
GSU 75(B) Connector kit 011-03109-00
GSU 75(B) Remote installation rack 117-00608-00
GDC 72 Connector kit 011-03735-00
GDC 72 Remote installation rack 011-04220-00
GRS 79 Connector kit 011-03733-00
GRS 79 Remote installation rack 117-00608-00
GAD 43 Connector kit 011-01990-00
GAD 43e Connector kit 011-02350-00
GEA 71B Connector kit 011-00797-03
GEA 71B Standalone Rack 115-00658-00
GEA 71B Back Plate 011-00796-00
GEA 71 Potted Configuration Module 011-00979-03
GEA 71B Thermocouple Kit 011-00981-00
GEA 110 Connector kit 011-03527-50
GEA 110 Sealed Connector/Configuration Module kit 011-03527-51
GEA 110 Installation Tray 011-03941-00
GBB 54 Connector kit 011-03527-70
Table 3-5 G500/G600 TXi Sensor

Part Number
Sensor
Unit Catalog
GMU 44 011-00870-10 010-00296-10
GMU 44 (Low clearance) 011-00870-20 010-00296-20
GTP 59 011-00978-00 011-00978-00
Backup GPS Antenna 011-04036-00 010-12444-00
Table 3-6 Sensor Connector Kits

Sensor Connector Kit Part Number
GMU 44 Connector kit 011-00871-00
GMU 44 Install rack 115-00481-00
GMU 44 Install rack (Modified) 115-00481-10
GMU 44 Universal Mount 011-01779-01

Rev. 5 Page 3-4
A single unlock card enables the selected feature for all displays. Available enablement/system unlock
cards for the G500/G600 TXi system are shown in Table 3-7. The Installer Unlock Card is required to
configure the G500/G600 TXi system.
Table 3-7 G500/G600 TXi Unlock/Enablement Cards

Part Number
SD Card
G500 TXI G600 TXI
GDU 1060, 700P/L Installer Unlock [1] [2] 010-00769-60 010-00769-60
GDU 1060, 700P/L FlyGarmin Database 010-03716-32 010-03716-32
G500/G600 TXi, ChartView Enablement 010-01477-40 010-01477-40
G500/G600 TXi, TAWS-B Enablement 010-01477-42 010-01477-42
G500/G600 TXi, Alt. Preselect Enablement (S-TEC SA-200) 010-03716-45 Included
G500/G600 TXi, SVT Enablement 010-03716-46 Included
G500/G600 TXi, Radar Altimeter Enablement (A429) 010-01477-4A 010-01477-4A
G500/G600 TXi, PC12 Fast/Slow A429 Enablement N/A 010-01477-4B
G500/G600 TXi, Third Party Radar (A708) Enablement 010-01477-4D 010-01477-4D
G500/G600 TXi, S-TEC DFCS 1500/2100 Enablement 010-01477-4F 010-01477-4F
G600 TXi, RVSM Enablement N/A 010-01477-6( )
G500/G600 TXi, GWX AGCS Enablement 010-01477-4H 010-01477-4H
G500/G600 TXi, GWX Turbulence Detection Enablement 010-01477-4K 010-01477-4K
G500/G600 TXi, Turboprop Enablement 010-01478-4C 010-01478-4C
Notes:
[1] This is the same unlock card that is used for the GDU 620.
[2] The Installer Unlock Card is required to update software with v3.00 and later.
Table 3-8 Database Cards

Card Description Part Number Notes
Data Card, TXi Database 010-03716-1( ) [1] [2]
Data Card, Blank 010-01431-01 [3]
Notes:
[1] The base number for the G500/G600 TXi Database Card is 010-03716-10.
[2] Other database cards with the prefix 010-03716-1( ) support specific geographic areas.
[3] Can be used when loading databases from flyGarmin.com.

Rev. 5 Page 3-5
3.1.2 Commercial
The G500/G600 TXi equipment is designed to be installed using standard parts and accessories. The
following may be required for the installations:
1. Display Backup switch comprised of MS27719-22-1 miniature toggle switch and Aircraft Spruce
P/N 11-00815 red toggle switch cover.
2. MS26574 or MS22073 push-pull manually resettable circuit breakers or other trip-free, push-pull
circuit breaker type as specified in the aircraft parts catalog.
3. MIL-W-22759/16 or MIL-W-22759/18 electrical wire.
NOTE
MIL-W-22759/18 wire is recommended due to the insulation diameter being more
compatible with high-density connectors.
4. MIL-C-27500 shielded cable with M22759/16 wire (TE) or M22759/18 wire (TG) and ETFE
jacket (14).
5. MS25036 or MS20659 ring terminals.
6. M83519/2-X shield terminators.
7. A-A-59163 (MIL-I-46852C) silicone fusion tape.
8. Wire bundle routing, securing, and management supplies, as required.
9. 2024-T3 aluminum per AMS-QQ-A-250/5, or 6061-T6 aluminum per AMS 4025, AMS 4027, or
AMS-QQ-A-250/11, varying thickness.
10. Line and fittings, including 1/8-27ANPT male fitting for pitot and static connection. Refer to
aircraft-specific parts catalog for approved pitot and static connector part numbers.
11. TSO-C53a Type C or D hose (e.g., Aeroquip 303 hose with AE102 sleeve and 900591B clamps or
Aeroquip AE466) for installation of fuel flow transducers and pressure sensors.
12. 22 or 24 AWG stranded thermocouple extension wire to match K-Type or J-Type probe, with a
minimum continuous temperature rating of 400°F and ASTM E230 Standard Limits or NIST ITS
90 electrical qualifications (e.g., Watlow SERV-RITE P/Ns K24-3-507 and J24-3-507).
13. Ethernet cable, aircraft grade category 5 (required only for HSDB interfaces). Only Ethernet
cables listed in Table 3-9 can be used. 24 AWG is preferred.
Table 3-9 HSDB Cables

Manufacturer Cable Part Number Gauge
E10422 [1] 22 AWG
PIC WIRE AND CABLE E10424 24 AWG
E12424 24 AWG
EMTEQ D100-0824-100 24 AWG
THERMAX MX100Q-24 24 AWG
CARLISLE IT 392404 24 AWG
Notes:
[1] E10422 cable is not recommended because of the larger insulation diameter, making it
very hard to work with in the high density connectors. E1042x cable is also not
recommended due to insulation shrinkage that can occur.

Rev. 5 Page 3-6
14. For HD video, use MIL-DTL-17 75Ω coaxial cable (PIC V73263) and MIL-PRF-39012 75Ω TNC
connector (PIC 190708). For composite video, use MIL-DTL-17/94G 75Ω coaxial cable (Belden
83264).
15. Mating connector PT06E-8-4S(SR) is required for stainless steel pressure transducers
(P/Ns 494-30030-00, 494-30031-00, 494-30032-00). Refer to Section 4.7.3 for pressure sensor
installation.
16. For GAD 43/43e installations in aircraft equipped with the Collins APS-65 autopilot system, the
installation of four 6.5 mH inductors in-line with the Pitch Data X and Y and the Roll Data X and
Y, as shown in Figure B-30, are required if the existing APC-65 computer has not been converted
for use with Digital AHRS (i.e., AHC-1000A/S or 3000A/S).
For the installation of inductors, refer to Section 4.1. The following are the minimum
specifications required:
• 6.8 mH ±15% inductor
• Wire wound copper wire axial construction
• 20 AWG axial connections, 0.032 ± 0.002 inches (0.813 ± 0.05 mm) diameter
• -67°F to 185°F (-55°C to 85°C) full operating temp range or -67°F to 248°F (-55°C to 120°C)
no load temp range
• 2000 Vrms encasement dielectric rating
• Less than 10Ω DC resistance
• Saturation current greater than 100 mA
• MIL-I-23053/5 class 3 flame retardant coating
The following supplier part has specifications that meet the requirements of this manual:
• API Delevan Inc. (P/N 4590R-685K)
It is the installer’s responsibility to ensure that the supplier’s part quality system maintains
compliance with these specifications.
17. ENGINE annunciator, if required. Applied Avionics (Vivisun) P/N 95-40-17-B4-E1WPN (14V) or
P/N LED-40-17-BA2-E1WP6 (28V) with a 47Ω 1/4W, -55°C to 125°C, dimming resistor.
Pilatus PC-12
Installation of the G600 TXi system in the Pilatus PC-12 model aircraft requires specific relays.
One of the following relays may be used:
• MIL-PRF-39016/6, as well as a transient suppression diode on relay coil
• MIL-PRF-39016/37
• M39016/37-XXX (TE Connectivity)
• F250-109 from LEACH International

Rev. 5 Page 3-7
3.2 G500/G600 TXi Installation Requirements
This section provides installation requirements for the G500/G600 TXi system.
3.2.1 Power Distribution

G500/G600 TXi LRUs must not share circuit breakers or ground returns with each other or with other
equipment.
NOTE
The pilot’s PFD can be connected to Avionics Bus #1 and Avionics Bus #2 in G600 TXi
system installations in the Pilatus PC-12 model aircraft only.
For the purpose of the G500/G600 TXi system installation, the “essential bus” is a bus that receives power
when the battery master is switched on and is not automatically shed with the loss of a generator or
alternator. Power distribution requirements are summarized in Table 3-10 below.
Table 3-10 Power Distribution

LRU (REFER TO CB LABEL) BUS Requirement
• PFD and ADAHRS on essential bus
Single • For the Pilatus PC-12 G600 TXi system only, it is acceptable to connect
the PFD and ADAHRS to Avionics Bus #1 and Avionics Bus #2
PFD • No. 1 PFD and ADAHRS on the essential bus
• No. 2 PFD and ADAHRS on the avionics bus
Dual
• If dual essential buses are available, connect No. 2 PFD and ADAHRS to
the separate essential bus
GCU 485 • Same bus as the PFD it controls
• Avionics bus or essential bus if the MFD is the backup display for the
Single
MFD Integrated Standby System
Dual • Avionics bus
Single • Essential bus
• No. 1 EIS display on essential bus
EIS • No. 2 EIS display on avionics bus
Dual
• If dual essential buses are available, connect each EIS display to a
separate essential bus
GEA 71B Enhanced • Essential bus
Single • Essential bus for 28V DC aircraft (14V DC powered by the GDU only)
• No. 1 GEA 110 on essential bus
GEA 110 • No. 2 GEA 110 on essential bus
Dual
• If dual essential buses are available, connect each GEA 110 to a
separate essential bus
GAD 43(e) • Same bus as the autopilot
With • Essential bus
dedicated • If dual essential buses are available, connect the electronic standby
ELECTRONIC battery instrument and No. 1 PFD to separate essential buses
STANDBY
INSTRUMENT Without • Bus that provides a minimum of 30 minutes of operation after a total
dedicated failure of all No. 1 PFD power sources
battery • Bus that includes a means to ensure its availability before flight

Rev. 5 Page 3-8
Circuit breakers and switches added as part of G500/G600 TXi system installation must be labeled as
shown in Table 3-11 (switch labels), Table 3-12 (single bus), and Table 3-13 (independent buses). Labels
must be readable in all lighting conditions. Ambient flood lighting is acceptable. The labeling for each
LRU denotes the following where applicable:
• Number designation - LRUs of same type/function in the system
• Letter designation - Differentiates the essential bus
Table 3-11 Switch Labels

Description Label
DISPLAY BACKUP
Reversionary mode switch Position 1: ON
Position 2: AUTO
Table 3-12 Breaker Labels - Single Essential Bus

Label CB Value
Description 14V 28V
Single LRU Dual LRU
System System
PFD 1
GDU 1060 or GDU 700 Configured as a PFD PFD 10A 5A
PFD 2
MFD 1
GDU 700P Configured as an MFD MFD 10A 5A
MFD 2
EIS 1
GDU 700 Configured as an EIS or MFD/EIS EIS 10A 5A
EIS 2
ADAHRS 1
GSU 75(B) ADAHRS 5A 5A
ADAHRS 2
AHRS 1
GRS 77 AHRS 5A 5A
AHRS 2
ADC 1
GDC 72 ADC 5A 5A
ADC 2
ENG SNSR L
GEA 110 ENG SNSR 5A 5A
ENG SNSR R
GEA 71B Enhanced ENG SNSR 5A
GAD 43(e) PFD ADAPTR 5A 5A

PFD CTLR 1
GCU 485 PFD CTLR 5A 5A
PFD CTLR 2

Rev. 5 Page 3-9
Table 3-13 Circuit Breaker Labels - Independent Essential Bus
Label CB Value
Description
Single LRU Dual LRU 14V System 28V System
PFD 1A
PFD A PFD 1B
GDU 1060 or GDU 700 Configured as a PFD 10A 5A
PFD B PFD 2A
PFD 2B
MFD 1A
MFD A MFD 1B
GDU 700P Configured as an MFD 10A 5A
MFD B MFD 2A
MFD 2B
EIS 1A
EIS A EIS 1B
GDU 700 Configured as an EIS or MFD/EIS 10A 5A
EIS B EIS 2A
EIS 2B
ADAHRS 1A
ADAHRS A ADAHRS 1B
GSU 75(B) 5A 5A
ADAHRS B ADAHRS 2A
ADAHRS 2B
AHRS 1A
AHRS A AHRS 1B
GRS 77 5A 5A
AHRS B AHRS 2A
AHRS 2B
ADC 1A
ADC A ADC 1B
GDC 72 5A 5A
ADC B ADC 2A
ADC 2B
ENG SNSR L
GEA 110 5A 5A
ENG SNSR R
PFD ADAPTR A
GAD 43(e) 5A 5A
PFD ADAPTR B
PFD CTLR 1
GCU 485 PFD CTLR 5A 5A
PFD CTLR 2

Rev. 5 Page 3-10
3.2.2 GPS Navigator
The G500/G600 TXi system can be interfaced with up to two independent GPS navigators. GPS
information is used by the GDU 700/1060 (PFD/MFD) and is forwarded to the AHRS. The EIS display
can use GPS data either directly (for a stand-alone EIS) or from another GDU 700/1060 in order to
calculate distance to destination and GPS ground speed. Minimum GPS requirements are based on the
configuration and AHRS interface are discussed below.
NOTE
The GDU 700/1060 provides all external annunciations for the GTN 6XX/7XX, GNS 480,
and GNS 400W/500W series navigators, eliminating the need for an external annunciator
panel.
CAUTION
If two GTN 6XX/7XXs are installed, the #2 unit must be connected to the display with the
#2 ADC/AHRS or ADAHRS, if installed. If there is only one ADC/AHRS or ADAHRS
installed, the #2 GTN 6XX/7XX may be connected to any display.
A minimum of one approved GPS source is required for all G500/G600 TXi PFD and MFD installations
unless there are two GRS 77s installed. Each GRS 77 must have an independent approved GPS source.
Refer to Appendix Section C.3 for approved GPS sources. A GPS source is optional for standalone EIS
installations when no other PFDs or MFDs are installed.
3.2.3 Standby Instruments

Installations of an G500/G600 TXi PFD in aircraft approved for IFR operations require standby attitude,
airspeed, and altimeter instruments. The existing pneumatic instruments can be retained for use as standby
instruments. However, they must be located next to the pilot’s PFD as described in Section 4. Standby
instruments are not required for aircraft limited to VFR-only operations.
The existing non-stabilized magnetic compass must be retained. The magnetic compass must be
re-calibrated once the G500/G600 TXi system is installed and configured.
The Integrated Standby System can be used to meet the requirements for standby attitude, airspeed, and
altitude instruments. Standby instrument requirements by aircraft class are shown in Table 3-14.
Table 3-14 Standby Instrument Requirements by Aircraft Class

Standby Instrument Options
Aircraft Class External Integrated
Construction
[1] Standby
Pneumatic Electronic
System
METAL YES
I YES YES
NON-METAL NO
METAL YES
II YES YES
NON-METAL NO
METAL
III YES YES NO
NON-METAL
Notes:
[1] See AC 23.1309-1E for aircraft class designations.

Rev. 5 Page 3-11
If the GDU 700 or GDU1060 primary flight display is interfaced to a previously installed GRS 77 or
GDC 74() sensor, the existing standby instruments and single PFD installation limitation (if applicable)
from the existing GRS 77 and GDC 74() installation approval must be retained.
Installation of an electronic standby indicator in lieu of the standby instruments approved by this STC
requires separate airworthiness approval and demonstration of compatibility with the G500/G600 TXi
system. Electronic standby indicators determined to be compatible (under specific conditions) are listed in
Appendix Section C.1.
The markings on the standby airspeed indicator must match the Type Data (POH/AFM) for the specific
aircraft and current aircraft airspeed indicator. The units on the standby altimeter (e.g., Hg or millibars)
must match those on the current altimeter in the aircraft.
If the original airspeed indicator is part of an aural airspeed warning system, it may have to be retained to
continue to generate warnings. It can only be removed when it is possible to configure GDU 700/1060
airspeed discrete outputs to trigger aural airspeed warnings when paired with external devices. Refer to
Section 5.4.29 for GDU 700/1060 discrete output configuration.
CAUTION
The airspeed warning system must continue to operate after the installation of the
G500/G600 TXi system.
CAUTION
If the original airspeed indicator had variable operating limits that change based on
aircraft altitude (such as barber pole type airspeed indicators), the original pneumatic
airspeed indicator, or an electronic standby capable of replicating the variable limit, must
be used.
The standby airspeed indicator can be one of the following:

• A pneumatic airspeed indicator that is eligible for installation as the primary airspeed indicator
• A pneumatic airspeed indicator listed in Appendix Section C.2. Not all aircraft models are eligible
to use the indicators listed in Appendix Section C.2. See Cautions listed above for eligibility
information for particular aircraft models
The standby attitude indicator can be the following:
• A pneumatic attitude indicator that is eligible for installation as the primary attitude indicator
• Refer to Appendix Section C.1 for approved indicators
The standby altimeter must be one of the following:
• A pneumatic altimeter that is eligible for installation as the primary altimeter
• A pneumatic altimeter listed in Appendix Section C.2. Not all aircraft models are eligible to use
the altimeters listed in Appendix Section C.2. See Cautions above associated with the airspeed
indicator a for eligibility information for particular aircraft models
Electronic standby indicators:
• Must be installed per the manufacturer’s requirements in the applicable AML STC
• Installers must seek a separate airworthiness approval for the installation and must be an approved
indicator listed in Appendix Section C.1

Rev. 5 Page 3-12
3.2.3.1 Garmin G5 Standby Instrument
If the Garmin G5 is used as a standby for the G500/G600 TXi system, it must be installed in accordance
with the G5 AML STC SA01818WI with some exceptions noted below. If the G5 is installed as a standby
to the G500/G600 TXi, the G5 backup battery pack must also be installed. See Garmin G5 Electronic
Flight Instrument Part 23 AML STC Installation Manual (P/N 190-01112-10) for details. Additionally, the
G5 must be configured as an attitude indicator and display attitude, altitude, and airspeed.
The following changes to the G5 AML STC are approved under this G500/G600 TXi STC when the G5 is
installed as a standby instrument:
1. The G5 STC requires that the G5 be installed in the primary ADI location. This STC approves
moving the G5 from the primary ADI location to the standby location, as shown in Figure 4-23.
2. The G5 STC requires that the airspeed indicator, altimeter, vertical speed indicator, and rate-of-
turn indicator be retained. However, when installed as a standby, this STC allows the existing
analog airspeed indicator, altimeter, vertical speed indicator, and rate-of-turn indicator to be
removed, as these functions are replaced by the G500/G600 TXi.
If it is desired to have baro setting, altitude, and heading bugs sync between the G500/G600 TXi and the
G5 Standby Instrument, then the GAD 29/29B can optionally be installed. The GAD 29/29B enables this
sync functionality when connected and configured as shown in Figure B-47. Refer to Appendix C for
configuration details.
3.2.4 Display Lighting Control

Lighting on the GDU 700/1060 display/keys can be controlled by a combination of either the lighting bus
or the built-in photocell. The photocell can be used for lighting control for all installations.
If there is a significant reduction in lighting bus load due to the G500/G600 TXi system installation, it is
recommended that the photocell be used to control the lighting. When the Integrated Standby System is
used for standby instrumentation, both GDU 700P displays cannot be controlled by the same lighting bus;
therefore, the photocell control is used.
For installations in turboprop aircraft that use the lighting bus, the starter discrete input must be wired and
configured. The system reads the status of the Starter On discrete, then uses the photocell to prevent the
displays from dimming too much while the battery/main bus is utilized to run the starter.
3.2.5 Considerations for Vacuum System

This STC does not provide approval to remove a vacuum system.
Refer to the aircraft-specific maintenance manual and AC 43.13-2B for guidance when removing the
vacuum system. If the vacuum pump is removed, the engine accessory port must be properly covered.
Refer to specific engine maintenance and parts manual for guidance.

Rev. 5 Page 3-13
3.2.6 Engine Indication System (EIS)
Installation of the EIS must maintain compliance with the minimum number of gauges required by
14 CFR 91.205 for the type of flight allowed by the aircraft’s Type Certificate. In addition, the aircraft
must have the gauges listed in Table 3-15 or Table 3-16 and must retain or replace gauges that have
markings, alerts, and/or POH/AFM limitations.
The following must be considered for an EIS installation:
1. Do not install an EIS display in aircraft with aspects that are not supported per Section 2.1.10.
2. Gauges not listed in Table 3-15 or Table 3-16, but that are required, must be displayed either by the
gauges shown in Table 3-17 or by retaining the original gauge and location.
3. Optional EIS gauges listed in Table 3-17 that are not currently installed in the aircraft may be
added as approved in this STC.
4. No indication/parameter on the EIS display(s) can be duplicated by any other installed indicator.
5. Ensure the engine sensors will fit and can be installed. Refer to Appendix F for gauge layout and
fit in the selected display(s).
6. Do not replace an existing gauge if the GDU 700 or the GDU 1060 EIS strip gauge will not
provide the functions and markings required by the POH/AFM, TCDS, or other aircraft model-
specific data. See Section 5.7.4 for available EIS gauge markings. If the EIS gauges cannot be
configured as noted in the POH/AFM, the installation does not qualify for EIS unless alternate
airworthiness approval is obtained.
7. Annunciator lights operated by a sensor or switch independent of the existing gauge, must remain
operative and independent from the G500/G600 TXi EIS. If an annunciator is operated by a gauge
that might be replaced by the G500/G600 TXi EIS, the associated annunciator can be deactivated
only if the G500/G600 TXi “ENGINE” alert activates for the same condition as the original
annunciator. The G500/G600 TXi “ENGINE” alert is provided on the PFD or an independent
annunciator. However, if the new G500/G600 TXi EIS gauge does not support an “ENGINE” alert
for the same condition, the existing gauge and annunciator must remain installed.
a. In turboprop EIS installations, existing ITT and torque annunciator lights can be retained
provided they can be supported by an Active-High or Active-Low discrete. The G500/G600
TXi can drive a discrete output based on configured ranges of ITT and torque. Refer to
Section 5.7 for configuration instructions and Section 3.2.8 for discrete voltage and current
limits.
8. If an annunciator is replaced by the G500/G600 TXi EIS, deactivate the existing annunciator so it
does not illuminate and install a placard over the deactivated lens or as close as practical within
view of the pilot stating: “XXXX ANNUN DISABLD”. Replace “XXXX” with a description of
the decommissioned annunciator(s). Modification of the existing annunciator panel is outside the
scope of this STC.
9. All placards that were associated with any/all gauges being replaced (non-limitation data) must
remain in the proximity of the EIS display.
10. Reused sensors must function through the sensor’s entire range. For example, fuel tank floats may
have worn resistive elements that will result in performance issues with the gauge display.
11. If the aircraft POH or AFM has a fuel flow limit (i.e., redline), the installer must verify fuel flow
accuracy ±10% of the full scale range and adjust the K-Factor if necessary. Obtain the correct fuel
flow value using the engine or aircraft manufacturer manuals. If that data is not available, perform
a pre-installation static RPM ground check and document the pre-installation fuel flow using the
existing fuel flow indicator. Refer to Section 6.13.3 for post-installation K-Factor adjustment.

Rev. 5 Page 3-14
12. Verify compatible sensors are installed on the aircraft using Appendix Sections C.26 and C.27. For
sensors not installed by this STC, outside installation approval must be obtained via aircraft
manufacturer service bulletin, other STC, or some other FAA-approved installation method.
For cases where the standard gauge marking configuration cannot be used, aircraft-specific solutions for
unique gauge markings are provided in Appendix Section F.15.
If any of the following GDU 700 MFD/EIS or GDU 1060 EIS strip gauges do not have at least two lines/
radials or one arc, they cannot be used on the GDU 700 MFD/EIS or GDU 1060 displays. If the gauge is
required, the existing gauge must be retained unless it is configured on a GDU 700 EIS.
• Oil Pressure
• Oil Temperature
• CHT
• IAT
• CDT
• Fuel Pressure
Figure 3-1 Example GDU 1060 Acceptable Strip Gauge Configurations
Table 3-15 Required Gauges for Reciprocating Engine EIS

Indicator Notes
Manifold Pressure If applicable.
RPM
Flow check may be required prior to de-modification; refer to
Fuel Flow
Appendix D.
Oil Pressure
Oil Temperature
EGT for each cylinder
CHT for each cylinder
Table 3-16 Required Gauges for Turboprop EIS

Indicator Notes
Oil Pressure
Oil Temperature
Gas Temperature (ITT)
Tachometers Gas generator speed (NG) and propeller speed (NP)
Torque
Fuel Flow

Rev. 5 Page 3-15
Table 3-17 Additional Gauges*
Indicator Notes
Primary EGT Only required if cowl flaps are installed or existing gauge had
Turbo/Turbine Inlet Temp (TIT) colored markings, alerts, and/or associated POH/AFM
limitations. Select Primary EGT or TIT, only one can be
CHT displayed at a time.
Not applicable to turboprop aircraft.
Carburetor Temperature
Inlet Air Temperature (IAT) Only one of the four gauge types can be displayed.
Compressor Discharge Temp (CDT) Not applicable to turboprop aircraft.
IAT/CDT/Differential
Fuel Quantity (Main) [1] Only resistive floats can be used. Aux fuel quantity can only be
displayed when main fuel quantity is also displayed.
TXi interface to Fuel Quantity Sensors is not approved in
Fuel Quantity (Aux) [1]
certain aircraft models. See Appendix D for model-specific
information.
Fuel Pressure
Amps/Volts Any six of the ten parameters can be selected (the same
• Alternator/Generator Load 1/2 parameter cannot be displayed twice). If there is only one of a
• Battery Charge/Discharge 1/2 certain parameter, select item 1.
• Bus Voltage 1/2
• Battery Voltage 1/2 The six paramter total limit applies to both engines combined
• Alternator/Generator Voltage 1/2 in a twin-engine aircraft.
*Required if the existing gauge had colored markings, alerts, and/or associated POH/AFM limitations.
Notes:
[1] Not supported for turboprop aircraft.

Rev. 5 Page 3-16
All EIS sensors approved to interface with the G500/G600 TXi system are listed in Appendix Section C.26
and Appendix Section C.27.
Compare the range, markings, and colors in Table 3-18 to the required aircraft parameters. Ensure sensor
range is wide enough for each planned gauge. This STC requires that all line/radials that are red or yellow
signal an alert. “No Alert Line/Radials” are limited to blue, green, or white. If there was no alert associated
with the red or yellow line/radials on the original gauge, this STC approves the addition of an alert to the
associated line/radial.
The sensor ranges in Table 3-18 are conservative; specific approved sensors may have different ranges
than those shown. If an aircraft gauge has markings outside the available sensor range, but the sensor range
includes all limits for the gauge specified by the POH/AFM, TCDS, or other aircraft model-specific data,
the gauge may be replaced by the EIS gauge per this STC.
A single display that is a standalone EIS allows for the GPS connection to be optional. Standalone EIS
displays that do not have a GPS connected will display dashes (---) for Endurance, Fuel at Destination,
Range, and Efficiency.
Table 3-18 Available EIS Parameters

Available Gauge Available Marking Approved
Display Display Range
Markings Colors Units
Arc R, Y, B, G, W
Manifold Pressure [1] 0 – 60 in Hg IN Hg
Line/Radial R, Y, B, G, W
Arc R, Y, B, G, W
RPM (Tachometer) [1] 0 – 4000 RPM RPM
Arc R, Y, B, G, W GAL/HR,
Fuel Flow 0 – 100 GPH
Line/Radial R, Y, B, G, W LBS/HR
EGT (1 probe per cyl) [1] 0 – 1800° F None N/A °C, °F
EGT Primary Arc R, Y, B, G, W
0 – 1800° F °C, °F
(1 probe per engine) [1] Line/Radial R, Y, B, G, W
Arc R, Y, B, G, W
CHT (1 probe per cyl) [1] 0 – 900° F °C, °F
Arc R, Y, B, G, W
TIT #1 [1] 0 – 1800° F °C, °F
Arc R, Y, B, G, W
TIT #2 [1] 0 – 1800° F °C, °F
Arc R, Y, B, G, W
IAT [1] -100 – 1800° F °C, °F
Arc R, Y, B, G, W
CDT [1] -100 – 1800° F °C, °F
Arc R, Y
IAT, CDT, Diff Temp [1] -100 – 1800° F Line/Radial °C, °F
R, Y
(Max of 2 Radials)
Arc R, Y, B, G, W
Oil Pressure 0 – 150 PSIG PSI
Arc R, Y, B, G, W
Oil Temperature -24 – 300° F °C, °F
Arc B
Carb Temperature [1] -24 – 34° C °C

Rev. 5 Page 3-17
Available Gauge Available Marking Approved
Display Display Range
Markings Colors Units
Arc R, Y, B, G, W
Fuel Pressure 0 – 75 PSIG PSI
Arc R, Y, B, G, W
Main Fuel Quantity [1] 0 – 620 Ω GAL
Arc R, Y, B, G, W
Aux Fuel Quantity [1] 0 – 620 Ω GAL
Arc R, Y, G
Load Meter (alternator
0 – 150 A Min/Max Alert Line AMPS,%
current) R, Y
(Max of 2 Radials)
Arc R, Y, G
Ammeter (battery charge/
-150 – 150 A Min/Max Alert Line AMPS
discharge) R, Y
(Max of 2 Radials)
Battery Voltage/ Arc R, Y, G
Bus Voltage/ -80 – 80 VDC Min/Max Alert Line Volts
ALT/GEN Voltage R, Y
(Max of 2 Radials)
Prop Sync Wheel [1] N/A N/A N/A N/A
Arc R, Y, B, G, W
NG [2] 0 – 120% RPM, %
Arc R, Y, B, G, W
NP [2] 0 – 2500 RPM RPM, %
Arc R, Y, B, G, W
Torque [2] 0 – 135% %, PSI, FT-LB
Arc R, Y, B, G, W
ITT [2] 0 – 1200° C °C, °F
Notes:
[1] Applicable for reciprocating EIS only.
[2] Applicable for turboprop EIS only.

Rev. 5 Page 3-18
3.2.7 HSDB Architecture
The HSDB architecture allows for many connection possibilities. The Ethernet architecture limitations/
options shown in this section are used as a guide for common LRU combinations. Block diagrams are
illustrated in Figure 3-3 through Figure 3-14. A summary of the Garmin LRUs with HSDB capability and
available ports is shown in Table 3-19.
Table 3-19 Garmin LRU HSDB Port Summary

Number of
LRU
HSDB Ports
GDU 620 2
GDU 700/1060 4
GTN 6XX/7XX 4
GTS 8XX 1
GDL 69 Series 4
GWX 68/70 1
GDL 88 2
GTX 345 2
GPS 175/GNX 375 1
The following steps/figures are used as a guide in making HSDB connections (not all possibilities are
included):
1. The pilot’s PFD and the display with the second ADAHRS (if applicable) must be directly
connected.
2. When multiple GDU 700/1060 displays are installed, they must be connected to each other either
directly or through another GDU 700/1060.
3. Systems with a single display and dual GTN 6XX/7XXs must connect each GTN 6XX/7XX to the
display.
4. Connect other Garmin LRUs via HSDB to the pilot’s PFD first, then to the display with a second
ADAHRS/AHRS/ADC, if applicable. The next priority is an EIS display, then finally an MFD.
5. LRUs not installed under this STC must still meet the installation requirements that are applicable
to those LRUs.
6. Choose the figure that most closely represents the aircraft’s equipment and cross out any LRUs not
installed. Apply the rules above to complete the HSDB connections, if necessary.
Figure 3-2 HSDB Architecture: Legend

Rev. 5 Page 3-19
Figure 3-3 HSDB Architecture: Single Display with No GTN
Figure 3-4 HSDB Architecture: Single Display with Single GTN
Figure 3-5 HSDB Architecture: Single Display with Dual GTN

Rev. 5 Page 3-20
Figure 3-6 HSDB Architecture: Two Displays with No GTN
Figure 3-7 HSDB Architecture: Two Displays with Single GTN
Figure 3-8 HSDB Architecture: Two Displays with Dual GTN

Rev. 5 Page 3-21
Figure 3-9 HSDB Architecture: Three Displays with No GTN
Figure 3-10 HSDB Architecture: Three Displays with Single GTN
Figure 3-11 HSDB Architecture: Three Displays with Dual GTN

Rev. 5 Page 3-22
Figure 3-12 HSDB Architecture: Four Displays with No GTN
Figure 3-13 HSDB Architecture: Four Displays with Single GTN
Figure 3-14 HSDB Architecture: Four Displays with Dual GTN

Rev. 5 Page 3-23
3.2.8 Discrete Inputs and Outputs
GDUs can support up to 8 Active-Low inputs, 3 Active-High inputs, 13 Active-Low outputs, and 4 Active-
High outputs. For turboprop EIS installations, the GEA 71B Enhanced can support up to 23 Active-Low
inputs and 9 Active-Low outputs.
Active-Low inputs trigger when the input signal is less than 3.5 VDC and/or resistance to ground is less
than 375 Ω. It is inactive (open/high) when the input signal is between 6.5 VDC and 33 VDC and/or
resistance to ground is greater than 100 kΩ. An Active-Low can sink 250 mA or less.
Active-High inputs trigger when the input signal is greater than 6.5 VDC. It is inactive (open/low) when
the input signal is less than 3.5 VDC and/or the resistance to ground is less than 375 Ω. An Active-High
can provide 50 mA or less.
It is recommended to make a list of required discrete input and output connections to ensure the system
will support the intended interfaces. Refer to Section 5.4 for applicable autopilot, ADF, radar altimeter,
EIDS, traffic, weather radar, GSR 56, and TAWS interfaces.
Additional discrete inputs may include:
• Flight Cycle Counter input – uses one of the discrete inputs specified in Section 5.3.4.2
• Audio Inhibit input – silences the GDU audio output when higher priority audio alerts are acitve
(refer to Section 5.4.27)
• Display Backup input – reverts MFD to PFD in applicable installations (refer to Section 5.4.27 and
Figure B-37)
• Day/Night input – selects the night mode (refer to Section 5.4.27)
• Engine Starter input – used in EIS and to limit display dimming in turboprop aircraft (refer to
Section 5.4.28)
Additional discrete outputs may include:
• Terrain Audio Active – used to silence lower priority audio outputs (refer to Section 5.4.27)
• Airspeed Switch (up to five outputs) – triggers as set airspeeds (refer to Section 2.1.9 and
Section 5.4.29)
• Engine Caution and Engine Warning – used to drive annunciators when a TXi PFD is not installed
in the pilot’s primary field-of-view (refer to Section 4.4.5)
Turboprop EIS discrete inputs may include several additional inputs for Dynamic Gauge Markings
(Section 1.2.5.1), Gauge Text Lamps (Section 1.2.5.3), driving annunciators that were previously driven by
a gauge that was replaced by EIS (Section 1.2.5.6), and engine operating condition (via the Engine Starter
input) (Section 1.2.5.8). If using the discrete inputs of the GEA 71B Enhanced, and more than one EIS
display is installed, the EIS features supported by the GEA 71B Enhanced discretes will be available on the
operational GDU in the event that a GDU fails.

Rev. 5 Page 3-24
3.3 Interfaces to Other Equipment
Information in this section provides details for interfacing to equipment not installed by the G500/G600
TXi STC. The information provided must be reviewed when these interfaces are considered.
3.3.1 Navigation Receiver

The G500/G600 TXi PFD uses data from a navigation receiver to display VOR and ILS information on the
HSI. Up to two independent navigation receivers can be interfaced to a single PFD. The composite NAV
connection must be directly connected to the PFD when present. The composite NAV should only be
connected to the pilot’s PFD, and it will crossfill to the other PFD in a dual PFD installation.
NOTE
When upgrading from a GDU 620, the composite NAV input to GAD 43(e) must be
removed and connected directly to the GDU 700P/1060 (PFD).
3.3.2 Course Deviation Indicators

The G500/G600 TXi PFD displays lateral and vertical deviation from the GPS source(s) and navigation
receiver(s). The GDU 700P/1060 can be used as the sole display of all CDI information and the existing
CDI removed from all aircraft on the STC AML. Refer to Section 2.1.3 for limitations.
The use of an external CDI in conjunction with the G500/G600 TXi system is not recommended; however,
if used, it must be setup as shown in Table 3-20 below.
Table 3-20 External CDI Interface
NAV Source Interface Details
The VOR/ILS Indicator Output or VOR/LOC composite output (and ILS/glideslope
deviations/flags) from P1004 must be used if an external CDI is installed. This makes
GTN 6XX/7XX
both VOR and ILS information available. Resolver type indicator (e.g., Garmin
GI 106A) or a composite indicator (e.g., Bendix/King KI 209) are supported.
The VOR/ILS Indicator Output or VOR/LOC composite output (and ILS/glideslope
deviations/flags) from P4006/P5006 must be used if an external CDI is installed. This
GNS 430W/530W
makes both VOR and ILS information available. Resolver type indicator (e.g., Garmin
GI 106A) or a composite indicator (e.g., Bendix/King KI 209) are supported.
The Composite output from P7 must be used if an external CDI is installed. CDI will
GNS 480 display only VOR and localizer information, not vertical deviation information. VOR/
LOC composite indicator (e.g., Bendix/King KI 208) is supported.
The CDI (lateral) and glideslope (vertical) deviations and flags may be used to drive
external CDI, if installed. Both VOR and ILS information are available. Standard VOR/
SL30/ ILS indicator with resolver output (e.g., Mid-Continent MD200) is supported.
GNC 255(A) Optionally, the Composite output and glideslope deviations/flags may be used to
drive external CDI with both VOR and ILS information available. VOR/ILS composite
indicator (e.g., Bendix/King KI 209) is supported.

Rev. 5 Page 3-25
3.3.3 Autopilot
Various autopilot systems can be interfaced to the G500/G600 TXi. Compatibility of the autopilot system
with the G500/G600 TXi system must be verified before installation. This STC does not include data for
autopilot system installation. The autopilot must be installed per aircraft (or autopilot system)
manufacturer data.
The G500/G600 TXi PFD can provide AC or DC heading and course datum (error) outputs based on the
HSI heading bug and course pointer setting. When enabled, the G500/G600 TXi PFD can drive the
heading datum output based on GPS steering (GPSS) from the selected navigator, acting as a roll steering
converter. The GDU 700/1060 will provide analog deviation, associated flags, and ARINC 429 GPSS
information based on the navigation source currently selected on the HSI. The GDU 700/1060 also
provides ARINC 429 attitude and navigation data to compatible autopilots listed in Table 3-21.
Flight director outputs are not required to be spliced to PFD #2 in dual PFD G500/G600 TXi installations.
Flight director outputs are crossfilled between the PFDs via HSDB. For GDU 620 upgrades, this wiring is
different from the GDU 620 implementation.

Rev. 5 Page 3-26
Table 3-21 Compatible Autopilots and Interfaces
PFD Native GPSS HDG Flight ALT VS Mode
Make and Model GYRO
HSI GPSS Emulation Director Preselect Control Annun
M4C  
BENDIX
M4D   
II / III  
IV   
CENTURY 21,31   
41    
2000    
400B   
300, 400, 800  
IFCS
CESSNA
300B, 400B,     
800B IFCS
1000 IFCS     
APS-65     
COLLINS
AP-106/107   
GFC 500      
GARMIN
GFC 600      
KAP 100   
KAP 140  
KAP 150      Partial
KFC 150       Partial

HONEYWELL KAP 200   
(BENDIX
KING) KFC 200/250     
KFC 225     
KFC 275        
KFC 300    
KFC 325        
SPERRY SPZ-200A/500   
20, 30, 40, 50,  
60-1
60-2, 65     
60 PSS  
S-TEC
55X     
55     
1500, 2100    
Refer to Appendix C for specific autopilot interface capabilities and version-specific limitations.

Rev. 5 Page 3-27
3.3.4 Attitude Director Indicator
Equivalent mode annunciations must be provided as part of the G500/G600 TXi installation in aircraft with
an ADI that provides autopilot mode annunciations. This STC does not define provisions for such autopilot
mode annunciations.
An ADI (or gyro) may be replaced with the GAD 43(e) in attitude-based autopilots that use an existing
ADI or a remote gyro to provide attitude information to the autopilot. A pneumatic ADI can be retained
and used as a standby instrument provided the flight director presentation is disabled (refer to
Section 2.1.4).
If an ADI/flight director needs to be retained for proper autopilot operation (e.g., KI 256), it can be
relocated to the co-pilot’s side.
The location of an ADI that’s relocated to the copilot’s instrument panel must be within 2 inches of the
copilot’s primary view centerline if the flight director representation is still desired, as shown in
Figure 3-15.
5()$77,78'(',5(&725,1',&$725
5()&23,/27,167580(173$1(/
35,0$5<9,(:&(17(5/,1(
127(6
$77,78'(',5(&725,1',&$7250867,17(56(&77+(&(17(5/,1(2)7+(35,0$5<9,(:&23,/27
6&(17(5/,1(
2)35,0$5<9,(:,6'(7(50,1('$6)2//2:6
,7,6$352-(&7,212)7+(&(17(5/,1(2)&23,/276($721727+(,167580(173$1(/25
,7,67+(&(17(52)&21752/<2.(2567,&.,11(875$/326,7,21,)&21752/<2.(2567,&.$5(2))6(7)520&(17(5
/,1(2)&23,/276($7
Figure 3-15 ADI Location in Copilot Instrument Panel

Rev. 5 Page 3-28
The G600 TXi system supports ADI fast/slow displays listed in Appendix Section C.16. It must be
determined if the fast/slow indication is required by the AFM/POH for aircraft equipped with an ADI and
a fast/slow indication. Alternate means of providing fast/slow indication must be considered for aircraft
with required fast/slow indication and will require separate airworthiness approval. The G500 TXi system
does not support the fast/slow display.
An ADI with an electric-driven gyro used by the autopilot must be relocated to the co-pilot’s side and a
suitable unit installed as a standby on the pilot’s side. Any gyro required for proper operation of the ADI
(e.g., for a KCI 310 ADI) must be retained. If a GAD 43(e) is not installed, remote gyros, such as the KVG
350, must be retained in order for the autopilot to function properly.
The G500/G600 TXi system does not support angle of attack (AOA) display. When considering
installations in aircraft equipped with an ADI that provides AOA indication, it must be determined if the
AOA indication is required by the aircraft AFM/POH. For aircraft with required AOA indication, alternate
means of providing AOA indication must be retained in the aircraft.
It is recommended that a flight check be conducted prior to any modifications to establish a baseline for the
autopilot performance and ensure that the system is operating as designed (refer to Section 6.13). The
flight check must be repeated upon aircraft modification to verify that the GAD 43(e) attitude source
operates identically to the original mechanical gyro (refer to Figure 6-9).
3.3.5 Autopilot Turn Coordinator

A turn coordinator that interfaces to the existing autopilot must be retained. Space constraints may require
the turn coordinator to be relocated. The indicator incline must remain the same once relocated; otherwise,
the autopilot performance will be incorrect. Refer to the turn coordinator installation manual for details. In
some circumstances, the turn coordinator may have to be blind-mounted, which requires separate
installation approval.
3.3.6 Altitude Preselector and Remote Annunciators

The G500/G600 TXi system can provide altitude preselector functionality to an autopilot. The original
altitude preselector must be removed if the G500/G600 TXi system is configured to provide the altitude
preselector functions. Refer to Appendix Section C.12 for interface requirements and autopilot models
approved for this function.
Altitude preselectors and/or remote annunciators that also provide autopilot annunciation must be retained,
unless the required annunciations are supported by the G500/G600 TXi. Refer to manufacturer installation
data for relocation of altitude preselector with remote annunciation functions (refer to Table 3-21).

Rev. 5 Page 3-29
3.3.7 GPSS (Roll Steering)
The G500/G600 TXi system can support autopilots using ARINC 429 GPSS or act as a roll steering
converter by providing analog GPSS information via its heading datum/error output. When using the
GDU 700P/1060 as a roll steering converter, the GDU 700/1060 HDG selection is used to switch between
HDG and GPSS mode.
ARINC 429 output from the GDU 700/1060 can be connected to autopilots capable of using ARINC 429
GPSS information (e.g., S-TEC 55X and Honeywell/Bendix-King KFC 225). The GDU 700/1060
forwards GPSS information from the navigator (#1 or #2) that is currently selected on the HSI.
The GDU 700/1060 can translate ARINC 429 GPSS information from the selected navigator into a
heading error. The HDG button on the GDU 700/1060 is used to control the GPSS (roll steering) function.
The HDG button menu provides controls to toggle the display heading datum (error) output between GPSS
information and the heading bug. Autopilot must be in HDG mode anytime HDG or GPSS is intended to
be flown in installations that use the GDU 700/1060 as a roll steering converter.
3.3.8 ADF
The GDU can receive data from an ADF receiver to provide the display of a bearing pointer on the PFD
HSI, allowing for the existing ADF indicator to be removed. A GDU 700/1060 only accepts DC Sine/
Cosine inputs from an ADF. The GAD 43e only accepts Synchro (ARINC 407) input from an ADF. The
ADF receiver cannot be controlled by the GDU 700/1060 or the GAD 43e.
3.3.9 Radar Altimeter

The G500/G600 TXi PFD can receive data from a radar altimeter system to provide the display of radar
altitude. The PFD can also be configured to allow for the initiation of the radar altimeter self-test for
certain radar altimeter models. Radar altimeters must be wired to a discrete output from a GDU 700/1060
PFD to enable self-test initiation.
The GAD 43e Adapter must be installed for the GDU to receive data from an analog radar altimeter. Radar
altitude information is sent from the GAD 43e via ARINC 429. It can be forwarded to two GDUs.
3.3.10 Altitude Output

The GDU 700/1060 can provide altitude data to the GTX 32/327 series transponders via the serial
interface.
The GDU 700/1060 receives and outputs ARINC 429 altitude data from the GDC 72/74 or GSU 75(B).
The GDU 700/1060 also outputs that data as RS-232 serial altitude in the Shadin format (9600 baud).

Rev. 5 Page 3-30
3.3.11 Weather Radar
In order to avoid recalibration of the weather radar when upgrading from an already calibrated weather
radar installation, the Maintenance page of the original indicator must be activated and the value for Roll/
Pitch Trim must be written down before it is removed. This value must be entered in the GDU 700P/1060
to maintain the existing calibration.
NOTE
The GDU 700 MFD/EIS layout does not support weather radar.
NOTE
G500/G600 TXi requires the WXR Enablement Card (P/N 010-03716-4D) to enable the
display of third-party weather radar on the GDU 700P/1060.
NOTE
A GDU 700P/1060 can only be interfaced to an ARINC 708 weather radar in metal
aircraft.
In order to interface an ARINC 708 weather radar to the GDU 700P/1060, the weather radar transceiver
must be electrically bonded to the surrounding structure.
Table 3-22 Weather Radar Interface

Radar Interface Details
The GDU 700P/1060 MFD can interface to a GWX 68, GWX 70, or GWX 75 to display weather
radar data. The GDU can provide control for tilt, radar gain, range, and stabilization of the
GWX 68/70/75.
GWX 68/70/75 The GWX 68 display and controls are crossfilled between up to two displays.
The GWX 70 and 75 display and controls are independent, allowing different weather radar
sweeps for each display.
The minimum GWX 68 system software required is v2.20 or later.
The GDU 700P/1060 MFD can interface to a third-party weather radar to display weather radar
data via ARINC 708.
The GDU can provide control for tilt, radar gain, range, and stabilization of the ARINC 708 weather
ARINC 708
radar system.
The weather radar connection to any other display is outside the scope of the G500/600 TXi STC
and requires separate airworthiness approval.
3.3.12 WX-500 Stormscope®

The GDU 700P/1060 can receive data from the WX-500 Stormscope® system to provide the display of
lightning data. The G500/G600 TXi MFD can be used to control the Stormscope® system.
NOTE
The Stormscope® system must be configured to use RS-232 heading from the G500/G600 TXi
system.

Rev. 5 Page 3-31
3.3.13 GSR 56 Iridium® Satellite
The GDU 700P/1060 can receive data from the GSR 56 Iridium® transceiver to provide the display of
Garmin Flight Data Services (GFDS) weather data on a dedicated weather page or overlaid on the moving
map. Both SiriusXM and GFDS weather can be installed simultaneously. The texting feature, position
reporting, and phone capabilities of the GSR 56 are not supported by the TXi system.
The GSR 56 must only be directly wired to a GDU 700P/1060 with MFD capability.
3.3.14 Traffic
The GDU 700P/1060 can receive data from a TIS/TAS/TCAS I traffic system and can be used to control
the traffic system interface. Traffic data can be displayed on a dedicated traffic page or overlaid on the
moving map or HSI.
Table 3-23 Traffic Interface

Source Interface Details
The heading source for existing traffic systems can be the GDU 700P/1060 (via ARINC 429), the
Heading GAD 43(e) synchro heading, or from another approved heading source in accordance with the
traffic system installation guidance.
The Altitude source for existing traffic systems can be the GDU 700P/1060 (via ARINC 429) or
Altitude
from another approved altitude source in accordance with the traffic system installation guidance.
For single GDU 700 PFD installations with an external traffic system interfaced, a second approved traffic
display must be installed or be classified as a No-Display traffic installation and meet the minimum
requirements for an aural-only traffic installation. The PFD does provide a traffic alert annunciation.

Rev. 5 Page 3-32
3.3.15 External TAWS
Only one TAWS that generates aural and visual annunciations is permitted in the aircraft. If the aircraft has
a TAWS installed, and SVT is enabled on the pilot’s PFD, the GDU 700P/1060 must be configured to
prevent conflicting aural and visual annunciations. Combinations of external TAWS sources, G500/G600
TXi settings, and the resulting alert sources are shown in Table 3-24.
If a GNS 500W or GTN series unit is providing TAWS, the GDU 700P/1060 can provide the required
TAWS annunciations, eliminating the need for a TAWS annunciator panel, provided the GNS 500W
TAWS series or GTN unit is connected to the pilot’s PFD as “GPS” or “GPS 1”.
Table 3-24 External TAWS Setup with G500/G600 TXi

Aircraft Setup LRU Alert Source
Terrain/ PFD SVT MFD MFD Aural
External PFD
TAWS External Terrain & Map Impact Terrain Callouts
TAWS SVT Annunciation
Mode TAWS Obstacle Area/Pop-up Proximity from
System Text Source
[2] Shading Alerts Shading LRU
Installed TXi GTN
GTN Enabled External GTN TAWS GTN TAWS GTN TAWS
(HSDB) Display TAWS
TAWS
Installed TXi GTN
[1] Disabled External GTN TAWS N/A GTN TAWS
(HSDB) Display TAWS
Installed TXi GNS
GNS Enabled External GNS TAWS None None
(MapMX) Display TAWS
TAWS
Installed TXi GNS
[1] Disabled External GNS TAWS N/A None
(MapMX) Display TAWS
Non-
Installed TXi
Enabled External None None None Garmin
Non- (Other) Display
TAWS
Garmin
Non-
TAWS Installed TXi
Disabled External None N/A None Garmin
(Other) Display
TAWS
Notes:
[1] If GNS/GTN TAWS becomes unavailable, the display will revert to Terrain Proximity and
the PFD will annunciate “TAWS N/A.”
[2] The Terrain Mode is automatically configured to External when any External TAWS setting
is configured to anything other than Not Installed.

Rev. 5 Page 3-33
3.3.16 Video Input
Various video input devices can be interfaced to the G500/G600 TXi. Video will be displayed on the MFD
of any appropriate GDU 700/1060 configuration. Compatibility of the video device must be verified before
installation. This STC does not include data for the video device installation, only the interface to the
GDU 700/1060.
The following video formats are supported:
• Standard Definition Formats - Composite Video In 1 & 2 (refer to Appendix A, J2/P2 Connector
table)
◦ NTSC
◦ PAL
• High Definition Formats - HD Video In 1 & 2 (refer to Appendix A, J5/P5 and J6/P6 Connector
tables)
NTSC PAL
1080i, 60Hz 1080i, 50Hz
1080p, 30Hz 1080p, 25Hz
720p, 60Hz 720p, 50Hz
720p, 30Hz 720p, 25Hz
3.3.17 Flight Stream 510

The Flight Stream 510 may be installed in a GDU 700/1060. Flight Plan upload is not available when the
Flight Stream 510 is installed in a GDU 700/1060. If the Flight Stream 510 is installed in an EIS only unit,
flight logs are limited to available data and database updates are not supported. If a GTN 6XX/7XX is
installed, the Flight Stream 510 must be installed in the GTN.
It is necessary to have the Garmin Pilot application on a PED to update databases using a Flight Stream
510 wireless card. Download Garmin Pilot for Android or Garmin Pilot for iOS from www.garmin.com for
additional information.
Flight Stream installation priority and functions when installed in particular units:
1. GTN - Full functionality
2. TXi MFD – Full functionality (except flight plan transfers) including DB concierge
3. TXi PFD – Full functionality (except flight plan transfers) but database concierge times out shortly
after power-up
4. TXi EIS – EIS data logging only, no database concierge
5. GPS 175/GNX 375 – DB concierge only

Rev. 5 Page 3-34
3.4 Selection of G500/G600 TXi System Components
3.4.1 Aircraft Eligibility Checklist
The aircraft must meet the requirements for the TXi system installation set forth by this STC. The
following checklist is used as a guide to identify if those requirements are satisfied. Complete the checklist
before the aircraft is modified.
Table 3-25 Aircraft Eligibility Checklist

Completed Item Reference
GENERAL
 Verify the aircraft is on the Approved Model List. Appendix D
 Appendix
Verify an approved external GPS/navigation data source is installed.
Section C.4
 Select the G500/G600 TXi system equipment that will be installed. Section 3.4
 Identify the equipment that will be interfaced, and verify each interface is approved. Appendix C
 Determine if the STC limitations applicable to the aircraft are acceptable. Section 2
 Determine if the aircraft electrical system is adequate. Section 3.5
 Obtain the current aircraft weight and balance data. POH/AFM
 Complete baseline flight check of the existing autopilot, if autopilot interface is

Section 6.13.4.7
planned.
INSTRUMENT PANEL
 Section 3.2.3
Select the standby instrument(s) and their location(s), if used.
Section 4.4
 Determine the location of each display. Section 4.4
 Determine the location of the Display Backup switch, if used. Section 4.4.3
 Determine the location of the GCU 485 controller, if used. Section 4.4.4
 Determine the location for each circuit breaker and its placard. Section 3.2
 Verify the total mass of equipment being installed in the instrument panel is not more
Section 4.4
than the total mass of the equipment being removed from the panel.
EQUIPMENT
 Determine the ADAHRS location for #1 and #2 unit, if used. Section 4.5
 Determine the GMU 44 location(s), if used, and complete the magnetometer survey. Section 4.6.1
 Determine the GTP 59 OAT Probe location(s), if used. Section 4.6.2
 Determine the GBB 54 battery location, if used. Section 4.5.7
EIS
 Determine which parameters will be displayed on the EIS, and verify they can be Section 3.2.6
displayed on the GDU 700/1060. Appendix F
 Determine the location of all gauges that must be retained and verify the operating
Section 3.2.6
limits for each.
 Section 4.5.5
Determine the GEA 71B Enhanced or GEA 110 location(s).
Section 4.5.6
 Select engine sensors for parameters determined to be displayed on the EIS. Section 3.4.7

Rev. 5 Page 3-35
Table 3-26 is provided to assist with the selection of G500/G600 TXi system components. Mark the
applicable entry based on the criteria given in the section. Review the relevant wiring diagram(s) to
determine the system installation.
Table 3-26 TXi System Components

Equipment Selection Notes Location
 Integrated Standby System
Standby Instrument  External Individual Standbys [1]

 External Electronic Standbys [1]
Backup Battery  GBB 54
 GDU 1060  GDU 700P  GDU 700L See Table 3-27
Display #1
 PFD  MFD  EIS Check all that apply
Display #2
Display #3
Display #4
Display Backup  For display backup operation
Switch (required for integrated standby)
 GCU 485 #1
Control Unit
 GCU 485 #2
 Integrated
(required for Integrated Standby)
 GSU 75
ADAHRS #1  GSU 75B

(“B” models is required for RVSM)
 GRS 79 and GDC 72
 GRS 77 and GDC 74 [1]
 Integrated
(not permitted with Integrated Standby)
 GSU 75 (B)
ADAHRS #2
 GRS 79 and GDC 72
 GRS 77 and GDC 74 [1]
Backup GPS  Backup GPS antenna
 GTP 59 #1
OAT Probe
 GTP 59 #2
 GMU 44 #1
Magnetometer
 GMU 44 #2

Rev. 5 Page 3-36
Equipment Selection Notes Location
 GEA 110 #1
 GEA 110 #2
Engine Adapter (required for twin-engine aircraft)
 GEA 71B Enhanced

(required for turboprop engine aircraft)
Engine Annunciation  PFD  Annunciator See Section 4.4.5
 EGT probe for each cylinder [1]
 Single EGT probe (aka Primary EGT) [1]
 CHT probe for each cylinder [1]
 Turbine Inlet Temp Sensor
 Induction Air Temp Sensor [1]
 Compressor Discharge Temp Sensor [1]
 Manifold Pressure Sensor
 Oil Pressure Sensor
 Oil Temp Sensor
Engine Sensors [2]
 RPM Sensor
 Carb Temp Sensor
 Fuel Pressure Sensor
 Fuel Flow
 Fuel Quantity [1]
 Shunt (Amperage) [1]
 Torque Sensor [1] [3]
 Tachometer Generator [1] [3]
 Interstage Turbine Temperature [1] [3]
 GAD 43
Adapter Unit
 GAD 43e
Notes:
[1] Not installed under this STC.
[2] Refer to Appendix Section C.26 or Appendix Section C.27 for STC compatibility.
[3] Applicable to turboprop engine aircraft only.
External data sources intended for use with the G500/G600 TXi system must be checked for compatibility
before installation. These checks must be accomplished in accordance with procedures and data furnished
by the equipment manufacturer.

Rev. 5 Page 3-37
3.4.2 Displays
Verify that there is adequate space available in the instrument panel and ensure the GDU display and
display control knob(s) do not interfere with the control yoke when operated through its full range of
movements or with the installation of any control locking devices.
Evaluate the space required for the GPS unit, standby instruments, and other equipment. A maximum of
four displays can be installed. Use Table 3-27 below for reviewing the display options and determining the
display configuration. Refer to Section 2.1 for the display limitations.
1. Maximum of four displays total (GDU 1060 and GDU 700 combined).
2. Maximum of two GDU 1060s in a combined system.
3. Maximum of two PFDs total.
4. Maximum of two EIS displays total (GDU 1060 and GDU 700 combined).
Table 3-27 Display Options

Display Display Options Display Display Options
GDU 1060 PFD/MFD/EIS GDU 1060 PFD/MFD/EIS
GDU 1060 PFD/MFD GDU 1060 PFD/MFD
GDU 700P PFD GDU 700P PFD
GDU 700P MFD GDU 700P MFD
#1 GDU 700P EIS #2 GDU 700P EIS
GDU 700P MFD/EIS [1] GDU 700P MFD/EIS [1]
GDU 700L PFD GDU 700L PFD
GDU 700L EIS [1] GDU 700L EIS [1]
GDU 700L MFD/EIS [1] GDU 700L MFD/EIS [1]
GDU 1060 PFD/MFD/EIS GDU 1060 PFD/MFD/EIS

GDU 1060 PFD/MFD GDU 1060 PFD/MFD
GDU 700P PFD GDU 700P PFD
GDU 700P MFD GDU 700P MFD
#3 #4
GDU 700P EIS GDU 700P EIS
GDU 700P MFD/EIS [1] GDU 700P MFD/EIS [1]
GDU 700L EIS [1] GDU 700L EIS [1]
GDU 700L MFD/EIS [1] GDU 700L MFD/EIS [1]
Notes:
[1] Not approved for turboprop EIS.
GDUs with integrated ADAHRS must be rigidly mounted without shock mounts. With respect to aircraft
level reference, panel tilt cannot exceed ±6° in roll and ±8° in pitch. The panel must be perpendicular to the
longitudinal axis of the aircraft yaw. Unit vibration is checked during the Engine Run-Up Vibration Test.

Rev. 5 Page 3-38
3.4.3 GCU 485 Controller
The GCU 485 controller is only available for installations that include a PFD. It can be installed if an
alternate method of controlling the changing basic PFD settings is desired. There are several variants of the
GCU 485 available for installation. Each unit supports different autopilots/autopilot functionality.
Table 3-28 lists the GCU 485 part number and capable application. Table 3-29 lists the recommended GCU
485 variant for the given autopilot based on its assumed functionality (indicated by a checkmark). If
certain functions are not enabled, a different variant must be selected based on its capabilities. It is up to
the installer to determine which GCU 485 variant is compatible for the given installation.
Table 3-28 GCU 485 Variants and Functionality

GCU 485 Functions
Controller Image Intended Application
Part Number ARM ENG GPSS CDI
Preselect altitude capture,

vertical rate capture, GPS
010-01350-01 X X X X
steering, HDG emulation,
CDI selector

010-01350-02 X X X GPS steering, HDG
emulation, CDI selector
GPS steering, HDG

010-01350-03 X X
emulation, CDI selector
010-01350-04 X CDI selector

010-01350-05 X X X vertical rate capture, CDI
selector

Rev. 5 Page 3-39
Table 3-29 GCU 485 Autopilot Selection
Functions Recommended
Autopilot Make and Model Controller
ALT-C VS GPSS CDI Part Number
M4C   010-01350-03
BENDIX
M4D   010-01350-03
II / III   010-01350-03
IV   010-01350-03
CENTURY 21 / 31   010-01350-03
41   010-01350-03
2000   010-01350-03
400B   010-01350-03
300, 400, 800 IFCS   010-01350-03
CESSNA
300B, 400B, 800B IFCS    010-01350-02
1000 IFCS    010-01350-02
APS-65    010-01350-02
COLLINS
AP-106/107   010-01350-03
GFC 500  010-01350-04
GARMIN
GFC 600  010-01350-04
KAP 100   010-01350-03
KAP 140   010-01350-03
KAP 150     010-01350-01
KFC 150     010-01350-01
KAP 200   010-01350-03
KFC 200/250    010-01350-02
KFC 225   010-01350-03
HONEYWELL
BENDIX KING KFC 275
   010-01350-05
KCP 220-15 and above
KFC 275
    010-01350-01
KCP 220-14 and earlier
KFC 300   010-01350-03
KFC 325
   010-01350-05
KCP 220-15 and above
KFC 325
    010-01350-01
KCP 220-14 and earlier
SPERRY SPZ-200A/500   010-01350-03

Rev. 5 Page 3-40
Table 3-29 GCU 485 Autopilot Selection
Functions Recommended
Autopilot Make and Model Controller
ALT-C VS GPSS CDI Part Number
20, 30, 40, 50, 60-1   010-01350-03
60-2, 65   010-01350-03
60 PSS  010-01350-05
S-TEC
55X    010-01350-05
55   010-01350-03
1500, 2100  010-01350-04
3.4.4 Attitude and Air Data

An ADAHRS or ADC/AHRS is required for the pilot’s PFD.
If installing an Integrated Standby System, the pilot’s PFD must use an internal ADAHRS, and the backup
display (700P EIS, MFD, or MFD/EIS) must use a remote-mounted ADAHRS, GRS/GDC, or AHRS/
ADC. The co-pilot PFD, if installed, will use the data from the backup display via HSDB.
The GRS 77 with existing GMU 44 and the GDC 74 can be reused if upgrading from a legacy G500/G600
system. If desired, the GDC 74 can be replaced with a GDC 72. Additionally, the GRS 77 can be replaced
with a GRS 79. The GDC 74(B) and GRS 77 can be replaced by a GSU 75(B). If the GRS 77 AHRS is
being replaced, the upgrade must include a GMU 44 P/N 011-00870-10 or P/N 011-00870-20; the
GMU 44 P/N 011-00870-00 is not compatible with the GRS 79 or GSU 75(B).
If the G500/G600 TXi is replacing an autopilot gyro that was not mounted in the instrument panel, the
AHRS source for the pilot’s PFD must be remotely mounted. The co-pilot’s PFD can use either a remotely
mounted or internal AHRS source.
A separate GTP 59 OAT is required for each ADC unit installed.
A separate GMU 44 Magnetometer is required for each AHRS unit installed.
3.4.5 GBB 54 Battery

The GBB 54 Backup Battery is required if the Integrated Standby System is installed. The backup battery is
optional for all other GDU 700P installations. The GBB 54 is not approved to interface to the GDU 700L/
1060.
The GBB 54 is approved for installation on metal aircraft only. It requires venting to the outside of the
aircraft and must be installed in a temperature-controlled area if the service ceiling of the aircraft is above
25,000 feet. It is recommended to install the GBB 54 in a convenient location to allow ease of access.

Rev. 5 Page 3-41
3.4.6 GAD 43(e) Adapter
The GAD 43(e) Adapter will replace certain existing attitude gyros, external CDIs, and ADF indicators.
The GAD 43e can provide altitude preselect and vertical speed control when interfaced to select autopilots.
Additionally, the system will receive data from marker beacon receivers, synchro (ARINC 407) ADF
receivers, DME systems, and analog radar altimeters.
The GAD 43(e) and the autopilot/FD must be connected to the same G500/G600 TXi PFD.
NOTE
The GDU 700/1060 prioritizes marker beacon information received from a valid
GMA 35/350 (marker beacon) over the GAD 43(e). If the GMA 35/350 is invalid, the
GDU 700/1060 will use the GAD 43(e) marker beacon data.
NOTE
If upgrading from a previous GDU 620 installation, the Composite NAV data must be
received by the GDU 700/1060 directly, not from the GAD 43e.
Analog Baro-Correction for Honeywell Autopilots

The GAD 43(e) provides an analog baro-correction output that emulates the baro-correction output from
the Honeywell KEA 130/130A and KEA 346 (P/N 006-0362-0008 through -0011 only) encoding
altimeters. It is recommended that the GAD 43(e) is used to provide the baro-correction input in lieu of the
encoding altimeter. This ensures that altitude captures will be made relative to the altitude used by the
NOTE
If removing the encoding altimeter, a suitable blind encoder must be installed to provide
uncorrected Gray code altitude to the autopilot (and any other LRUs using Gray code
altitude).
3.4.7 GEA 110 Engine Adapter

A GEA 110 is required for each reciprocating engine if EIS is installed (refer to Section 3.4.8 for turboprop
aircraft). EIS sensor options and configurations are presented in Appendix Section C.26. Select the sensors
required to support the EIS gauges determined in Section 3.2.6. Specific sensors are discussed below.
1. EGT/TIT and CHT

The number of probes required for aircraft installation is shown in Table 3-30. The Primary EGT/TIT
and CHT indication, if applicable, must be retained. The primary EGT/TIT probe can be changed;
however, the installed location must remain the same. EIS will display the Primary EGT/TIT next to
the individual cylinder EGT and CHT values on the GDU 700 and as an individual gauge on the
GDU 700 MFD/EIS or GDU 1060 EIS strip if it has markings, alerts, or has limitations in the POH/
AFM.
Table 3-30 EGT and CHT Probe Quantity
Aircraft Engines Single Twin
Cylinders per engine 4 6 4 6
EGT 4 6 8 12
PROBE QTY CHT 4 6 8 12
PRIMARY AS REQUIRED

Rev. 5 Page 3-42
All thermocouple lead wires must match the thermocouple type (K- or J-Type). Do not crimp
connector pins to a single-conductor thermocouple wire; only use a multi-strand lead wire for
connector pins. Copper wire must never be used for thermocouples.
2. Oil Pressure Sensor

Two sensor options are available depending on the aircraft service ceiling.
3. Oil Temperature Sensor

Use the engine manufacturer’s guidance for probe length/location.
4. Manifold Pressure Sensor

Two sensor options are available depending on aircraft service ceiling.
5. Fuel Pressure Sensor

Four sensor options are available depending on aircraft service ceiling and fuel system pressure ranges.
Some fuel injected engines use a fuel pressure sensor to indicate fuel flow. This STC requires that
when replacing such a sensor, individual EIS sensors for both fuel flow and fuel pressure must be
installed.
6. Fuel Quantity Sensor

The fuel quantity sensors must be resistive float sensors with a resistance range between 0-620 Ω.
Re-use the existing fuel quantity indicator wiring. Extension splices are permissible. This STC does
not approve alteration of the fuel tank wiring, fuel tank equipment, or grounding provisions for the fuel
system. Figure 3-16 is used to determine the fuel tank sensor compatibility and is used for selecting the
appropriate resistive fuel quantity sensor for the G500/G600 TXi EIS.
Is the resistance
Is the maximum Is the maximum
range (Full to Empty/ Select Fuel Qty
resistance of the tank YES YES resistance of the tank YES
Empty to Full) more Sensor 0-249 Ohm
less than 620 Ohm? less than 249 Ohm?
than 45 Ohm?
NO NO NO
Is the resistance
Not Compatible range (Full to Empty/ Select Fuel Qty
NO YES
with TXi Empty to Full) more Sensor 0-620 Ohm
than 105 Ohm?
Figure 3-16 Fuel Quantity Sensor Selection
7. Fuel Flow Sensor(s)

Select a fuel flow sensor that is approved under this STC listed in Appendix Section C.26 and suitable
for the engine horsepower and aircraft fuel supply type:
i. Electronics International FT-60 (Red Cube) - For aircraft with up to 350 HP and an engine
driven fuel pump.
ii. Electronics International FT-90 (Gold Cube) - For aircraft with 350-550 HP or with gravity fed
fuel systems.

Rev. 5 Page 3-43
The fuel flow sensor will introduce a small pressure drop. Refer to Appendix D to determine if a fuel
pressure test is required for a specific aircraft model. If required, the installer must perform the
Minimum Inlet Pressure Test as documented in AC 23-16 to ensure the minimum inlet fuel pressure
and a safety margin are available. Refer to AC 23-16, paragraph 23.955(a) for additional information
and procedures. If the AFM/POH has an operating limitation based only on fuel flow, the fuel flow
must be accurate within 10% to ensure the limitation is maintained. Refer to Section 6.13.3 for the fuel
flow check procedure, if it is required.
8. RPM Sensor
Methods for RPM sensing appropriate to the engine should be selected as follows:
i. P-lead sensor - One per magneto or two per dual magneto. Resistors must be installed in
accordance with Figure B-18.
ii. Magneto vent mounted sensor - Not compatible with geared engines. One sensor for each
engine on non-pressurized magnetos (e.g., Bendix -20, -21, -200, 1200 series, and Slick 6000,
4000 series).
9. Shunt
Compatible shunts are listed in Appendix Section C.26. The EIS configuration setting must match the
shunt rating and type. The shunt rating is the maximum current and is typically marked on the shunt.
The type is the voltage between the shunt posts at maximum current rating. The shunt rating and type
may also be found in the aircraft data.
If the shunt rating cannot be determined by part markings or the aircraft data, the following procedure
may be used for 50mV shunts:
1. With the aircraft power ON, no ground-power applied, and a minimal electrical load ON,
measure the millivolts between the shunt terminals using a calibrated voltmeter. Record the
millivolt measurement (V1).
2. Apply an electrical load (L1) as follows:
a. If an alternator load meter is installed, the shunt will measure the charging current from
the alternator to the main bus. With the engine running, apply an electrical load and
measure the current (L1) from the alternator using a calibrated ammeter. Measure and
record the new shunt millivolt value (V2).
b. If a battery ammeter is installed, the shunt will measure the current from the battery to the
main bus. Without the engine running, apply an electrical load and measure the current
(L1) from the battery using a calibrated ammeter. Measure and record the new shunt
millivolt value (V2).
3. Record the millivolt change (Vchange) between step 1 and 2. Vchange = V2 - V1.
4. Determine the shunt rating using the following calculation.
L1 (Amps) x 50mV
Shunt Rating (Amps) =
Vchange (mV)
If the shunt value cannot be determined, retain the existing gauge(s) or install an appropriately rated
compatible 50 mV shunt. Shunt installation is outside the scope of this STC and must be approved
using other means.

Rev. 5 Page 3-44
3.4.8 GEA 71B Enhanced Engine Adapter
A GEA 71B Enhanced is required for turboprop EIS. EIS sensor options and configurations are presented
in Appendix Section C.27. Select the sensors required to support the EIS gauges as determined in
Section 3.2.6. Specific parameters are discussed below. For sensors not installed by this STC, outside
installation approval must be obtained via aircraft manufacturer service bulletin, other STC, or some other
FAA-approved installation method.
1. ITT
ITT indication is provided via K-type thermocouples. All thermocouple lead wires must match the
thermocouple type. Only alumel and chromel environmental splices should be used for splicing K-type
thermocouple wires. Do not crimp connector pins to a single-conductor thermocouple wire; only use a
multi-strand lead wire for connector pins. Copper wire must never be used for thermocouples.
2. Tachometer
Gas generator speed and propeller speed are measured by tachometer generators conforming to MIL-
PRF-26611, though specific part numbers vary by manufacturer. Various sensor configurations are
listed in Appendix Section C.27 because each aircraft manufacturer/engine model has different ratios
between the tachometer generator and the engine rotor or propeller speed. Select the sensor
configuration that is appropriate for the aircraft.
3. Oil Pressure
Various sensor options are available depending on the aircraft requirements and the sensor that was
originally installed on the aircraft.
4. Oil Temperature
MS28034 RTDs are approved for oil temperature measurement. Use the engine or aircraft
manufacturer’s guidance for probe length.
5. Fuel Pressure
Various sensor options are available depending on the aircraft requirements.
6. Fuel Flow
7. Torque
8. Shunt
Compatible shunts are listed in Appendix Section C.27. The EIS configuration setting must match the
shunt rating and type. The shunt rating is the maximum current and is typically marked on the shunt.
The type is the voltage between the shunt posts at maximum current rating. The shunt rating and type
may also be found in the aircraft data.
If the shunt rating cannot be determined by part markings or the aircraft data, the following procedure
may be used for 50 mV shunts:
1. With the aircraft power ON, no ground-power applied, and minimal electrical load ON, measure
the millivolts between the shunt terminals using a calibrated voltmeter. Record the millivolt
measurement (V1).

Rev. 5 Page 3-45
2. Apply an electrical load (L1) as follows:
a. If an alternator load meter is installed, the shunt will measure the charging current from the
alternator to the main bus. With the engine running, apply an electrical load and measure the
current (L1) from the alternator using a calibrated ammeter. Measure and record the new
shunt millivolt value (V2).
b. If a battery ammeter is installed, the shunt will measure the current from the battery to the
main bus. Without the engine running, apply an electrical load and measure the current (L1)
from the battery using a calibrated ammeter. Measure and record the new shunt millivolt
value (V2).
3. Record the millivolt change (Vchange) between step 1 and 2. Vchange = V2 - V1.
4. Determine the shunt rating using the following calculation.
L1 (Amps) x 50mV
Shunt Rating (Amps) =
Vchange (mV)
If the shunt value cannot be determined, retain the existing gauge(s) or install an appropriately
rated compatible 50 mV shunt. Shunt installation is outside the scope of this STC and must be
approved using other means.

Rev. 5 Page 3-46
3.5 Electrical Load Analysis
An Electrical Load Analysis (ELA) must be completed before G500/G600 TXi system is installed to verify
that the aircraft electrical system is adequate. The purpose of the ELA is to show compliance with
14 CFR 23.1351 and 23.1353(h) by demonstrating that the maximum electrical system demand does not
exceed 80% of the alternator data plate rating and the aircraft battery is capable of providing electrical
power to equipment essential for continued safe flight and landing in the event of a complete loss of the
primary electrical system. Satisfactory completion of the ELA must be recorded on FAA Form 337.
NOTE
Certain operating requirements (e.g., 14 CFR Part 135) may impose additional
requirements in the event of electrical power loss. It is the installer’s responsibility to
ensure that the aircraft meets the additional requirements if used for these operations.
Typical current draw of all G500/G600 TXi system components is summarized in Table 3-31.
Table 3-31 LRU Current Draw

Current Draw
LRU 14V System 28V System
Typical Maximum Typical Maximum
GDU 620 3.9 A 5.4 A 1.9 A 2.7 A
GDU 700( ) 3.0 A 6.0 A [1] 1.5 A 3.0 A [1]
GDU 700( ) w/ ADAHRS 3.0 A 6.0 A [1] 1.5 A 3.0 A [1]
GDU 1060 5.0 A 8.0 A [1] 2.5 A 4.0 A [1]
GDU 1060 w/ ADAHRS 5.0 A 8.0 A [1] 2.5 A 4.0 A [1]
GRS 79/GMU 44 0.37 A 0.48 A 0.19 A 0.24 A
GRS 77/GMU 44 0.60 A 1.0 A 0.30 A 1.0 A
GSU 75(B)/GMU 44/GTP 59 0.56 A 0.66 A 0.28 A 0.33 A
GDC 72/GTP 59 0.32 A 0.42 A 0.16 A 0.21 A
GDC 74( )/GTP 59 0.41 A 0.48 A 0.20 A 0.24 A
GAD 43 0.41 A 0.72 A 0.21 A 0.35 A
GAD 43e 0.79 A 1.22 A 0.39 A 0.59 A
GCU 485 0.12 A 0.14 A 0.06 A 0.08 A
GEA 110 0.30 A 0.60 A 0.15 A 0.30 A
GEA 71 B Enhanced 0.15 A 0.54 A
Notes:
[1] The Flight Stream 510 adds 0.1 A to the maximum current draw at both 14V and 28V.
Net change to the electrical load with the G500/G600 TXi system installed must be determined. Net
decrease in electrical load requires no further analysis, assuming that the electrical system is within limits.
This is likely to occur when existing equipment is removed or older systems are replaced with newer
equipment that requires less power to operate. The amended electrical load calculation documenting load
reduction should be filed with other aircraft permanent records.
A sample net electrical load calculation is shown for a 28V aircraft in Table 3-32.

Rev. 5 Page 3-47
Table 3-32 Net Electrical Load Change Calculation Example
Equipment Removed Equipment Added
Item Load [A] Item Load [A]
KI 227 ADF Indicator [1] 0.00 Garmin GDU 1060 4.00
KI 525A Pictorial NAV Indicator (HSI) 0.36 Garmin GEA 110 0.30
KA 51B Slaving Accessory [2] 0.00 Garmin GSU 75(B)/GMU 44/GTP 59 0.33
KI 256 Horizon Indicator (ADI) 0.76 Garmin GAD 43e 0.59
Mid-Continent MD 200-206 VOR/LOC/GS
0.30
Indicator
KG 102A Directional Gyro 3.00
Shadin ADC 200 1.30
SUBTOTAL 5.72 SUBTOTAL 5.27
NET CHANGE -0.45
Notes:
[1] Received power from ADF receiver, which was left in the aircraft.
[2] Received power from KG 102A, which was also removed. The load for the KA 51B is
included as part of the KG 102A load.
A complete Electrical Load Analysis must be performed to show adequate capacity of the alternator/
generator if the electrical load is increased with G500/G600 TXi system installed. ASTM F 2490-05,
Standard Guide for Aircraft Electrical Load and Power Source Capacity Analysis offers guidance on
preparing an ELA. Alternatively, electrical loads under different operating conditions can be measured, as
discussed in the next section.

Rev. 5 Page 3-48
3.5.1 Measurement of Electrical Loads
It must be shown that the maximum electrical demand for each alternator does not exceed 80% of the
alternator data plate rating. Discussed in this section is the ELA for a single alternator/single battery
electrical system determined by load measurement. It must be modified accordingly for aircraft with
multiple batteries or alternators. During measurement, applied electrical system loads must account for
combinations and durations for probable aircraft operations.
NOTE
Circuits must be protected and LRU circuit breaker ratings must meet specifications in
Section 3.2. Additionally, follow guidelines in AC 43.13-1B, Chapter 11, Section 4.
CAUTION
To avoid damage to equipment, the ammeter must be capable of handling the anticipated
load.
The current measurement is best accomplished with an in-circuit or clamp-on calibrated ammeter with
0.5 A or better precision. Continuous rate, as indicated on the alternator and the battery data plate/
nameplate, must be noted.
1. The tabulated form provided in Figure 3-18 can be used to compile a list of electrical loads on the
aircraft. Typically, the list is comprised of existing circuit breakers and circuit breaker switches as
shown by the example in Figure 3-19. Continuous (e.g., GPS) or intermittent (e.g., stall warning
horn, landing gear) loads must be identified.
2. Use the worst-case flight condition and identify which phase of flight each particular load is used
in for normal flight operation. Certain loads are mutually exclusive and will not be turned on at the
same time (e.g., pitot heat and air conditioning). Use only the worst-case load conditions for each
phase of flight.
NOTE
Normal operation is when the primary electrical power generating system is operating
normally. Emergency operation is when the primary electrical power generating system is
inoperative.
3. Use the worst-case flight condition and identify which phase of flight each load is used in for
emergency flight operation. At a minimum, the list of equipment must include:
a. PFD/MFD #1 (GDU 700P/1060) [1]
b. ADAHRS #1 (GSU 75 (B)) [1]
c. AHRS #1 (GRS 79/77) (includes GMU 44 Magnetometer) [1]
d. ADC #1 (GDC 72/74 (B)) [1]
e. COM radio #1 [1]
f. GPS #1 [1]
g. Audio panel [2]
h. Stall warning system (if applicable)
i. Pitot heat
j. Landing light (switched on during landing only)
k. Instrument panel lighting
l. Landing gear indication lights

Rev. 5 Page 3-49
m. Navigation lights
n. Strobe lights
Notes:
[1] For dual PFD installations, the #2 system is not essential for continued safe flight and
landing.
[2] If the landing gear warning or stall warning audio requires the audio panel, then the audio
panel must be included; otherwise, the audio panel is not essential for continued safe
flight/landing and may be omitted.
CAUTION
The pitot heat must be switched on long enough to take the current measurement and then
switched off. Since the pitot probe may get hot, ensure the probe cover is removed. Care
must be taken to avoid burns or damage to the unit.
4. The ammeter must be connected in line between the external power source and the master relay
circuit, as shown in Figure 3-17. This will eliminate errors due to the charging current drawn by
the battery.
$00(7(53/$&(0(17
(,7+(56,'($&&(37$%/(
'2(6127,1&/8'(%$77(5<&+$5*,1*&855(17
$ $ (/(&75,&$/%86

0$67(55(/$< *
$/7(51$725

(;7(51$/
32:(5
Figure 3-17 Ammeter Placement for Current Measurement
5. With all circuit breakers closed, external power must be applied to the aircraft and voltage set to
the nominal alternator voltage (usually 13.8 VDC or 27.5 VDC).
6. The battery master switch must be turned on. Do not measure intermittent electrical loads. It is
assumed if any additional current is required beyond the alternator capability, this short-duration
demand will be supplied by the battery.
7. The following lighting settings must applied during the entire electrical load measurement:
a. All instrument panel and flood lights set to maximum brightness.
b. The GDU 700/1060 backlight set to 50% brightness.
c. All other backlit displays, including GPS navigator, set to 50% brightness.
8. Switch on all continuous electrical loads that are used for the taxiing phase of flight and record the
current that is measured by the ammeter (tabulated ELA form in column 1, Figure 3-18). The
autopilot circuit breaker must be closed, but the autopilot must not be engaged during the
measurement.
9. Switch on all continuous electrical loads that are used for the normal takeoff/landing phase of
flight and record the current that is measured by the ammeter (tabulated ELA form in column 2,
Figure 3-18). Measurements must be taken with the landing lights ON and OFF. The autopilot
circuit breaker must be closed and the autopilot must be engaged.

Rev. 5 Page 3-50
10. Switch on all continuous electrical loads that are used for the normal cruise phase of flight and
record the current that is measured by the ammeter (tabulated ELA form column 3, Figure 3-18).
The autopilot circuit breaker must be closed and the autopilot must be engaged.
11. Switch on all continuous electrical loads that are used for the emergency cruise phase of flight and
record the current that is measured by the ammeter (tabulated ELA form column 4, Figure 3-18).
Measurements must be taken with the landing lights ON and OFF.
12. Switch on all continuous electrical loads that are used for the emergency landing phase of flight
and record the current that is measured by the ammeter (tabulated ELA form column 5,
Figure 3-18). Measurements must be taken with the landing lights ON and OFF.
The aircraft electrical system is capable of supporting the G500/G600 TXi system if the maximum
electrical system demand, as documented on the tabulated ELA form, does not exceed 80% of the
alternator capacity. It is permissible for the electrical load to exceed 80% of the alternator capacity when
the pitot heat and landing light are both switched on during the takeoff/landing phase of flight. In this case,
the electrical load must not exceed 95% of the alternator capacity. If the pitot heat is on and the landing
light is off, the electrical load may not exceed 80% of the alternator capacity.
NOTE
The Electrical Load Analysis for this installation is only valid for modifications performed
under this STC. Subsequent changes to the aircraft electrical system will require a new
load analysis.

Rev. 5 Page 3-51
Date: Tail Number: Phase(s) of flight during which circuit/system is used
Normal Operation Emergency Operation
Circuit
Breaker Operating Taxiing TO/Land Cruise Cruise Land
Circuit/System Number Time 10 min 10 min 60 min (Calculated) 10 min
Figure 3-18 Tabulated Electrical Load Form

Sheet 1 of 2

Rev. 5 Page 3-52
Date: Tail Number: Phase(s) of flight during which circuit/system is used
Circuit
Ldg Lt ON
(b1)
Total current used (amps):
(a) (c) (d) (e)
Ldg Lt OFF
(b2)
÷ Alternator rating (amps):
%
Ldg Lt ON
(< 95%)
x 100% = Percent of alternator capacity used: % % N/A N/A
(< 80%) (< 80%)
%
Ldg Lt OFF
(< 80%)
Pass/Fail:
Notes:
Figure 3-18 Tabulated Electrical Load Form

Sheet 2 of 2

Rev. 5 Page 3-53
Date: //201 Tail Number: N5272K Phase(s) of flight during which circuit/system is used
Circuit
Alternator Field A1 Continuous

Annunciator Panel C1 Continuous
Vacuum Warning C2 Intermittent
Stall Warning C3 Intermittent
Gear Warning C4 Intermittent
Gear Actuator C5 Intermittent
Cluster Gauge D1 Continuous
Ignition D2 intermittent
PFD D3 Continuous
Turn Coordinator D4 Continuous
Gear Relay D5 Intermittent
ADC E1 Continuous
Panel Lights E2 Continuous
Glareshield Lights E3 Continuous
AHRS E4 Continuous
Flap Actuator E5 Intermittent
COM 1 F1 Continuous
GPS/NAV 1 F2 Continuous
COM 2 F3 Continuous
GPS/NAV 2 F4 Continuous
Autopilot [1] F5 Continuous
Audio Panel G1 Continuous
Radio Blower G2 Continuous
ADF G3 Continuous
Transponder G4 Continuous
GDL 69 H1 Continuous
TCAD H2 Continuous
JPI Engine Monitor H3 Continuous
Bose Headsets H5 Continuous
Altitude Encoder J1 Continuous
Strobe Light SW1 Continuous
Nav Lights SW2 Continuous
Pitot Heat SW5 Continuous
Elevator Trim SW6 Intermittent
Boost Pump SW7 Intermittent
Figure 3-19 Example of Completed Tabulated Electrical Load Form

Sheet 1 of 2

Rev. 5 Page 3-54
Date: //201 Tail Number: N5272K Phase(s) of flight during which circuit/system is used
Circuit
60.0
Ldg Lt ON
(b1)
Total current used (amps): 45.7 43.5 34 48.1
(a) 44.7 (c) (d) (e)
Ldg Lt OFF
(b2)
÷ Alternator rating (amps): 70
86 %
Ldg Lt ON
(< 95%)
x 100% = Percent of alternator capacity used: 68 % 62 % N/A N/A
(< 80%) 64 (< 80%)
%
Ldg Lt OFF
(< 80%)
Pass/Fail: PASS PASS PASS
Notes:
[1] During taxi phase, Autopilot circuit breaker is closed but autopilot is not engaged.
Figure 3-19 Example of Completed Tabulated Electrical Load Form

Sheet 2 of 2

Rev. 5 Page 3-55
3.5.2 Battery Capacity Analysis
The capacity of the aircraft battery must be verified if the G500/G600 TXi installation increases the
electrical load on the system. The capacity of the existing battery is adequate if it supports loads essential
to the continued safe flight and landing for a minimum of 30 minutes. For aircraft with a maximum service
ceiling greater than 25,000feet and certified with FAR 23.1353(h) at amendment 23.62, the battery must
support 60 minutes of continued safe flight. Otherwise, the battery must be replaced with a battery that has
sufficient capacity.
Refer to ASTM F 2490-05, Standard Guide for Aircraft Electrical Load and Power Source Capacity
Analysis for more information.
Verification of the battery capacity can be accomplished following these steps:
1. Battery Capacity (de-rated). 75% of the battery capacity (as indicated on battery nameplate) is
assumed available (this value has units of Amp Hrs). Ensure the value is converted to Amp Mins.
2. Normal Operation Load. Worst-case cruise condition (cruise at night) during normal operation is
assumed with 5 minutes given to the pilot to shed non-essential loads. Any automatic load
shedding can be considered immediate and does not need to be considered in the calculations.
Multiply the normal operation load (Amps) by t1 (mins) [t1 = 5 min].
3. Emergency Landing Load. Electric load during the approach and landing with failed generator/
alternator. This load is assumed to drain the battery for 10 minutes and needs to be determined.
Multiply the emergency landing operation load (Amps) by t2 (mins) [t2 = 10 min].
4. Emergency Cruise Load. Minimum load necessary to maintain flight in cruise after the
generator/alternator has failed needs to be determined.
The following equation determines the battery capacity for emergency cruise expressed as time (t3):
Battery Capacity - Normal Operation - Emergency Landing (1) - (2) - (3)
t3 = =
Emergency Cruise Load (4)
The duration of the entire emergency flight on battery power is:
t = t1 + t2 + t3
t = 5 min + 10 min + t3
t = 15 min + t3

Rev. 5 Page 3-56
EMERGENCY POWER OPERATION CALCULATION EXAMPLE
Date: 08/04/2017 Registration No.: N5272K
POWER SOURCE QTY. INSTALLED VOLTAGE MANUFACTURER MODEL
ALTERNATOR 1 13.75 VDC PRESTOLITE AL 12-P70
BATTERY 1 12.00 VDC GILL G-35
Assumptions:
1. Most severe operating condition is considered to be night IFR with the pitot heat operating.
2. Load demands are shown for steady state operation and do not include inrush current draw.
3. Load shedding is accomplished manually by the pilot within five minutes of warning
annunciation.
4. Loads measured using a calibrated Extech DC ammeter clamped on the cable between battery
terminal and master relay.
Analysis:
(1) Battery Capacity
0.75×35 Amp hrs = 26.25Ah×60 min = 1575 A-min
(2) Normal Operation Load [t1 = 5 minutes duration]

Current drawn in normal cruise 43.5 A
Load 5 min×43.5 A = 217.5 A-min
(3) Emergency Landing Load [t2 = 10 minutes duration]

Current drawn in emergency landing 48.1 A
Load 10 min×48.1 A = 481 A-min
(4) Emergency Cruise Load.

Current drawn in emergency cruise 34.0 A
(5) Battery capacity for emergency cruise

(1) - (2) - (3) 1575 - 217.5 - 481
t3 = = = 25.8 minutes
(4) 34
(6) Total duration of flight on emergency (battery) power
t = t1 + t2 + t3
t = 5 min + 10 min + 25.8 min = 40.8 min
Results:
The total required flight duration on emergency power is 30 minutes. The existing battery capacity
provides 40.8 minutes for emergency flight duration. The battery is adequate.

Rev. 5 Page 3-57
4 INSTALLATION
4.1 Wire Routing and Installation...........................................................................................................4-2

4.1.1 Shielded Cable Preparation ........................................................................................................4-4
4.1.2 Backshell Assembly for D-Sub Connectors...............................................................................4-6
4.1.3 Backshell with Jackscrew Assembly..........................................................................................4-9
4.1.4 Configuration Module Installation ...........................................................................................4-12
4.1.5 Backshell Thermocouple Installation.......................................................................................4-16
4.2 Pitot Static Routing.........................................................................................................................4-18
4.3 Equipment Bonding ........................................................................................................................4-21
4.3.1 Vibration Mounts .....................................................................................................................4-22
4.3.2 Aluminum Surface Preparation ................................................................................................4-22
4.4 Display ............................................................................................................................................4-23
4.4.1 ADC Module ............................................................................................................................4-31
4.4.2 GDU 1060 ................................................................................................................................4-32
4.4.3 GDU 700 ..................................................................................................................................4-36
4.4.4 GCU 485 ..................................................................................................................................4-41
4.4.5 EIS Annunciator.......................................................................................................................4-43
4.4.6 Flight Stream 510 Installation ..................................................................................................4-43
4.5 Remote LRUs .................................................................................................................................4-44
4.5.1 GDC 72 ....................................................................................................................................4-50
4.5.2 GSU 75 .....................................................................................................................................4-53
4.5.3 GRS 79 .....................................................................................................................................4-57
4.5.4 GAD 43/43e .............................................................................................................................4-61
4.5.5 GEA 110...................................................................................................................................4-66
4.5.6 GEA 71B Enhanced .................................................................................................................4-71
4.5.7 GBB 54.....................................................................................................................................4-75
4.6 Display Sensors...............................................................................................................................4-80
4.6.1 GMU 44....................................................................................................................................4-80
4.6.2 GTP 59 .....................................................................................................................................4-89
4.6.3 Backup GPS Antenna...............................................................................................................4-93
4.7 EIS Sensors .....................................................................................................................................4-96
4.7.1 Carburetor Air Temperature.....................................................................................................4-97
4.7.2 Oil Temperature .......................................................................................................................4-98
4.7.3 Pressure ....................................................................................................................................4-99
4.7.4 Fuel Flow................................................................................................................................4-103
4.7.5 RPM .......................................................................................................................................4-107
4.7.6 CHT, EGT, and TIT Probes ...................................................................................................4-108
4.8 Weight and Balance ......................................................................................................................4-109

Rev. 5 Page 4-1
4.1 Wire Routing and Installation
G500/G600 TXi system LRU’s connector definitions and pin functions are defined in Appendix A. System
installation requires fabrication of electrical wire harnesses. When fabricating and installing each harness:
• Reference the aircraft manufacturer (electrical) standard practices manual and equipment
manufacturer documentation for guidance on wire type, gauge, routing, and wire identification.
Methods, techniques, and practices defined in AC 43.13-1B Chapter 11, Aircraft Electrical
Systems are acceptable
• Refer to the equipment manufacturer for any specific shield requirements, or follow general
practices and guidance in this manual if none exist
• For all existing wiring that is overbraided, the overbraid must be maintained and include the new
wire added between the TXi system and the existing system
• Ensure the wiring does not contact sources of heat or RF/EMI interference (power sources) and is
not routed near moving components of aircraft controls or other systems. Wire routing must
preclude accidental impact or damage
• Provide adequate space for the LRU or sensor connector(s). Include additional wire length to
create a service loop for maintenance, where appropriate
• Shield terminations must be as short as possible and not to exceed 3.0 inches unless otherwise
specified. Shields may be connected to the metal connector backshell when the backshell is
grounded to the airframe chassis ground, unless otherwise specified by equipment manufacturer.
Alternately, the shield termination may be directly connected to the airframe ground
• Wiring from the #1 G500/G600 TXi system and the electronic standby instruments must be routed
independently and ideally independent from the #2 G500/G600 TXi system
• The GEA 110 wiring must be routed on the lower part of the instrument panel area, away from any
windowsThe #1 and #2 G500/G600 TXi systems must not share any circuit breakers or ground
returns. The standby instruments must not share any circuit breakers or ground returns with either
G500/G600 TXi system
• Intermediate connections must be minimized to maintain certified electromagnetic compatibility.
All shields must have continuity at intermediate connections (e.g., bulkhead connectors, terminal
blocks, splices, etc.). If intermediate connectors are installed, unless otherwise specified, the shield
must be terminated at both sides of the intermediate connector backshells (if metal connector) or to
airframe ground on both sides of the intermediate connectors
• GDU 700/1060 connectors P2, P3, and P4 and GAD 43e connectors P432 and P433 must meet the
following additional shield installation requirements:
a. Each connector that contains four or more wires must have a minimum of three shields
b. Each connector with three wires or fewer must have a minimum of one shield
c. For the purposes of determining a wire count, a single conductor wire, shielded single
conductor cable, twisted shielded pair cable, twisted shielded triple cable, or Ethernet cable
shall be counted as one wire
d. A shield can be counted only if both ends of the shield have electrical continuity to airframe
ground (i.e., both ends of shield are terminated to metal connector backshell of LRU that is
electrically bonded to airframe ground or terminated directly to airframe ground). If
intermediate connectors are installed, the shield must be terminated to both sides of the
intermediate connector backshells (if metal connector) or to airframe ground on both sides of
the intermediate connectors

Rev. 5 Page 4-2
e. Single conductor cable, twisted shielded pair cable, twisted shielded triple cable, Ethernet
cable, or any combination thereof may be added to meet the above requirements. Added
shields must be bundled with TXi harness wires between the connector needing more shields
and any TXi harness remote end. Unused core wires in the added shielded cables must be
capped and stowed.
f. GDU 700/1060 connector P2, LRU POWER OUT 1, and connector P3, LRU POWER OUT 2,
connections to the GEA 110 may use shielded single conductor cable in lieu of single
conductor wire as needed to meet the above shield requirements.
g. For non-metal aircraft, where the GMU 44/GTP 59 is required to be installed electrically
isolated, the three GMU 44/GTP 59 wires on connector P2 do not count as shielded wires;
however, if these are the only wires on connector P2, no additional shields are required. If
there are other wires on connector P2, connector P2 must meet the above shielding
requirements.
• Inline components near the connector are installed as shown in Figure 4-1
NOTE
The GDU 700/1060 connector P2 audio wires do not count as a shielded wire. This is a
result of the audio line having one end of the shield floating.
NOTE
Shielding requirements for other LRU connectors are met by their specific interconnect
drawings.
NOTE
Interconnect diagrams in this manual only show end-to-end connections and do not show
intermediate connections that may be present in an aircraft.
0$; SOLDER SLEEVE
0.35" MAX.
SHIELD DRAIN
0.17" (MAX. 3.0")
TRIM COMPONENT LEAD TO .25±.063" AND SOLDER TO 22AWG

WIRE. COVER WITH HEAT SHRINK TUBING AS SHOWN, TYPICAL.
Figure 4-1 Inline Component Installation

Rev. 5 Page 4-3
4.1.1 Shielded Cable Preparation
Prepare all of the shielded cables as shown in Figure 4-2. When terminating shield drains, a maximum of
two shields can be daisy-chained together. The daisy-chaining method may only be used if the six tapped
holes in the shield block are insufficient to ground all shields. Refer to Figure 4-2.
1. At the end of the shielded cable, strip back a 2.5-inch maximum length of the jacket to expose the
braid.
2. Remove this exposed braid.
3. Carefully score the jacket 1/4 to 5/16 inches from the end and remove the jacket to leave the braid
exposed.
NOTE
Solder sleeves with pre-installed shield drains may be used instead of separate shield
terminators and individual wires.
4. Connect a 20 or 22 AWG wire to the exposed shield of the prepared cable assembly. Refer to
Figure 4-2. Refer to AC 43.13 for termination techniques.
NOTE
Solder Sleeves with pre-installed lead: A preferred solder sleeve is the Raychem S03
Series with the thermochromic temperature indicator. These solder sleeves come with a
pre-installed lead and effectively take the place of items and. For detailed instructions on
product use, refer to Raychem installation procedure.
5. Slide a shield terminator onto the prepared cable assembly.

6. Connect the shield wire to the shield using a heat gun approved for use with solder sleeves. The
chosen size of solder sleeve must accommodate both the number of conductors present in the cable
and the shield wire to be attached.
7. Crimp contacts onto the cable wires.
8. Repeat steps 1 through 7 as needed for the remaining shielded cables.
9. Wrap the cable bundle with silicone fusion tape (5 or a similar version) at the point where the
backshell strain relief and cast housing will contact the cable bundle.
10. Install a ring terminal onto the cable shield termination wires, grouping wires as applicable for the
connector.

Rev. 5 Page 4-4
2.5" MAX 3
0.17"
0.31" OF EXPOSED SHIELD
2
SHIELD DRAINS AS SHORT AS PRACTICAL

(NO LONGER THAN 3”)
PREFERRED METHOD
2.5" MAX 3
2
0.17"
0.31" OF EXPOSED SHIELD
SHIELD DRAINS AS SHORT AS PRACTICAL

(NO LONGER THAN 3”)
ALTERNATE METHOD
SHIELD DRAIN COMPONENTS AS SHORT

AS PRACTICAL (3" MAX COMBINED)
2
3
2.5" MAX
0.17"
0.31" MAX OF EXPOSED SHIELD
ALTERNATE METHOD 2 (DAISY CHAIN)
Figure 4-2 Shield Termination Methods

Rev. 5 Page 4-5
4.1.2 Backshell Assembly for D-Sub Connectors
Connector kits are listed in Table 3-2, Table 3-4, and Table 3-6, which include Garmin backshell and
ground adapter assemblies. Ground adapter assemblies are not required for all Garmin LRUs and are not
included in all LRU connector kits. Backshell connectors allow the installer to terminate shield grounds at
the backshell housing using the shield block ground kit.
4.1.2.1 Backshell with Slidelock Assembly

Assemble the backshell D-sub connector and shield block. Refer to Figure 4-3.
1. Attach the shield block (7) to the backshell (8) by inserting the 4-40 x 0.250 pan head screws (9)
through the holes on the shield block and threading into the tapped holes on the backshell (8).
CAUTION
When attaching the Slidelock lever (10) and D-sub connector (11) to the backshell (8), use
only the specified 4-40 x 0.375 pan head screws (12). Do not attempt to use the self-
tapping screws supplied in the slidelock kit, as these will damage the backshell housing.
2. Place the slidelock lever (10) over the D-sub connector (11).
3. Attach the slidelock lever (10) and D-sub connector (11) to the backshell (8) by inserting two
4-40 x 0.375 pan head screws (12) through the holes on the connector and threading into the
tapped holes on the backshell (8).
14
10
8
11
5X 12
9
NOTES:
1 PLACE SMOOTH SIDE OF STRAIN RELIEF CLAMP ACROSS CABLE
BUNDLE. DO NOT PLACE GROOVED SIDE ACROSS CABLE BUNDLE.
Figure 4-3 Slidelock Backshell and Shield Block Assembly

Rev. 5 Page 4-6
4.1.2.1.1 Shield Termination on Slidelock Backshell Assembly
Refer to Figure 4-3 and Figure 4-4 while completing the following assembly procedure:
1. Terminate the cable bundle contacts (4) in the D-sub connector (11) in accordance with the aircraft
wiring drawings.
2. Place the convex side of the backshell strain relief clamp (13) across the cable bundle and secure
using three 4-40 x 0.375 pan head screws (12).
CAUTION
Place smooth side of strain relief (13) across cable bundle. DO NOT place grooved side
across cable bundle. Placing the grooved side of the strain relief across the cable bundle
may damage wires.
3. Insert the slidelock spring (14) into the backshell (8) (refer to Figure 4-3).
4. Attach the backshell cover (15) to the backshell using two 4-40 x 0.187 countersunk screws (16).
5. Terminate the ring terminals (6) to the shield block (7) by placing items on the 8-32 x 0.312 pan
head shield terminal screw (17) in the following order before finally inserting the screw into the
tapped holes on the shield block:
a. split washer (18)
b. flat washer (19)
c. first ring terminal (6)
d. second ring terminal (6) (if needed)
NOTE
Each tapped hole on the shield block (7) may accommodate only two ring terminals (6). It
is preferred that a maximum of two wires (2) be terminated per ring terminal. Two wires
per ring terminal will necessitate the use of a ring terminal, #8, insulated, 14-16 AWG
(MS25036-153). If only a single wire (2) is left or if only a single wire is needed for this
connector a ring terminal, #8, insulated, 18-22 AWG (MS25036-149) can accommodate
this single wire (2). If more wires exist for the connector than two per ring terminal (6), it
is permissible to terminate three wires (2) per ring terminal (6).

Rev. 5 Page 4-7

1 1
4
11
3 A/R
8 2
1 A/R
6 2
9 A/R
A/R
7 A/R
NOTES
PLACE SMOOTH SIDE OF STRAIN RELIEF ACROSS CABLE BUNDLE. DO NOT PLACE
1
GROOVED SIDE ACROSS CABLE BUNDLE.
2 PREFERRED SHIELD TERMINATION METHOD SHOWN.
Figure 4-4 Shield Termination on Slidelock Backshell Assembly

Rev. 5 Page 4-8
4.1.3 Backshell with Jackscrew Assembly
Prepare the shielded cables to be connected to the LRU in accordance with Section 4.1.1, then terminate
the cables to the LRU Jackscrew backshell assembly using the following procedure:
1. Terminate the crimped pin/socket contacts (4) in the D-sub connector (7) in accordance with the
aircraft wiring drawings.
2. Place the smooth side of the backshell strain relief clamp (9) across the cable bundle and secure
using three 4-40 x 0.375 pan head screws (10).
CAUTION
Place smooth side of strain relief (9) across cable bundle. DO NOT place grooved side
across cable bundle. Placing the grooved side of the strain relief across the cable bundle
may damage wires.
3. Terminate the ring terminals (6) to the tapped holes on the backshell (8) by placing items on the
8-32 x 0.312 pan head shield terminal screw (13) in the following order before finally inserting the
screw into the tapped holes on the shield block:
a. split washer (14)
b. flat washer (15)
c. first ring terminal (6)
d. second ring terminal (6) (if needed)
NOTE
Each tapped hole on the backshell (8) may accommodate only two ring terminals (6). It is
preferred that a maximum of two wires (3) be terminated per ring terminal. Two wires per
ring terminal will necessitate the use of a ring terminal, #8, 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 ring terminal, #8, insulated, 18-22 AWG (MS25036-149) can accommodate
this single wire. If more wires exist for the connector than two per ring terminal, it is
permissible to terminate three wires per ring terminal.

Rev. 5 Page 4-9
12 [
11
PLACE SMOOTH SIDE OF STRAIN

RELIEF ACROSS CABLE BUNDLE.
DO NOT PLACE GROOVED SIDE
ACROSS CABLE BUNDLE.
10 [
Figure 4-5 Jackscrew Backshell and Shield Block Assembly

Rev. 5 Page 4-10
NOTES
PLACE SMOOTH SIDE OF STRAIN RELIEF ACROSS CABLE BUNDLE. DO NOT PLACE
1
GROOVED SIDE ACROSS CABLE BUNDLE.
2 PREFERRED SHIELD TERMINATION METHOD SHOWN.
Figure 4-6 Shield Block Termination on Jackscrew Backshell Assembly

Rev. 5 Page 4-11
4.1.4 Configuration Module Installation
G500/G600 TXi LRU connector assemblies serve as housing for configuration modules. This section lists
configuration module assemblies and installation procedures for new and existing G500/G600
installations.
NOTE
The socket contacts supplied with the configuration module are specifically made to
accommodate 28 AWG wire. Ensure the crimp tool is set to the proper crimp tension when
crimping these contacts to the configuration module harness.
Slidelock Backshell Configuration Module Installation

Refer to Figure 4-7 for details and item numbers referenced in the following procedure:
1. Strip 0.17 inches of insulation from each wire prior to crimping.
2. Crimp the contacts (3) onto each wire of the 4-conductor wire harness (2).
3. Insert the newly crimped contacts and wires (2, 3) into the applicable connector housing (4)
location, as specified by the interconnect drawings.
4. Plug the 4-conductor wire harness (2) into the connector on the PCB (1).
5. Insert the PCB (1) into the backshell (5) recess.
6. Attach cover (6) to backshell (5) using screws (7).
2x
Figure 4-7 Backshell Assembly (Potted Configuration Module)

Rev. 5 Page 4-12
Jackscrew Backshell Configuration Module Installation
Refer to Figure 4-8 for details and item numbers referenced in the following procedure.
1. Strip back approximately 0.17 inches of insulation from each wire of the 4-conductor wire harness
(3). It is the responsibility of the installer to determine the proper length of insulation to be
removed.
2. Crimp a pin (4) to each conductor.
3. Ensure that the wire is visible in the inspection hole, and that the insulation is 1/64 to 1/32 inches
from the end of the contact.
4. Insert newly crimped pins and wires (3, 4) into the connector housing (5) location. For details,
refer to the applicable interconnect drawings.
5. Attach the module (1) to the backshell (6) using a pan head screw (10).
6. Plug the 4-conductor wire harness (3) into the connector on the module (1).
7. Point the connector housing (5) so that the 4-conductor wire harness (3) is on the same side of the
backshell (6) as the module (1).
8. Attach the cover (7) to the backshell (6) using two screws (8).
Figure 4-8 Jackscrew Backshell Assembly

(Potted Configuration Module)

Rev. 5 Page 4-13
Backshell Configuration Module with Spacer Installation
Refer to Figure 4-9 for details and item numbers referenced in the following procedure:
2. Crimp socket contacts (4) onto each wire of the 4-conductor wire harness (3).
3. Insert newly crimped socket contacts and wires (3, 4) into the applicable connector housing
location, as shown in Figure 4-9.
4. Apply the spacer (2) by wrapping it around the PCB board (1) making sure to insert the plastic
connector mounted on the board into the hole provided in the spacer.
5. Plug the 4-conductor wire harness (3) into the connector on the PCB board (1).
6. With pad (2) in position, insert PCB board (1) into the backshell recess.
7. Orient the connector housing so that the inserted 4-conductor wire harness (3) is on the same side
of the backshell as the inserted PCB board (1).
Figure 4-9 Backshell Assembly (Configuration Module with Spacer)

Rev. 5 Page 4-14
F
GE O CTOR
ED NNE
CK
BA B CO
U
DS
TH
ENG MAX
L
RE ES
WI INCH
2.5
LD
SHIE
ED
POS
F EX
DO LD
EN SHIE
Composite Video Cable Assembly ED
POS
SOLDER PIGTAIL EX
1" OF
TO SHIELD 0.3 NING
GIN
BE
G LD
UBIN SHIE
ET D IL
CENTER ABL POSE IGTA
K EX D P
CONDUCTOR RIN E
SH UND DER
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AN
Figure 4-10 Composite Video Cable Assembly

Rev. 5 Page 4-15
4.1.5 Backshell Thermocouple Installation
The GEA 71B Enhanced backshell assembly also houses a thermocouple reference junction, which is only
required if the GEA 71B Enhanced is used to monitor temperatures using thermocouple sensors (i.e., ITT).
The thermocouple kit is available under Garmin part number 011-00981-00. Refer to Figure 4-11 or
Figure 4-12, whichever is appropriate, for details and item numbers.
To install:
2. Crimp the contacts (2) to each lead. Verify the wire is visible in the inspection hole after crimping
and that the insulation is 1/64–1/32 inches from the end of the contact.
3. Insert the newly crimped contacts and wires (1, 2) into the appropriate connector housing (4)
location as specified by the wiring diagram.
4. Place the thermocouple body (1) onto the backshell boss. Orient the thermocouple (1) such that the
wires exit downward.
5. Attach the thermocouple (1) tightly to the backshell (5) using the screw (3).
6. Attach the cover (6) to the backshell (5) using the screws (7).
Figure 4-11 Shield Block Backshell Thermocouple Installation

Rev. 5 Page 4-16
Figure 4-12 Jackscrew Backshell Thermocouple Installation

Rev. 5 Page 4-17
4.2 Pitot Static Routing
Selected LRUs, pneumatic standby instruments, and the ADC module, if present, must be connected to the
aircraft pitot-static system using lines and fittings, as specified in the model-specific aircraft parts manual.
Lines must be labeled next to each LRU or instrument. When installing pneumatic lines and fittings:
NOTE
Check connections for errors before operating the equipment. An incorrect connection can
result in equipment damage.
• Reference the aircraft manufacturer standard practices manual or equipment manufacturer

documentation for guidance. Methods, techniques, and practices defined in AC 43.13-1B
Chapter 12, Section 4 Pitot/Static Systems are acceptable
• Do not route lines near moving components of the aircraft control systems, other systems with
moving components, or sources of heat including high temperature lines
• Connected equipment must not be at the lowest point in the system to prevent moisture or debris
collection
• Adequate positive drainage of moisture must be maintained for the installation of the pitot and
static lines, so that moisture cannot accumulate resulting in a blockage of the system. Ensure lines
are free from fluids and other contaminants. For existing systems, a review of the system and lines
must be conducted to ensure positive drainage
• The performance of existing drains must remain unaffected by connected equipment
• Pitot and static ports mounted on the aircraft surface must not be changed or relocated. The aircraft
surface where these ports are located must remain undeformed and free from defects
When making pitot-static system connections:
• The primary (#1) ADAHRS/ADC must be connected to pitot-static lines that were previously
connected to the pilot's instruments (primary source)
• In aircraft with a single pitot-static system:
◦ The standby instruments can be connected to the same pitot-static source as the pilot's
instruments
◦ The secondary (#2) ADAHRS/ADC associated with a second PFD (if equipped) can be
connected to the same pitot-static source as the pilot's instruments
• For aircraft equipped with a dual pitot-static system:
◦ The standby instruments must be connected to the pitot-static source that is independent
from the pilot’s instruments
◦ The secondary (#2) ADAHRS/ADC associated with a second PFD (if equipped) must be
connected to the pitot-static source that is independent from the pilot’s instruments
NOTE
Aircraft must retain the alternate static source selector switch, if it was previously
equipped.
NOTE
For aircraft with a dual pitot-static system and a GTOW of less than 6,000 lbs, the
requirement of separating the standby instruments’ pitot-static source from the #1
ADAHRS/ADC is optional.

Rev. 5 Page 4-18
81,712$'$+56
25$'&
72$,5&5$)7 72$,5&5$)7
727$/35(6685(6285&(>3,727@ 67$7,&35(6685(6285&(
Figure 4-13 Pitot-Static Connections for Single ADAHRS/ADC Installation

(Aircraft with a Single Pitot-Static System and/or Less than 6,000 lbs MTOW)
81,712$'$+56
25$'&
72$,5&5$)7727$/35(6685(>3,727@ 72$,5&5$)767$7,&35(6685(
35,0$5<6285&( 6(&21'$5<6285&(
72$,5&5$)767$7,&35(6685(
35,0$5<6285&( 72$,5&5$)7727$/35(6685(>3,727@
6(&21'$5<6285&(
Figure 4-14 Pitot-Static Connections for Single ADAHRS/ADC Installation

(Aircraft with a Dual Pitot-Static System)

Rev. 5 Page 4-19
81,712$'$+56
25$'&
81,712$'$+56
25$'&
72$,5&5$)7 72$,5&5$)7
727$/35(6685(6285&(>3,727@ 67$7,&35(6685(6285&(
Figure 4-15 Pitot-Static Connections for Dual ADAHRS/ADC Installation

(Aircraft with a Single Pitot-Static System, Omit Standby Instruments if the Integrated
Standby System is Installed)
81,712$'$+56
25$'&
81,712$'$+56
25$'&
72$,5&5$)767$7,&35(6685(
6(&21'$5<6285&(
72$,5&5$)7727$/35(6685(>3,727@ 72$,5&5$)7727$/35(6685(>3,727@
35,0$5<6285&( 6(&21'$5<6285&(
72$,5&5$)767$7,&35(6685(
35,0$5<6285&(
Figure 4-16 Pitot-Static Connections for Dual ADAHRS/ADC Installation

(Aircraft with Dual Pitot-Static System, Omit Standby Instruments if the Integrated Standby
System is Installed)

Rev. 5 Page 4-20
4.3 Equipment Bonding
All installed items listed in Table 4-1 must be electrically bonded to the same airframe ground plane and
meet the milliohm requirement listed in Table 4-1. The GMU 44 and GTP 59 are either electrically bonded
to an airframe ground plane or electrically isolated per aircraft model-specific requirements in
Appendix D.
The resistance must be verified with a calibrated milliohm meter with ±0.1 milliohm (or better) accuracy
and all connector(s) disconnected from the LRU.
All existing third-party remote equipment interfaced to a G500/G600 TXi LRU must be electrically
bonded to the airframe ground. It is not acceptable to interface the TXi equipment to existing third-party
equipment that relies only on power ground return wires as an electrical ground.
Electrical bonding can be achieved with mounting hardware (e.g., rivets, bolts, nuts, washers, etc.) or via
bond straps. Bonding surfaces must be clean of any primer, grease, or dirt. If mounting hardware is used to
create the electrical bond, the area under the head of the bolt or washer must be free of primer and a spot
face prepared that is at least 0.125 inches wider than the head of the bolt or the washer. Any exposed area
still visible after the bond is completed must be primed and finished with the original coating or other
suitable film. Rivets used to mechanically attach brackets and shelves provide an inherent electrical bond
through the rivets and require no additional bond preparation. The top or bottom side of the Garmin racks
or equipment flanges do not need any special bond preparations. Reference the aircraft manufacturer
(electrical) standard practices manual for procedures on electrical bond preparation, or follow SAE ARP
1870 Aerospace Systems Electrical Bonding and Grounding for Electromagnetic Compatibility and Safety,
Section 5 Detail Requirements.
Table 4-1 Bonding Requirements

UNIT VALUE[1]
GDU 700/1060 10 Milliohm
GCU 485 10 Milliohm
Engine Annunciator 10 Milliohm
GSU 75/75B 2.5 Milliohm
GDC 72 2.5 Milliohm
GRS 79 2.5 Milliohm
GAD 43/43e 2.5 Milliohm
2.5 Milliohm
GEA 110
N/A if mounted on the back of the GDU
GEA 71B Enhanced 2.5 Milliohm
GBB 54 2.5 Milliohm
2.5 Milliohm
GTP 59
or electrically isolated per Appendix D
5 Milliohm
GMU 44
or electrically isolated per Appendix D
Notes:
[1] For remote LRUs installed on an aluminum foil ground plane, bonding measurements
must be taken between the remote LRU and the instrument panel.

Rev. 5 Page 4-21
The instrument panel must be metal construction allowing a ground path for instrument panel installations.
For metal and tube-and-fabric aircraft, the ground path is inherently achieved through the metallic airframe
structure. For composite aircraft, a ground plane (or reference) must be used to achieve a comparable
ground.
The face sheet on honeycomb shelves must be metal when equipment is mounted to the shelf. The
honeycomb material between the face sheets is not conductive, therefore care must be taken to ensure
proper bonding of the equipment. The top and bottom face sheets must be grounded to each other and at
least one of face sheets must be grounded to the airframe.
4.3.1 Vibration Mounts

For instrument panels with vibration mounts, verify the mounts are grounded to the metallic airframe
structure with a bonding jumper. Ensure the jumper meets the following specifications:
• The cross-sectional area of the strap is greater than 0.016 square inches (approximately
20,800 circular mils)
• The braid is a 7/16” or wider tubular braid (P/N QQB575R30T437, 24,120 circular mils) or a 3/4”
or wider flat braid (P/N QQB575F36T781, 20,800 circular mils)
• The braid contains a terminal lug (mil-spec MS20659-130) at each end
• The strap length is as short as possible, not exceeding 6 inches
Ensure each terminal lug is secured to its respective mating surface with a #10 steel bolt and one flat
washer (P/N AN970-3). Lugs and washers should be center-aligned and flush on all outside edges. These
components should be in full contact with the mating surface.
4.3.2 Aluminum Surface Preparation

In order to prepare the aluminum surface for proper bonding, the following general steps should be
followed. For a detailed procedure, reference SAE ARP1870, Sections 5.1 and 5.5.
1. Clean grounding location with solvent.
2. Remove non-conductive films or coatings from the grounding location. When area is cleaned
around fastener heads or washers, the area cleaned should be 0.125 inches wider than the foot print
of the washer or the bolt head.
3. Apply a chemical conversion coat, such as Alodine 1200, to the bare metal.
4. Once the chemical conversion coat is dry, clean the area.
5. Install bonding aluminum tape or equipment at grounding location.
After the bond is complete, if any films or coatings were removed from the surface, reapply a suitable film
or coating to the surrounding area.

Rev. 5 Page 4-22
4.4 Display
The GDU 700/1060 display(s) is designed to mount in the aircraft instrument panel and replace the
existing primary instruments. For all G500/G600 TXi installations, the instrument panel must be
constructed from aluminum. Refer to Section 3.4.2 for instrument panel requirements for units with
integrated ADAHRS.
The GDU 700/1060 must be electrically bonded to the aircraft instrument panel with a direct current (DC)
resistance specified in Table 4-1. Electrical bond is accomplished through the display fasteners.
The GDU 700/1060 must be located such that the screen is entirely viewable and within reach of the pilot. It
is preferable for the display to be located as far up the instrument panel as practical. The position of the
GDU display(s) must not interfere with the installation of flight control items or control lock devices.
The location of the GDU display on the instrument panel in relation to the centerline of pilot’s primary
field-of-view depends on display size and configuration. When measured from the centerline of pilot’s
primary field-of-view, the display centerline must be located as defined in Figure 4-17, Figure 4-18, and
Figure 4-20.
NOTE
Location of the display centerline is based on a distance of 30 inches from the pilot eye
reference point to the aircraft instrument panel and must be reduced proportionally if the
pilot’s eye reference point is significantly less than 30 inches from the instrument panel.
NOTE
If intended for use by the co-pilot, the distance from the GDU 700P MFD centerline to the
centerline of co-pilot’s primary field-of-view can be greater than 18 inches.
NOTE
GDU location must not affect the readability of any existing or added switches under all
lighting conditions, including switches that maybe blocked from the instrument flood
lights.
FAA AC 23.1311-1C defines the primary field-of-view with the normal line-of-sight established at 15°
below the horizontal plane, the values for the vertical and horizontal are ±15°. The primary maximum
field-of-view values are ±35° horizontal, +40° up, and -20° down vertically from the pilot eye reference
point.
For example, if the distance from pilot eye to the instrument panel is 30 inches, the entire display must be
no further than 8 inches to the side from the pilot eye reference point to be within primary field-of-view, or
no further than 21 inches to the side from the pilot eye reference point to be within primary maximum
field-of-view. Centerline of primary field-of-view is coincident with:
1. A projection of the centerline of the pilot’s seat onto the instrument panel; or
2. The center of control yoke or stick in neutral position, if the control yoke or stick are offset from
the centerline of the pilot’s seat.

Rev. 5 Page 4-23
&/ 35,0$5<9,(: &/ ',63/$<
0$;
127(6
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),(/'2)9,(:
Figure 4-17 GDU 1060 Display Location
&/ 35,0$5<9,(: &/ 3)'',63/$<

0$;
127(6 0$; &/ 0)'',63/$<

*'83',63/$<&(17(5/,1(0867%(:,7+,1
,1&+(6/()7255,*+7)5207+(&(17(5/,1(2)7+(35,0$5<),(/'2)9,(:)253)'
,1&+(6/()7255,*+7)5207+(&(17(5/,1(2)7+(35,0$5<),(/'2)9,(:)250)'
Figure 4-18 GDU 700P PFD/MFD Display Location

Rev. 5 Page 4-24
&/ (,6$1181&,$725
0$;
0$;
127(6 &/ (,6',63/$<
*'83(,6',63/$<&(17(5/,1(0867%(:,7+,1,1&+(6/()7255,*+7)5207+(&(17(5/,1(2)7+(35,0$5<
),(/'2)9,(:/2&$7,2162876,'(,1&+(6)5207+(&(17(5/,1(2)7+(35,0$5<),(/'2)9,(:$5($&&(37$%/(%87
5(48,5((,6$1181&,$7,21(,6$1181&,$7250867%(/2&$7(':,7+,1,1&+(6/()7255,*+7)5207+(&(17(5/,1(2)
7+(35,0$5<),(/'2)9,(:
Figure 4-19 GDU 700P EIS Display Location
&/ (,6$1181&,$725
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0$;
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*'8/(,6',63/$<&(17(5/,1(0867%(:,7+,1,1&+(6/()7255,*+72)7+(&(17(5/,1(2)7+(35,0$5<),(/'
2)9,(: /2&$7,216 2876,'( ,1&+(6 2) 7+( &(17(5/,1( 2) 7+( 35,0$5< ),(/'2)9,(: $5( $&&(37$%/( %87
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&(17(5/,1(2)7+(35,0$5<),(/'2)9,(:
Figure 4-20 GDU 700L EIS Display Location

Rev. 5 Page 4-25
&/ 35,0$5<9,(: &/ 3)'25(,6',63/$<
0$;
&/ (,6$1181&,$725
0$;
127(6 0$;
&/ (,625(,60)'',63/$<
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,1&+(6/()7255,*+7)5207+(&(17(5/,1(2)7+(35,0$5<),(/'2)9,(:)25(,625(,60)'',63/$<
(,6$1181&,$7250867%(/2&$7(':,7+,1,1&+(6/()7255,*+7)5207+(&(17(5/,1(2)7+(35,0$5<),(/'2)9,(:
Figure 4-21 GDU 700L PFD/MFD/EIS Display Location
The previously installed pneumatic ADI/attitude indicator, airspeed indicator, and altimeter can be used as
standby instruments. Either two-inch or three-inch instruments are acceptable.
If a previously installed electric ADI/attitude indicator is replaced by the G500/G600 TXi, it may be reused
as a standby indicator, if it is listed in Appendix C. This STC does not approve the installation or
airworthiness approval for electric/electronic standby indicators.
CAUTION
If the original pneumatic airspeed indicator displays aircraft operating limits that vary
with altitude (e.g., barber pole type airspeed indicators), the original pneumatic airspeed
indicator or an electronic standby listed in Appendix C that is capable of replicating the
variable limit must be used as the standby instrument.
CAUTION
It must be verified that the original airspeed indicator is not part of an existing airspeed
warning system when considering instrument removal or replacement. If it is part of the
airspeed warning system, this system must continue to operate following the installation of
the TXi system.

Rev. 5 Page 4-26
When a PFD and an Electronic Standby Instrument System are installed, the electronic standby
magnetometer and wiring must be separated from the GMU 44 as much as practical.Standby instruments
must be located within 2 inches of the GDU 700/1060 PFD. Positions above, below, or on either side of the
display are acceptable. In dual PFD installations, the standby instruments are required to be installed next
to the pilot’s PFD only.
Standby instruments can be arranged in any order. Preferred order, from top to bottom when positioned
vertically, or from left to right when positioned horizontally, is:
• Attitude Indicator (top or left)
• Airspeed Indicator (middle or center)
• Altimeter (bottom or right)
LQ PP 0$;
(,7+(56,'(25%27720
Figure 4-22 Location of Standby Instruments

If the Garmin G5 is installed as a standby, it must be installed in accordance with the G5 AML STC
SA01818WI, with the exception of the installed location. This STC approves moving the G5 from the
primary ADI location to the standby location, adjacent to the GDU 700/1060, as shown in Figure 4-23.
LQ PP 0$;
(,7+(56,'(25%27720
Figure 4-23 Location of G5 Standby Instrument

Rev. 5 Page 4-27
Installation of the GDU 700/1060 requires modification to the existing instrument panel. The extent of this
modification depends on the selected G500/G600 TXi system configuration, choice of standby instrument(s),
standby instrument placement, and any other instruments that must be retained. In some cases, it is more
effective to purchase a blank instrument panel from the aircraft or equipment manufacturer (TC or STC/
PMA holder) if the scope of the required changes makes it impractical to modify the existing panel.
Table 4-2 lists examples of approved instrument panel modifications for popular aircraft models, including
the basis for airworthiness approval.
NOTE
New instrument panel(s) may be fabricated if the existing instrument panel(s) is/are not
part of the aircraft primary structure.
NOTE
The GDU 700/1060 cutout, GCU 485 controller cutout, and location of standby
instruments must be the only differences between the new and the old (replaced) instrument
panel assembly. This STC is not the basis for airworthiness approval of instrument panel
modifications other than those, or changes to instrument lighting.
When fabricating a new instrument panel, it must:
1. Use the same material type, thickness (not less than 0.090 inches), and corrosion protection as the
original instrument panel.
◦ If existing instrument panel material isn’t known, 2024-T3 aluminum per AMS-QQ-A-250/5,
6061-T6 aluminum per AMS 4025, AMS 4027, or AMS-QQ-A-250/11 must be used.
◦ Corrosion protection must be in accordance with aircraft model-specific standard practices
manual, or alternatively chemical conversion coating per MIL-DTL-5541 Type II, or
MIL-DTL-81706 Type II, and high-solids chemical and solvent resistant epoxy primer per
MIL-PRF-23377, Class N.
2. Be manufactured using methods and procedures defined in an aircraft standard practices manual,
maintenance manual, or structural repair manual. Methods, techniques, and practices defined in
AC 43.13-1B Chapter 4, Section 4 Metal Repair Procedures are acceptable.
3. Maintain the form of the existing instrument panel, including the location of fasteners, and retain
all elements of the instrument panel structure (if comprised of multiple parts assembled together),
such that every feature of the instrument panel is preserved or duplicated.
◦ Multiple individual pieces of instrument panel assembly must not be combined
◦ Single pieces must not be split into smaller components
4. Remain at the location where it was originally installed in the aircraft, use the same type of
fasteners as specified in the aircraft model-specific parts catalog, and retain the same instrument
panel installation method as defined by aircraft type design.
5. Retain the lighting for all previously installed instrument(s) that will be re-installed.
NOTE
The panel cutout required for installation of GDU display in aircraft instrument panel, as
detailed in Figure 4-28 and Figure 4-32, is intentionally designed for a tight fit.

Rev. 5 Page 4-28
Table 4-2 Instrument Panel Modification Examples
Make Model Reference Notes
Instrument panel may need to be
172M [1] STC SA170CH replaced and control yoke modified to
install GDU 700/1060 display(s).
Cessna 180A-180J STC SA0023SE
185A-185E, A185E STC SA0023SE
182A-182D STC SA1347GL
35, A35, B35, C35,
Instrument panel may need to be
Hawker D35, E35, F35, G35, Various STCs
replaced to install GDU 700/1060
Beechcraft 35-33, 35-A33, 35-B33, D’Shannon Aviation
display(s).
35-C33
7ECA, 7GCAA, 7KCAB, Instrument panel may need to be
American
7GCBC, 8GCBC, ACAC Drawing 7-1618 replaced to install GDU 700/1060
Champion
8KCAB display(s).
Notes:
[1] STC SA170CH does not apply to Cessna F172/F172M models. F172 series models have
instrument panels similar to 172 series models and STC SA170CH design data may be
used for airworthiness approval of required modifications. Refer to the Cessna IPC
(P529-12-RAND-1600-1/75) for similarities of instrument panel and yoke installations
between Cessna 172 and F172 series.
Installation and placement of the required placards and limitations must be in accordance with the
applicable aircraft data and aircraft type TCDS.
If any placards were relocated as a result of a display installation, verify the following:
• The font size of the new placard is the same as the old placard it is replacing
• The color of the new placard is identical to the color of the placard it is replacing
• The text on the new placard is identical to the text on the placard that it is replacing (it can be
arranged differently as required by space constraints, but the wording must be the same)
• The placard must be legible and not obscured to the pilot by the glareshield, in all flight control
positions, or by any other component in the flight deck
If the new switch labels were added as a result of the TXi installation, verify the following:
• The font size and label is legible from the pilot’s seat
• The labels are legible in all ambient light conditions. In particular, the labels are legible with
ambient flood lighting in darkness
• The switch label must be legible and not obscured to the pilot by the glareshield, in all flight
control positions, or by any other component to include the switch position
G500/G600 TXi installation interfaced to a KFC 275 or KFC 325 flight control system requires the
following placard:
• The text on the placard must read, “DISENGAGE SOFT RIDE DURING ALTITUDE CAPTURE
(ALTC)”
• The font size must be a minimum of 0.17-inches high (minimum 12 point font)
• The placard must be located near the autopilot mode controller
Refer to Appendix Section C.12 for additional details.

Rev. 5 Page 4-29
Some aircraft models listed on the AML currently have insufficient data to substantiate IFR operations,
therefore the G500/G600 TXi installations in these models are limited to VFR operation only. The
following may apply for such installations:
• Standby instruments are not required
• Electrical bonding and wire routing must be considered for aircraft with non-metallic airframes
No additional placard is required if the aircraft is already limited to VFR operation prior to installation of
the G500/G600 TXi; otherwise, the installation of the G500/G600 TXi limited to VFR operation must
include the following placarded:
• The text on the placard must read, “AIRCRAFT LIMITED TO VFR”
• The font size must be a minimum of 0.25-inches high (minimum 18 point font)
• The placard must be located in plain view near the pilot PFD (pilot side instrument panel)
Refer to Appendix D for aircraft models limited to VFR operations with the G500/G600 TXi system that
previously did not have this limitation.
'(7$,/$
9)53/$&$5'
Figure 4-24 VFR Placard Installation (GDU 1060 Display Example, GDU 700 Similar)

Rev. 5 Page 4-30
4.4.1 ADC Module
The GDU 700 and GDU 1060 are designed to include optional internal ADAHRS. Displays with internal
ADAHRS include a removable ADC module that mounts to the back of the display with a built-in
electrical connector. The ADC module is retained with four thumb screws that are part of the module
assembly, torqued to 10 in-lbf ±1 in-lbf.
The ADC module has two identical bulkhead fittings with 1/8-27 ANPT pipe thread for connection to the
aircraft pitot and static systems.
REF. FITTING, 1/8-27 ANPT

TYP. 2 PLCS
REF. 011-03457-00 ADC MODULE, GDU 700/1060 DISPLAY
REF. THUMB SCREW
Figure 4-25 ADC Module Installation

Rev. 5 Page 4-31
4.4.2 GDU 1060
The GDU 1060 can be configured to display a combination of PFD, MFD, and EIS data in separate,
distinct sections on the display. The EIS data can be configured to be displayed on either the left or right
side of the screen. Configurations with PFD and MFD displays can be arranged with the PFD to the right
or left of the MFD. When EIS is not displayed, the PFD/MFD display proportions can be 60/40 or 40/60,
respectively. If the MFD Resize setting is disabled, the setting is fixed. If set to Pilot Control, it can be
toggled with a button on the MFD.
Figure 4-26 GDU 1060 Screen Configuration Options

Rev. 5 Page 4-32
Table 4-3 GDU 1060 Weight and Size
Weight Dimensions in. (mm)
LRU
lb. (kg) Height Width Depth
GDU 1060 6.57 (2.98) 2.86 (72.6)
7.25 (184.2) 11.40 (289.6)
GDU 1060 w/ADAHRS 7.25 (3.29) 3.50 (88.9)
CAUTION
An optional GEA 110 engine airframe unit can be installed on the back of the GDU 1060.
The total weight of the new equipment installed in the instrument panel (GDU 1060,
optional integrated ADAHRS, and optional GEA 110) must not exceed the total weight of
the equipment that was removed from the panel, unless the total weight of all the
equipment installed in the instrument panel is within the weight limits established by the
aircraft manufacturer.
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
Figure 4-27 GDU 1060 Dimensions

Rev. 5 Page 4-33
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Rev. 5 Page 4-34
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QTY ITEM PART NUMBER DESCRIPTION
NOTES
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Figure 4-29 GDU 1060 Installation

Rev. 5 Page 4-35
4.4.3 GDU 700
The GDU 700 is a 7-inch display available in a portrait (GDU 700P) or landscape (GDU 700L) orientation.
The GDU 700P display can be installed as a PFD, MFD, EIS display, or MFD/EIS display (with version
2.20 or later). It can be installed to replace traditional standby instruments. The co-pilot’s PFD must be
located within the pilot’s primary maximum field-of-view in order to be used as a reversionary display.
The GDU 700L can be installed as an EIS display, PFD (version 2.20 or later), or MFD/EIS display
(version 2.20 or later).
The MS27719-22-1 miniature toggle switch (e.g., OTTO P/N T3-11221) is required for Integrated Standby
Instrument installations. The switch allows for the control of reversion between the two displays and must
be located adjacent to the primary display.
Table 4-4 GDU 700 Weight and Size

Dimensions in. (mm)
LRU Weight lb. (kg)
Height Width Depth
GDU 700P 7.25 (184.2) 5.50 (139.7)
3.77 (1.71) 3.03 (77.7)
GDU 700L 5.50 (139.7) 7.25 (184.2)
GDU 700P w/ADAHRS 7.25 (184.2) 5.50 (139.7)
4.45 (2.02) 3.70 (94.0)
GDU 700L w/ADAHRS 5.50 (139.7) 7.25 (184.2)

Rev. 5 Page 4-36
LQ PP LQ PP LQ PP
LQ PP
LQ PP
LQ PP LQ PP

LQ PP LQ PP
Figure 4-30 GDU 700P Dimensions
5.500in 139.7mm
5.140in 130.6mm
6.890in 175mm 3.030in 77mm

7.250in 184.2mm 1.545in 39.3mm
Figure 4-31 GDU 700L Dimensions

Rev. 5 Page 4-37
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Rev. 5 Page 4-38
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Rev. 5 Page 4-39
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Figure 4-35 Dual GDU 700P Installation

Rev. 5 Page 4-40
4.4.4 GCU 485
The GCU 485 can be installed in an aircraft instrument panel or avionic console in a location where
similarly sized equipment has been removed. The selected location must allow the pilot to reach and view
the controller without obstruction and not interfere with aircraft engine or flight control systems.
The GCU 485 unit includes a pair of pawl latches designed for installation in panels with thicknesses
varying from 0.075 to 0.140 inches and requires no additional fasteners. When placing the unit in the
panel, the pawl latches must be fully retracted and in the horizontal position. Once the unit is placed in the
panel, the pawl latches are tightened with 3/32” hex drive tool inserted through the hole in the GCU 485
face plate. Recommended latch torque is 20 ± 2 in-lbf. Latches are in the vertical position when tightened.
Electrical bond between the airframe and the GCU 485 is accomplished through direct metal-to-metal
contact between pawl latches and the back side of the panel. Areas as indicated in Figure 4-37 must be free
of any surface coatings.
Table 4-5 GCU 485 Weight and Size

LRU
GCU 485 w/o Connector Kit 0.6 (0.27) 1.74 (44.2)
2.12 (53.8) 5.50 (139.7)
GCU 485 w/ Connector Kit 0.7 (0.32) 3.80 (96.5)
4.95in 125.7mm 0.28in 7mm TYP.
2.35in 59.8mm 0.40in 10.2mm
0.96in 24.4mm
1.76in 44.7mm
1.39in 35.2mm
0.40in 10.2mm
2.120in 53.8mm
5.500in 139.7mm 1.74in 44.2mm
Figure 4-36 GCU 485 Dimensions

Rev. 5 Page 4-41
0.50in 12.7mm TYP. 2 PLCS 1.73in 44mm
R0.06in 1.6mm MAX.

0.15in 3.8mm TYP. 2 PLCS
TYP. 4 PLCS
1.780in 45.2mm
SURFACE FOR ELECTRICAL BOND
PANEL BACK SIDE TYP. 2 PLCS
0.64in 16.3mm
4.970in 126.2mm
Figure 4-37 Panel Cutout for GCU 485
DOWN
LATCH DETAIL
UP
LOCKED
Figure 4-38 GCU 485 Installation

Rev. 5 Page 4-42
4.4.5 EIS Annunciator
The EIS annunciator is required if a PFD is not installed and the EIS display is more than 6 inches from the
centerline of the primary field-of-view. The EIS annunciator must be located within 8 inches of the
centerline of the primary field-of-view. Refer to Section 4.4. The EIS annunciator provides a red
“ENGINE” warning or yellow “ENGINE” caution. Refer to Figure 4-20 for installation requirements.

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4.4.6 Flight Stream 510 Installation

The Flight Stream 510 is inserted with the label facing the screen into the bottom card slot for the
GDU 1060 and GDU 700P and the right card slot for the GDU 700L.
Figure 4-40 Highlighted install card slot for GDU 1060, GDU 700P, and GDU 700L

Rev. 5 Page 4-43
4.5 Remote LRUs
The existing aircraft avionics shelf is the preferable location for remote mounted LRUs. In some cases,
existing avionics shelves may not be sufficient for mounting the GSU 75 and GRS 77 AHRS. Refer to
Section 4.5.2 for installation requirements. The selected location must allow access for inspection and
service and must not expose the unit to rapid thermal transients. Exposed mounting locations in the cabin
are discouraged, as they may result in accidental damage (by occupants or baggage). For pressurized
aircraft, locations outside the pressure vessel are adequate.
Protection of the G500/G600 TXi equipment from High-Intensity Radiated Fields (HIRF) and Indirect
Effects of Lightning (IEL) in aircraft with airframes constructed from non-metallic materials (e.g., fabric,
glass fiber or carbon fiber, and reinforced plastics) requires special precautions. Specific details are
included in the Appendix H.
System installations with dual LRUs must separate unit #1 from unit # 2 as far as practical to reduce the
chance of simultaneous accidental damage. For dual AHRS installations (including AHRS/ADAHRS
combinations), it is recommended for both units to be mounted on the same support structure, as this will
ensure a consistent environment that helps to prevent nuisance “Check Attitude” alerts and nuisance
autopilot disconnects.
There are no restrictions on the orientation that other LRUs are mounted, except the GSU 75 and GRS 79).
The GSU 75 or GRS 79 must be installed such that its axis is parallel or perpendicular to the aircraft
longitudinal axis; otherwise, the AHRS won’t function correctly.
AHRS/ADAHRS LRUs should not be located within 1 inch of magnetically mounted antennas, speaker
magnets, or other emitters of a strong magnetic field. AHRS/ADAHRS performance is not affected by a
metallic support structure that has become magnetized. Non-magnetic tools are preferred (but not required)
for installation of the AHRS/ADAHRS fasteners.
Remote AHRS/ADAHRS LRUs, including GDU w/AHRS must be rigidly mounted without shock
mounts. Unit vibration is checked during the Engine Run-Up Vibration Test.
Remote LRUs are best mounted on an existing shelf designated by the aircraft manufacturer for equipment
installation. These shelves are typically found in proximity to the cargo hold in single engine airplanes or
forward of the cabin in the nose section of multi-engine aircraft.
For composite airframes, unless otherwise provisioned for by the aircraft structural repair manual or
standard practices manual, remote LRUs must be installed on an existing shelf designated by the aircraft
manufacturer for equipment installation.
When installing remote LRUs:
1. The combined weight of all added LRUs (including racks and connectors) and the weight of the
existing equipment already installed on the shelf must remain within the established weight limit
for equipment installed on the existing shelf (as referenced by a placard or in the aircraft records).
2. The base of the unit rack must not be deformed as a result of installing any LRUs.
3. When drilling fastener holes in the existing shelf, the added holes must maintain a minimum of 2d
edge distance (d is fastener diameter) from the shelf edges and 3d edge distance from existing
holes. If added holes do not meet this criteria, a new shelf needs to be procured from the aircraft
manufacturer or fabricated in accordance with the model-specific standard practices manual or
structural repair manual, if allowed. Alternatively, the replacement shelf shall:
a. Use the same material and have the same thickness as the existing shelf. If the material used in
the construction of the existing shelf is not known, 2024-T3 aluminum per AMS-QQ-A-250/5
can be used.

Rev. 5 Page 4-44
b. If corrosion protection methods are not specified by the model-specific aircraft standard
practices manual, the shelf must be conversion coated per MIL-DTL-5541 Type II or
MIL-DTL-81706 Type II and primed with high-solids chemical and solvent resistant epoxy
primer per MIL-PRF-23377, Class N.
4. The connection of the existing metallic equipment shelf to the airframe ground may require
installation of a bonding strap. Strap installation details are shown in Figure 4-43.
For composite aircraft, LRUs must be electrically bonded to the metallic instrument panel either directly
through unit mounting rack or by providing electrical path with heavy-duty dead soft aluminum tape, such
as 3M Heavy Duty Aluminum Foil Tape 436. Aluminum tape installation is illustrated in Figure 4-43.
NOTE
Carbon reinforced composite (with or without mesh) or fiberglass with mesh is considered
to be conductive. Wood, Kevlar, and fiberglass without mesh is considered to be
non-conductive.
Proper location and electrical bonding of remote LRU(s) installed on equipment shelf made from
non-metallic/non-conductive materials requires:
1. Identification of a path between the LRU location and the instrument panel ground that will
accommodate a strip of aluminum tape at least 4 inches wide. The tape must extend from the LRU
mount to the grounding location for the instrument panel and maintain 7:1 length-to-width ratio. If
required, multiple tape strips can be overlapped to maintain the 7:1 length-to-width ratio. Tape
ends must, in this case, fold over twice and be overlapped with a 3-inch wide tape strip over the
seam, as illustrated in Figure 4-41. Tears in the tape or tape joint degrade the bonding performance
and must be avoided.
7$3(
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Figure 4-41 Aluminum Tape Joint
2. The ground must be a bare metal surface on the instrument panel or grounding structure for the
instrument panel. Any new (or existing) ground stud must be prepared for electrical bonding.
3. If it is impractical to reach a ground with aluminum tape, then the bond strap must be used. The
bond strap must be minimum 5/8 inches wide and no longer than 6 inches. Bond strap fasteners are
shown in Figure 4-43 and Figure 4-44. Additionally:
a. The aluminum tape may have a 5:1 length-to-width ratio.
b. Tape end must fold over itself a minimum of twice and be clamped to the shelf with a strip of
0.063-inch thick aluminum, as shown in Figure 4-44.
4. The resistance between tape and the local grounding location must be verified and not exceed
2.5 mΩ. Practices defined in SAE ARP1870 Section 5.1 Aluminum Surface Preparation and
Section 5.5 Refinishing should be followed when preparing the electrical bond for aluminum-to-
aluminum interfaces.

Rev. 5 Page 4-45
For conventional metallic airframes:
1. Support structure required for the installation of remote LRUs, if not present, can be fabricated and
installed as provisioned by the aircraft structural repair manual or standard practices manual.
Methods, techniques, and practices defined in Chapter 2, Communication, Navigation, And
Emergency Locator Transmitter System Installations of advisory circular AC 43.13-2B, Aircraft
Alterations, are acceptable.
2. The fabricated support structure must have construction details as defined in Figure 4-42 or
Figure 4-43, including length of bend flanges, maximum bracket spacing, and minimum material
thickness.
3. Existing floor panel(s), fuselage bulkheads, frames, longerons, and stringers can be used to support
a new equipment shelf. Added new equipment shelf must not obstruct or impede the existing
equipment installation(s).
Regardless of construction, the structure used for mounting remote LRUs must be able to support the
inertia loads as defined in Table 4-6 for a minimum of 3 seconds.
Table 4-6 Support Structure Unit Inertia Loads

Direction Load Factor Unit Load (lbf) [1]
Downward 6.6 (9.0) [2] 6.6 (9.0)
Upward 3.0 (4.5) [2] 3.0 (4.5)
Side-ward 4.5 4.5
Forward [3] 18.0 18.0
Notes:
[1] Based on 1.0 lbs of mass installed. The actual load is determined by multiplying the unit
load by total mass of all LRUs installed on a single support structure. For example, the
structure in non-aerobatic aircraft must be able to support 6.6×15.0 = 99.0 lbf downward
load if combined mass of all installed equipment is 15.0 lbs.
[2] Load factor shown in parentheses is applicable to aerobatic category airplanes only.
[3] Applicable only to equipment mounted inside the cabin (that could injure an occupant if
loose).

Rev. 5 Page 4-46
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Rev. 5 Page 4-47

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Rev. 5 Page 4-48

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(Sandwich Panel with Non-Conductive Face Sheet Example)

Rev. 5 Page 4-49
4.5.1 GDC 72
The GDC 72 mounts directly to the unit remote rack (P/N 117-00834-00) using a single fastener built into
an end-plate mount (P/N 011-03108-00) and a mechanical lock between the unit base and remote rack. The
end plate mount can be installed on the connector side of the unit, or the opposite side, allowing for two
GDC 72 orientation options. Both options are shown in Figure 4-46.
The GDC 72 ADC has two 1/8-27 ANPT female thread pressure ports and requires matching male fittings
to connect to the aircraft pitot and static pressure sources. For practical reasons, it is recommended to
locate these units in proximity to existing aircraft pitot and static lines to reduce the length of added lines.
The GDC 72 can be installed in the aircraft’s fuselage or the forward equipment bay for multi-engine
aircraft. When installed in nonmetallic aircraft, the GDC 72 must be grounded to the instrument panel.
This requires the GDC 72 be located near the instrument panel. For additional bonding information, refer
to Section 4.3.
Table 4-7 GDC 72 Weight and Size

LRU
GDC 72 unit 1.26 (0.57) 5.44 (138.3) [1]
GDC 72 with Rack and 2.87 (73.0) 3.00 (76.2)
1.71 (0.78) 7.25 (184.1)
Connector
Notes:
[1] Depth listed includes rack shown in Figure 4-45.
5.44in 138.3mm
4.56in 115.8mm
2.17in 55mm 0.23in 5.8mm
1.46in 37mm
2.87in 73mm
0.59in 15mm 4.53in 115.2mm 1.50in 38mm

3.00in 76.2mm
2.130in 54.1mm
0.181in 4.6mm 3.614in 91.8mm 0.250in 6.4mm

TYP. 4 PLCS
Figure 4-45 GDC 72 Dimensions

Rev. 5 Page 4-50
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Figure 4-46 GDC 72 Installation (Sheet Metal Shelf Example)

Rev. 5 Page 4-51
5()
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Figure 4-47 GDC 72 Installation (Sandwich Shelf Example)

Rev. 5 Page 4-52
4.5.2 GSU 75
The GSU 75 mounts directly to the unit remote rack (P/N 117-00608-00). The GSU 75 is retained with a
mechanical lock between the unit base and the remote rack and two screws built into the unit. Retention
screws should be tightened simultaneously or in small increments to mitigate skewed installation.
The existing GRS 77 Universal Mount (P/N 011-01780-00) can be modified to include AHRS/ADAHRS
fastener holes. Added fastener holes must be centered about the longitudinal axis of the GRS 77 Universal
Mount and be a minimum of 0.5 inches from the edge of the mount. Refer to Figure 4-46 or Figure 4-47 for
fastener details.
The GSU 75 ADAHRS has two 1/8-27 ANPT female thread pressure ports and requires matching male
fittings to connect to the aircraft pitot and static pressure sources. For practical reasons, it is recommended
to locate these units in proximity to existing aircraft pitot and static lines to reduce length of added lines.
The GSU 75 can be installed in the aircraft’s fuselage or the forward equipment bay for multi-engine
aircraft. The GSU 75 must be installed such that its axis is parallel or perpendicular to the aircraft
longitudinal axis; otherwise, the AHRS won’t function correctly. Once an orientation has been determined,
the AHRS must be configured for this orientation. The location of AHRS/ADAHRS must be no more than
13 feet longitudinally and 6.5 feet laterally from the aircraft center of gravity. To minimize the effects of
vibration due to propeller noise, installations in multi-engine airplanes may not have AHRS/ADAHRS
mounted closer than 18 inches from the propeller, as measured along aircraft longitudinal axis (forward or
aft).
With respect to aircraft heading and level, AHRS/ADAHRS orientation must be such that:
• With the rack on the bottom, the unit axis is orthogonal to the direction of flight within 1.0° (this
allows the four azimuth orientations with the unit connector forward, aft, left, or right). Unit
orientation is stored in the configuration module
• Unit is level within 8° in aircraft longitudinal direction (i.e., pitch) and 4° in aircraft lateral
direction (i.e., roll)
When installed in nonmetallic aircraft, the GSU 75 must be grounded to the instrument panel. This requires
the GSU 75 be located near the instrument panel. For additional bonding information, refer to Section 4.3.

Rev. 5 Page 4-53
Table 4-8 GSU 75 Weight and Size
LRU
GSU 75 unit 1.36 (0.62) 5.16 (131.2) [1]
GSU 75 with Rack and 2.76 (70.0) 3.00 (76.0)
1.72 (0.78) 6.56 (166.6)
Connector
Notes:
LQ PP
LQ PP LQ PP
LQ PP
LQ PP
LQ PP
LQ PP LQ PP
LQ PP LQ PP
LQ PP 7<33/&6
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
Figure 4-48 GSU 75 Dimensions

Rev. 5 Page 4-54
5()
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+($',1*5()(5(1&(6<67(0
5()
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Figure 4-49 GSU 75 Installation (Sheet Metal Shelf Example)

Rev. 5 Page 4-55
5()
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+($',1*5()(5(1&(6<67(0
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Figure 4-50 GSU 75 Installation (Sandwich Shelf Example)

Rev. 5 Page 4-56
4.5.3 GRS 79
The GRS 79 mounts directly to the unit remote rack (P/N 117-00608-00), which is the same part used with
the installation of the GSU 75. The GRS 79 is retained with a mechanical lock between the unit base and
the remote rack and two screws built into the unit. Retention screws should be tightened simultaneously or
in small increments to mitigate skewed installation of the unit.
The existing GRS 77 Universal Mount (P/N 011-01780-00) can be modified to include AHRS/ADAHRS
fastener holes. Added fastener holes must be centered about the longitudinal axis of the GRS 77 Universal
Mount and be a minimum of 0.5 inches from the edge of the mount. Refer to Figure 4-46 or Figure 4-47 for
fastener details.
The GRS 79 can be installed in the aircraft’s fuselage or the forward equipment bay for multi-engine
aircraft. The GRS 79 must be installed such that its axis is parallel or perpendicular to the aircraft
longitudinal axis; otherwise, the AHRS won’t function correctly. Once an orientation has been determined,
the AHRS must be configured for this orientation. The location of AHRS/ADAHRS must be no more than
13 feet longitudinally and 6.5 feet laterally from the aircraft center of gravity. To minimize the effects of
vibration due to propeller noise, installations in multi-engine airplanes may not have AHRS/ADAHRS
mounted closer than 18 inches from the propeller, as measured along aircraft longitudinal axis (forward or
aft).
With respect to aircraft heading and level, AHRS/ADAHRS orientation must be such that:
• With the rack on the bottom, the unit axis is orthogonal to the direction of flight within 1.0° (this
allows the four azimuth orientations with the unit connector forward, aft, left, or right). Unit
orientation is stored in the configuration module
• Unit is level within 8° in aircraft longitudinal direction (i.e., pitch) and 4° in aircraft lateral
direction (i.e., roll)
When installed in nonmetallic aircraft, the GRS 79 must be grounded to the instrument panel. This requires
the GRS 79 be located near the instrument panel. For additional bonding information, refer to Section 4.3.

Rev. 5 Page 4-57
Table 4-9 GRS 79 Weight and Size
Dimensions in. (mm)
LRU Weight lb. (kg)
Height Width Depth
GRS 79 unit 1.08 (0.49) 5.16 (131.2) [1]
2.76 (70.0) 3.00 (76.0)
GRS 79 with Rack and Connector 1.45 (0.66) 6.56 (166.6)
Notes:
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP LQ PP
LQ PP
LQ PP 7<33/&6
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
Figure 4-51 GRS 79 Dimensions

Rev. 5 Page 4-58
5()
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5()(5(1&(6<67(0
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Figure 4-52 GRS 79 Installation (Sheet Metal Shelf Example)

Rev. 5 Page 4-59
5()
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Figure 4-53 GRS 79 Installation (Sandwich Shelf Example)

Rev. 5 Page 4-60
4.5.4 GAD 43/43e
The GAD 43/43e can be installed in the aircraft’s fuselage or the forward equipment bay for multi-engine
aircraft. When installed in nonmetallic aircraft, the GAD 43/43e must be grounded to the instrument panel.
This requires the GAD 43/43e be located near the instrument panel. For additional bonding information,
refer to Section 4.3.
Installation of the GAD 43 and GAD 43e adapters is identical. There are no restrictions on unit orientation.
GAD 43/43e can be mounted vertical or horizontal using the flanges that are part of the unit. A minimum
of two fasteners per flange are required.
Table 4-10 GAD 43/43e Weight and Size

LRU lb. (kg) Height Width Depth
GAD 43 unit 1.90 (0.86) 9.00 (229)
GAD 43 with Connector Kit 2.00 (0.91) 10.50 (267)
5.31 (135) 2.11 (54)
GAD 43e unit 2.26 (1.03) 9.00 (229)
GAD 43e with Connector Kit 2.84 (1.29) 10.50 (267)

Rev. 5 Page 4-61
LQ PP
LQ PP
LQ PP LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP LQ PP LQ PP

7<33/&6
LQ PP LQ PP
LQ PP
LQ PP
LQ PP
Figure 4-54 GAD 43 Dimensions

Rev. 5 Page 4-62
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP LQ PP LQ PP

LQ PP LQ PP
7<33/&6
LQ PP
LQ PP
LQ PP
Figure 4-55 GAD 43e Dimensions

Rev. 5 Page 4-63

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Figure 4-56 GAD 43 Installation (Sheet Metal Shelf Example)

Rev. 5 Page 4-64

5()
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$77,78'( +($',1*
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Figure 4-57 GAD 43e Installation (Sandwich Shelf Example)

Rev. 5 Page 4-65
4.5.5 GEA 110
The GEA 110 can be mounted on the back of the GDU 1060, or mounted directly to the airframe in the
aircraft fuselage or the engine compartment with or without an optional installation tray.
CAUTION
Weight limitations referenced in Section 4.4.2 must be taken into account when
considering installation of GEA 110 on the back of a GDU 1060.
Installing the GEA 110 in the fuselage or engine compartment offers the convenience of reduced wire
length when connecting engine sensors. The GEA 110 can be mounted at any orientation, but a vertical
orientation with connectors pointing down is preferred in locations exposed to moisture or fluids. Sealed
connector kit (P/N 011-03527-51) must be used if the GEA 110 can come into contact with fluids or when
mounted in the engine compartment.
The GEA 110 must not be placed directly below fluid lines (e.g., fuel, oil, hydraulic). If mounted close to
the aircraft powerplant, the GEA 110 must not block or alter the flow of air required for engine cooling. It
must be installed as far away as practical from heat sources.
If provisioned by the aircraft structural repair manual or standard practices manual, the GEA 110 can be
mounted on the engine firewall or on a bulkhead that is supporting the powerplant installation. The GEA
110 wiring must be routed through existing pass-through holes in the firewall or use existing bulkhead
connectors: otherwise, separate airworthiness approval is required for added holes in engine firewall.
GEA 110 electrical connector screws must be torqued 5 in-lbf ±0.5 in-lbf when the GEA 110 is installed in
the engine compartment; otherwise, the torque is recommended.
Table 4-11 GEA 110 Weight and Size

LRU
GEA 110 unit 1.21 (0.55) 1.63 (41.4)
7.75 (196.8) [1] 4.81 (122.2) [2]
GEA 110 with Tray and Connector 2.11 (0.96) 2.13 (54.1)
Notes:
[1] Height listed includes tray.
[2] Width listed includes tray.

Rev. 5 Page 4-66
LQ PP LQ PP ; LQ PP
LQ PP
LQ PP
LQ PP
LQ PP LQ PP

LQ PP
LQ PP
LQ PP
Figure 4-58 GEA 110 Dimensions

Rev. 5 Page 4-67
5()
*($
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Figure 4-59 GEA 110 Installation (Mounted Directly to Airframe Example)

Rev. 5 Page 4-68
'5,//
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5()
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5()
*($

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Figure 4-60 GEA 110 Installation (Mounted on a Tray Example)

Rev. 5 Page 4-69
5()*'8
5()
*($

06 6&5(:0$&+,1(3$1+($'&52665(&(66('&$'3/$7('81&$,1/21*
06 6&5(:0$&+,1(3$1+($'&52665(&(66('&$'3/$7('81&$,1/21*
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Figure 4-61 GEA 110 Installation (Mounted at the Back of GDU 1060 Example)

Rev. 5 Page 4-70
4.5.6 GEA 71B Enhanced
The GEA 71B Enhanced can be installed in the fuselage or in the forward equipment bay for single-engine
turboprop aircraft. The preferred location for the GEA 71B Enhanced is where a minimum wire length is
required to connect the unit to the engine sensors.
There are no restrictions on the the unit orientation. The GEA 71B Enhanced can be mounted vertically or
horizontally.
NOTE
The GEA 71B Enhanced cannot be mounted forward of the engine firewall.
The GEA 71B Enhanced wiring must be routed through existing pass-through holes or cutouts in the
firewall or pressure bulkhead; otherwise, separate airworthiness approval is required for added holes in the
engine firewall and pressure bulkhead.
Table 4-12 GEA 71B Enhanced Weight and Size

LRU
GEA 71B Enhanced
3.08 (1.40) 6.91 (175.6) 1.47 (37.3) 9.13 (231.9)
with rack and connector

Rev. 5 Page 4-71
7.91 200.9
2X .58 14.7
1.47 37.3 2X 1.13 28.6 4X SEE NOTE 3 2X 1.63 41.3
2X .58 14.7
4X NOTE 3 2X 4.500 114.30
.7 19 2X 4.500 114.30
J702
2X 5.125 130.18
2X 5.125 130.18
2X 6.91 175.6
3X 6.43 163.2
J701
.16 4.0 4.0 102
3.6 91
8.71 221.2
2X 9.13 231.9
2X .37 9.4 4X NOTE 4

NOTES:
1. DIMENSIONS: INCHES [mm]. METRIC VALUES ARE FOR REFERENCE ONLY.
2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED UNLESS
SPECIFICALLY STATED.
3. MOUNTING HOLE FOR #6 FLAT HEAD 100 DEGREE CSK SCREW (8 PLACES).
4. MOUNTING HOLE FOR #8 PAN HEAD SCREW (4 PLACES).
2X .728 18.49 2X 1.60 40.5
2X 4.458 113.22
Figure 4-62 GEA 71B Enhanced Dimensions

Rev. 5 Page 4-72
5()
5$&.5(027(02817*($%

5()
*($%(1*,1(6(1625$1$/<=(5

'5,//

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'5,//
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5$&.5(027(02817*($%
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Figure 4-63 GEA 71B Enhanced Installation (Metallic Panel)

Rev. 5 Page 4-73
5()
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5()
*($%(1*,1(6(1625$1$/<=(5
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Figure 4-64 GEA 71B Enhanced Installation (Sandwich Panel)

Rev. 5 Page 4-74
4.5.7 GBB 54
The GBB 54 can be installed only in an aircraft with metallic structure and cannot be installed in a location
where flammable mixtures are present.
The GBB 54 battery housing is vented. In the unlikely event of a battery failure, the resulting gases will be
exhausted outside the aircraft through a vent tube. The vent tube must be checked for obstructions
annually, so it is recommended that the tube location is easily accessible. Locating the GBB 54 in
environmentally controlled areas of the fuselage will reduce battery charging times in cold climates.
GBB 54 battery must not be installed in the engine compartment or nacelle. For pressurized aircraft, the
GBB 54 must not be installed inside the pressure vessel. Refer to Section 2.1.11 for additional GBB 54
installation limitations.
The GBB 54 can be installed on an equipment shelf near the bottom skin in a metallic section of the
fuselage or behind the instrument panel near the firewall. The vent tube must be routed through the bottom
of the metallic fuselage skin in Lightning Zone 2A or 3 (see Appendix D for details) or an existing passage
in the engine firewall. The wiring length between the GDU 700P and the GBB54 must not exceed 40 feet.
The outside diameter of the vent tube must be Ø0.375 inches. The tube material must be metallic (6061-T6
aluminum alloy per AMS-WW-T-700/6 or AMS-T-7081 is a preferred choice). The end of the vent tube
must be electrically bonded to existing aircraft metallic structure, as shown in Figure 4-68.
The vent tube length must be as short as practical and not exceed 10 feet. Minimize vent tube bends and
exit the exterior straight down. Tube lengths in excess of 12 inches must use intermediate supports, such as
clamps or brackets. Install the flared vent tube fitting and tube supports as provisioned by the aircraft
structural repair manual or standard practices manual. Methods, techniques, and practices defined in
Section 8-31, Fuel Systems of AC 43.13-1B, Aircraft Inspection and Repair, are acceptable.
For aircraft skin penetrations, the tip of the vent tube must pass through a rubber grommet, as shown in
Figure 4-66 and Figure 4-67. Refer to the aircraft structural repair manual and standard practices manual
for maximum hole size in the fuselage skin and the required method of local reinforcement. For reference,
the diameter of the opening for a Ø0.375 vent tube grommet is Ø0.50 inches. The tip of the vent tube is cut
square such that the tube end is flush with the grommet, or protruding a maximum 0.125 inches.
If venting through the engine compartment, the end of the tube must be flush with or inside the fuselage or
engine cowling. The vent must have unobstructed access to the exterior atmosphere and be clear of exhaust
pipes or other sources of ignition.

Rev. 5 Page 4-75
Table 4-13 GBB 54 Weight and Size
LRU
GBB 54 Unit 2.94 (1.33) 4.83 (122.6)
3.20 (81.4) 4.09 (104.0)
GBB 54 with Connector 3.05 (1.38) 6.67 (169.4)
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Figure 4-65 GBB 54 Dimensions

Rev. 5 Page 4-76

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Rev. 5 Page 4-77

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Rev. 5 Page 4-78
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Rev. 5 Page 4-79
4.6 Display Sensors
Sensors must be installed in locations that allow access for service and inspection. Locations outside the
pressure vessel in pressurized aircraft are acceptable. If installed in the aircraft fuselage, the GMU 44
Magnetometer and GTP 59 OAT Probe must not be mounted within 20 inches (0.5 meters) of the rear-most
point of the fuselage.
Sensors (GMU 44 or GTP 59) must be electrically bonded to a nearby metallic structure in aircraft with
electrically conductive airframes. Resistance must be in accordance with Section 4.3 with the connector
disconnected. Sensors must be electrically isolated in aircraft with non-conductive airframes (i.e.,
composite) and separated from any electrically conductive components by a minimum of 0.5-inches of
clearance. Non-conductive doublers may be required to isolate the sensor.
NOTE
Carbon fiber reinforced plastic (with or without mesh) and fiberglass reinforced plastic
with metallic mesh on the outside are considered conductive. Wood, Kevlar, and glass
fiber reinforced plastics without mesh are considered non-conductive.
The installation of fasteners in airplanes with non-conductive (composite) airframes must be done as
provisioned in the aircraft model specific maintenance manual, structural repair manual, or standard
practices manual.
4.6.1 GMU 44
The GMU 44 is a very sensitive magnetic sensor. Before the GMU 44 is installed, the sensor location must
be surveyed to verify it passes a magnetic interference test. The survey is accomplished by following the
procedure detailed in Section 2 of Garmin document P/N 190-01051-00, AHRS/Magnetometer Installation
Considerations. The GMU 44 separation guidelines presented in Table 4-14 help in selecting an acceptable
location.
The GDU 700/1060, GDC 72, GRS 79, or GCU 485 may affect performance of the magnetic compass or
flux gate if separation between the compass (or flux gate) and the LRU is less than 12 inches, and less than
36 inches of separation for the GBB 54.
For aircraft model-specific GMU 44 installation requirements, refer to Appendix D.
NOTE
For metal and tube-and-fabric aircraft, the GMU 44 must be electrically bonded to the
aircraft metallic structure that forms the ground plane.
NOTE
For composite aircraft, the GMU 44 must not be electrically bonded to the aircraft ground
plane. If the structure is conductive at the mounting location, provisions must be made to
electrically isolate the GMU 44 from the conductive structure per instructions in this
section.
CAUTION
A Magnetic Interference Survey must be successfully accomplished for locations in which
a flux valve or flux gate was previously installed, as it may not be adequate for the
GMU 44.

Rev. 5 Page 4-80
Table 4-14 GMU 44 Recommended Distance from Sources of Magnetic Interference
Source of Magnetic Interference Min. Distance
In Order of Importance feet [meters]
1. Electric relays and motors, including servo motors 10.0 [3.0]
2. Ferromagnetic (i.e., iron, steel, or cobalt materials) mass heavier than 1 kg
(e.g. landing gear) 8.2 [2.5]
3. Ferromagnetic mass less than 1 kg total (e.g., control cables) 3.0 [1.0]
4. Electrical devices that draw a current of more than 100 mA 3.0 [1.0]
5. Electrical conductors that pass a current of more than 100 mA 3.0 [1.0]
6. Electrical devices that draw a current of less than 100 mA 2.0 [0.6]
7. Magnetic measuring device other than another GMU 44 (e.g., existing flux gate,
even if not powered) 2.0 [0.6]
8. Electrical conductors passing less than 100 mA current 1.3 [0.4]
Aircraft must be leveled for installation of the GMU 44. This is accomplished by following procedures
typically detailed in Chapter 8 of the aircraft maintenance manual. When installed, the GMU 44 must be:
1. Horizontal within 3.0° of the aircraft level reference in pitch and roll.
2. Pointing forward within 0.5° of the aircraft longitudinal axis (butt line). Alignment within 2.5° is
acceptable, but requires the post-installation heading compensation.
NOTE
Proper alignment of the GMU 44 install rack assures the sensor points forward as
required.
GMU 44 sensitivity requires that:

1. Electrical conductors within 3 feet of the GMU 44 are installed as a twisted shielded pair, not a
single-wire conductor, and grounded at each end, if possible.
2. Magnetic fasteners within 20 inches of the GMU 44 are to be replaced with nonmagnetic
(i.e., stainless steel) fasteners. Fastener replacement is outside the scope of this STC; reference the
aircraft structural repair manual or the standard practices manual.
3. The GMU 44 is mounted using a support constructed from nonmagnetic materials.
There are two models of GMU 44 that differ in connector harness design: one with vertical pigtail and the
other with horizontal pigtail. When installed, the bend radius of the pigtail harness must be at least
1.5 inches, regardless of the GMU 44 model. When installed, there must be at least 3 inches of space above
the GMU 44 for sensor removal. The selected location for GMU installation must be in consideration of
these limitations.

Rev. 5 Page 4-81
Table 4-15 GMU 44 Weight and Size
Item
lb. (kg) Height Diameter Flange
GMU 44 unit only (P/N 011-00870-10) 0.35 (0.16)
2.10 (53.3) Ø2.38 (60.3) Ø3.35 (85.1)
GMU 44 unit only (P/N 011-00870-20) 0.37 (0.17)
Install Rack and Connector 0.15 (0.07) 0.13 (3.2) Ø3.37 (85.6)

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Figure 4-69 GMU 44 Dimensions (P/N 011-00870-10)

Rev. 5 Page 4-82

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Rev. 5 Page 4-83
The GMU 44 Universal Mount offers flexibility in installation. Combined with the GMU 44 Install Rack,
it allows for convenient heading and level alignments. Refer to Section 1.4 of Garmin document
P/N 190-01051-00, AHRS/Magnetometer Installation Considerations, for details on GMU 44 Universal
Mount assembly and installation.
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A custom bracket can be fabricated in lieu of using the GMU 44 Universal Mount. The bracket must be
fabricated in accordance with the requirements applicable to the replacement equipment shelf detailed in
Section 4.5 of this document and be a minimum of 0.032 inches thick. The GMU 44 install rack must be
installed regardless of whether the GMU 44 Universal Mount or custom bracket is used.

Rev. 5 Page 4-84

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Rev. 5 Page 4-85

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Rev. 5 Page 4-86
GMU 44 installations in a non-conductive (i.e., composite) airframe must maintain a minimum of
0.5 inches of clearance from any conductive structure or component. If the conductive structure in
composite airplanes is the only option for the GMU 44 installation, it must be electrically isolated. This
can be accomplished using the clickbond fixtures.
Refer to the aircraft model-specific maintenance manual, structural repair manual, or standard practices
manual for the selection of materials and processing.
The GMU 44 can be mounted using composite base aluminum threaded studs bonded to the aircraft
structure. CB4000 or CB4017 bonded composite base studs manufactured by Click Bond, Inc. (2151
Lockheed Way, Carson City, NV 89706-0713) are examples of parts that can be used to install the GMU 44
bracket in airplanes with composite airframes. Bond gap must be 0.020 inches minimum.
NOTE
Ensure enough epoxy material is used to assure a minimum puck thickness of 0.02 inches.
The GMU 44 Magnetometer must not be mounted on an access panel or inspection cover. The tail section
of the fuselage is a good location for the GMU 44, but it must maintain a minimum of 2 feet of separation
from the cabin or cargo compartments. Truss-type steel fuselage frames are a significant source of
magnetic interference and, therefore, are not recommended for GMU 44 location.
Generally, the location inside the wing is most suitable for GMU 44 installation. To reduce the effect of
electric current in the wing skin:
1. The GMU 44 wiring must have a dedicated power ground return as a twisted pair with the power
source going back into the fuselage; and
2. The wing tip lights must not have a power ground connected to the airframe ground through the
light chassis. Electrically isolated light assembly can only be used if demonstrated to have
adequate protection against direct effects of lightning.
The design of an aircraft wing may include tip tanks or removable fairings. A GMU 44 installed in the
wing must be separated by at least a single intermediate rib from the main fuel tank or tip tank, and the tip
tank must be of metallic construction.
The tip of the wing is often a practical location for the GMU 44. If the wingtip fairing is non-metallic,
additional requirements apply:
1. The section of the GMU 44 wiring between the sensor and the entry into the conductive part of the
wing must be protected with metallic overbraid, as shown in Figure 4-74. The aircraft must have
wingtip navigation lights installed. The preferred method for connecting the overbraid terminal to
the nearest conductive aircraft structure is to use an existing fastener or a hole. The resistance
between the overbraid and that structure must be 2.5 mΩ or less.
2. Adequate electrical bond requires that the GMU 44 bracket, as depicted in Figure 4-72 or in
Figure 4-73, must use a minimum of five fasteners to attach to metallic (conductive) part of the
wing.

Rev. 5 Page 4-87

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Rev. 5 Page 4-88
4.6.2 GTP 59
An effective location for the GTP 59 OAT Probe is on or near an access panel on the bottom of the wing, or
in areas where it would mostly be shaded in straight and level flight. For composite aircraft, the probe must
be mounted on an access panel or inspection cover. A typical installation example is shown in Figure 4-77.
If the access panel or inspection cover is conductive, a non-conductive doubler must be used and a
minimum 0.5 inches of clearance maintained between the GTP 59 probe/terminal lug and any conductive
element of aircraft structure. A typical installation example is shown in Figure 4-78.
For metal and tube-and-fabric aircraft, the electrical bond between GTP 59 and nearby aircraft metallic
structure must achieve a direct current (DC) resistance less than or equal to 2.5 mΩ with the connector
disconnected. It may be necessary to use a bonding strap to electrically bond the probe. The bonding strap
must:
1. Have the cross-sectional area greater than 0.016 square inches (approx 20,800 circular mils).
QQB575R30T437 7/16” tubular braid (24,120 circular mils) or QQB575F36T781 3/4” flat braid
(20,800 circular mils) meet this requirement.
2. Be as short as possible, not to exceed 6 inches. When installed, the strap must not loop back on
itself.
3. Use MS20659-130 lug and #10 stud (or larger) attached to local aircraft metallic structure with
minimum thickness of 0.032 inches.
4. Use a 5/16 stud size terminal lug connected directly to GTP 59 probe.
LQ PP
LQ PP 81()$
LQ PP LQ PP LQ PP
LQ PP
Figure 4-75 GTP 59 OAT Probe Dimensions
For metal and tube-and-fabric aircraft, if the GTP 59 is installed in an access panel in Lightning Zone 2A,
the access panel must be at least 0.032-inch thick aluminum or, if the access panel is less than 0.032-inch
thick aluminum, a doubler that is at least 0.032-inch thick aluminum (per Figure 4-76) must be installed.
For aircraft with metallic airframes, a doubler is required when the GTP 59 probe is installed in the skin.
The doubler must be a minimum of 2 inches and at least one gauge thicker than the skin with a minimum
doubler thickness of 0.032 inches. The doubler material and installation must be provisioned by the aircraft
structural repair manual or standard practices manual, or alternatively:
1. Use the same material as the aircraft skin. If the material used in the construction of the aircraft
skin is not known, 2024-T3 aluminum per AMS-QQ-A-250/5 can be used.
2. If corrosion protection methods are not specified by the model-specific aircraft standard practices
manual, the doubler material must be chemical conversion coated per MIL-DTL-5541 Type II or
MIL-DTL-81706 Type II and primed with a high-solids chemical and solvent resistant epoxy
primer per MIL-PRF-23377, Class N.

Rev. 5 Page 4-89
The GTP 59 probe must not be mounted in a fuel tank area (wet or dry). An air scoop or a ducted inlet are
an adequate location for the GTP 59 probe. The probe must be located no closer to the inlet edge than the
width of its narrowest opening.
The probe has no icing protection. Temperature measurements may be incorrect if ice accumulates on the
probe, which in turn may affect computations of true airspeed, delta-ISA, or other data that depend on the
measurement of air temperature.
It is recommended the GTP 59 probe is installed in Lightning Zone 3, although Zone 2A may be an
acceptable location for certain aircraft.
'28%/(5*732$7352%(
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Figure 4-76 GTP 59 Installation (Aircraft with Metallic Skin Example)

Rev. 5 Page 4-90
For composite aircraft, the GTP 59 probe must be installed in Lightning Zone 3 and installed such that it is
electrically isolated. For aircraft model-specific information regarding acceptable lightning zones for the
GTP 59, refer to Table D-1 of Appendix D. Refer to Appendix H for lightning zone details. Regardless of
its location, the probe must protrude into the air flow when the aircraft is in flight and be kept away from
direct sources of heat (e.g., engine exhaust, direct sunlight, cabin exhaust, etc.) to provide an accurate air
temperature measurement.
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Figure 4-77 GTP 59 Installation Composite Aircraft (Non-conductive Access Panel)

Rev. 5 Page 4-91
'28%/(5*732$7352%(3+(12/,&:,7+&27721),%5(0,/,6
*732$7352%(
:$6+(5/2&.6(/)6($/,1*,1
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Figure 4-78 GTP 59 Installation Composite Aircraft (Conductive Access Panel)

Rev. 5 Page 4-92
4.6.3 Backup GPS Antenna
The backup GPS antenna is designed for installation on top of an existing instrument panel glareshield.
The selected location must offer good visibility of the sky through the windshield.
Installation of the backup GPS antenna is optional, but when installed, the antenna cannot obstruct or limit
the pilot’s vision (even though the antenna has a low profile). The optimal antenna position is horizontal,
or as close to horizontal as practical given the shape of the glareshield.
Fastener holes for non-removable antenna installation, as depicted in Figure 4-80, must not penetrate
through the ventilation or defrost channels built into the glareshield, if present. If the glareshield is part of
the instrument panel structure, fastener holes may only be drilled if provisioned by the aircraft
maintenance manual or structural repair manual.
Table 4-16 Backup GPS Antenna Weight and Size

LRU
lb. (gm) Height Width Depth
Backup GPS Antenna 0.20(92.0) 0.60 (15.1) 2.88 (730) 2.22 (56.3)
; LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
LQ PP
Figure 4-79 Backup GPS Antenna Dimensions

Rev. 5 Page 4-93

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Figure 4-80 Backup GPS Antenna Installation (Non-removable Installation Example)

Rev. 5 Page 4-94
2.0
REF. GLARE SHIELD,

INSTRUMENT PANEL
EXISTING 1
1
2 2
2 1
3 2
1
3 FASTENER TAPE, SYNTHETIC, ADHESIVE BACKED, A-A-55126 CLASS 1/2, TYPE 1, LOOP 1.0 INCH WIDE
1 A-A-55126 3
2 FASTENER TAPE, SYNTHETIC, ADHESIVE BACKED, A-A-55126 CLASS 1/2, TYPE 1, HOOK 1.0 INCH WIDE
1 1 011-04036-00 BACKUP GPS ANTENNA, GDU 7XX
NOTES
1. DIMENSIONS ARE IN INCHES UNLESS OTHERWISE SPECIFIED.
2 PEEL OFF ADHESIVE PROTECTING FILM AND PRESS THE FASTENER TAPE IN TO BOND. SURFACES MUST BE CLEAN AND FREE
FROM OIL OR OTHER CONTAMINANTS. LOOP FASTENER IS BONDED TO GLARE SHIELD AND HOOK FASTENER IS BONDED TO
ANTENNA. TAPE FASTENER MUST BE 2.0 INCHES OR LONGER.
3 GPS ANTENNA KIT, GARMIN PART NO. 010-12444-00 INCLUDES DUAL LOCK FASTENER, GARMIN PART NO. 252-00433-00
WHICH CAN BE USED INSTEAD OF A-A-55126 FASTENER TAPE.
Figure 4-81 Backup GPS Antenna Installation (Removable Installation Example)

Rev. 5 Page 4-95
4.7 EIS Sensors
The aircraft must retain all engine indications for engine and aircraft operations within the limits defined in
the pilot’s operating handbook or other approved manual.
Only the TXi EIS sensors specified in this section are approved for installation as part of the TXi STC.
Installation of other sensors requires separate airworthiness approval from the cognizant authority. The
following sections contain information applicable to EIS sensor installation:
• List of compatible sensor interfaces - Appendix Section C.26 or Appendix Section C.27
• Selection of aircraft specific sensors - Appendix Section C.26 or Appendix Section C.27
• Sensor configuration - Section 5.7.2 and Appendix Section C.26 or Appendix Section C.27
• Interconnect diagrams of sensor connections to the GEA 110 or GEA 71B Enhanced - Appendix B
NOTE
This STC does not approve any modifications to the engine firewall.
In addition to the data in this manual, the installation of each probe/sensor and wire must be accomplished
in accordance with the sensor manufacturer’s instructions or as recommended by the engine manufacturer.
Wire routing and clamping must follow procedures defined in the aircraft maintenance manual or standard
practices manual. Practices defined in Chapter 11, Electrical Systems, of advisory circular AC 43.13-1B,
Aircraft Inspection and Repair, are acceptable.
Sensors must be connected using hoses and fittings approved as part of the aircraft or engine type
certificated design or standard aircraft parts (AN/MS).
Sensors must not be mounted directly to the engine or engine baffle unless otherwise instructed in this
manual.
CAUTION
Check hose routing for sharp bends. Check sensors and fittings for leaks during engine
run-up; correct any leaks prior to flight.

Rev. 5 Page 4-96
4.7.1 Carburetor Air Temperature
The sensor location will vary for different carburetors. This STC provides the basis for airworthiness
approval only for the temperature sensor installed in the existing port with 0.2500-28UNF-2A thread.
Refer to the engine or carburetor manufacturer data for temperature sensor location, if required.
1
4 2
1
2 1
1
3 3
1
4
1
5 REF. EXISTING 0.2500-28UNF-2A

THREADED PORT IN CARBURETOR WALL
1 4 CARBURETOR, EXISTING
1 3 MS35769-2 GASKET, METALLIC, ENCASED, ANNULAR, COPPER, Ø1/4 ID×Ø1/2 OD
1 2 MS20995 WIRE, SAFETY OR LOCK
1 1 T3B10-SG PROBE, CARBURETOR TEMPERATURE
NOTES
WHEN INSTALLED, FACE OF THE SENSOR THREADED BOSS IS FLUSH WITH THE INSIDE OF CARBURETOR BARREL. USE
WASHER(S) IF REQUIRED TO SPACE THE SENSOR ACCORDINGLY.
T3B10-SG TEMPERATURE SENSOR HAS 0.2500-28UNF-2A THREAD. INSTALL WITH MEDIUM STRENGTH THREADLOCKER.
EXERCISE CAUTION TO PREVENT FUEL CONTAMINATION.
SPLIT FACE OF THE GASKET FACES NON-ROTATING SURFACE.
SAFETY WIRE PROBE IN ACCORDANCE WITH SECTION 7, SAFETYING OF CHAPTER 7, AIRCRAFT HARDWARE, CONTROL
CABLES AND TURNBUCKLES OF AC43-13-1B, AIRCRAFT INSPECTION AND REPAIR.
SENSOR INSTALLATION IN EXISTING CARBURETOR PORT ONLY. ADDITION OF NEW TAPPED HOLES TO CARBURETOR
BARREL NOT ALLOWED.
Figure 4-82 Carburetor Temperature Sensor Installation Example
CAUTION
Fuel and air passages must remain free of contaminants during work near and around the
carburetor.

Rev. 5 Page 4-97
4.7.2 Oil Temperature
When installing the oil temperature sensor, use the engine manufacturer’s guidance for probe length/
location. The unbroken side of the crush washer must face the sensor flange. The sensor is torqued finger
tight plus one-half turn and safety wired in accordance with practices defined in Section 7, Safetying, of
Chapter 7, Aircraft Hardware, Control Cables and Turnbuckles, of AC 43.13-1B, Aircraft Inspection and
Repair.
Figure 4-83 Oil Temperature Sensor Installation on Engine Mount Example

Rev. 5 Page 4-98
4.7.3 Pressure
The manifold pressure, oil pressure, and fuel pressure sensors all have similar installation requirements and
processes. The Garmin pressure sensors with a brass housing are limited to aircraft with operational
ceilings up to 25,000 feet; refer to Figure 4-84 for the brass pressure sensor part number and installation
example. Garmin pressure sensors with a stainless steel housing may be used on all aircraft on the AML;
refer to Figure 4-85 for the stainless steel pressure sensor part number and installation example. Mating
connector PT06E-8-4S(SR) is required for use with stainless steel pressure sensors and must be ordered
separately. Refer to Section 3.1.2 for commercially available parts required for installation.
When replacing existing sensors/instruments:
• Do not remove fittings with small orifices that are installed in existing hoses or plumbing. It may
limit fluid loss and fire damage in the event of a hose failure
• If the sensors/instruments were installed on the cold side of the firewall, reuse the lines and
fittings. This STC does not approve the routing of new fuel or oil lines into the cockpit
• Do not remove previously installed devices designed to absorb pressure shock/surge (snubber)
• Reuse manifold tubing if it has a vent hole, and install the manifold pressure sensor so that it is not
at the low point in the line
• Inspect the condition of all existing tubes, hoses, and fittings that are being reused and replace as
necessary
• Replace the fuel and oil hoses with new hoses if they are used by the sensors installed under this
STC and located in the engine compartment
• In pressurized aircraft, new pressure sensors must be installed in the same compartment
(i.e., pressurized or unpressurized) as the sensor being replaced. This ensures the same reference
pressure is used
When installing pressure sensors:
• Fuel and oil hoses installed in the engine compartment must meet TSO-C53a Type C or D (fire
resistant). Only use approved aircraft fittings (e.g., AN/AS-spec or Mil-spec) and hoses
(e.g., Aeroquip 303 or Aeroquip AE 466). All hoses must be rated for the pressure, temperature,
and be compatible with the fuel or oil
• Do not install sensors directly below fittings or components that may leak flammable fluid
• Thread sealant or tape must be used for the NPT threads. To reduce the risk of system
contamination, a minimal amount of sealant should be applied leaving at least two threads at the
end of the fitting clear of sealant/tape.
• Sensor hoses must be routed as far away from the aircraft exhaust system as practical and no closer
than 6 inches.
• Line fittings, routing, alignment, bonding, and support spacing must be installed as defined in the
aircraft maintenance manual or Section 8-31 of AC 43.13-1B, Aircraft Inspection and Repair.

Rev. 5 Page 4-99

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Figure 4-84 Brass Sensor Installation, Coupling Mount Example

Rev. 5 Page 4-100

78%(,12'
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06 6&5(:0$&+,1(3$1+($'&52665(&(66('81)$,1&+/21*
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Figure 4-85 Stainless Steel Sensor Installation, Housing Mount Example

Rev. 5 Page 4-101
Figure 4-86 Brass Sensor Installation Example

Rev. 5 Page 4-102
4.7.4 Fuel Flow
Reference Figure 4-87 to determine the fuel flow transducer installation for the specific aircraft fuel
system. Fuel flow sensor installation for turboprop aircraft not approved by this STC.
Fuel Pump / FF Transducer

Fuel Filter Fuel Servo /
OUT Engine
Carburetor
IN
(a) Fuel Injected or Carbureted Engine w/o a Fuel Return Line
FF Transducer
Fuel Pump / Fuel Flow
Fuel Filter OUT
Divider
Fuel Servo IN
Engine
Fuel Return Line
Fuel
Tank
(b) Fuel Injected Engine with a Fuel Return Line
No. 1
FF Transducer
Fuel Pump /
OUT
Fuel Filter
Pressure Carburetor Engine
IN
No.2
FF Transducer
Fuel
OUT Fuel Return Line
Tank
IN
(c) Pressure Carburated Engine with a Fuel Return Line
Figure 4-87 Fuel Flow Installation Configurations
NOTE
The fuel flow sensor will introduce a small pressure drop. Reference Appendix D to
determine if a fuel pressure test is required for the aircraft model.

Rev. 5 Page 4-103
The fuel flow transducer can be mounted using a bracket or clamping the hoses connected to the
transducer. If mounting with clamps, the unit placement must be no further than 6 inches from the clamp to
the nearest face of the transducer.
• The transducer can be installed in the following orientations:
◦ With the wires pointing up
◦ The cap with five bolts pointing up
◦ The output port pointing up
◦ Or any combination thereof
• The flow must follow the direction marked on the ports
• The hose connected to the IN port should be straight for a minimum of 4 inches
• The length of hose connected to the OUT port should be level or slope up. It must not slope down
more than 4 inches per foot
If mounting the transducer with a bracket, the bracket must be fabricated. The bracket can be fastened at
the top of the engine using the existing engine block fasteners. The amount of available space between the
top of the engine and the engine cowling needs to be considered in the design of the bracket. The location
of the bracket and position of the fuel flow transducer must result in as few bends in the fuel lines as
possible.
The bracket must be fabricated from 300 series austenitic stainless steel (annealed per AMS 5901 or
½ hard per AMS 5517), sheet thickness 19 gauge minimum (0.044 inches) and installed as provisioned by
the aircraft structural repair manual or standard practices manual. Methods, techniques, and practices
defined in Chapter 4, Metal Structure, Welding and Brazing, of advisory circular AC 43.13-1B, Aircraft
Inspection and Repair, are acceptable.
Hoses and fittings connected to fuel flow transducer must meet the following:
1. The fuel flow transducer must be connected with new hoses and the hoses must not be subject to
movement that could loosen the fittings.
2. The hoses must have the same internal diameter as the hose being replaced and meet TSO-C53a
Type C or D (fire resistant) specifications.
3. Fuel compatible thread sealant or tape must be used for the NPT threads. To reduce the risk of fuel
system contamination, a minimal amount of sealant should be applied, leaving at least two threads
at the end of the fitting clear of sealant/tape.
4. Fitting torque must not exceed 15 ft-lbf or two full turns past finger tight, whichever occurs first.
5. The transducer and fuel hoses must be routed as far away from the aircraft exhaust system as
practical. The transducer must be protected with Aeroquip AE102-( ) fire-sleeve, if within
6.0 inches of any exhaust component.
6. Line fittings, routing, alignment, bonding, and support spacing must be installed as defined in the
aircraft maintenance manual or Section 8-31 of AC 43.13-1B, Aircraft Inspection and Repair.
WARNING
Ensure the fuel flow transducer installation does not introduce thread sealant or debris into
the fuel system.
CAUTION
Do not blow pressurized air through the flow transducer.

Rev. 5 Page 4-104

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)7 )8(/)/2:75$16'8&(538/6(6*$/(/(&7521,&6,17(51$7,21$/
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Figure 4-88 Example Fuel Flow Transducer Installation

Rev. 5 Page 4-105
4.7.4.1 Fuel Flow EMI
NOTE
The installation of EI FT-60/90 fuel flow sensors must be checked for EMI in accordance
with the procedure defined in Section 6.12
If the fuel flow gauge fluctuates during the EMI checkout procedure (refer to Section 6.12), EI FT-60 or
EI FT-90 fuel flow sensor must be installed with shield bracket and wire overbraid. Refer to Figure 4-88
for the installation that illustrates how the fuel flow sensor cover plates are shielded by the bracket (7). The
overbraid must cover the unshielded portion of the sensor wiring and must be terminated such that the
overbraid is connected to the fuel flow sensor and the shielding of the wire. Refer to Figure 4-89 for
overbraid installation.
GEA 110
Total Length <6"
P2
~ +12V 1 EXCT 69 RED Orientation
FUEL FLOW 1 15 WHT EI optional
GROUND 74 BLK FT-60/90
s
Terminate
overbraid to Bracket
Figure 4-89 Fuel Flow Overbraid

Rev. 5 Page 4-106
4.7.5 RPM
The TXi system can use the electrical signal generated by the primary magneto coils or “P-Lead” to
display RPM. Both magneto P-Lead signals, left and right, must be connected to the GEA 110. The
connection is made at the ignition switch if the magneto does not have a ring terminal stud; otherwise, the
connection can be made at the magneto or at the ignition switch, whichever minimizes the length of wire
required to connect the GEA 110. The wire length between the P-Lead connection and the resistors must
not exceed 6 inches. Shielded wires must be used, as shown in Appendix B.
If the P-Lead on TCM/Bendix magnetos was used, torque the P-Lead nut between 15 and 17 in-lbf. If the
P-Lead on Slick magnetos was used, torque P-Lead nut between 13 and 15 in-lbf.
This STC only provides interface approval to magnetic pickup RPM sensors; it does not provide
installation approval for magnetic pickup sensors. For TCM/Bendix magnetos, the magnetic pickup must
be installed in the vent hole furthest from the distributor cap. Refer to Figure 4-90.
Figure 4-90 TCM/Bendix Magneto Vent Hole

Rev. 5 Page 4-107
For Slick magnetos, the magnetic pickup must be installed in the vent hole furthest from the distributor
cap. Refer to Figure 4-91.
Figure 4-91 Slick Magneto Vent Hole
Following the installation of the P-Lead signal wires, verify the continuity of each magneto P-Lead to
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 ensure the ohmmeter will not measure false continuity through the points or coil windings.
CAUTION
Do not turn the propeller and stay clear of the propeller arc when installing the P-Lead
signal wires.
WARNING
The P-Lead sensor wiring must include the resistors as shown in Appendix B. The resistors
prevent magneto shut-off in the event of a shorted RPM P-Lead wire. The resistors must be
installed as close as practical to the P-lead connection, near either the magneto or the
ignition switch.
4.7.6 CHT, EGT, and TIT Probes

Garmin stocks certain probes to simplify the EIS sensor ordering process. Sensor part numbers are cross-
referenced with Alcor STC SA522SW part numbers. The G500/G600 TXi STC does not provide
installation approval for CHT, EGT, and TIT probes; however, the data in STC SA522SW is adequate for
many installations.

Rev. 5 Page 4-108
4.8 Weight and Balance
The aircraft weight and balance record must be updated after the TXi system is installed by following the
procedures typically detailed in Chapter 8 of the aircraft maintenance manual. Practices defined in
Chapter 10, Section 2, Weighing Procedures, of AC 43.13-1B, Aircraft Inspection and Repair, are
acceptable.
The aircraft Equipment List must be updated to include items that are added, removed, or relocated. The
updated list must be dated, include the name (and certificate number) of the person that updated the list,
and be retained with aircraft records. A sample calculation is shown in Table 4-17 below.
Table 4-17 Weight & Balance Calculation Example

Empty Weight Useful Load
Aircraft Weight and Balance CG [in] Moment [lb-in]
[lb] [lb]
Calculated: 01/06/2017
2306.70 138.83 320233.96 1093.30
ITEMS REMOVED Weight [lb] Arm [in] Moment [lb-in]
VSI 0.85 116.90 99.37
CDI 1.30 116.60 151.58
Clock and OAT 0.30 117.40 35.22
Sandel HSI 3.60 114.10 410.76
HSI gyro remote 4.90 181.00 886.90
Magnetometer (Old) 0.40 151.00 60.40
Attitude Indicator 2.20 114.50 251.90
Altimeter 1.10 116.10 127.71
Total removed 14.65 2023.84
ITEMS ADDED Weight [lb] Arm [in] Moment [lb-in]
GDU 1060 6.57 114.10 749.64
GEA 110 (mounted to back of GDU 1060) 1.21 112.30 135.89
GRS 79, mounting rack, and connector 1.45 181.00 262.45
GDC 72 and mounting rack 1.26 113.30 142.76
GMU 44, install rack, and universal mount 0.50 146.00 73.00
Standby attitude indicator 3.70 121.00 447.70
Standby altimeter 1.10 121.00 133.10
Total added 15.79 1944.54
Change +1.14 -79.30
Empty Weight Useful Load
Updated Aircraft Weight and Balance CG [in] Moment [lb-in]
[lb] [lb]
Calculated: 01/06/2017
2307.84 138.73 320154.66 1092.16

Rev. 5 Page 4-109
5 SYSTEM CONFIGURATION
5.1 System Configuration Preparation....................................................................................................5-3

5.1.1 SD Card Location Options .........................................................................................................5-4
5.1.2 Entering Configuration Mode ....................................................................................................5-4
5.1.3 SD Save ......................................................................................................................................5-5
5.1.4 SD Load......................................................................................................................................5-5
5.2 GDU Type.........................................................................................................................................5-7
5.2.1 Settings common to GDU 700 and GDU 1060..........................................................................5-7
5.2.2 GDU 1060 Specific Settings ......................................................................................................5-9
5.2.3 GDU 700P ................................................................................................................................5-10
5.2.4 GDU 700L................................................................................................................................5-10
5.3 System Management.......................................................................................................................5-11
5.3.1 System Info ..............................................................................................................................5-11
5.3.2 Software Upload.......................................................................................................................5-11
5.3.3 Feature Enablement..................................................................................................................5-11
5.3.4 Aircraft Info..............................................................................................................................5-12
5.4 Interfaces.........................................................................................................................................5-13
5.4.1 GDUs Installed .........................................................................................................................5-17
5.4.2 ADC .........................................................................................................................................5-18
5.4.3 AHRS .......................................................................................................................................5-19
5.4.4 GPS...........................................................................................................................................5-20
5.4.5 NAV .........................................................................................................................................5-21
5.4.6 Adapter .....................................................................................................................................5-21
5.4.7 Garmin G5 Standby Instrument ...............................................................................................5-22
5.4.8 ADF..........................................................................................................................................5-22
5.4.9 DME .........................................................................................................................................5-23
5.4.10 Radar Altimeter ........................................................................................................................5-24
5.4.11 Autopilot...................................................................................................................................5-25
5.4.12 EIS............................................................................................................................................5-37
5.4.13 Miscellaneous...........................................................................................................................5-38
5.4.14 Backup Battery .........................................................................................................................5-38
5.4.15 ADS-B ......................................................................................................................................5-38
5.4.16 Traffic.......................................................................................................................................5-39
5.4.17 GDL 69( ) .................................................................................................................................5-40
5.4.18 GSR 56 .....................................................................................................................................5-40
5.4.19 WX Radar.................................................................................................................................5-41
5.4.20 Stormscope ...............................................................................................................................5-41
5.4.21 TAWS Annunciator..................................................................................................................5-41
5.4.22 Video Input...............................................................................................................................5-42
5.4.23 PFD Controller .........................................................................................................................5-42
5.4.24 Fast/Slow Control.....................................................................................................................5-42
5.4.25 General Purpose ARINC 429 (A429) Out ...............................................................................5-43
5.4.26 General Purpose RS-232 Out ...................................................................................................5-43
5.4.27 General Purpose Discrete .........................................................................................................5-44
5.4.28 Engine Discrete ........................................................................................................................5-44
5.4.29 Airspeed Switch .......................................................................................................................5-45
5.4.30 Flight Stream 510 .....................................................................................................................5-45
5.5 GDU Setup......................................................................................................................................5-48

Rev. 5 Page 5-1
5.5.1 PFD Airframe Configuration ...................................................................................................5-48
5.5.2 Aircraft Icon .............................................................................................................................5-53
5.5.3 Lighting ....................................................................................................................................5-53
5.5.4 Audio Alert Configuration .......................................................................................................5-62
5.5.5 Terrain/TAWS..........................................................................................................................5-62
5.5.6 Miscellaneous Settings .............................................................................................................5-63
5.5.7 Emergency Descent Mode .......................................................................................................5-65
5.6 External Systems (Weather Radar).................................................................................................5-66
5.6.1 Bendix/King ART 2000/2100 (A708 Radar) ...........................................................................5-66
5.6.2 Honeywell (Bendix/King) RDS 8X Series Radars ..................................................................5-67
5.6.3 Stormscope ...............................................................................................................................5-71
5.7 EIS ..................................................................................................................................................5-72
5.7.1 Setup.........................................................................................................................................5-73
5.7.2 Sensor .......................................................................................................................................5-73
5.7.3 Gauge Layout ...........................................................................................................................5-76
5.7.4 Gauge Markings and Ranges....................................................................................................5-77
5.7.5 Advanced Settings....................................................................................................................5-81
5.7.6 Additional Settings...................................................................................................................5-86
5.8 Calibration/Checks..........................................................................................................................5-87
5.8.1 Attitude/Heading ......................................................................................................................5-87
5.8.2 Garmin Autopilot Calibration ..................................................................................................5-88
5.8.3 Honeywell (Bendix/King) Autopilot Calibration.....................................................................5-90
5.8.4 Cessna 300B/400B/800B Autopilots .......................................................................................5-99
5.8.5 Cessna 1000A Autopilots.........................................................................................................5-99
5.8.6 Analog NAV Calibration .........................................................................................................5-99
5.8.7 Fuel Quantity Calibration.......................................................................................................5-100
5.8.8 Backup Battery Check............................................................................................................5-103
5.8.9 Meggitt (Cobham) EIDS ........................................................................................................5-103
5.9 Uploading Software ......................................................................................................................5-104
5.10 Database Loading .........................................................................................................................5-105

Rev. 5 Page 5-2
5.1 System Configuration Preparation
Once all G500/G600 TXi system components are installed on the aircraft, the system must be configured.
In order to access all of the configuration pages, an Installer Unlock Card (P/N 010-00769-60) must be
inserted into the GDU 700/1060, in either slot, before or while the GDU is in Configuration mode. One
unlock card can be used for all installed GDUs; however, the card will need to be temporarily inserted in
each GDU while the unit is in Configuration mode.
Due to the many different layout options of the G500/G600 TXi system, information contained in this
section may not be applicable to every installation. A summary of the steps for system configuration and
calibration follows:
1. Verify the GDU software level is current with this STC.
2. Configure the G500/G600 TXi system for the particular installation. Follow the configuration flow
shown in Figure 5-1, as specified in Section 5.2 through Section 5.8. This includes:
a. Enabling optional features.
b. Setting the airframe-specific parameters.
c. Enabling interfaces to external systems.
3. Perform necessary system calibrations, as specified in Section 5.8.
4. Load required and optional databases, as specified in Section 5.10.
5. Perform the ground checks applicable to the installation, beginning in Section 6.3.
6. Verify all placards have been relocated, as specified in Section 6.11.
7. Perform the flight checks specified in Section 6.13.
8. Update the aircraft documentation, as specified in Section 6.14.
NOTE
Devices online may display a green icon without proper configuration. This indication
may not represent a proper configuration; verify each LRU is properly set up during the
configuration procedure.
Figure 5-1 System Configuration Flow

Rev. 5 Page 5-3
5.1.1 SD Card Location Options
The GDU 700/1060 has two SD card slots that can be used for various tasks. The following list describes
what tasks can be performed from which SD card slot:
• Either slot
◦ Installer Unlock
◦ Feature Enablement
◦ Screen shots (writes to top card if present) (refer to Section 6.2.3)
◦ Update databases (bottom or right slot provides a faster load time)
• Top or left slot
◦ Software updates
◦ GSU/GRS log downloads
◦ Flight log download (refer to Section 6.13.5)
◦ Save configuration to SD card
◦ Save error log to SD card
◦ Load configuration from SD card
5.1.2 Entering Configuration Mode

The Configuration mode of the GDU 700/1060 can be accessed by holding down the inner knob located at
the bottom right of the unit, as shown in Figure 5-2, upon initial power-up. The knob must be held in until
the splash screen shown in Figure 5-2 disappears and the configuration menu appears.
NOTE
When making configuration selections on the GDU 700/1060, in many cases, there is no
dedicated Enter selection. The selections made are confirmed when exiting the particular
screen/page.
Hold Down the

inner knob until
configuration
menu appears
(approx. 5 sec)
Figure 5-2 Entering the Configuration Menu

Rev. 5 Page 5-4
5.1.3 SD Save
TXi supports a SD card up to 32 GB for saving configuration data. An Installer Unlock card is not
required. Saving a configuration to an SD allows the following information to be loaded into a different
airframe:
• Airframe-specific GDU configuration (e.g., airspeed markings)
• EIS setup preferences (i.e., sensor types, gauge markings, and layout)
• Calibration information and white point adjustment
Saving to an SD card also allows the following information to be display on a PC, emailed, or printed:
• Interfacing systems information such as port configuration
• Printable summary of all interfacing systems
• Maintenance log
• Error log (GDU, GRS, GDC, GSU, and GEA)
To save configuration data to an SD card, insert an SD card into the top or left SD card slot of one GDU in
the system and tap SD Save on the Configuration mode home page. Filenames cannot exceed 32 characters
in length.
Configuration Summary
The configuration summary is saved to the SD card as an HTML file. Copy the configuration summary to
a computer folder or print and keep it with the aircraft records. To view the configuration summary, use a
computer to locate the "summary" folder on the SD card used for the SD Save. Open the downloaded
configuration summary using Google Chrome, Internet Explorer, or Safari. Configuration errors are
highlighted with a yellow box and read "Check configuration!". The configuration summary also includes:
• List of all configured interfacing LRUs
• GDU ports used for each configured LRU
• Configuration settings associated with each LRU
• System ID, S/N, software version, etc.
• EIS sensors configured (if applicable)
Maintenance Log
The maintenance log is saved to the SD card as an HTML file. To view the maintenance log, use a
computer to locate the "maintenance_logs" folder on the SD card used for the SD save. Open the
maintenance log file using Google Chrome, Internet Explorer, or Safari. Maintenance log errors display the
alter (pilot advisory), maintenance info, time/date of first and last occurrence, and the number of
occurrence for each log.
5.1.4 SD Load
Previously saved configurations can be loaded from an SD card. Saved configurations can be loaded from
one GDU to all GDUs of the same unit type in the system. Configuration files are incompatible if the SD
load file was created on a newer GDU software version. Additionally, the GDU Model, Type, and ID of the
GDU loading the configuration must match that of the saved configuration file. The following items can be
loaded individually or all at once:
• GDU type configuration
• GDU setup configuration
• PFD aircraft configuration
• Interfacing systems configuration

Rev. 5 Page 5-5
• EIS setup configuration
• EIS sensor configuration (K-Factor is reset to default value)
• EIS gauge configuration
• Fuel quantity calibration (GDU System ID and SD card SYS ID must match)
• Lighting configuration
• White point adjustment calibration (requires NVIS feature enablement)
NOTE
EIS must be configured and communicating with the GEA to load EIS sensor
configuration.
To load a configuration from an SD card:

1. Power the GDU on in Configuration mode.
2. Configure GDU Type (GDU ID, SYS ID Source) for each GDU in the system and Feature
Enablements before loading configuration from an SD card.
The GDU must match the GDU Model, Type, ID, and software version of the unit saved to the
card.
3. Insert SD card into top or left slot.
4. Select SD Load. If an SD card is not present, this key will be inactive (grayed out).
5. Tap Aircraft Configuration File to select the correct file to load.
6. Select which GDU(s) to load the configuration file.
7. Select the configuration items that will be loaded from the configuration file.
8. Tap SD Load.
9. When prompted, restart all GDUs.
10. Verify all settings loaded properly.

Rev. 5 Page 5-6
5.2 GDU Type
The Configuration page contains settings that determine the primary function(s) of the specific display.
Selections available will vary between the GDU 1060, GDU 700P, and GDU 700L.
5.2.1 Settings common to GDU 700 and GDU 1060

The following steps must be followed for all installed display types:
CAUTION
Failure to follow the procedure to set GDU ID before performing any other configuration
steps may result in configuration errors or configuration settings being overwritten by
another display.
• GDU ID – Assign a unique value between 1 and 4 to each installed display. GDU ID is set to a
blank default at the factory and must be manually set. For a single GDU 700/1060 installation, set
the value to GDU 1. For multiple display systems, the pilot’s PFD must be set to GDU ID 1. Each
GDU ID must be unique and set using the following procedure:
a. Power down all GDU 700/1060s.
b. Power up a single GDU 700/1060 in Configuration mode, as described in Section 5.1.2.
c. Select GDU Type → GDU ID and assign a value between 1 and 4 (generally the left-most
display is assigned number 1, the second-to-the-left display is assigned number 2, etc.).
d. Power down the display (do not power back on at this time).
e. Follow steps b through d for the remaining installed GDU 700/1060s.
f. When all GDU ID assignments have been made, power up all displays in Configuration mode
before moving to the next configuration steps. The GDU ID assigned to each display is shown
on the Devices Online page on the Home screen, as shown in Figure 5-3.
CAUTION
For installations with more than one GDU 700/1060, all configuration settings made
after the steps in Section 5.2.1 must be done with all displays powered on and in
Configuration mode.
CAUTION
Once all GDU 700/1060s have been configured, the GDU ID should not be changed.
Doing so may result in a loss of configuration settings.
Figure 5-3 GDU ID Assignment

Rev. 5 Page 5-7
• SYS ID Source – Selects which GDU 700/1060 configuration module will be used to determine
the system ID. One display must be designated as the Master for generating the system ID
(generally, GDU 1 is designated as the Master).
Figure 5-4 Setting the System ID Source
CAUTION
Changing the designated Master display will change the G500/G600 TXi system ID
number. This will cause any previously unlocked features and installed databases to
become unavailable. New feature unlock cards will be required for the new system ID.
Databases will also have to be re-installed; a new subscription may be required for
particular databases.
NOTE
Feature unlocks and databases will not become unavailable until the system is rebooted
after the Master designation is changed.
• GDU Location – Each GDU must be configured to a location in the cockpit. The GDU Location
configuration can be set by navigating to GDU Type → GDU Location and selecting Pilot,
Co-Pilot, or Center, as shown in Figure 5-5. The display must be configured corresponding to the
intended user. The display location is used in logic circuits during reversion to display backup
modes. Below are guidelines for configuring the GDU location:
◦ A PFD cannot be configured as Center
◦ Only one PFD can be configured as Pilot
◦ If an EIS is installed, at least one full-time EIS display must be configured as Pilot or Center
◦ Displays with an AHRS/ADC or ADAHRS directly connected must be either Pilot or
Co-Pilot.
Figure 5-5 GDU Location Selections

Rev. 5 Page 5-8
5.2.2 GDU 1060 Specific Settings
The settings for the display must take into account the PFD/ADI location requirements made in
Section 4.4.2.
• Unit Configuration – Select the choice for displaying EIS (if available)
When EIS is available (because a GEA is interfaced and configured), but opted not to be displayed on a
GDU 1060, the display can function as a backup EIS display in the event of the dedicated EIS display
failure. Refer to display backup configuration in Section 5.4 to configure the required interfaces for the
backup function. The Unit Configuration settings include a preview of the display based on the settings
that are selected and the interfaces that have been configured, as shown in Figure 5-6.
• PFD – Select the placement (right side, left side, etc.) of the PFD within the GDU 1060
• EIS – Select the placement of the EIS display (if configured) for either normal or display backup
mode within the GDU 1060
Figure 5-6 GDU 1060 Unit Configuration settings

Rev. 5 Page 5-9
5.2.3 GDU 700P
• Unit Configuration – Assign the GDU 700P to function as either PFD, MFD, EIS, or MFD/EIS
(single-engine only). This determines the function of the display in the primary mode
• Standby PFD – Make this selection only if the GDU 700P will be functioning as a backup PFD.
The Standby PFD selection is only available if the GDU Location is set as Pilot and the Unit
Configuration is set to MFD or EIS. Refer to the display backup configuration in Section 5.4 for
the required interfaces for the backup function.
Figure 5-7 GDU 700P Unit Configuration
5.2.4 GDU 700L

• Unit Configuration – Assign the GDU 700L to function as either PFD, EIS, or MFD/EIS (single-
engine only). This determines the function of the display in Normal mode.
Figure 5-8 GDU 700L Unit Configuration Options

Rev. 5 Page 5-10
5.3 System Management
The System Management page allows access to the selections shown in Figure 5-9.
Figure 5-9 System Management Page
5.3.1 System Info

This provides the option to review a configured device’s detailed information, such as serial number, part
number, and software versions. LRUs must be configured in order for their data to be displayed.
5.3.2 Software Upload

The GDU ID must be properly configured prior to loading software to the GDU. After loading software to
the GDU 700/1060, configure all interfaced LRUs. New software cannot be loaded to any interfaced LRU
until all system configuration and calibration items have been completed for that specific LRU. Refer to
Section 5.9 for instructions on how to upload software to the GDU and interfaced LRUs.
5.3.3 Feature Enablement

The G500/G600 TXi system capabilities can be further enhanced by feature enablement options. To do so,
a feature unlock SD card must be inserted into the appropriate slot of the GDU 700/1060 that is designated
as Master, as specified in Section 5.1.1. To enable features, use the following procedure:
1. Power on all GDU 700/1060s in Configuration mode, as specified in Section 5.1.2.
2. On the display designated as Master, navigate to System Management → Feature Enablement.
3. Select the feature to enable and follow the on-screen instructions.
4. For each feature enablement, a GDU power cycle is required.
CAUTION
Once features are enabled on the Master, changing the GDU ID or SYS ID will result in
removing the previously enabled feature(s). Additional feature enablement card(s) must be
applied if either GDU ID or SYS ID changed.
NOTE
For all approved features, once they are enabled on the Master, they will automatically be
enabled on all GDU 700/1060s in the system.

Rev. 5 Page 5-11
5.3.4 Aircraft Info
The Aircraft Info page allows the installer to input data about the aircraft. The Tail Number must be
entered before continuing the configuration process. All other aircraft information fields are optional.
The Aircraft Make/Model and Engine Make/Model entries are populated with data from the TXi STC
AML. The installer also has the option to enter the data via keyboard via the “other” option.
NOTE
Aircraft models are grouped by TCDS holder, which may be listed under a different name
than the common manufacturer name. For example, selecting “Cessna” as the
manufacturer will return a different list of models than selecting “Cessna (Textron)”.
5.3.4.1 Loading Configuration Templates

Entering the aircraft and engine information also allows access to configuration templates for select
aircraft and engine model combinations. Supported aircraft and engine models are shown in Section
1.2.5.7. To load a configuration template:
1. Ensure Turboprop EIS is enabled (refer to Section 5.3.3).
2. Select the aircraft make and model.
3. Select the engine make and model.
4. If a template is available, a confirmation box will appear. Touch Yes.
OR
Touch the Load Predefined Engine Settings.
5. Select the item(s) to be loaded and press Load.
6. Verify the loaded template data.
WARNING
Template files are for reference only and must be verified by the installer. Compare the
loaded parameters to the AFM/POH or other approved aircraft data to ensure the markings
accurately represent the aircraft/powerplant limitations.
Template settings must be verified by comparing the configuration summary against the AFM/POH. Refer
to Section 6.5.2 for instructions on obtaining the configuration summary. Refer to Section 5.7 for EIS
configuration if any changes are necessary.
5.3.4.2 Flight Cycles

The G500/G600 TXi can record takeoffs and landings completed by the aircraft. For the flight cycle
counter to function, the system must be configured with at least one of the following interfaces:
• GPS source (Section 5.4.4)
• ADC input (Section 5.4.2)
• Weight on Wheels discrete input (Section 5.4.27)
To configure Flight Cycles, navigate to the Aircraft Info page, toggle on Flight Cycles (i.e., illuminated
green), and enter the number of takeoffs and landings currently on the airframe.

Rev. 5 Page 5-12
5.4 Interfaces
This section specifies the configuration and setup of the G500/G600 TXi system in order to interface to all
required and optional equipment allowed by this AML STC. Each display must be individually configured
to match all applicable interconnects (refer to Appendix B) that defines each display as either a PFD, MFD,
EIS, or a combination display.
The Interfaces page allows the GDU 700/1060 to be configured to interface LRUs installed as part of the
G500/G600 TXi system, as well as previously installed equipment approved under this STC. The
configuration for a particular display will vary based on the following:
• GDU Type and Unit Configuration (i.e., PFD, MFD, EIS, or combination)
• Feature enablement options selected
• Database options selected
Each installed display must be individually configured based on the equipment that is interfaced.
Configuration is done by selecting the Interface type (default is set to None) and making the appropriate
selections.
Depending on the Interface that is selected, further actions may be required in the Ports/Config column by
selecting the Settings button. If further action is required for an interface, a yellow triangle with an
exclamation point will appear next to the interface, as shown in Figure 5-10 for the GPS 2 interface. The
yellow triangle can represent a non-standard configuration or an error in the configuration. Verify the
configuration settings are properly set. A silver check-mark will appear next to an interface for
configuration items that are accepted, unless a non-standard configuration has been selected, in which case
the yellow triangle will remain displayed.
Figure 5-10 Interface and Ports/Config Selections
For interfaces that configure an ARINC 429 output, the GDU automatially sets speed to high or low for
the applicable LRU. This does not apply to the General Purpose ARINC 429 outputs. For interfaces that
configure an ARINC 429 input, the GDU automatically detects and configures speed to high or low.
When two ADC/AHRS (or ADAHRS), GPS, NAV, or LRUs are referenced, the #1 LRU must be
configured as #1 for all GDU 700/1060s and the #2 LRU must be configured as #2 for all GDU 700/1060s.
If a G500/G600 TXi system includes two GDU 700/1060s and two AHRS units, configure the units as
follows (see Figure 5-11 as an example):
• Interface Pilot location PFD directly to AHRS #1 and AHRS #2 configured as Other via HSDB
• PFD #2, or the backup PFD, would be configured to AHRS #1 as Other via HSDB and configured
to AHRS #2 directly.
Pilot PFD PFD #2

Figure 5-11 Dual AHRS / Dual PFD Config Example

Rev. 5 Page 5-13
The configuration tables in this section show available interface options as well as available ports. The port
assignments must be made to match the aircraft wiring.
NOTE
The port availability at each LRU configuration will vary depending on previous
configuration actions. If a port was previously configured for another LRU, it will be
grayed out and not available for selection.
Display Backup Configuration

A GDU 700P or a GDU 1060 configured as Pilot side can be used as a backup display in the event of a
dedicated display failure. The reversion to backup mode and the displayed information is dependent on the
interfaced equipment and display configuration. Refer to Section 1.2.7 for a description of the Backup
Display, Standby PFD, and the Integrated Standby System.
Configure the backup display (EIS or MFD) as follows:
1. Configure location as Pilot side.
2. Verify ADC/AHRS or ADAHRS source configured.
3. Select Standby PFD.
NOTE
For a display to show EIS information in display backup mode, verify there is a dedicated
RS-485 connection to a GEA 110 or GEA 71B Enhanced.
4. Co-Pilot side displays do not affect the display backup mode.

5. If two Pilot side displays are directly interfaced to separate ADC/AHRS or ADAHRS sources, the
non-PFD display must be configured as a Standby PFD.
Figure 5-12 shows a GDU 700P in backup display mode with reciprocating EIS. Table 5-1 lists the
approved display backup mode functions and the required interface configurations.

Rev. 5 Page 5-14
Table 5-1 Display Backup Mode Function
Display
Normal Mode Configured Backup Mode
GDU Model Backup
Display Interfaces Display
Available
PFD / MFD ADC & AHRS, EIS Yes PFD / MFD / EIS
1060 PFD / MFD ADC & AHRS No
PFD / MFD / EIS ADC & AHRS, EIS N/A
ADC & AHRS, EIS Yes PFD / EIS
PFD
ADC & AHRS No
None No
MFD ADC & AHRS Yes PFD
700P ADC & AHRS, EIS Yes PFD / EIS
EIS
EIS No
EIS Yes PFD/EIS
MFD/EIS [1]
PFD ADC & AHRS
700L MFD/EIS EIS No
EIS EIS
Notes:
[1] Not applicable when Turboprop EIS is enabled.

Rev. 5 Page 5-15
Figure 5-12 Example GDU 700P Composite PFD/Reciprocating EIS Backup Mode

Rev. 5 Page 5-16
5.4.1 GDUs Installed
The GDUs Installed section in the Interfaces page is used to uniquely identify which GDU 700/1060s are
installed in the G500/G600 TXi system when multiple GDU 700/1060s are installed, allowing data to be
shared between displays via HSDB.
Verify the following for each installed display:
• A GDU ID must have been assigned to each installed display, as described in Section 5.2
• The GDUs Installed section will denote the current assigned GDU ID for each display with a
grayed out selection. Examples are outlined with a red square in Figure 5-13
Verify that all GDU 700/1060s in the system are powered up in Configuration mode prior to performing
the following steps:
1. Navigate to the Interfaces page.
2. In the GDUs Installed section, select all of the GDU IDs that are present in the system.
3. Repeat steps 1 and 2 for each display installed in the system.
Figure 5-13 shows an example of a system with 3 displays, where the selections are as follows:
◦ GDU 2 and GDU 3 are selected on GDU 1
◦ GDU 1 and GDU 3 are selected on GDU 2 (the GDU 2 will be auto selected)
◦ GDU 1 and GDU 2 are selected on GDU 3 (the GDU 3 will be auto selected)
Figure 5-13 Example System with Three Displays
Each GDU 700/1060 that is properly configured and online will be indicated by a green-filled box on the
Configuration mode home page, as shown in Figure 5-14.
Figure 5-14 Devices Online

Rev. 5 Page 5-17
5.4.2 ADC
Configure each GDU 700P/1060 displaying PFD information in either primary or reversionary backup
mode for ADC 1 and ADC 2 (if equipped) per the settings in Table 5-2.
Table 5-2 ADC Interfaces and Configuration Settings

ADC Interface Ports/Config - Settings Port Numbers Notes
GDU 7XX ADC
Integrated ADC Self-Detect
Module
Air Data from Other GDU via
other GDU HSDB
ARINC 429 IN 1 Thru 11 [1] [3]
GSU 75( ) GSU 75
RS-232 RX/TX 1 Thru 8
ARINC 429 IN 1 Thru 11
GDC 72 GDC 72
GDC 74( ) GDC 74
Must show
OAT Probe
as Valid
AM-250 Third-Party ADC ARINC 429 IN 1 Thru 11 [2]
Notes:
[1] The ARINC 429 IN is shared with the AHRS portion of the GSU 75.
[2] Refer to Appendix G for TBM aircraft RVSM considerations.
[3] For GSU 75B units, perform step 2a in the next paragraph and verify the configuration on
the ADC now says, “GSU75 Socata TBM 850 G600 2”.
The configuration data on the GDU 700P/1060 and the Garmin ADC unit must match. If the configuration
data does not match, or is missing from one of the units, use the following procedure:
1. In Configuration mode, navigate to Interfaces → ADC( ) → Settings.
2. In the Manage Configuration Data page, perform one of the following actions:
a. If the display has a valid configuration and the ADC is missing configuration data, press Copy
GDU to ADC.
b. If the ADC has a valid configuration and the display is missing configuration data, press Copy
ADC to GDU.

Rev. 5 Page 5-18
5.4.3 AHRS
Configure each GDU 700/1060 displaying PFD information in either primary or reversionary backup
mode for AHRS 1 and AHRS 2 (if equipped) per Table 5-3.
Table 5-3 AHRS Interfaces and Configuration Settings

AHRS Interface Ports/Config - Settings Port Numbers Notes
Integrated GMU RS-485 1

Integrated AHRS [1] [3] [5]
AHRS GMU RS-232 TX 1
AHRS from Other GDU via
other GDU HSDB
ARINC 429 IN 1 Thru 11 [2] [4] [5]
GSU 75( ) GSU 75
RS-232 RX/TX 1 Thru 8 [4] [5]
GRS 77( ) GRS 77
ARINC 429 IN 1 Thru 11 [4] [5]
GRS 79( ) GRS 79
RS-232 RX/TX 1 Thru 8 [4] [5]
Notes:
[1] Need to be configured prior to configuring the GAD ARINC 429 OUT.
[2] The ARINC 429 IN is shared with the ADC portion of the GSU 75 (if set previously, button
will be grayed out).
[3] Must be configured for Port 1 if used.
[4] The orientation of the GSU 75 and GRS 79 must be configured.
[5] Leave Advanced Settings AHRS, GPS Antenna, and Center or Gravity locations set to
their default value.
The configuration data on the GDU 700/1060 and the Garmin AHRS unit must match. If the configuration
data does not match, or is missing from one of the units, use the following procedure:
1. In Configuration mode, navigate to Interfaces → AHRS( ) → Settings.
2. Perform one of the following actions:
a. If the display has a valid configuration and the AHRS is missing configuration data, press
Copy GDU to AHRS.
b. If the AHRS has a valid configuration and the display is missing configuration data, press
Copy AHRS to GDU.

Rev. 5 Page 5-19
5.4.4 GPS
Configure the GPS interfaces per the settings in Table 5-4.
Table 5-4 GPS Interfaces and Configuration Settings

GPS Interface Ports/Config - Settings Port Numbers Notes
Garmin GTN 6XX

GTN 625/635/650/725/750 GTN 7XX
GNS 4XXW ARINC 429 OUT 1 Thru 5
Garmin
GPS 400/500W RS-232 RX 1 Thru 8
GNC 420W ARINC 429 IN 1 Thru 11 [1] [2]
GNS 430/530W
GNS 5XXW ARINC 429 OUT 1 Thru 5
RS-232 RX 1 Thru 8
Garmin
GNS 480 ARINC 429 OUT 1 Thru 5
GNS 480
RS-232 RX 1 and 2
Garmin GPS 175

[1] [2] [3]
GPS 175/GNX 375 GNX 375
Notes:
[1] Standalone EIS - Set GPS 1 (if interfaced) to match installed aircraft wiring.
[2] Non-standalone EIS - On the EIS display, set GPS 1 and GPS 2 to None (default setting).
[3] GPS 175/GNX 375 must be powered on to appear in the interface menu.
TAWS Installations
If a single TAWS-equipped GTN 6XX/7XX or GNS 500W unit is installed, it must be configured as the #1
source. Only TAWS annunciations from the #1 source are displayed on the PFD. If two TAWS-equipped
units are installed, the TAWS-equipped unit that is connected to the audio panel must be configured as the
#1 source.
GNS 400W/500W Series and GNS 480 Installations

In dual PFD/dual GNS installations, the ARINC 429 OUT port cannot be set from GPS #2; the ARINC
429 OUT button is disabled. This port is automatically set based on the ARINC 429 OUT port selection
made on GPS #1.
Set the remaining ports for both GDUs per the associated aircraft wiring diagram.

Rev. 5 Page 5-20
5.4.5 NAV
Configure each GDU 700/1060 for a Nav source per the settings in Table 5-5.
Table 5-5 NAV Interfaces and Configuration Settings
NAV Interface Ports/Config - Settings Port Numbers
GTN 650
Garmin GTN 650/750
GTN 750
Other GDU via
NAV data from other GDU
HSDB
Garmin GNS 430W/530W GNS 430/530 1 thru 11

ARINC 429 IN
Garmin GNS 480 GNS 480 ARINC 429 IN 1 thru 11
GNC 255 RS-232 RX/TX 1 Thru 8

Garmin GNC 255
ARINC 429 NAV ARINC 429 IN 1 Thru 11
Garmin SL 30 SL 30 RS-232 RX/TX 1 Thru 8
Collins VIR-32/33
Honeywell Composite NAV ILS Energize 1 Discrete In Lo 1 Thru 8
KN-53/KX-155/KX-155A/
KX-165/KX-165A
5.4.6 Adapter
The GAD 43/43e has to be configured on the pilot PFD before certain autopilot and DME settings are
available for configuration. If dual GDU 700P/1060s are installed, all configurations are done on the pilot
PFD. Configure the GAD per the settings in Table 5-6.
Table 5-6 GAD Interfaces and Configuration Settings
Adapter Interface Ports/Config - Settings Port Numbers Notes
ARINC 429 OUT 1 Thru 5 [1]

GAD 43 GAD 43
Anticipator Algorithm On (Default)
GAD Update
ARINC 429 OUT 1 Thru 5 [1]
GAD 43e GAD 43e ARINC 429 IN 1 Thru 11
Anticipator Algorithm On (Default)
GAD Update
GAD 43e from
GAD 43e Crossfill
other GDU
Notes:
[1] Available only when the Integrated ADAHRS is configured.

Rev. 5 Page 5-21
5.4.7 Garmin G5 Standby Instrument
Configure the Garmin G5 Standby Instrument per the settings in Table 5-7 when the G5 is installed with a
GAD 29/29B (without a GFC 500 autopilot) for heading, altitude, and baro setting synchronization
between the TXi and G5. IF a GAD 29/29B is not installed as part of the G5 installation, then there is no
interface between the G5 and TXi, and these settings are not required.
From the GDU Interfaces page, select Standby Instrument, then select G5.
Table 5-7 G5 Interfaces and Configuration Settings

Standby
Interface Ports/Config - Settings Port Numbers Notes
Instrument
ARINC 429 IN 1 Thru 11 [1]
G5 G5 ARINC 429 OUT (PFD) 1 Thru 5 [1]
ARINC 429 OUT (Navigation) 1 Thru 5 [1]
Notes:
[1] Configure the correct port number based on which ARINC 429 port is connected to the
GAD 29/29B.
5.4.8 ADF
Configure the ADF per the settings in Table 5-8.
Table 5-8 ADF Interfaces and Configuration Settings

ADF Interface Ports/Config - Settings Port Numbers
Honeywell
KR 87, KDF 806
DC SIN/COS ADF Valid Discrete In Hi 1 Thru 4
Collins
ADF-60A/B
Honeywell Synchro
KR 85 (GAD 43e)
ADF data from Other GDU via
Other GDU HSDB

Rev. 5 Page 5-22
5.4.9 DME
The GAD 43/43e configuration must be accomplished in accordance with Section 5.4.6 before the DME
interface configuration. Configure the DME per the settings in Table 5-9.
Table 5-9 DME Interfaces and Configuration Settings

DME Interface Ports/Config - Settings Notes
Tuning
#1 #2 #1 and #2 [1] [2] [5]
Collins Source
DME-40/42
DME-42 Tuning
CSDB Parallel [3]
Format
Tuning
Collins #1 #2 #1 and #2
DME-442/ Source
DME-442/ [1] [2] [5]
4000 GAD
4000
Update
Honeywell GAD
KN62/64
KN62/64 Update
Tuning
Honeywell #1 #2 #1 and #2 [1] [2] [5]
Source
KDM 706 KN 63
KN 63 Tuning
Serial 2X5 BCD SLIP [4] [5]
Format
Notes:
[1] Set Tuning Source to #1 if VHF NAV Radio #1 is able to channel the DME.
[2] Set Tuning Source to #2 if VHF NAV Radio #2 is able to channel the DME.
[3] Set the tuning format (CSDB or Parallel) to match the NAV radio interconnect.
[4] Set the tuning format (Serial, 2x5, BCD, or SLIP) to match the tuning method used by the
NAV radios to channel the DME.
[5] If dual GDU 700P/1060s are installed, DME data is automatically crossfilled via HSDB to
the co-pilot PFD.

Rev. 5 Page 5-23
5.4.10 Radar Altimeter
Configure the RAD ALT per the settings in Table 5-10.
Table 5-10 RAD ALT Interfaces and Configuration Settings

Radar Ports/Config -
Interface Port Numbers Notes
Altimeter Settings
Garmin
GRA 55/5500 ARINC 429 IN 1 Thru 11 [1] [2]
GRA 55/5500
Collins ARINC 429 IN 1 Thru 11 [1] [2]

RAC 870
RAC 870 RAD ALT Test Discrete Out Lo 1 Thru 13 [1] [2]
Free Flight
RA 4500 ARINC 429 IN 1 Thru 11 [1] [2]
RA-4500
Honeywell ARINC 429 IN 1 Thru 11 [1] [2]

KRA 405B
KRA 405B RAD ALT Test Discrete Out Lo 1 Thru 13 [1] [2]
Rad Alt from Other GDU via
[1] [2] [3]
other GDU HSDB
Honeywell
[1] [2] [3]
KRA 405
Collins KRA 405/ALT-55 RAD ALT Test Discrete Out Lo 1 Thru 13

ALT-50A [1] [2]
ALT-55B
Honeywell
King KRA 10/10A RAD ALT Test Discrete Out Lo 1 Thru 13 [1] [2] [3]
KRA10/10A
Sperry Sperry AA-100 RAD ALT Test Discrete Out Lo 1 Thru 13 [1] [2] [3]
AA-100
Sperry AA-100A RAD ALT Test Discrete Out Lo 1 Thru 13 [1] [2] [3]
(RT-100)
AA-100A
(RT-100A) Sperry AA-200 RAD ALT Test Discrete Out Lo 1 Thru 13 [1] [2] [3]
AA-200
Notes:
[1] If dual GDU 700P/1060 PFDs are installed, the RAD ALT must be enabled on both PFDs.
[2] A RAD ALT can be connected to both GDUs or to a single GDU (either pilot or co-pilot).
Control of and data from a RAD ALT can be crossfilled to the another GDU via HSDB.
Discrete wires cannot be crossfilled over HSDB; in order for a GDU to initiate the ‘push-to-
test’ function, the GDU must have a discrete pin wired and configured.
[3] Radar altitude information is sent from the GAD 43e to the GDU over an ARINC 429
interface. This data may be provided to one or both GDUs in a dual GDU installation.

Rev. 5 Page 5-24
5.4.11 Autopilot
All of the autopilots approved for installation per the G500/G600 TXi STC have a dedicated selection/
setting on the GDU 700/1060. Make the applicable selections for autopilots listed in this section
(organized in the order of display presentation). During the G500/G600 TXi system configuration, leave
the GPSS Scaler to HDG set to the default value. If unsure whether the Scaler to HDG is set to the default
setting, all the settings can be reset to default by selecting any other autopilot and then re-selecting the
installed autopilot.
NOTE
Changing the Autopilot Interface setting will reset all autopilot settings to default.
5.4.11.1 Bendix
The autopilot computer must be configured for a Collins PN-101 (FD-112C/V) HSI in order to have the
correct heading and course error (datum) signals; otherwise, additional adjustments will be required. Refer
to Bendix I.B. 20004 M-4D AFCS Installation Manual Section II, paragraph 7, Flight Check and
Calibration, for adjustments that can be made in the 5487G or 5485A flight controller. Refer to Bendix I.B.
20004 Section II, paragraph 5, Post Installation Check-Out, for additional information.
Table 5-11 Bendix M-4C/M-4D Autopilot Configuration

Autopilot Interface Ports/Config - Settings Value / Port Numbers
HSI Type Collins PN 101
Bendix
Flight FD Enable Discrete In Hi 1 Thru 4
DH-841
Director
Bendix Bendix Other GDU via HSDB
M-4C/M-4D M-4C/M-4D Scaler to HDG
GPSS PFD Button 1.0
Value
ILS/GPS
Discrete Out Lo 1 Thru 13
Approach
5.4.11.2 Century
When interfacing with Century autopilots, the GAD 43e P/N 011-02349-00 or GAD 43 P/N 011-01970-01
must be used. Do not use GAD 43 P/N 011-01970-00. Configuration values for all Century autopilots
connected with radio couplers will vary based on which radio coupler is used.
Table 5-12 Century 2000 Autopilot Configuration

HSI Type Century NSD 360 DC
Flight Century FD
Director Other GDU via HSDB
Scaler to HDG
Century 2000 Century 2000 GPSS PFD Button 1.0
Value
Gyro Emulation Century/M(2000)
ILS/GPS
Approach

Rev. 5 Page 5-25
Table 5-13 Century 21/31 Autopilot Configuration
Scaler to HDG
Century Century GPSS PFD Button 1.0
Value
21/31 21/31 Gyro Emulation Century/M(2000)
ILS/GPS
Approach
Table 5-14 Century 41 Autopilot Configuration

Century FD
Flight Director
Other GDU via HSDB
Century 41 Century 41 Scaler to HDG
GPSS PFD Button 1.0
Value
Gyro Emulation Century/M(2000)
ILS/GPS
Approach
Table 5-15 Century II/III Autopilot Configuration

Century 1C388C/MC
Century 1C388/M
HSI Type [1]
Century II / III Century II / III Century 1C388-2
Century 1C388-3
Scaler to HDG
GPSS PFD Button 1.0
Value
Notes:
[1] Select the HSI Type based on the corresponding installed radio coupler.
Table 5-16 Century IV (AC) Autopilot Configuration

Narco HSI 100
HSI Type
Collins PN 101 [1]
Flight Century FD
Century IV Century IV Director Other GDU via HSDB
(AC) (AC)
Scaler to HDG
GPSS PFD Button 1.0
Value
ILS/GPS
Approach
Notes:
[1] Select this HSI Type if a Collins PN 101 was previously installed; otherwise, select the
Narco HSI 100.

Rev. 5 Page 5-26
Table 5-17 Century IV (DC) Autopilot configuration
Century IV
HSI Type
Century NSD 360 DC [1]
Flight Century FD
Century IV Century IV Director Other GDU via HSDB
(DC) (DC)
Scaler to HDG
GPSS PFD Button 1.0
Value
ILS/GPS
Approach
Notes:
[1] Select this HSI Type if a Century NSD 360 DC was previously installed; otherwise, select
the Century IV.
5.4.11.3 Cessna
Select Cessna AC or Cessna DC based upon whether the autopilot is strapped for AC or DC course/
heading error inputs.
The NAV 1/NAV 2 lighted switch legend must be removed so that any NAV source indication on the
autopilot mode controller is hidden from view.
Table 5-18 Cessna AC Autopilot Configuration

Cessna HSI Type Cessna G-502A/B
300 IFCS Scaler to HDG
GPSS PFD Button 1.0
400 IFCS Cessna AC Value
400B ILS/GPS
800 IFCS Approach
Table 5-19 Cessna DC Autopilot Configuration

HSI Type Cessna G-504A
Cessna
Discrete In
400B/800B FD Enable 1 Thru 4
Hi
Flight IFCS [3]
Director Cessna Discrete In
FD Enable 1 Thru 4
Cessna 1000 IFCS [4] Hi
300B IFCS Other GDU via HSDB
400B IFCS Cessna DC Scaler to HDG
GPSS PFD Button 1.0
800B IFCS Value
1000 IFCS Altitude
AA-801
Preselect
Cessna/ARC G519 [1]
Gyro Emulation
Sperry VG-14A [2]
ILS/GPS
Approach

Rev. 5 Page 5-27
Notes:
[1] For Gyro Emulation on 400B, 300B/400B/800B IFCS, and 1000 IFCS with 1000A Series
Computer Amplifier P/Ns 46210-0001, -0002, and -0102 (i.e., installations that previously
utilized a panel mount gyro such as G-895B, G-1050A, G-550A, or G-518B).
[2] For Gyro Emulation on 1000 IFCS with 1000A Series Computer Amplifier P/Ns 46210-0004,
-0005, and -0105 (i.e., installations that previously utilized a remote mount gyro such as a
VG-14(A)).
[3] For Cessna 300B/400B/800B IFCS.
[4] For Cessna 1000 IFCS.
5.4.11.4 Collins
Table 5-20 Collins APS-65 Autopilot configuration

HSI Type Collins HSI-84
Flight Collins FD-109 FD Enable Discrete In Hi 1 Thru 4
Scaler to HDG
GPSS PFD Button 1.0
Value
Collins Collins Altitude
APS-65 APS-65 Preselect UI 5506L-S
[1] [2]
Gyro Emulation Collins 332D-11T
Yaw/Baro
Corrections
ILS/GPS
Approach
Notes:
[1] The GAD 43e cannot be used to provide the Altitude Preselector function with any APS-65
computer that currently uses the PRE-80 Altitude Preselector.
[2] The autopilot must use the UI 5506L-S Altitude Preselector in order to support the Altitude
Preselect function.
Table 5-21 Collins APS-106/107 Autopilot configuration

HSI Type Collins PN 101
Collins FD-106 FD Enable Discrete In Hi 1 Thru 4
Flight Director
Other GDU via HSDB
Collins Collins Scaler to HDG
AP-106/107 AP-106/107 GPSS PFD Button 1.0
Value
Gyro Emulation Collins 332D-11T
ILS/GPS
Approach

Rev. 5 Page 5-28
5.4.11.5 Garmin
Table 5-22 Garmin GFC 500 (with G5) Autopilot Configuration
Autopilot Interface Ports/Config - Settings Value/Port Numbers
AUTOPILOT GFC 500
Flight Director ARINC 429 RX ARINC 429 IN 1 Thru 5 [1]

Garmin Mode Annunciation PRESENT ARINC 429 IN 1 Thru 5 [1]
GFC 500
GFC 500 ARINC 429 TX
1 Thru 5
(PFD)
ARINC 429 TX
1 Thru 5
(Navigation)
Notes:
[1] ARINC 429 IN port numbers for flight director and mode annunciation are configured to be
the same. Choosing a port number on one of them will automatically update the other.
Table 5-23 Garmin GFC 600 Autopilot Configuration

Autopilot Interface Ports/Config - Settings Value/Port Numbers
Garmin
GFC 600
GFC 600
Mode Annunciation Present [1]
Notes:
[1] The GDU displaying the pilot’s PFD must have its GDU ID set to GDU 1.
5.4.11.6 Honeywell (Bendix/King)

Table 5-24 Honeywell (Bendix/King) KAP 150/KFC 150 Autopilot Configuration
Autopilot Interface Ports/Config - Settings Value / Port Nos.
HSI Type King KI 525
Discrete In
Flight King KI 256 FD Enable 1 Thru 4
Hi
Director
Other GDU via HSDB
Scaler to HDG
GPSS PFD Button 1.0
Value
Honeywell Altitude #1 Thru #4
King King KAS 297B Gain Strap
(Bendix/King) Preselect [1]
KAP 150/
KAP 150 King KI-256
KFC 150 Gyro Emulation
KFC 150
Yaw or Baro Baro Corrections [2]

Corrections Yaw Rate (mV/deg/sec) 200
ILS/GPS
Approach
HDG/CRS
Datum Valid
Notes:
[1] KAS 297B Gain Straps #1 through #4 selections must correspond to the grounded gain straps
(P297B1-16/17/34/22) of the KAS 297B being replaced. If a KAS 297B was not previously
installed, refer to manufacturer’s data for KAS 297B strapping for the specific aircraft model.
[2] The Gyro Emulation Type must be set to King KI-256 in order to use the Baro Corrections.

Rev. 5 Page 5-29
Table 5-25 Honeywell (Bendix/King) KAP 100/200 Autopilot Configuration
Scaler to HDG
GPSS PFD Button 1.0
Value
Altitude
None [1]
Preselect
Honeywell King
Gyro Emulation King KI-256
(Bendix/King) KAP100/
KAP 100/200 KAP 200 Yaw/Baro
None [2]
Corrections
ILS/GPS
Approach
HDG/CRS
Datum Valid
Notes:
[1] The Altitude Preselect is not available for the KAP 100/200 system; the default setting of
None must be selected.
[2] The Yaw/Baro Corrections is not available for the KAP 100/200 system; the default setting
of None must be selected.
Table 5-26 Honeywell (Bendix/King) KAP 140 Autopilot Configuration

Scaler to HDG
GPSS PFD Button 1.0
Value
Yaw/Baro
Honeywell Baro Corrections
King KAP Corrections
(Bendix/King)
140 ILS/GPS
KAP 140 Discrete Out Lo 1 Thru 13
Approach
HDG/CRS
Datum Valid
GPS Select Discrete Out Lo 1 Thru 13

Rev. 5 Page 5-30
Table 5-27 Honeywell (Bendix/King) KFC 225 Autopilot Configuration
Autopilot Interface Ports/Config - Settings Port Numbers
Flight King KFC 225 FD Enable Discrete In Hi 1 Thru 4

Mode Present ARINC 429 IN 1 Thru 11

Annunciation Other GDU via HSDB
Honeywell
(Bendix/King) King KFC 225 Yaw/Baro
Baro Corrections
KFC 225 Corrections
ARINC 429 TX 1 Thru 5
ILS/GPS
Approach
HDG/CRS
Datum Valid
Table 5-28 Honeywell (Bendix/King) KFC 250-4” HSI Autopilot Configuration

King KI 525
HSI Type [1]
King KPI 552
Flight King KCI 310 FD Enable Discrete In Hi 1 Thru 4
Honeywell Scaler to HDG
GPSS PFD Button 1.0
(Bendix/King) Value
KFC 250 King KFC Altitude
King KAS 297 [2]
250-4” HSI Preselect
w/065-5015-XX
Adapter Card Gyro Emulation King KVG 350
(4" inst.) Yaw/Baro
Yaw Rate (mV/deg/sec) 200
Corrections
ILS/GPS
Approach
HDG/CRS
Datum Valid
Notes:
[1] If the King autopilot is installed with a KA 52 or KA 57 autopilot adapter, the TYPE must be
set to King KI 525; otherwise, set to King KPI 552.
[2] In order to support Alt Preselect, the KC 295 flight control computer must be serial number
4460 or higher. Alt Preselect is not available for 14VDC aircraft.

Rev. 5 Page 5-31
Table 5-29 Honeywell (Bendix/King) KFC 200/250-3” HSI Autopilot Configuration
Flight King KI 256 [1] FD Enable Discrete In Hi 1 Thru 4
Scaler to HDG
GPSS PFD Button 1.0
Honeywell Value
(Bendix/King) Altitude
King KAS 297 [2]
KFC 200 King KFC Preselect
KFC 250 200/250 King KI-256 [3]
w/065-5016-XX -3” HSI Gyro Emulation
King KVG 350 [4]
Adapter Card
(3" inst.) Yaw/Baro
Corrections
ILS/GPS
Approach
HDG/CRS
Datum Valid
Notes:
[1] If the KI 255/256/258 ADI was previously installed, the King KI 256 must be selected.
[2] In order to support Alt Preselect, the KC 295 flight control computer must be serial number
4460 or higher. Alt preselect is not available for 14VDC aircraft.
[3] For KFC 200 and KCP 299 computers with the 065-5016-XX Adapter card (i.e., for
installations that previously utilized the KI 255/256/KG 258 ADI).
[4] For KCP 299 computers with the 065-5015-XX Adapter card (i.e., for installations that
previously utilized the KVG 350 remote gyro).

Rev. 5 Page 5-32
Table 5-30 Honeywell (Bendix/King) KFC 275/325 Autopilot configuration
King KI 525
HSI Type [1]
King KPI 552
Discrete In
King KCI 310 [2] FD Enable 1 Thru 4
Hi
Flight Discrete In
King KI 256 [3] FD Enable 1 Thru 4
Director Hi
ARINC 429 RX [4] 1 Thru 11
Other GDU via HSDB
Scaler to HDG
GPSS PFD Button [6] 1.0
Value
Honeywell
Altitude King KAS 297C #1 [8] [9]
(Bendix/King)
KFC 275/325 Preselect King KAS 297C #2 [7]
King KFC
(KCP 220 ARINC 429
275/325 Mode Present 1 Thru 11
computers with IN
-12 & below or Annunciation
Other GDU via HSDB
-15 & above)
[11] King KVG 350
Yaw/Baro Baro Corrections [10]
Corrections Yaw Rate (mV/deg/sec) 200
ARINC 429 TX
1 Thru 5
[5]
ILS/GPS
Approach
HDG/CRS
Datum Valid
Notes:
[1] If the King autopilot is installed with a KA 52 or KA 57 Autopilot Adapter, the HSI Type
must be set to King KI 525; otherwise, set to King KPI 552.
[2] For KFC 325 AP with KCP 220 computers -12 and earlier, set Flight Director to
King KCI 310.
[3] For KFC 275 AP with KCP 220 computers -12 and earlier, set Flight Director to
King KI 256.
[4] For KFC 275 and 325 Autopilots with KCP 220 computers -15 and later, set Flight Director
to ARINC 429.
[5] The ARINC 429 TX is only supported by KCP 220 computers that are -15 and later, where
the GPSS selection must be set to None.
[6] For KCP 220 computers -12 and earlier, set GPSS selection to PFD button.
[7] For KCP 220 computers with P/N 065-00064-0008 (TBM 700) and the KAS 297C being
replaced with GAIN STRAP #1 (P297C1-16) being not grounded and GAIN STRAP #2
through #4 (P297C1-17/34/22) being grounded.
[8] For KFC 325 AP with KCP 220 computers with P/N 065-00064-0015 (PC-12).
[9] For KCP 220 computers with P/N 065-00064-0008 (TBM 700), and the KAS 297C being
replaced with GAIN STRAP #1 through #4 (P297C1-16/17/34/22) being not grounded.
[10] Baro Corrections approved for KFC 275 installations only.
[11] For KFC 275 installations, select King KI-256. For KFC 325 installations, select KVG 350.

Rev. 5 Page 5-33
Table 5-31 Honeywell (Bendix/King) KFC 300 Autopilot Configuration
Collins PN 101
HSI Type
King KPI 552 [1]
Discrete In
Flight King KCI 310 FD Enable 1 Thru 4
Hi
Director
Other GDU via HSDB
Scaler to HDG
Honeywell GPSS PFD Button 1.0
Value
(Bendix/King) King KFC 300
KFC 300 Gyro Emulation King KVG 350
Yaw/Baro
Corrections
ILS/GPS
Approach
AP
Discrete Out Hi 1 Thru 4
Backcourse
Notes:
[1] Select this HSI Type if a King KPI 552 was previously installed; otherwise, select Collins
PN 101.
5.4.11.7 Sperry
Table 5-32 Sperry SPZ-200A/500 Autopilot Configuration

HSI Type Sperry RD-550
Sperry Discrete In
Flight FD Enable 1 Thru 4
SPZ-200A/500 Hi
Director
Other GDU via HSDB
Sperry Sperry
SPZ-200A/500 SPZ-200A/500 Scaler to HDG
GPSS PFD Button 1.0
Value
Gyro Emulation None [1]
ILS/GPS
Approach
Notes:
[1] The Gyro Emulation setting on the GDU 700/1060 is default set to Sperry VG-14A and
must be changed to None.

Rev. 5 Page 5-34
5.4.11.8 S-TEC
If the autopilot has been previously configured to operate with the NSD-360, the HSI Type must be set to
Century NSD 360 DC and not King KI-525. If the autopilot is configured to operate with any other heading
system, it must be configured to either NSD-360 or KI-525 (KCS-55) in order to be compatible with the
G500/G600 TXi.
The S-TEC 1500/2100 requires a dual PFD installation and a purchased enablement prior to configuration.
The flight director must not be displayed on an ADI on the copilot’s side.
Table 5-33 S-TEC 20/30/40/50/60-1 Autopilot Configuration

King KI 525
HSI Type [1]
Century NSD 360 DC
S-TEC Scaler to HDG
S-TEC 20/30/40/ GPSS PFD Button 1.0
20/30/40/50/ Value
50/60-1
60-1 ILS/GPS
Approach
Notes:
[1] If the autopilot was previously configured with “NSD-360,” the HSI Type must be set to
Century NSD 360 DC.
Table 5-34 S-TEC 60-2/65/60 PSS Autopilot Configuration

King KI 525
HSI Type [1]
Century NSD 360 DC
S-TEC Discrete In
ST-670 Hi
Director [2]
S-TEC S-TEC Other GDU via HSDB
60-2/65/60 60-2/65/60 Scaler to HDG
PSS PSS GPSS [2] PFD Button 1.0
Value
Altitude
S-TEC ST-360
Preselect
ILS/GPS
Approach
Notes:
Century NSD 360 DC.
[2] Flight Director and GPSS functionality is not supported by the 60 PSS.

Rev. 5 Page 5-35
Table 5-35 S-TEC 55X Autopilot Configuration
King KI 525
HSI Type [1]
Century NSD 360 DC
Discrete In
Flight S-TEC 55X FD Enable 1 Thru 4
Hi
Director
Other GDU via HSDB
S-TEC ST-360
Altitude
S-TEC 55X S-TEC 55X Preselect RS-485 RX/
S-TEC SA-200 [2] 2 Thru 5
TX
ILS/GPS
Approach
GPS
Annunciate
Notes:
Century NSD 360 DC.
[2] Requires purchased enablement and feature enabled in Configuration mode when
emulating an S-TEC SA-200 Altitude Selector/Alerter (P/N 01282) over RS-485.
Table 5-36 S-TEC 55 Autopilot Configuration

King KI 525
HSI Type [1]
Century NSD 360 DC
Discrete In
Flight S-TEC 55X FD Enable 1 Thru 4
Hi
Director
Other GDU via HSDB
S-TEC 55 S-TEC 55 Scaler to HDG
GPSS PFD Button 1.0
Value
Altitude
S-TEC ST-360
Preselect
ILS/GPS
Approach
Notes:
Century NSD 360 DC.

Rev. 5 Page 5-36
Table 5-37 S-TEC 1500/2100 (AC) Autopilot Configuration
HSI Type Magic EFIS
S-TEC Discrete In
S-TEC 1500/2100 Hi
S-TEC Director
1500/2100 AC Other GDU via HSDB
1500/2100 AC
[1] ARINC 429 TX 1 Thru 5
ILS/GPS
Approach
Notes:
[1] S-TEC 1500/2100 Computers with P/Ns 01304-01 or 01304-03 are AC computers.
Table 5-38 S-TEC 1500/2100 (DC) Autopilot Configuration

HSI Type Avidyne EFIS
S-TEC
Flight FD Enable Discrete In Hi 1 Thru 4
S-TEC 1500/2100
S-TEC Director
1500/2100 DC Other GDU via HSDB
1500/2100 DC
[1] ARINC 429 TX 1 Thru 5
ILS/GPS
Approach
Notes:
[1] S-TEC 1500/2100 Computers with P/Ns 01304-02, 01304-04, and 01304-07 are DC
computers.
5.4.12 EIS
Configure the EIS per the settings in Table 5-39.
NOTE
The EIS page will not be available for configuration until the GEA 110 or GEA 71B
Enhanced ports are assigned.
Table 5-39 EIS/GEA Configuration Settings

EIS Interface Ports/Config - Settings Port Numbers
GEA 110 RS-485 RX/TX 2 or 3
GEA 110
Other GDU via HSDB
GEA 71B Enhanced RS-485 RX/TX 2
GEA 71B Enhanced [1]
Other GDU via HSDB
Notes:
[1] Turboprop EIS must be enabled for GEA 71B Enhanced to appear as an interface option.
Refer to Section 5.3.3 for feature enablement.

Rev. 5 Page 5-37
5.4.13 Miscellaneous
5.4.13.1 Meggitt (Cobham) EIDS
Table 5-40 Meggitt (Cobham) EIDS Configurations Settings

Interface Ports/Config - Settings Value/Port Numbers
General Purpose
Present General Purpose [1] High 1 Thru 5
A429 Out [2]
Autopilot [2] Other Autopilot ARINC 429 TX DFCS 1 1 Thru 5
General Purpose
Present GPS 1/2 Source Lo 1 Thru 13
Discrete Out
Notes:
[1] Only one of the General Purpose ports needs to be configured for the Meggitt EIDS.
[2] General Purpose configuration is recommended. However, if all General Purpose ports
are already used, and no autopilot is using DFCS 1, then DFCS 1 may be configured for
Meggitt EIDS use.
5.4.14 Backup Battery

Configure the Backup Battery Interface per the settings in Table 5-41.
Table 5-41 Backup Battery Configuration Settings

Backup Battery Interface
GBB 54 GBB 54
5.4.15 ADS-B
Configure the available ADS-B In per the settings in Table 5-42.
Table 5-42 ADS-B In Configuration Settings

ADS-B Device Interface
GDL 88 GDL 88
GTX 345 GTX 345
GNX 375 GNX 375

Rev. 5 Page 5-38
5.4.16 Traffic
Configure the available Traffic interface to match the particular installation per Table 5-43. The Traffic
Interface button will not be selectable if an ADS-B interface is configured. Refer to the appropriate
Garmin ADS-B STC installation manual for more information on installation and configuration
requirements for systems with multiple traffic systems.
Table 5-43 Traffic System Configuration Settings
Traffic Interface Ports/Config - Settings Port Numbers Notes
De-select
GTS 8XX GTS TAS/
TAS/TCAS TCAS Discrete [1]
TAS STBY/ON 1 Thru 13
(ARINC) (ARINC) Control Traffic Out Lo
Select
Discrete
TAS TEST 1 Thru 13
Out Lo
Traffic from Other GDU
other GDU via HSDB
De-select
L-3 Avionics Discrete
Skywatch TAS STBY/ON 1 Thru 13 [1]
SKY497 Control Traffic Out Lo
Select
Discrete
TAS TEST 1 Thru 13
Out Lo
De-select
L-3 Avionics Discrete
Skywatch HP TAS STBY/ON 1 Thru 13 [1]
SKY899 Control Traffic Out Lo
Select
Discrete
TAS TEST 1 Thru 13
Out Lo
Bendix-King De-select
Honeywell KTA 870/ Discrete
TAS STBY/ON 1 Thru 13 [1]
KTA 870 KMH 820 Control Traffic Out Lo
KMH 880 Select
Discrete
TAS TEST 1 Thru 13
Out Lo
Bendix-King De-select
Honeywell KTA 970/ Discrete
TAS STBY/ON 1 Thru 13 [1]
KTA 970 KMH 920 Control Traffic Out Lo
KMH 980 Select
Discrete
TAS TEST 1 Thru 13
Out Lo
Garmin ARINC 429 IN 1 Thru 11
GTX 33/330/
GTX33/330/ Discrete [1]
335 TAS STBY/ON 1 Thru 13
335 Out Lo
Avidyne
(Ryan) TAS Avidyne TAS/
ARINC 429 IN 1 Thru 11 [1]
600/610/620 Ryan TCAD
(9900BX)
Notes:
[1] Refer to Section 5.4.25 to configure the ARINC 429 OUT port to provide data to the traffic
system, if applicable.

Rev. 5 Page 5-39
5.4.17 GDL 69( )
Configure the GDL 69( ) interface per the settings in Table 5-44.
Table 5-44 GDL 69 Configuration Settings

Data Link Interface Ports/Config - Settings Port Numbers Notes
GDL 69/69A/ GDL 69 Self-Detect [1] [2] [4]
69E GDL 69A Self-Detect [1] [2] [3] [4]
Notes:
[1] Enter the Antenna Gain value and Cable Loss values per GDL 69/69A Installation Manual
Section 3.4.5.3 (P/N 190-00355-02).
[2] If a GDL 69 is connected to the GDU, the audio output will become muted whenever the
airspeed is below the Mute Speed value. If this setting is de-selected, the GDL 69 will
never be muted based upon airspeed.
[3] If a GDL 69A is installed, it is permissible to configure it as a GDL 69. In this case, the XM
weather from the GDL 69A will be displayed on the GDU 700P/1060, but no audio control
will be available on the GDU.
[4] The Update GDL 69 Config button must be pressed any time changes are made to the
GDL 69 configuration on the TXi.
5.4.18 GSR 56
Configure the GSR 56 interface per the settings in Table 5-45.
Table 5-45 GSR 56 Configuration Settings

Data Link Interface Ports/Config - Settings Port Numbers
Status In Discrete In Lo 1 Thru 8
GSR 56 GSR 56 Remote Power Discrete Out Lo 1 Thru 13
De-select
Connext Weather
Select
GSR data from
Other GDU via HSDB No action required
other GDU
GSR data from De-select
other LRU via GTN via HSDB Connext Weather
HSDB Select

Rev. 5 Page 5-40
5.4.19 WX Radar
Verify the weather radar feature is enabled per Section 5.3.3 before attempting to configure the Weather
Radar interface per the settings in Table 5-46. The Weather Radar interface can only be configured on the
MFD.
Table 5-46 Weather Radar Configuration Settings
WX Radar Interface Ports/Config - Settings Port Numbers Notes
Garmin GWX 68
[1] [3]
GWX 68/70/75 GWX 70
Bendix/King ART 2000/ ARINC 429 TX 1 Thru 5
[2] [3] [4]
ART 2000/2100 ART 2100 Discrete Out Lo 1 Thru 13
Honeywell RS 181A [2] [3]
(Bendix/King) RDS Discrete Out Lo 1 Thru 13
82/RS 181A ARINC 429 TX 1 Thru 5
RDS 81/RS 811A RS 811A [2] [3]
Notes:
[1] Requires Weather Radar feature enablement configuration to be set to GWX.
[2] Requires Weather Radar feature enablement configuration to be set to ARINC 708.
[3] Refer to Appendix C for information on configuring the weather radar system and what
weather radar functions are supported by the GDU 700P/1060.
[4] Refer to Section 5.4.25 to configure the ARINC 429 OUT port to provide data to the
weather radar, if using ARINC 429 stabilization with integrated ADAHRS.
5.4.20 Stormscope
Configure the Stormscope interface per the settings in Table 5-47.
Table 5-47 Stormscope Configuration Settings

Stormscope Interface Ports/Config - Settings Port Numbers
Control De-select RS-232 RX 1 Thru 8
WX-500 WX-500
Stormscope Select RS-232 RX/TX 1 Thru 8
Wired to other Other GDU
GDU via HSDB
5.4.21 TAWS Annunciator

Configure the TAWS Annunciator (if applicable) per Table 5-48.
Table 5-48 TAWS Annunciator Settings

TAWS Annunciator Interface Ports/Config - Settings Port Numbers
TAWS Caution
TAWS Warning
Various Present
TAWS Inhibit
TAWS N/A

Rev. 5 Page 5-41
5.4.22 Video Input
Table 5-49 Video Input Configuration Settings
Video Interface Ports/Config - Settings Notes
Brightness 0-100%
Video 1 Composite Video 1 Contrast 0-100% [1]
Video 2 Composite Video 2
Saturation 0-100%
Video 3 HD Video 1
Video 4 HD Video 2 Rotation 0, 90, 180, 270 [2]
Format NTSC or PAL [3]
Notes:
[1] These will be the default settings. Set as applicable for desired image quality.
[2] Set rotation for desired video display orientation based on device installation.
[3] Set to correct output format of video device.
5.4.23 PFD Controller

Configure the PFD Controller interface per the settings in Table 5-50.
Table 5-50 PFD Controller Configuration Settings

PFD Controller Interface Ports/Config - Settings Port Numbers
GCU 485 GCU 485 RS-232 RX/TX 1 Thru 8
5.4.24 Fast/Slow Control

Configure the Fast/Slow interface per the settings in Table 5-51.
Table 5-51 Fast/Slow Configuration Settings

Fast/Slow Interface Ports/Config - Settings Port Numbers Notes
EMCA SPWG92 PC-12 SPWG ARINC 429 IN 1 Thru 11 [1]
Notes:
[1] This is only applicable to G600 TXi installations in PC-12 aircraft.

Rev. 5 Page 5-42
5.4.25 General Purpose ARINC 429 (A429) Out
Configure the General Purpose A429 port(s) and speeds per the settings in Table 5-52. The A429 Out from
the GDU 700/1060 may be provided to the following LRUs. Reference Appendix C for required
information on each LRU settings.
Table 5-52 General Purpose A429 Output Settings

General Purpose A429 Out Interface Ports/Config - Settings Port Numbers
Low
General Purpose 1 #1 1 Thru 5
High
Low
High
Low
A429 Out Present High
Low
High
General Purpose AHRS 1 Thru 5 High
General Purpose ADC 1 Thru 5 Low
General Purpose ADAHRS 1 Thru 5 High
Notes:
• GTX 33/330/335/345 - GP 1 A429 Low Speed OR GP 2 A429 Low Speed
• GTS 8XX - GP 1 A429 Low Speed or High Speed
• TAS 6XX/9900BX - GP 1 A429 Low Speed or High Speed
• TRC 497/899 - GP 1 A429 Low Speed OR GP 2 A429 Low Speed
• KTA 810/910, KMH 820/920 - GP 2 A429 Low Speed AND Integrated AHRS/ADAHRS High
Speed OR GP2 A429 High Speed
• ART 2000/2100 - GP 2 A429 High Speed OR Integrated AHRS/ADAHRS High Speed
• Meggitt (S-TEC/Cobham) Engine Instrumentation Display System - GP 1, DFCS 1, or DFCS 4
High Speed
• Meggitt (Cobham) EIDS - GP1 A429 High Speed OR GP2 A429 High Speed
5.4.26 General Purpose RS-232 Out

Configure the General Purpose serial port per the settings in Table 5-53.
Table 5-53 General Purpose Serial Port Setting

General Purpose RS-232 Out Interface Ports/Config - Settings Port Numbers Notes
Garmin GTX 32/327 Present GTX 32/327 TX (RS-232 TX) 1 Thru 8

Rev. 5 Page 5-43
5.4.27 General Purpose Discrete
Configure the General Purpose Discrete Interfaces to match the particular aircraft installation per
Table 5-54.
Table 5-54 General Purpose Discrete Settings

General Purpose
Interface Ports/Config - Settings Port Numbers Notes
Discrete
Audio Inhibit Discrete In Lo 1 Thru 8 [1]
Discrete In Present Display Backup Discrete In Lo 1 Thru 8 [2]
Day/Night None (Default)
Discrete Out Present Terrain Audio Actv Discrete Out Lo 1 Thru 13 [3]
Notes:
[1] Inhibits GDU 1060/700P aural alerts when a higher priority system is playing audio
messages.
[2] Only required when a display backup switch is used to control normal mode and display
backup mode.
[3] Inhibits lower priority aural alerts when the GDU 1060/700P is playing Terrain audio
messages.
5.4.28 Engine Discrete

Configure the Engine Discrete Interfaces to match the particular aircraft installation per Table 5-55.
Table 5-55 Engine Discrete Settings

Engine Discrete Interface Ports/Config - Settings Port Numbers Notes
Inertial Separator Open
GDU Discrete In
ECS Bleed Valve Closed 1 Thru 8
Hi/Lo
Ignition On
Discrete In Present [1] [4]
Starter On [2]
Torque Limiter GEA 1 Discrete In
1A Thru 20A
Lo
Reverse Thrust
Engine Caution GDU Discrete Out
1 Thru 13 [3]
Engine Warning Lo
Discrete Out Present GDU Discrete Out
ITT 1 Thru 13
Hi/Lo [1] [4]
Torque
GEA 1 ANNUN Lo 1A Thru 9A
Notes:
[1] Requires Turboprop EIS to be enabled.
[2] Starter On discrete input required for advanced lighting bus configuration.
[3] Applies to VIVISUN LED-40-17-BA2-E1WP6 (28V system) and VIVISUN 95-40-17-B4-
E1WPN (14V system).
[4] Select Discrete Hi or Lo in accordance with the interfaced annunciation system in the
aircraft.

Rev. 5 Page 5-44
5.4.29 Airspeed Switch
Configure the Airspeed Switch #1, #2, #3, #4, or #5 to match the particular aircraft installation per
Table 5-56.
Table 5-56 Airspeed Switch Settings

Airspeed Switch Interface Ports/Config - Settings Port Numbers/Selections Notes
Discrete Port
Less than
Active Condition
Greater than
Airspeed Switch Present [1]
Airspeed Threshold [2]
Inactive
No Data State
Active
Airspeed Value 0-999 kts
Notes:
[1] Set Discrete Lo or Hi in accordance with the interfaced aural alert system manufacturer’s
data.
[2] Selections are Manual Entry, Vne/Vmo/Mmo, Vs0, Vs1, Vfe, Vno, Glide/Vref, Vr, Vx/V1,
Vy/V2, Vle, Vmca, Vyse.
5.4.30 Flight Stream 510

Refer to Section 3.3.17 for Flight Stream description and limitations. Flight Stream 510 setup is performed
with the GDU in Normal mode.
Figure 5-15 Flight Stream Setup Page

Rev. 5 Page 5-45
Bluetooth Setup
1. Insert the Flight Stream 510 into the unit.
2. Ensure the unit is in Normal mode.
3. Touch System.
4. Touch Flight Stream to enable Pairing mode for the Flight Stream 510.
5. Enable Bluetooth connectivity on the PED. Once enabled, the Flight Stream will be viewable in
the list of available devices. The default Flight Stream Bluetooth name is “Flight Stream” followed
by the three-digit model number (i.e., 510) and then the last four digits of the MAC address (e.g.,
Flight Stream 510 4000). To change the Bluetooth name:
◦ Keypad entry is available for displays with an MFD
◦ PFD only displays: Use control knobs to enter the Bluetooth names. Keypad entry is not
available
◦ EIS only displays: Bluetooth name is set up using the Garmin Pilot application. Manual data
entry is not required
6. Select the Flight Stream from the list of available Bluetooth devices on the PED. A pop-up
window will appear on the Units screen to confirm the new Bluetooth pairing.
7. Touch Yes to finish pairing the device.
NOTE
If unable to make a Bluetooth connection, restart the GDU and repeat steps 3 through 7.
Bluetooth setup only needs to be performed when pairing with a device for the first time.
Once a connection is established with a Bluetooth device, the Flight Stream automatically
connects to the Bluetooth device upon power-up.
8. On the GDU, verify the PED displays as a paired device.

9. On the Garmin Pilot application, touch Connext.
10. Touch Flight Stream 510 under the Devices tab.
11. Verify that the Flight Stream 510 is connected.
Managing Paired Devices

The Flight Stream can connect to up to two Bluetooth devices simultaneously. The Flight Stream saves up
to 13 Bluetooth device pairings. Auto Reconnect enables automatic connection between the GDU and
paired device when the units are within range of each other.
Figure 5-16 Flight Stream 510 Bluetooth Pairing

Rev. 5 Page 5-46
Wi-Fi Setup
Connect to the Flight Stream 510 Wi-Fi network:
1. Enter the required SSID and password using the setup keys.
2. PFD only displays: Use control knobs for SSID and password entry. Keypad entry is not available.
Figure 5-17 Flight Stream 510 Wi-Fi Setup

Rev. 5 Page 5-47
5.5 GDU Setup
The following subsections address the configuration of a G500/G600 TXi system with PFD, MFD, and
EIS capability. Sections not applicable to a specific installation may be skipped (e.g., EIS section may be
skipped if no EIS is installed).
Screen shots in this section are provided for reference only and may vary depending on installed hardware
and software versions. Configure the following to match the specific G500/G600 TXi system installation.
Figure 5-18 shows the GDU ( ) Setup page. Certain selections on this page will vary depending on the
configuration settings that have been made based on the instructions in the preceding sections.
Figure 5-18 GDU ( ) Setup Page
5.5.1 PFD Airframe Configuration

(Home → GDU Setup → PFD Airframe Configuration)
The vertical speed, altitude, and airspeed units must be configured to match the instruments currently
installed in the airplane and designated in the POH/AFM.
The vertical speed range must be set to match the range on the V/S indicator that was previously installed.
The V/S tape range can be configured for 2000 fpm, 3000 fpm, 4000 fpm, or 6000 fpm. If a V/S indicator
was not previously installed, and a V/S range is not specified in the POH/AFMS, set the vertical speed tape
range to 2000 fpm.
The Roll Pointer setting must be configured to match the standby ADI. The attitude indicator on the PFD
includes two pointers (on the Roll Pointer). When banking, one pointer indicates the aircraft bank angle
and the other pointer remains stationary. The pointer that indicates bank angle can either point up (sky
pointer) or down (fixed pointer).
Figure 5-19 shows the related configuration settings/selections on the GDU( ) PFD Airframe
Configuration page on a GDU 700P unit. The configuration page for a GDU 1060 display has a similar
layout. Figure 5-20 shows the related configuration settings/selections on the GDU( ) PFD Airframe
Configuration page on a GDU 700L unit.

Rev. 5 Page 5-48
Figure 5-19 GDU 1060/700P PFD Airframe Configuration Page
Figure 5-20 GDU 700L PFD Airframe Configuration Page

Rev. 5 Page 5-49
Figure 5-21 GDU 1060 PFD Configuration Page
NOTE
Only Standard VSI Style is approved by this STC (see Figure 5-20 and Figure 5-21).

Rev. 5 Page 5-50
5.5.1.1 Airspeeds
Airspeeds used to configure the IAS tape must be taken from the AFM/POH, aircraft TCDS, or other
approved STC applicable to the specific aircraft being modified.
Information and settings available on the Airspeed Configuration page (shown in Figure 5-22) for a GDU
700P will vary depending on whether the Configuration Type field on the GDU ( ) PFD Airframe
Configuration page is set to Basic or Advanced (Home → GDU Setup → PFD Airframe Configuration).
Figure 5-22 Basic and Advanced Airspeed Configuration Type settings
The Basic setting values are generally found in the AFM/POH for each aircraft. Refer to Table 5-57 for
detailed information on obtaining Basic setting airspeed values. Refer to Appendix E for information on
obtaining Advanced setting airspeed values.
CAUTION
The Configuration Type setting on the GDU ( ) PFD Airframe Configuration page must
be set to “Advanced” for aircraft that have an altitude-variable maximum airspeed
limitation.
If the AFM or POH lists both indicated airspeed (IAS) and calibrated airspeed (CAS), use IAS values.

Rev. 5 Page 5-51
Table 5-57 Airframe Specific Configuration Data - Configuration Type Basic Setting
AFM/POH
Item Description Reference Note
Section
Vs0 Stall speed in landing configuration 2 - Limitations Bottom of white arc on ASI.
Stall speed in a specific flight
Vs1 2 - Limitations Bottom of green arc on ASI.
configuration
Top of white arc on ASI; if more than
Vfe Maximum flap extended speed 2 - Limitations one flap speed is given, use the lowest
speed.
Top of green arc/bottom of yellow arc on
ASI; if the aircraft has no yellow arc but
Vno Normal operating speed 2 - Limitations has a green arc that extends to the red
radial, set Vno to the same value as
Vne.
Vne Never exceed speed 2 - Limitations Red radial on ASI.
Optional.
3 - Emergency
GLIDE Glide speed Set to 0 kt (off) if not listed in the AFM/
Procedures
POH.
Optional.
4 - Normal Typically set to rotation speed.
Vr Rotation speed
Procedures Set to 0 kt (off) if not listed in the AFM/
POH.
Optional.
There are two speeds listed for gear up/
4 - Normal
Vx Best angle of climb speed gear down; use the speed listed for gear
Procedures
down.
Set to 0 kt (off) if not listed in AFM/POH.
Optional.
There are two speeds listed for gear up/
4 - Normal gear down; use the speed listed for gear
Vy Best rate of climb speed
Procedures up.
Set to 0 kt (off) if not listed in the AFM/
POH.
Maximum landing gear extended
Vle 2 - Limitations Set to 0 kt (off) for fixed gear aircraft.
speed
Minimum controllable airspeed for Lower red radial on ASI of light twins.
Vmca twin-engine aircraft with only one 2 - Limitations
Set to 0 kt (off) for single engine aircraft.
engine operational
3 - Emergency
Procedures
Single engine best rate of climb speed Blue radial on ASI of light twins.
Vyse OR
for a twin-engine aircraft Set to 0 kt (off) for single engine aircraft.
4 - Normal
Procedures
Vne
Applicable to rotary wing aircraft only N/A Set to OFF.
(Power Off)

Rev. 5 Page 5-52
5.5.2 Aircraft Icon
(Home → GDU Setup → Aircraft Icon)
• Icon Color – Select White as the display option
• Ownship Icon – Select one of the following appropriate icon to match the aircraft type:
◦ Low Wing Prop, High Wing Prop, Turboprop, Twin Engine Prop, High Visibility Arrow,
Basic Aircraft
5.5.3 Lighting
This section outlines the preferred method for configuring the GDU 700/1060 lighting in the aircraft
(Home → GDU Setup → Lighting).
The G500/G600 TXi STC allows display/key lighting control with or without the Enhanced Lighting mode
selection. The Enhanced Lighting mode allows a more customized lighting curve.
Configure Day Mode Curve is the only setting available for configuration when Enhanced Lighting mode
is selected. Figure 5-23 shows the GDU( ) Lighting Configuration page.
NOTE
All lighting conditions must be considered when configuring the display for photocell only.
If the aircraft is equipped with an instrument panel flood or wash lighting, the installation
must be evaluated to verify the flood/wash lighting does not affect the GDU lighting level.
If the GDU lighting level is adversely affected by the flood/wash lighting, then the GDU
must be connected to a lighting bus to control the display brightness.
NOTE
For installations in turboprop aircraft that use the lighting bus, the starter discrete input
must be wired and configured. Refer to Section 5.4.28 for details on configuring the
starter discrete.
Figure 5-23 GDU () Lighting Configuration Page

Rev. 5 Page 5-53
To accurately configure the lighting, the ability to adjust ambient light conditions is required. The installer
must have the means to simulate complete darkness in the cockpit. Simply covering the photocells may not
allow the installer’s eye to properly judge whether the display brightness is too bright or too dim for night
use. The following tables must be used for lighting configuration:
• Table 5-58 - Photocell for display/keys (Advanced Lighting mode de-selected)
• Table 5-59 - Lighting bus for display/keys (Advanced Lighting mode de-selected)
• Table 5-60 - Photocell for display/keys (Advanced Lighting mode selected)
• Table 5-61 - Lighting Bus for display (Advanced Lighting mode selected)
• Table 5-62 - Lighting Bus for keys (Advanced Lighting mode selected)
Photocell Configuration - Enhanced Lighting De-selected

The Display Lighting and the Keys Lighting curves must be set individually as noted per Table 5-58.
Table 5-58 Photocell Configuration Procedure

Photocell Curve
Step
Display Keys
Under Source Selection, choose Photocell as the Under Source Selection, choose Photocell as the
1
source for Display Source. source for Keys Source.
Under the Source Configuration section, set the Photocell - Response Time to a low level (e.g., 2 sec) to allow
2
the display to adjust more quickly to light conditions.
Select Configure Curve in Display Lighting. It is Select Configure Curve in Keys Lighting. It is recom-
recommended to start configuration with a Slope of mended to start configuration with a Slope of 50%. This
3 50%. This can be done by either manually moving the can be done by either manually moving the curve or by
curve or by selecting Slope and entering the value selecting Slope and entering the value (similar to
(refer to Figure 5-24). Figure 5-24 for display lighting).
4 Turn on all instrument panel and cockpit lighting.
Minimize photocell input levels by simulating night conditions in the cockpit. Complete steps 6 - 11 with the
5
goal of achieving consistency between all cockpit lighting.
If the display is too bright, lower the Min Level and/or If the keys are too bright, lower the Min Level and/or
6 adjust the lighting Slope to achieve the desired adjust the lighting Slope to achieve the desired
brightness. brightness.
If the display is not bright enough, raise the Min Level If the keys are not bright enough, raise the Min Level
7
to the desired brightness. to the desired brightness.
8 Simulate direct maximum sunlight in the cockpit.
Verify that the display produces maximum brightness Adjust the Keys Lighting - Cutoff percentage as
9 on the backlight output level. Adjust Max Level if shown in Figure 5-25, such that the key backlighting
needed. is switched off in bright light.
10 Simulate average sunlight conditions/average input conditions in the cockpit (average Source Input Level%).
If the display is too bright or too dim, vary the Slope If the key is too bright or too dim, vary the Slope
11 and/or Offset to achieve desired brightness at mid- and/or Offset to achieve desired brightness at mid-
range lighting input levels. range lighting input levels.
Verify that the lighting Slope, Offset, and Min Level still maintain the low-light visibility requirements achieved
12
in previous steps. Repeat any steps necessary to re-adjust night lighting settings.
13 Adjust the Response Time to smooth changes to brightness, as required.
14 Verify that adjustments made in the preceding steps are appropriate for all expected lighting conditions.

Rev. 5 Page 5-54
Figure 5-24 Lighting Curve Slope Configuration
Figure 5-25 Cutoff Percentage Configuration

Rev. 5 Page 5-55
Lighting Bus Configuration - Enhanced Lighting De-selected
The Display Lighting and the Keys Lighting curves must be set individually as noted in Table 5-59.
Table 5-59 Lighting Bus Configuration procedure

Lighting Bus Curve
Step
Display Keys
Under Source Selection, choose Lighting Bus as the Under Source Selection, choose Lighting Bus as the
1
source for Display Source. source for Keys Source.
Under Source Configuration, set the Lighting Bus - Input Type to match the aircraft lighting bus voltage and
2 the Response Time to a low level (e.g., 2 sec) to allow the display to adjust more quickly to dimmer bus input
changes.
Follow steps 4 - 12 to achieve consistency between all cockpit lighting. Figure 5-26 shows the primary
3
settings on both the display lighting and the keys lighting curves.
4 Simulate night conditions in the cockpit.
Set the Transition to 5%. Below this source input
value, the photocell will override the dimmer bus for
5 display backlighting control.
Note: This also allows the photocell to function as a
backup in the event of a lighting bus failure.
Turn the dimmer bus knob to its minimum setting or Turn the dimmer bus knob to its minimum setting.
below the transition % value.
6 NOTE: Steps 7 - 9 and 11 will set the photocell
functionality when the lighting bus is below the
transition % value.
If the display is too bright, lower the Min Level and/or If the key is too bright, lower the Min Level and/or
adjust the Slope to achieve the desired brightness. adjust the Slope to achieve the desired brightness.
7 This can be done by either manually moving the This can be done by either manually moving the
curve or by selecting Slope and entering the value curve or by selecting Slope and entering the value
(similar to Figure 5-24). (similar to Figure 5-24).
If the display is too dim, increase the Min Level to If the key is too dim, increase the Min Level to
8
achieve desired levels. achieve desired levels.
With the dimmer bus still off or below the transition %
With the dimmer bus still off, adjust the Offset such
9 value, adjust the Offset such that the display remains
that the bezel key remains visible.
readable.
Slowly move the dimmer bus knob towards its Slowly move the dimmer bus knob towards its
maximum setting. Observe the rate of change maximum setting. Observe the rate of change
between the display lighting, bezel key lighting, and between the display lighting, bezel key lighting, and
10
any other cockpit illuminated information over the full any other cockpit illuminated information over the full
range above transition % value of the dimmer bus. range of the dimmer bus. Adjust the Slope and/or
Adjust the Slope and/or Offset to obtain consistency. Offset to obtain consistency.
With the dimmer bus off, simulate direct sunlight
conditions in the cockpit. If the brightness is below
11
the desired level, adjust the Slope setting to achieve
maximum desired brightness.
12 Adjust the Response Time to smooth changes to brightness, as required.
Verify that adjustments made in the preceding steps are appropriate and functional for all expected lighting
13
conditions.

Rev. 5 Page 5-56
Figure 5-26 Display Lighting (left) and Keys Lighting (right) Curves
Enhanced Lighting Mode Configuration

The Enhanced Lighting mode can be used to better control the display and key lighting to match varying
lighting conditions. When the lighting bus is selected as the source for the display lighting control, a
backup photocell curve will be configured in the event of lighting bus failure.
Configure the Enhanced Lighting function using the instructions contained in Table 5-60, Table 5-61, and
Table 5-62.
Table 5-60 Photocell Configuration Procedure - Enhanced Lighting

Display Keys
1 Select Photocell as the input source for both the Display Source and/or Keys Source.
2 Set the Photocell - Response Time to a level between 2 - 7 seconds.
3 Select the Enhanced Lighting Mode.
Select the Configure Day Mode Curve and adjust

4 the Cutoff percentage. This allows for the key back-
lighting to be switched off in bright light.
5 Simulate night conditions in the cockpit by using blankets or a similar method, such that the cockpit can be
made progressively brighter for steps 6 and 7.
Set the Min Level and Vertex 1 while the panel is experiencing night conditions. The level adjustments can
be made by either dragging the vertices to the desired value manually or by selecting Vertex ( ) and
6 changing the values (see Figure 5-31). Seek consistency between all cockpit lighting.
NOTE: A vertex represents a specific output value based on a given input value, where the goal is to
customize the lighting curve by manipulating the vertices
Set the remainder of the vertices while progressively introducing light to the interior of the aircraft. Set the
7 Max Level as desired. It is recommended to configure the curve to such that the display reaches the
desired max output level (%) prior to 100% input. A linear curve for the photocell typically works well (refer
to Figure 5-27).

Rev. 5 Page 5-57
Figure 5-27 Enhanced Lighting Mode Example Photocell

Rev. 5 Page 5-58
Table 5-61 Lighting Bus Configuration Procedure - Enhanced (Display)
Step Lighting Bus Day Mode Curve - Display
1 Set the Source Selection to Lighting Bus for the Display Source.
2 Set the Lighting Bus - Input Type to match the aircraft lighting bus voltage, and set the Response Time
to a value between 2 - 7 seconds.
3 Select Enhanced Lighting Mode.
4 Select the Display Lighting - Configure Day Mode Curve and set the photocell Transition point to 5%
(refer to Figure 5-28). Below this set value, the display brightness will be controlled by the photocell.
5 Set the dimmer knob to the off position. The Source Input level (%) must be below the transition point
set previously.
Select the Curve icon and then select the Photocell Backup Curve option (refer to Figure 5-29).
6 NOTE: The Max Level and the Min Level set in the next steps will also set the max and min levels for
the dimmer mode operation curve.
7 Simulate night conditions in the cockpit by using blankets or a similar method, such that the cockpit can
be made progressively brighter for steps 8 and 9.
Set the Min Level and Vertex 1 while the panel is experiencing night conditions. The level adjustments
can be made by either dragging the vertices to the desired value manually or by selecting Vertex ( )
8 and changing the values (refer to Figure 5-31). Seek consistency between all cockpit lighting.
customize the lighting curve by manipulating the vertices.
Set the remainder of the vertices while progressively introducing light to the interior of the aircraft. Set
9 the Max Level as desired. It is recommended to configure this curve to make sure the display reaches
the desired max output level (%) prior to 100% input. A linear curve for the photocell typically works
well.
10 Now select the Curve icon and then select Light Bus (refer to Figure 5-28). This sets the curve for the
dimmer bus functionality.
Drag the vertices to match the (gray) photocell backup curve set previously in the background.
11 NOTE: If preferred, this curve between the Transition Value and Max Level can also be set to have an
independent profile by following steps 7 through 9.
12 Verify functionality of dimmer knob. Re-adjust Transition point if/as required.

Rev. 5 Page 5-59
Photocell
Transition
value at 5%
Lighting Bus Lighting Bus

Curve Curve
(grayed out)
Lighting Bus Curve

adjusted to match the
Photocell
Photocell Curve
Backup
Curve Photocell
Backup Curve
(grayed out)
Figure 5-28 Enhanced Lighting Mode Example Lighting Bus - Display
Figure 5-29 Selection Between Lighting Bus and Photocell Backup Curves

Rev. 5 Page 5-60
Table 5-62 Lighting Bus Configuration Procedure - Enhanced (Keys)
Lighting Bus Day Mode Curve - Keys
1 Set the Source Selection to Lighting Bus for Keys Source.
2 Set the Lighting Bus - Input Type to match the aircraft lighting bus voltage, and set the Response Time
to a value between 2 - 7 seconds.
3 Select Enhanced Lighting Mode.
4 Select the Keys Lighting and Configure Day Mode Curve.
5 Simulate night conditions in the cockpit by using blankets or a similar method, such that the cockpit can
be made progressively brighter for steps 6 and 8.
Set the Min Level and Vertex 1 while the panel is experiencing night conditions. The level adjustments
can be made by either dragging the vertices to the desired value manually or by selecting Vertex ( )
6 and changing the values (refer to Figure 5-31). Seek consistency between all cockpit lighting.
customize the lighting curve by manipulating the vertices.
Set the remainder of the vertices while progressively introducing light to the interior of the aircraft. Set
7 the Max Level as desired. It is recommended to configure this curve to make sure the display reaches
the desired max output level (%) prior to 100% input. A linear curve for the photocell typically works
well (refer to Figure 5-31).
8 Verify functionality of dimmer knob. Re-adjust Transition point if/as required.
Figure 5-30 Enhanced Lighting Mode Example Lighting Bus - Key

Rev. 5 Page 5-61
Figure 5-31 Vertex Adjustment Dialog Box
CAUTION
The display must be viewable under all anticipated lighting conditions, including:
• When the display is in direct sunlight
• When the cockpit is bright but the photocell is in heavy shadow (such as flight into a
setting sun)
• When the cockpit is very dim, the display must not be excessively bright.
5.5.4 Audio Alert Configuration

Make the following selections as desired (Home → GDU Setup → Audio Alert Configuration):
• Voice Type – Make the selection between Male and Female.
• Alert Volume – Make the level adjustment as desired. Audio alerts must be loud, attention-getting,
and clearly intelligible under all cockpit noise conditions. Audio alerts should be set slightly
louder than the normal volume of COM and intercom transmissions.
• Audio Test – Select the icon on any/all annunciator(s) to verify volume audibility set in the
previous step. Adjust Alert Volume as desired to match audio levels of other systems installed in
the aircraft.
5.5.5 Terrain/TAWS
(Home → GDU Setup → Terrain/TAWS)
If the G500/G600 TXi system does not have TAWS B enabled, then configure the Terrain/TAWS for one of
the following options (Terrain-FLTA is automatically set if SVT is enabled):
Table 5-63 Terrain/TAWS Setting

External TAWS Terrain Mode
Terrain-FLTA
Not Installed
Terrain-Proximity (Off)
Installed (MapMX)
Installed (Other) External
Installed (HSDB TAWS-B)

Rev. 5 Page 5-62
If TAWS B has been enabled per the feature enablement instructions in Section 5.3.3, then configure the
following options for Standard:
• FLTA Warning Clip
• FLTA Caution Clip
• NCR Caution Clip
The GDU is capable of producing aural and visual TAWS alerts. The alerting algorithm relaxes the terrain
alerting criteria at nearby airports. An airport is considered to be a “nearby airport” if the runway(s) at the
airport meet certain criteria. Select the runway Surface Type and Minimum Length for the aircraft, as
described in Table 5-64.
Table 5-64 TAWS Airframe Specific Configuration Data

Selection Description Notes
Surface
Required runway surface type Set the type of runway surface for which the aircraft is authorized
Type
Set the shortest distance required for takeoff and landing (typically
Minimum Minimum runway length for
the distance given for sea level using the coldest temperature given
Length TAWS/Terrain Alerting
in the POH/AFM)
Figure 5-32 shows the selection flow with examples of Surface Type and Minimum Length values.
Figure 5-32 Selection Flow for External TAWS Not Installed Selection
5.5.6 Miscellaneous Settings

(Home → GDU Setup → Miscellaneous Settings)
Traffic Color
Must be set to White. This color designates the base color for traffic targets.
MFD Charts
Select to display charts on the MFD. Additional databases may be necessary.

Rev. 5 Page 5-63
Altitude Alerter
NOTE
The Altitude Alerter must be set to “Off” if another altitude alerter system is to be retained
in the aircraft.
The Altitude Alerter setting is dependent upon the climb performance of the aircraft and whether or not a
separate altitude alerting system is already installed. It enables visual and aural altitude alerting functions
of the GDU 700/1060 and will provide alerts when approaching the selected altitude. The optional settings
are:
• Off: This setting disables all visual and aural altitude alerting functions of the GDU 700P/1060
• 200 FT Chime: This setting must be used for aircraft with a V/S range set to 2,000 FPM. The aural
chime will sound when approaching within 200 feet of the selected altitude
• 1000 FT Chime: This setting must be used for aircraft with a V/S range set to 3,000 or 4,000 FPM.
The aural chime will sound when approaching within 1000 feet of the selected altitude
Figure 5-33 Altitude Alerter Options
Database SYNC
GDU 700P/1060 and GTN 6XX/7XX units synchronize databases using the Database Sync in order to
minimize user effort when loading/updating databases. The user only has to insert an SD card with
databases to be loaded and the databases will be updated on all connected LRUs for all displays with the
Database Sync enabled, rather than having to update each unit individually. The G500/G600 TXi system
and GTN will have different system IDs. The databases being synchronized must be enabled for both
system IDs in order to allow the Database Sync to take place. Refer to Section 5.10 for more information
on acquiring and loading databases.
The following databases are synchronized:
◦ Airport directory
◦ Aviation
◦ FliteCharts
◦ Obstacle
◦ SafeTaxi
◦ Basemap
◦ ChartView
The following databases are not synchronized:
◦ Terrain
Make the desired selection between Pilot Control and Disabled for Database Sync functionality; Selecting
Pilot Control enables Database Sync functionality.

Rev. 5 Page 5-64
5.5.7 Emergency Descent Mode
(Home → GDU Setup → Emergency Descent)
Emergency Descent mode is only available when the GFC 600 autopilot is configured. Configure as shown
in Table 5-65.
Table 5-65 Emergency Descent Mode Settings

Description Setting
Cabin Altitude Threshold Enable
Altitude Threshold 11,500 FT
Emergency Descent (EDM) (optional) Discrete In Lo 1 thru 8
EDM Active (optional) Discrete Out Hi/Lo 1 thru 13
Activation Delay 45 SEC

Rev. 5 Page 5-65
5.6 External Systems (Weather Radar)
This section provides instructions for the configuration/calibration of the listed interfaces.
NOTE
If using the Heading Only gyro emulation, temporarily set the GAD 43/43e to “KVG 350”
to enable the pitch and roll settings. Once calibration is complete, set the GAD 43/43e
back to “Heading Only”.
5.6.1 Bendix/King ART 2000/2100 (A708 Radar)

This section describes the system configuration and calibration of the Bendix/King ART 2000/2100
weather radar systems using the GDU 700P/1060. The A708 Radar page is only selectable on a
GDU 700P/1060 that meets the following criteria:
• Configured as an MFD
• ARINC 708 selected for the Weather Radar feature under System Management → Feature
Enablement page
• WX Radar interface configured as a non-Garmin weather radar per Section 5.4.19
Configure the following settings:
• Display Head - Select whether the MFD is wired to the “Control #1” or “Control #2” ARINC 429
port on the weather radar. If there is only one MFD, the GDU 700P/1060 must be wired to
“Control 1” and be configured as Display Head 1
• Once the Display Head setting is configured, the weather radar can be calibrated using the
applicable calibration procedure below:
1. Navigate to the AHRS/ADC Data page: (Diagnostics→ AHRS & ADC→ AHRS/ADC Data).
a. Record the Pitch & Roll degree to the nearest 0.5°:
i. Pitch: Roll:
2. Navigate to A708 Radar page: (Home→ External Systems→ A708 Radar).
3. Set the Radar Mode to Test.
a. Wait approximately 15 seconds for status boxes to annunciate green.
4. Verify Calibration button is active; if not press, the Calibration button to enter Calibration mode.
Antenna Clearance Check:

1. Select Antenna Clearance under Calibration Function.
2. Press Start (Active).
a. The antenna will move to each of the extreme positions to determine there is no interference
with the antenna movement and all scan motors are working properly.
3. Press Stop (Inactive) to complete the antenna clearance check.

Rev. 5 Page 5-66
Roll Offset Calibration:
1. Select AHRS ARINC 429 Roll Offset under Calibration Function.
2. Adjust the Roll setting:
a. Momentarily press the Adjustment (Tilt) to change the Roll setting. A single press will begin
to drive the roll angle; pressing Stop will stop the movement. Match the recorded roll angle
from the previous step to the nearest 0.1°.
3. Select Save Configuration under Calibration Function, then select Save.
Pitch Offset Calibration:

1. Select AHRS ARINC 429 Pitch Offset under Calibration Function.
2. Adjust the Pitch setting:
a. Momentarily press the Adjustment (Tilt) to change the Pitch setting. A single press will begin
to drive the pitch angle; pressing Stop will stop the movement. Match the recorded pitch angle
from the previous step to the nearest 0.1°.
3. Select Save Configuration under Calibration Function, then select Save.
4. Exit calibration by pressing the Calibration button.
5. Wait approximately 8 seconds, then change the Radar Mode to Standby.
5.6.2 Honeywell (Bendix/King) RDS 8X Series Radars

This section describes system configuration and calibration for the Bendix/King RDS -81 (RS 811A) and
RDS-82 (RS 181A) weather radar systems using the GDU 700P/1060. The A708 Radar page is only
selectable on a GDU 700P/1060 that meets the following criteria:
• Configured as an MFD
• ARINC 708 selected for the Weather Radar feature under System Management → Feature
Enablement page
• WX Radar interface configured as a non-Garmin weather radar per Section 5.4.19
Configure the following settings:
• Display Head - Select whether the MFD is wired to the “Control #1” or “Control #2” ARINC 429
port on the weather radar. If there is only one MFD, the GDU 700P/1060 must be wired to
“Control 1” and be configured as Display Head 1
• Once the Display Head setting is configured, the weather radar can be calibrated using the
applicable calibration procedure below:
NOTE
The GAD 43/43e can be used to provide stabilization to the WXR. The Pitch and Roll
fields in the GAD 43/43e Output window on the A708 Radar page are used to adjust the
attitude being supplied to the WXR. A tilt table to achieve the pitch/roll values specified in
the manufacturer’s calibration procedure is not needed; the GAD 43/43e can be used.
1. Navigate to the A708 Radar page, from the Home page: (External Systems→ A708 Radar).
2. Set the Radar Mode to Test.
3. Verify the Calibration button is active; if not, press the Calibration button to enter Calibration
mode.

Rev. 5 Page 5-67
NOTE
If the Calibration button does not become active, temporarily exit the Weather Radar
page, then go back to the Weather Radar page and select the Calibration button.
a. Wait approximately 10 seconds for the status boxes to annunciate green.

b. Allow approximately 45 seconds for the GAD43/43e to enter Configuration mode and provide
Pitch/Roll outputs for calibration.
4. Momentarily press the Stop button to set the tilt to 0.0°.
a. Wait until the Antenna Elevation indicates 0.0° (may take up to 30 seconds).
L: 0.0° ± 1.0°C: 0.0° ± 1.0° R: 0.0° ± 1.0°
5. Turn the 400 Hz reference signal off.
NOTE
The Honeywell Installation Manuals require performing the mechanical alignment check
with stabilization off. It is not possible to remotely turn the stabilization system off through
the GDU 700P/1060. Remove power from the 400Hz reference signal in order to perform
the mechanical check per the procedures specified in Honeywell installation manuals.
6. Verify the mechanical alignment of the antenna in accordance with step J or K in Section 2.3.6.2 of
RDS 81 Installation Manual (Honeywell P/N 006-00954-0001) or RDS 82 Installation Manual
(Honeywell P/N 006-00955-0006), respectively.
NOTE
The Calibration functions are not used with the RDS 8X series radars and must be set to
“None”.
7. Verify the Calibration Function is set to None.

8. Turn the 400 Hz reference source power on.
9. Adjust the 400 Hz Ref pot on the weather radar until the 400 Hz Ref display on the
GDU 700P/1060 reads 0.0° ± 1.0°. Allow up to 60 seconds to stabilize.
NOTE
Re-check the 400Hz Ref setting frequently during the remaining steps to ensure it stays
within the specification.
10. For units with a 3-pot configuration, skip the following sub-step and continue the calibration. For
units with a 5-pot configuration, complete the additional following sub-step and continue the
calibration.
a. Adjust the Pitch Null pot and the Roll Null pot on the weather radar until the Pitch Angle and
Roll Angle on the GDU 700P/1060 both read 0.0° ± 0.5°.
11. Adjust the GAD 43/43e Output Roll Angle to 20° LT.
12. Adjust the Roll Gain pot on the weather radar until the Roll Angle on the GDU 700P/1060 reads
-20.0° ± 1.0°.
13. Verify the Antenna Elevation is:
L: 14.0° ± 1.0°C: 0.0° ± 1.0° R: -14.0° ± 1.0°

Rev. 5 Page 5-68
14. Adjust the GAD 43/43e Output Roll Angle to 20° RT.
15. If the Roll Angle on the GDU 700P/1060 reads 20° ± 1.0°, skip the following sub-step and
continue the calibration. If the Roll Angle reads outside of the specifications, balance the outputs
using the following procedure:
a. For units with a 3-pot configuration, adjust the Roll Gain pot to obtain a balance between the
left and right readings and continue the calibration.
b. For units with a 5-pot configuration, subtract the difference between the numbers, divide by 2,
and add if the Roll Angle is less than 20.0° or subtract if the Roll Angle is more than 20.0°.
Example A (Roll Angle > 20.0°)
(24-20) / 2 = 2: 24 - 2 = 22.0°
Adjust the Roll Null pot for 22.0° left roll and adjust the Roll Gain pot for 20.0°.
Example B (Roll Angle < 20.0°)

(18-20) / 2 = -1: 20 + (-1) = 19.0°

L: -14.0° ± 1.0°C: 0.0° ± 1.0° R: 14.0° ± 1.0°
17. Repeat steps until the left and right roll values are balanced.
18. Set the GAD 43/43e Output Roll Angle to 0.0° RT and verify the Roll Angle display reads
0.0°± 0.5°.
19. Adjust the GAD 43/43e Output Pitch Angle to 20° UP.
20. Adjust the Pitch Gain pot on the weather radar until the Pitch Angle on the GDU 700/1060 reads
20.0° ± 1.0°.
L: -14.0° ± 1.0°C: -20.0° ± 1.0° R: -14.0° ± 1.0°
22. Adjust the GAD 43/43e Output Pitch Angle to 20° DN.
23. If the Pitch Angle on the GDU 700/1060 reads -20° ± 1.0°, skip the following sub-step and
continue the calibration. If the Pitch Angle reads outside of the specifications, balance the outputs
using the following sub-step procedures:
a. For units with a 3-pot configuration, adjust the Pitch Gain pot to obtain a balance between the
and add if the Pitch Angle is less than 20.0° or subtract if the Pitch Angle is more than 20.0°.
Example A (Pitch Angle > 20.0°)
(24-20) / 2 = 2:24 - 2 = 22.0°
Adjust the Pitch Null pot for 22.0° left roll and adjust the Pitch Gain pot for 20.0°.

Rev. 5 Page 5-69
Example B (Pitch Angle < 20.0°)
(18-20) / 2 = - 1: 20 + (-1) = 19.0°

L: 14.0° ± 1.0°C: 20.0° ± 1.0° R: 14.0° ± 1.0°
25. Repeat steps until the up and down pitch values are balanced.
26. Set the GAD 43/43e Output Pitch Angle to 0.0° RT and verify the Pitch Angle display reads
0.0°± 0.5°.
27. Adjust the GAD 43/43e Output Roll Angle to 10° LT.
28. Adjust the Roll Gain pot on the weather radar until the Roll Angle on the GDU 700P/1060 reads
-10.0° ± 1.0°.
L: 7.0° ± 1.0°C: 0.0° ± 1.0° R: -7.0° ± 1.0°
30. Adjust the GAD 43/43e Output Roll Angle to 10° RT.
31. If the Roll Angle on the GDU 700P/1060 reads 10° ± 1.0° RT, skip the following sub-step and
continue the calibration. If the Roll Angle reads outside of the specifications, balance the outputs
using the following procedure:
a. For units with a 3-pot configuration, adjust the Roll Gain pot to obtain a balance between the
and add if the Roll Angle is less than 20.0° or subtract if the Roll Angle is more than 10.0°.
Example A (Roll Angle > 10.0°)
(14-10) / 2 = 2: 14 - 2 = 12.0°
Example B (Roll Angle < 10.0°)R

(8-10) / 2 = -1: 10 + (-1) = 9.0°

L:-7.0° ± 1.0°C: 0.0° ± 1.0° R: 7.0° ± 1.0°
33. Repeat steps until the left and right roll values are balanced.
34. Set the GAD 43/43e Output Roll Angle to 0.0° RT and verify the Roll Angle display reads
0.0°± 0.5°.
35. Adjust the Gad 43/43e Output Pitch Angle to 10° UP.
36. Adjust the Pitch Gain pot on the weather radar until the Pitch Angle on the
GDU 700P/1060 reads 10.0° ± 1.0°.

Rev. 5 Page 5-70
L: -7.0° ± 1.0°C: -10.0° ± 1.0° R: -7.0° ± 1.0°
38. Adjust the GAD 43/43e Output Pitch Angle to 10° DN.
39. If the Pitch Angle on the GDU 700P/1060 reads -10° ± 1.0°, skip the following sub-step and
continue the calibration. If the Pitch Angle reads outside of the specifications, balance the outputs
using the following sub-step procedures.
a. For units with a 3-pot configuration, adjust the Pitch Gain pot to obtain a balance between the
and add if the Pitch Angle is less than 10.0° or subtract if the Pitch Angle is more than 10.0°.
Example A (Pitch Angle > 10.0°)
(14-10) / 2 = 2: 14 - 2 = 12.0°
Example B (Pitch Angle < 10.0°)

(8-10) / 2 = -1: 10 + (-1) = 9.0°

L: 7.0° ± 1.0°C: 10.0° ± 1.0° R: 7.0° ± 1.0°
41. Repeat steps until the up and down pitch values are balanced.
42. Set the GAD 43/43e Output Pitch Angle to 0.0° RT and verify the Pitch Angle display reads
0.0°± 0.5°.
43. Select the Calibration button to exit the calibration function.
44. Select Standby under Radar Mode.
CAUTION
Failure to return either the GAD 43/43e Pitch/Roll Outputs to 0.0° and return the radar
mode to Standby before exiting the A708 page will cause the radar system to remain in
Test mode after exiting the calibration process.
5.6.3 Stormscope
The Stormscope page provides a means to check the system status, test the system, and download system
information. Instructions for configuration of the Stormscope interface are contained in Section 5.4.20.

Rev. 5 Page 5-71
5.7 EIS
This section provides data for the configuration of EIS portions of a GDU 700/1060. The TXi EIS
configuration is accessed via the EIS button shown on the home page (when the unit is in Configuration
mode), depicted in Figure 5-34. Prior to beginning EIS configuration, an EIS data source (GEA 110 or
GEA 71B Enhanced) must be configured via the Interfaces page, per the directions found in Section 5.4. If
an EIS data source has not been configured, the EIS button will not be selectable. Before beginning EIS
configuration, ensure Turboprop EIS is enabled or disabled as required. Toggling Turboprop EIS
enablement will clear all EIS configuration settings.
Figure 5-34 Home Page - Configuration Mode
There are four subsections of the EIS Configuration. The subsections must be completed in the following
order:
1. Setup - Enter the engine number/type and airframe/engine time.
2. Sensor - Enter the sensors that are installed in the aircraft.
3. Gauge Layout - Configure the gauge appearance and layout.
4. Fuel - Configure and calibrate the fuel system.
5. Turboprop EIS only: Additional Settings - Define engine operating conditions.
The sections below outline the data required and the data entry procedure for the first three subsections.
Fuel calibration is outlined in Section 5.8.7. Procedures begin assuming the GDU 700/1060 is powered on
and displaying the Configuration Mode home page.
NOTE
Entering the Setup page refreshes the gauge layout and may be required on each GDU
that is being configured for EIS.

Rev. 5 Page 5-72
5.7.1 Setup
An Installer Unlock Card is required to enter flight and engine hours. Refer to the aircraft time meter(s),
tachometer, and the aircraft records to ensure the times are entered in the correct field and are accurate.
Flight Hours accumulates when the aircraft is in the air. The EIS will increment this value when the engine
exceeds 1250 RPM. This value may be the same time displayed on the tachometer. Engine Hours
accumulates when the engine is running and the oil pressure exceeds 5 PSI.
If turboprop EIS is enabled, TXi can track engine startups and shutdowns. Engine cycle counting requires
Engine Operating Condition to be configured. Refer to Section 5.7.6 for configuration instructions. The
system records a startup when the engine transitions from OFF to RUNNING. The system records a
shutdown when the engine transitions from RUNNING to OFF.
Table 5-66 EIS Configuration - Setup

Engine Engine Type Number of Cylinder [2]
Normally Aspirated [2]
Single Engine 4 cylinders
Engine or
or or
Turbocharged [2] or
Multi Engine [2] 6 cylinders
Turboprop [1]
Flight Hours Engine Hours
Acft/Eng Time
Startups Shutdowns
Engine Cycles [1]
Notes:
[1] Automatically selected when Turboprop EIS is enabled.
[2] Available when Turboprop EIS is not enabled.
Obtain the required information for the Setup subsection using Table 5-66, and populate all fields under the
Engine, Acft/Eng Time, and Engine Cycles (if applicable) tabs shown in Figure 5-35.
Figure 5-35 EIS Configuration 'Setup' Tabs
Return to EIS Configuration mode home by pressing the Back icon.
5.7.2 Sensor
Configure each connected EIS sensor as shown in Appendix Section C.26 or Appendix Section C.27. The
following steps are required for the Sensor subsection:
1. List all installed EIS sensors that interface to the TXi system.
2. Verify that the Devices Online page shows EIS 1/2 with a green icon.
3. Select the Sensor Model configuration shown in Appendix Section C.26 or Appendix Section C.27
for each connected sensor. Repeat this step for multi-engine aircraft.

Rev. 5 Page 5-73
a. A menu similar to that shown in Figure 5-36 will appear. The GDU selection must be active as
shown for all sensor types.
Figure 5-36 Sensor Menu with GDU Selection Active
b. Select the wired GEA port, if applicable, via the Port Selection field. If not applicable, there
will be no Port Selection field.
c. Select Model, and then select the interfaced sensor.
An example configuration of a TIT sensor is shown in Figure 5-37. The selection sequence is highlighted
in red.
Figure 5-37 TIT Sensor Configuration Example

Rev. 5 Page 5-74
Additional specific sensor configurations are as follows:
RPM
• The RPM must display the originally intended RPM based on the aircraft/engine performance. The
following information can be found either on the engine TCDS or Operator’s Manual. Only the
P-Lead can be used for geared engines
• Select the RPM sensor type:
◦ P-Lead - select configuration to match the engine magneto type, two single magnetos or one
dual-magneto. Select the engine reduction gear ratio (if applicable) to ensure the RPM gauge
displays the AFM/POH values
◦ Mag Vent Pickup
Shunt - Alternator Load

• Select the model and select Enter
• The shunt can be calibrated only if it is out of tolerance
• For calibration:
◦ With the aircraft alternator OFF, select the installed shunt then select Enter
◦ Re-select the Shunt - Alternator Load
• Select Calibrate to zero the indication
The displayed shunt value is a static value captured upon entering the Shunt page; if the electrical load
changes, the page must be reloaded to display the new value.
Manifold Pressure
• Select the sensor and then select Enter (Sensor→ Manifold PRESS)
• For the Garmin P/N 011-04202-00 sensor configuration, if the displayed manifold pressure value
is incorrect, perform the calibration. See Figure 5-38.
i. For manifold calibration, select the manifold pressure sensor, then select Enter.
ii. Re-select the Manifold PRESS sensor, then select Calibration.
iii. Enter the local Barometric Pressure, Current BARO.
iv. Enter the local filed elevation, Field Elevation.
v. Select Calibrate.
Figure 5-38 Manifold Configuration and Calibration

Rev. 5 Page 5-75
Fuel Quantity
Select the correct resistive range (refer to Section 3.4.7) and aircraft tank configuration. Refer to
Section 5.8.7 for the calibration procedure.
Fuel Flow
Select the sensor model and select Enter. Most aircraft will use Low for less filtering with a more
responsive gauge. Select Hi if the fuel flow gauge is unsettled(e.g., to smooth carburetor float surges).
Enter the nominal fuel flow sensor K-Factor. Use the Floscan 201B-6 sensor configuration for a JPI P/N
700900-1. Use the Floscan 231 sensor configuration for a JPI P/N 700900-2.
For all aircraft with an existing fuel flow limitation, the EIS fuel flow must be within 10% of actual; refer
to the fuel flow check in Section 6.13.3. The pilot can make adjustments in Normal mode, which is limited
to 15%.
Refer to Table 5-67 for the nominal K-factor values.
CAUTION
K-Factor must be in units of pulses per gallon. Different units will result in inaccurate fuel
flow and fuel computer results.
Table 5-67 Fuel Flow K-Factor

Item Sensor K-Factor
1 EI FT-60 (Red Cube) 68,000
2 EI FT-90 (Gold Cube) 33,800
3 Floscan 201B-6 [1]
4 Floscan 231 [1]
5 JPI 700900-1 (201) [1]
6 JPI 700900-2 (231) [1]
7 Beech 102-389012 84,949
8 Shadin 660526A() [1]
9 Ragen Data Systems (Meggitt) TFF2905-13 25,339

Notes:
[1] Use the labeled K-Factor value. Data must be entered as XX,XXX. For example if the
value is XX.XX, multiply the K-factor value from the tag by 1000 and enter XX,XXX.
Once all the installed sensors have been configured, select Back to return to the EIS Configuration page.
5.7.3 Gauge Layout

Use Appendix F for each EIS display to modify the default gauge layout. The EIS gauge layout(s) must be
accomplished prior to moving on to the next section since gauge marking support can vary based on gauge
location in the EIS display.
NOTE
Use of the Fuel Totalizer gauge is not approved for twin-engine aircraft at this time.

Rev. 5 Page 5-76
5.7.4 Gauge Markings and Ranges
Obtain the AFM/POH or other approved data to set the gauge markings and ranges. If the existing aircraft
gauges that are being replaced do not match the AFM/POH or other approved data, the installer must
resolve the discrepancy. Prior modifications may have altered the aircraft limitations and operating
parameters.
WARNING
Gauge markings, limitations, and units present in the AFM/POH, this manual, or other
approved data must be represented on the EIS gauge. No additional markings are permitted
on required gauges.
NOTE
Only red or yellow color bands are capable of alerting. A red arc will alert and can be
used for items such as low fuel quantity alerting.
The Alert Minimum Line and Alert Maximum Line have an alert that persists if the indication is below or
above the line, respectively. An alerting line/radial must be configured when using engine gauges
displaying a red or yellow mark. Any time a red or yellow mark is configured for a line/radial, that color
mark must be configured as an alerting line. The following are exceptions:
• Mooney M20K TIT gauge can be configured for a second non-alerting red line as the first upper
limit and the second upper red line as an alerting maximum line (red triangle)
Gauge markings are not approved for the following gauges:
• IAT
• CDT
• Diff
• EGT
The GDU 1060 and GDU 700 MFD/EIS horizontal strip gauges listed below must have at least two lines
or one arc so that the pilot can determine the relative value of the indication. If two lines or an arc cannot
be configured on the GDU 1060 or GDU 700 MFD/EIS display, and the gauge is required, the existing
gauge must be retained unless it is configured on a GDU 700 EIS.
• Oil Pressure
• Oil Temperature
• CHT
• IAT
• CDT
• Fuel Pressure

Rev. 5 Page 5-77
If replacing an existing gauge, the markings on the EIS gauge will be replicated. Complete Table 5-68 to
gather the marking and range information for each gauge specified in the AFM/POH or other approved
data.
If it is a new EIS gauge, only configure the Units and the Gauge Range. All units must match the AFM/
POH, if applicable, and values selected must be appropriate for the gauge function.
Table 5-68 Gauge Settings

Attribute Data
Gauge Type
Units
Color:
Arc(s) Min:
Max:
Color
Minimum Line
Min:
(minimum safe operating limit)
Max:
Color:
Maximum Line
Min:
(maximum safe operating limit)
Max:
Color:
Line/Radial(s) Min:
Max:
Minimum (lowest value on gauge):
Range
Maximum (highest value on gauge):
Other Marking:
Include the settings in Table 5-69 for each installed gauge. If the markings in Table 5-69 conflict with
AFM/POH or other approved data, use the AFM/POH or other approved data.
Table 5-69 Additional Gauge Settings

Gauge Marking
Carb Temp Blue Arc from -15°C to 5°C
Fuel Quantity Red Line at 0 (usable fuel)
As an example only, the configuration of a pressure gauge is shown in Figure 5-39, steps a through e.

Rev. 5 Page 5-78
a. b. c.
d. e.
a. Select the gauge that is to be configured
b. Select the Gauge Type from the Gauge

Settings page
c. Select the desired gauge from the Select
Gauge Type page
d. Configure the gauge range markings and
units as applicable
e. Verify the final gauge presentation
Figure 5-39 Gauge Configuration Example
Use the following procedure for gauge configuration:

1. Complete Table 5-68 for each gauge specified in the AFM/POH or other approved data, and refer
to Table 5-69 for additional settings.
2. Using the information gathered in step 1, configure each gauge as shown in the example in
Figure 5-39. The EIS gauge settings must accurately convey the limitations in the AFM/POH or
other approved data.
3. Use Table 5-70 as an additional guide to set the gauge ranges. When setting the gauge range, verify
the minimum and maximum values are captured within the physical markings of the gauge. It may
be necessary to adjust the minimum and maximum gauge range so that the gauge needle has a
value represented; refer to Figure 5-40 for an example.
4. When configuring the gauge ranges that include redline markings, the total gauge range must be
configured so that the pilot can identify an exceeded value if the gauge passes the redline marking.

Rev. 5 Page 5-79
a. The range markings of 5 PSI and
110 PSI are not captured within
gauge presentation
b. To capture the range between

5 PSI and 110 PSI it may be
necessary to extend the range
markings as shown
Figure 5-40 Gauge Range Marking Example
If a gauge range is not specified by the AFM/POH or other approved data, an appropriate range must be
defined based on the gauge function, as specified in Table 5-70.
Table 5-70 Gauge Ranges

Gauge Guidelines
If a new gauge is being added, configure the gauge range for the functional range of the parameter
(refer to Figure 5-40).
General It is required to use an Alert Minimum or Maximum Line.
Unless noted below, the gauge range must include all markings and it must be configured to
properly fit the EIS gauge format.
Configure the gauge range minimum and maximum based on the range of the tachometer being
Tachometer
replaced.
Use 0 as the minimum value. Use +10% of the highest marking as the maximum value or +10% of
Fuel Flow
the highest takeoff fuel flow at sea level as the max value.
Manifold The minimum value must be the lower of the following: 10” Hg or 1” below the lowest range marking.
Press Use +1” above the highest marking as the maximum value.
Oil Temp Use 0°F as the minimum value. Use 10°F above the redline as the maximum value.
Oil Press Use 0 psi as the minimum value. Use 5-10 psi above the highest marking as the maximum value.
Use 200°F or 25°F below the lowest marking as the minimum value. Use 25°F above the highest
CHT
marking as the maximum value. If no markings are present, use a range of 200°F-500°F.
Use 1000°F as the minimum value. Use 50°F above the redline as the maximum value. If no
Primary EGT
markings are present, use a range of 1000°F-1700°F.
Carb Temp The range must be set to -24°C to 34°C.
Fuel Press Use 0 psi as the minimum value. Use +10% above the highest marking as the maximum value.
Use 0 as the minimum value. Use the same maximum range as the fuel indicator being replaced. It
Fuel Qty
is common for the fuel tank to hold more fuel than the system can measure.

Rev. 5 Page 5-80
5.7.5 Advanced Settings
The advanced settings for each gauge can be configured by navigating to the EIS → Gauge page, selecting
the desired gauge, and selecting the Advanced Settings button at the bottom of the screen. The left column
toggles the feature on (i.e., illuminated green) and off. Touch the appropriate Settings button to access the
configuration settings for that feature.
Figure 5-41 Advanced Settings Example
Some advanced settings features are not available to all gauges. The Gauge Driven Discrete feature applies
to Torque and ITT only. the Text Lamps feature applies to dial gauges only (not bar gauges). The Custom
Gauge Titles feature applies to primary gauge positions only. The Dynamic Markings and Exceedance
Timers features apply to all gauges except Fuel Quantity and EGT/CHT. The Dynamic Markings feature is
the only advanced setting available to reciprocating engines. Refer to Section 1.2.5 for descriptions on
each advanced setting.

Rev. 5 Page 5-81
5.7.5.1 Dynamic Gauge Markings
For supported airframes, configuration templates can be used to automatically configure dynamic
markings. Refer to Section 5.3.4.1 for more information. Template files are for reference only and must be
verified by the installer. If configuration templates do not exist for the aircraft, or if parameters need to be
adjusted to match approved data, dynamic markings can be configured using the steps below. An example
is shown for configuring dynamic markings on a torque gauge based on propeller RPM.
1. Set Up Standard Markings: The standard markings and gauge range must be configured before
configuring dynamic markings. This step is unchanged from previous EIS marking configuration.
Refer to Section 5.7.4 for instructions.
Figure 5-42 Standard markings
2. Load the Dynamic Markings Page: Dynamic markings are specific to each gauge. To turn on
dynamic markings, navigate to the EIS → Gauge page, select the desired dependent gauge,
navigate to the Advanced Settings menu, and toggle Dynamic Markings on (i.e., illuminated
green). Select the Settings button to access the Dynamic Markings Setup page.
Figure 5-43 Dynamic Markings Toggle
3. Turning Triggers On and Off: The numbered toggle buttons on the left of the page turn the triggers
on and off. The system evaluates the triggers in numerical order. When a trigger is satisfied, the
system displays the associated set of dynamic markings.
Figure 5-44 Dynamic Markings Settings

Rev. 5 Page 5-82
4. Setting Trigger Conditions: Each trigger must be configured with a data type and condition type.
For data types that use numerical values, additional fields are available to enter the needed value.
Data types and condition types available were listed previously in this section.
Figure 5-45 Trigger Conditions
The Add Condition button is used to create complex triggers that utilize multiple conditions. The
trigger is only satisfied when all conditions are true. Complex triggers are used in situations where
the limitations of the dependent gauge are affected by more than one parameter. For example,
engine torque can depend on propeller RPM and a discrete torque limiter.
5. Input the Dynamic Marking Set: The Settings button on each trigger row provides access to
configure the set of markings that is associated with that trigger. Configuring a set of dynamic
markings follows the same procedure as configuring the standard markings.
Figure 5-46 Dynamic Markings Set
Repeat steps 3 through 5 until all required dynamic markings are configured.
6. Reordering the Trigger List: Triggers are evaluated in numerical order and the system will display
the markings corresponding to the first trigger satisfied. There may be overlap between the
conditions where multiple triggers are satisfied simultaneously, depending on powerplant
limitations presented in the AFM/POH. As a result, the order of triggers is important when one set
of markings should have precedence over another. Triggers can be easily reordered by selecting
the Reorder button at the bottom of the screen. To reorder, tap and hold the blue icon to the left of
the trigger description until the blue position indicator bar appears, then drag the trigger into the
appropriate location. When all triggers are in the correct order, tap the Confirm button at the
bottom of the screen to return to the default screen.

Rev. 5 Page 5-83
7. Previewing the Dynamic Gauge: To assist with configuring dynamic markings and ensuring the
triggers are in the proper order, a graphical preview is available. Select the Preview icon at the
bottom of the screen to display the triggers and dynamic markings in a flowchart format for ease of
interpretation.
Figure 5-47 Dynamic Markings Preview
5.7.5.2 Gauge Title Customization

To configure a custom title:
1. Select the gauge that will have the custom title applied.
2. Navigate to the Advanced Settings menu.
3. Toggle on the Customize Gauge Title option.
4. Open the settings menu. From this menu, the custom title can be applied. The default title can be
restored by deleting the custom title.
NOTE
Gauge titles must be named in accordance with the gauge being removed or approved
aircraft data such as the AFM.
5.7.5.3 Text Lamps

Before text lamps can be configured, the corresponding discrete input must be configured. For details on
configuring engine discrete inputs, refer to Section 5.4.28. Text lamp configuration is accessed via the
Advanced Settings menu of the supported gauge. To configure a text lamp:
2. Toggle on Text Lamps.
3. Open the settings menu. The settings menu allows the installer to set the discrete source that will
trigger the text lamp, the color of the lamp, and if the lamp will flash. A preview is shown in the
upper-left corner of the screen. For text lamps that are triggered by the starter, a timer is also
available, which allows the operator to track the starting or cooldown time.

Rev. 5 Page 5-84
5.7.5.4 Exceedance Timers
For supported airframes, configuration templates can be used to automatically configure exceedance
timers. Refer to Section 5.3.4.1 for instructions on loading configuration templates. If configuration
templates do not exist for the aircraft, or if parameters need to be adjusted to match approved data,
exceedance timers can be configured using the following steps:
1. Select the gauge that is to be configured.
3. Toggle on Exceedance Timers.
4. Open the Settings menu.
5. For each engine operating condition, add the appropriate timers and set the Timer Duration and
Threshold. Use the tabs on the left of the screen to cycle between engine operating conditions and
to set the appropriate timers for each.
5.7.5.5 Gauge Driven Discrete

Before configuring a Gauge Driven Discrete, the discrete output interface must first be configured present
and assigned an output port. Refer to Section 5.4.28 for engine discrete input/output configuration
instructions. To configure a Gauge Driven Discrete:
1. Select the gauge that is to be configured (ITT or TRQ).
3. Toggle on Gauge Driven Discrete.
4. Open the Settings menu.
5. Toggle the row on.
6. Set the Data type to one of the following:
a. Value – this will trigger the discrete at a specific value.
b. Marking Range – this will trigger the discrete any time the gauge is in a selected range, such as
Normal (green), Caution (yellow), or Warning (red). This option takes dynamic markings into
account, thus providing alerting in more varied situations.
7. Select the desired Condition Type. For a data type of Value, the options are between, at or above,
and below. For a data type of Marking Range, the options are Normal (Green), Caution (Yellow),
and Warning (Red).
8. If a data type of Value was selected, enter the numerical vaule(s) to be evaluated, then select
Enter.
9. Select the Settings button to choose the discrete out (Torque or ITT).
Figure 5-48 Configured Condition Type
Multiple conditions for discrete output can be configured for each gauge. The discrete will be activated
whenever any one of the conditions is met.

Rev. 5 Page 5-85
5.7.5.6 Custom Gauge Readout
Custom Gauge Readout is only applicable to propeller RPM and requires Turboprop EIS enablement. In
some cases, propeller RPM may become erratic at very low RPM, such as the beginning of startup and end
of shutdown. Custom Gauge Readout defines a threshold of propeller RPM, below which the gauge value
indication will be removed to eliminate distracting indications. This value is automatically configured by
Configuration Templates (refer to Section 5.3.4.1). In installations where this setting is not automatically
configured, refer to Section 6.13.3 for guidance on determining if the aircraft requires this setting. If
necessary to configure Custom Gauge Readout manually, follow the procedure:
1. Navigate to the EIS → Gauge page and select the Propeller RPM gauge.
2. Select the Advanced Settings button.
3. Toggle on Custom Gauge Readout and select the Settings button.
4. Configure the desired threshold (up to 200 RPM).
5.7.6 Additional Settings

5.7.6.1 Engine Operating Condition
Engine operating condition is only available to turboprop engines and requires Turboprop EIS to be
enabled. Engine Operating Condition configuration is accessed via the Additional Settings button shown
on the EIS page. Engine Operating Condition defines the conditions that allow TXi to determine if the
engine is starting, running, or off.
The Engine Operating Condition can be automatically configured via configuration template files for
supported airframes. Refer to Section 5.3.4.1 for configuration template information. If desired, the Engine
Operating Condition can be configured manually with the following procedure:
• Engine Starting Condition is automatically configured depending on the presence of a starter
discrete input. Refer to Section 5.4.28 for information on configuring a starter discrete. If no starter
discrete is configured, the Engine Starting Condition will be rising RPM while the engine is in the
OFF state
• Engine Running Condition and Engine Off Condition can be configured using engine start and
shutdown procedure values for ITT and gas producer RPM from the AFM/POH.

Rev. 5 Page 5-86
5.8 Calibration/Checks
This section provides guidance for calibrating the G500/G600 TXi system after the configuration steps
have been completed.
5.8.1 Attitude/Heading
The connected AHRS will not provide valid outputs until the calibration procedures in this section are
completed. Prior to completing the Pitch/Roll Offset Compensation (refer to Section 5.8.1.1) and
Magnetometer Calibration (refer to Section 6.6.1) procedures, the annunciation “CALIBRATE AHRS/
MAG” will be displayed on the PFD, and the attitude and heading will be displayed. Once the aircraft is
moved, the attitude and heading display will show a red “X”. This condition is normal and will
automatically clear when the two succeeding calibration procedures are completed.
NOTE
The calibration procedure must be initiated on the display to which the AHRS unit is
directly wired. For dual AHRS installations, the following procedures must be performed
for each AHRS unit.
5.8.1.1 Pitch/Roll Offset Compensation

This procedure must be completed for each installed AHRS. For dual AHRS installations, this procedure
can be conducted for each AHRS simultaneously using two different displays. The aircraft must be leveled
to within 0.25° of zero pitch and zero roll using the procedures in the aircraft maintenance manual or AFM/
POH. The following procedures must be completed with the engine OFF:
1. Select Pitch / Roll Offset from the Procedures menu (Home→ Calibration/Test→ Attitude/
Heading).
2. Select the desired AHRS unit to calibrate from the AHRS Unit selection.
3. Complete the Before Calibration steps listed on the display; select each step when complete so that
a green check mark appears next to the selection.
NOTE
If calibrating two AHRS simultaneously, verify that step 3 is completed on both GDUs
prior to pressing the Calibrate button. The button must be selected on both GDUs in
order to calibrate both AHRS units.
4. Select the Calibrate button when it becomes active to start the calibration procedure.
5. Follow the on-screen command prompts.
6. Repeat the procedure for each installed AHRS unit if they were not completed simultaneously.
The magnetometer calibration and compass swing are completed after the initial Engine Run-up Test has
been completed. Refer to Section 6.6.

Rev. 5 Page 5-87
5.8.2 Garmin Autopilot Calibration
5.8.2.1 GFC 500 Autopilot
The autopilot interface to a Garmin GFC 500 must be verified. The following calibration procedure is used
to ensure that autopilot annunciations are correctly displayed on the top section of the GDU 700/1060
PFD.
Complete the following procedure:
1. Power on the aircraft avionics.
2. Engage the autopilot by pressing the AP button on the GMC 507.
3. Verify that the same ROL | AP YD* | PIT ALTS autopilot mode annunciations are displayed on
both the G5 and on the GDU 700/1060 PFD.
NOTE
“YD” is only displayed if the aircraft has a yaw damper installed and configured.
4. Verify that the magenta flight director bars on the G5 are shown on the GDU 700/1060.
a. Move the pitch wheel on the GMC 507 and verify that the flight director bars displayed on the
GDU 700/1060 update accordingly and match the flight director bars displayed on the G5.
5. Change NAV modes on the GDU 700/1060 PFD and verify that the CDI bar on the G5 correctly
shows a magenta triangle for GPS or a green triangle for LOC*.
NOTE
If a LOC fix is not available, the CDI bar on the G5 will not be shown.
6. Verify that the altitude preselect bug displayed on the GDU 700/1060 PFD updates correctly and
matches the corresponding altitude preselect bug displayed on the G5 when adjusted with the
altitude knob on the GMC 507.
7. Verify that the heading bug displayed on the GDU 700/1060 PFD updates correctly and matches
the corresponding heading bug displayed on the G5 when adjusted with the heading knob on the
GMC 507.
8. Verify that the altitude preselect and heading bugs displayed on the G5 update correctly and match
the corresponding bugs displayed on the GDU 700/1060 when bug values are adjusted using the
GDU 700/1060.
9. Place the GFC 500 in Indicated Airspeed mode by pressing the IAS button on the GMC 507.
10. Verify that the airspeed annunciation value on the GDU 700/1060 updates correctly when changed
from the GMC 507 using the pitch wheel.
11. Verify that the airspeed annunciation value on the G5 updates correctly when changed from the
GDU 700/1060.
12. Switch to Vertical Speed mode by pressing the VS button on the GMC 507.
13. Verify that the vertical speed bug displayed on the GDU 700/1060 vertical speed indicator updates
correctly and matches the vertical speed bug displayed on the G5 when adjusted using the pitch
wheel on the GMC 507.
14. Verify that the vertical speed bug displayed on the G5 vertical speed indicator updates correctly
and matches the vertical speed bug displayed on the GDU 700/1060 when the vertical speed
reference is changed using controls on the GDU 700/1060.

Rev. 5 Page 5-88
15. Adjust the barometric pressure setting on the G5 until it matches the barometric setting displayed
on the GDU 700/1060. Wait at least 5 seconds before proceeding with step 16.
NOTE
The G5 Barometric Pressure setting will be displayed in white text on a black background
when the BARO setting matches the value set on the GDU 700/1060.
16. Change the barometric pressure setting on the GDU 700/1060 PFD and verify that the Barometric
Pressure setting on the G5 automatically updates to match the selected value on the GDU.
NOTE
The G5 Barometric Pressure setting will be displayed in black text on a cyan background
when the BARO setting is being adjusted from the GDU.
17. Change the Barometric Pressure setting on the G5 and verify that the Barometric Pressure setting
on the GDU 700/1060 does not change.
NOTE
The G5 Barometric Pressure setting will be displayed in black text on a yellow
background when the BARO settings on the G5 and GDU 700/1060 do not match.
5.8.2.2 GFC 600 Autopilot

The autopilot interface to a Garmin GFC 600 must be verified. The following calibration procedure is used
to ensure that autopilot annunciations are correctly displayed on the top section of the GDU 700/1060
PFD.
1. Power on the aircraft avionics.
2. Engage the autopilot by pressing the AP button on the GMC 605.
3. Verify ROL and PIT ALTS are displayed, green lights next to AP, FD, and YD are illuminated on
the GMC 605, and ROL | AP YD* | PIT ALTS are displayed on the GDU 700/1060.
NOTE
“YD” is only displayed if the aircraft has a yaw damper installed and configured.
4. Verify that the magenta flight director bars are displayed on the GDU 700/1060.
a. Move the pitch wheel on the GMC 605 and verify that the flight director bars displayed on the
GDU 700/1060 update accordingly.
5. Adjust the altitude bug on the GDU 700/1060.
6. Verify that the ALTS value in the armed section on the GMC 605 updates to the altitude bug value
on the GDU 700/1060.
7. Place the GFC 600 in Indicated Airspeed mode by pressing the IAS button on the GMC 605.
8. Verify that the airspeed annunciation value on the GDU 700/1060 updates correctly when changed
from the GMC 605 using the pitch wheel.
9. Verify that the airspeed annunciation value on the GMC 605 updates correctly when changed from
the GDU 700/1060.
10. Switch to Vertical Speed mode by pressing the VS button on the GMC 605.

Rev. 5 Page 5-89
11. Verify that the vertical speed bug on the GDU 700/1060 updates correctly when changed from the
GMC 605 using the pitch wheel.
12. Verify that the vertical speed reference value on the GMC 605 updates correctly when changed
from the GDU 700/1060.
5.8.3 Honeywell (Bendix/King) Autopilot Calibration

When using the GAD 43(e) to replace the autopilot attitude gyro, it is necessary to perform the Gyro
Alignment Procedure to align the autopilot computer to the standardized output generated by the adapter.
Failure to align the autopilot computer to the GAD 43(e) outputs can result in:
• Shallow or excessive bank angles during turns
• Sluggish or aggressive response to pitch commands
• Poor autopilot performance
5.8.3.1 KFC/KAP 150, KAP 100 Autopilot
NOTE
The following alignment is only required if the GAD 43/43e is used to provide analog
attitude to the autopilot.
The following procedure requires a temporary test harness to be installed as shown in Figure 5-49. The
parts required for the test harness installation are listed in Table 5-71. A voltmeter accurate to ±1mV at a
5 VDC range is also required.
TOP TEST A4 Test Pin 1
ROLL ATT X FEED Test Pin 2
SIGNAL GROUND Test Pin 3

5 KC 19X
2 TC101
A4 TOP TEST A4
4 1 19X1
22 22 ROLL ATT X FEED
Z Z VG REF
Y Y PITCH ATTITUDE HI
21 21 ROLL ATTITUDE HI
To KC 19X
mounting tray 4 1 P19X2
10 10 SIGNAL GROUND
A A CHASIS GROUND
B B AP DISCONNECT
2 2 POWER 14/28VDC
C C VG EXCITATION
1 1 POWER REF
NOTES
THE KC19X CARD EDGE CONNECTORS ARE BOTH ORIENTED SO THE LETTERED SIDE OF THE
1 CONNECTORS FACE UP.
A4 IS THE FOURTH CONNECTOR FROM THE LEFT ON THE TOP WHEN VIEWED FROM THE FRONT. TC101 IS
2 NOT APPLICABLE TO THE KC 190/KAP 100.
Figure 5-49 KAP 100 & KAP/KFC 150 Test Harness

Rev. 5 Page 5-90
Table 5-71 Extension Harness Parts
Manufacturer
Name Description Manufacturer Qty
P/N
Main connectors 19X1/ Dual edge TE Connectivity
1 583617-1 2
19X2 female 44- position AMP Connectors
Top side connector Dual edge TE Connectivity

2 583861-7 1
TC101 female 20- position AMP Connectors
Female crimp Terminal edge TE Connectivity

3 61668-2 Varies
connectors crimp AMP Connectors
Main connectors 19X1/ Dual edge Sullins Connector

4 EBM22MMWD 2
19X2 male 44- position Solutions
Connector tip jack, Cinch Connectivity

5 Tip jack [1] 105-0602-001 3
red Solutions Johnson
Notes:
[1] It is only required to access the signals on the indicated wires with a voltmeter; therefore,
any other equivalent option is acceptable.
Gyro Alignment Procedure

1. Remove the KC 19X computer from the mounting rack.
2. Connect the test harness as shown in Figure 5-49 to allow access to the adjustment pots (one on the
front and three on the side) and the three signal test pins.
3. Power the GDU 700P/1060 in Configuration mode.
4. Verify the GAD 43(e) is powered on.
5. Go to the GAD 43/43e Test page as shown in Figure 5-50 (Home → Calibration/Test →
GAD 43/43e Test).
6. Verify that the GAD 43(e) test values are 0° pitch and 0° roll and are valid.
7. Measure the voltage from test pin 2 (J19x1-22) to test pin 3 (J19x2-10) with a digital voltmeter.
8. Adjust the RN potentiometer to obtain a voltmeter reading of 0.0 VDC.
9. Measure the voltage from test pin 1 (TC101-A4) to test pin 3 (J19x2-10) with a digital voltmeter.
10. Adjust the PDN potentiometer to obtain a voltmeter reading of 0.0 VDC. This step is not
applicable to the KC 190/KAP 100.
11. Set the GAD 43(e) Output to a 25° right bank using the Roll Angle arrow.
12. Use a digital voltmeter to measure the voltage (+) at test pin 2 (J19x1-22) with reference to test
pin 3 (J19x2-10).
13. Adjust the RDG potentiometer to obtain a voltmeter reading of -5 ± 0.1 VDC.
14. Set the GAD 43(e) output to a 25° left bank using the Roll Angle arrow.
15. Verify that the voltmeter reading is now +5 ± 0.1 VDC.
16. Set the GAD 43(e) Output to 10° nose down and Bank to 0° using the Pitch and Roll Angle
arrows.
17. Use a digital voltmeter to measure the voltage (+) at test pin 1 (TC101-A4) with reference to test
pin 3 (J19x2-10).
18. Adjust the PDG potentiometer to obtain a voltmeter reading of +2 ± 0.1 VDC. This step is not
applicable to the KC 190/KAP 100.
19. Set the GAD 43(e) Output to 10° nose up using the Pitch Angle arrow.

Rev. 5 Page 5-91
20. Verify that the voltmeter reading is now -2 ± 0.1 VDC. This step is not applicable to the KC 190/
KAP 100.
21. When the testing is complete, remove the test harness.
Re-insert and secure the KC 19X computer into the rack.
Figure 5-50 GAD 43(e) Page - KAP 100/KAP 150/KFC 150

Rev. 5 Page 5-92
5.8.3.2 KFC 200 Autopilot
NOTE
The following alignment is only required if the GAD 43/43e is used to provide analog
attitude to the autopilot.
The autopilot interface must be configured for a King KFC 200. The following procedure may be used in
place of the KC 295 calibration instructions in Bendix/King KFC 200 IM/MM (P/N 006-05134-0002,
Rev 2) when using the GAD 43(e) for gyro emulation. If all prerequisites are not met, or all steps are
unable to be completed, then this procedure is not authorized for use. The prerequisites are as follows:
• GAD 43(e) is installed for gyro emulation
• Flight Director Type setting KI 256 is being used
• Maintenance test port is installed per Figure 5-51
• This procedure requires a calibrated voltmeter accurate to 1mV at a 5 VDC range
1. Power the GDU 700P/1060 in Configuration mode. The GAD 43(e) must be powered on.
2. Power on the KFC 200 system.
3. KC 290 mode controller adjustments:
a. Using the GAD 43/43e Test page (Home → Calibration/Test → GAD 43/43e Test), verify the
GAD 43 Pitch/Roll Outputs are zero and valid.
b. Loosen the KC 290 mode controller from its mount to gain access to the pitch/roll adjustment
pots on the bottom of the mode controller.
c. Connect the voltmeter to pins 6 and 1 on the maintenance port.
d. Adjust the Pitch Adjust pot on the KC 290 until the voltmeter reads 0.0 ± 0.3 VDC.
e. Connect the voltmeter to pins 5 and 4 on the maintenance port.
f. Adjust the Roll Adjust pot on the KC 290 until the voltmeter reads 0.0 ± 0.3 VDC.
4. Roll gyro calibration:
a. Remove the dust cover on KC 295 to gain access to adjustment pots.
b. Verify the GAD 43(e) Roll Output is zero and valid.
c. Connect the voltmeter to pins 3 and 4 on the maintenance port.
d. Adjust the Gyro Roll Zero pot on the KC 295 computer until the voltmeter reads
0.0 ± 0.05 VDC.
e. Set the GAD 43(e) Roll Output to 25° right bank and valid.
f. Adjust the Gyro Roll Gain pot on the KC 295 computer until the voltmeter reads as close to
+5 VDC as possible.
g. Set the GAD 43 Roll Output to 25° left bank and valid.
h. Verify the voltmeter reads as close to -5 VDC as possible.

Rev. 5 Page 5-93
5. Pitch gyro calibration:
a. Connect the voltmeter to pins 2 and 1 on the maintenance port.
b. Verify that the GAD 43 Pitch Output is zero and valid.
c. Adjust the Gyro Pitch Zero pot on the KC 295 computer until the voltmeter reads
0.0 ± 0.15 VDC.
d. Set the GAD 43 Pitch Output to 10° nose up and valid.
e. Adjust the Gyro Pitch Gain pot on the KC 295 computer until the voltmeter reads as close to
6 VDC as possible.
6. Flight Director calibration:
a. Verify that the GAD 43(e) Pitch/roll Outputs are zero and valid.
b. View the Flight Director Calibration/Test page on the GDU 700P/1060 (Home →
Calibration/Test → Flight Director).
c. Disengage all AP/FD modes, then re-engage the FD only by pressing the FD button. The flight
director data on the GDU 700/1060 must be valid.
d. Adjust the Roll Command Bar Zero pot on the KC 295 computer until the FD Roll command
on the GDU 700P/1060 is as close to 0° as possible.
e. Adjust the Pitch Command Bar Zero pot on the KC 295 computer until the FD Pitch command
on the GDU 700P/1060 is as close to 0° as possible.
330-00360-00 CONNECTOR
(Tyco 206485-1)
<4"
PITCH REF 1
VERTICAL GYRO PITCH T.P. 2
GYRO ROLL CROSSFEED 3
LAT REF 4
ROLL ADJ 5 KC 295
PITCH ADJ 6 P2952
L PITCH REF
IF CONNECTED
P VERTICAL GYRO PITCH T.P.
KC 296
(YAW COMPUTER) P2961
GYRO ROLL CROSSFEED H X GYRO ROLL CROSSFEED
LAT REF F f LAT REF
KC 290
(MODE CONTROLLER) P2902
ROLL ADJ F K ROLL ADJ
PITCH ADJ A b PITCH ADJ
Figure 5-51 KFC 200 Test Port

Rev. 5 Page 5-94
NOTE
The Gyro Alignment Procedure is only required if the GAD 43/43e is used to provide
analog attitude to the autopilot.
The autopilot interface must be configured for a KFC 225. A voltmeter, accurate to 1mV at a 5 VDC range,
is required for the procedure.

1. Access the Configuration mode on the GDU 700P/1060.
2. Go to the GAD 43/43e Test page (Home → Calibration/Test → GAD 43/43e Test).
3. Verify that Attitude Valid is selected on the Relays selection.
4. Perform the Attitude Gyro Calibration Procedure using GAD 43(e) KI 256 emulation.
a. Use an extender harness for the KC 225 to gain access to the PIT/ROL adjustment
potentiometers on the side of the KC 225 as specified in Honeywell KFC 225 Flight Control
System Installation Manual.
b. Select the Set Installation Offsets page on the KC 225 Remote Terminal Interface (RTI).
c. Refer to Honeywell KFC 225 Flight Control System Installation Manual for instructions
regarding how to connect and use the KC 225 RTI.
d. Verify that the GAD 43/43e Test values are 0° pitch, 0° roll, and Attitude Valid.
e. Record the values for Pitch and Roll attitude that are displayed on the KC 225 RTI. These are
the Pitch/Roll Offset values.
Pitch Offset Roll Offset
f. Use the GAD 43/43e Test page to select a pitch angle of 10°U.
g. Adjust the PIT potentiometer on the side of the KC 225 until the Pitch value on the KC 225
RTI is equal to 10° plus the Pitch Offset value (tolerance ±0.5°). Refer to the example pitch
adjustment shown below.
h. Use the GAD 43/43e Test page to select a Pitch Angle of 0°U and a Roll Angle of 20°R.
i. Adjust the ROL potentiometer on the side of the KC 225 until the Roll value on the KC 225
RTI is equal to 20° plus the Roll Offset value (tolerance ±0.5°). Refer to the example roll
adjustment shown below.
j. Use the GAD 43/43e Test page to select 0° pitch/roll.
k. Engage the autopilot in the default modes (PIT and ROL).
l. On the KC 225 RTI, select 3. Pitch Attitude.
m. To store the pitch attitude calibration, select ENTER.
n. With the autopilot still engaged in the default modes, adjust the potentiometer on the front of
the KC 225 until the Roll value on the KC 225 RTI is equal to 0°.
o. Disengage the autopilot.
p. Verify the roll attitude calibration:
i. Use the GAD 43/43e Test page to select a Pitch Angle of 0°U and a Roll Angle of 20°R.
ii. Verify that the Roll value on the KC 225 RTI is 20° (±0.5°).
iii. Use the GAD 43/43e Test page to select a Pitch Angle of 0°U and a Roll Angle of 20°L.

Rev. 5 Page 5-95
iv. Verify that the Roll value on the KC 225 RTI is -20° (±0.5°).
v. If both Roll attitude values are not within tolerance, adjust the ROL potentiometer on the
side of the KC 225 until both Roll attitude values are within tolerance.
q. At the completion of test, remove the KC 225 extender harness.
Example Adjustment:
Pitch Offset: 0.67° Roll Offset: -0.34°

With 10°U pitch, adjust the PIT potentiometer With 20°R roll, adjust the ROL potentiometer
until the displayed Pitch value is between until the displayed Roll value is between 19.16°
10.17° and 11.17°. and 20.16°.
(This range is equal to [10° + 0.67°] ±0.5°) (This range is equal to [20° + (-0.34°)] ±0.5°)
Heading and Course Pointer Calibration

1. Go to the Autopilot Test page (Home → Calibration/Test → Autopilot Test).
2. Activate the HDG/CRS Valid.
3. Set the Heading Datum and Course Datum to 360°.
4. On the KC 225 RTI, select the Installation Offset function.
a. Select 1. Heading on the Set Installation Offsets page.
b. Press ENTER.
c. Select 2. Course on the Set Installation Offsets page.
d. Press ENTER.
Press ENTER to exit the page.
FD Alignment
1. Verify that the attitude input to the autopilot is level (i.e., zero pitch/roll).
a. Using the GAD 43(e), verify that the output test values are 0° pitch, 0° roll, and Attitude Valid
on the GAD 43/43e Test page (Home → Calibration/Test → GAD 43/43e Test).
b. Using an analog gyro, verify the gyro is operational and level. This may require an extender
harness and tilt table.
2. Go to the Flight Director page to view the FD Pitch and FD Roll values (Home → Calibration/
Test → Flight Director).
3. Align FD Pitch as follows:
a. Verify the FD is engaged, and that the autopilot is not engaged.
b. Press and hold CWS.
c. Adjust the potentiometer on the front of the KC 225 until the FD Pitch value is as close to zero
as possible.
4. Align FD Roll as follows:
a. Verify the autopilot and flight director are disengaged.
b. Press and hold FD.
c. Adjust potentiometer on the KC 225 until the FD Roll value is as close to zero as possible.

Rev. 5 Page 5-96
Flight Director Gain Adjustment Procedure
The following adjustment is required for all KFC 225 installations displaying the flight director on the
GDU 700P/1060.
NOTE
The Honeywell KFC 225 Flight Control System Installation and Maintenance Manual
specific to the aircraft being modified must be used whenever making flight director
adjustments.

2. Verify that the attitude input to the autopilot is level (i.e., zero pitch/roll).
a. Using the GAD 43(e), verify that the output test values are 0° pitch, 0° roll, and Attitude Valid
on the GAD 43/43e Test page (Home → Calibration/Test → GAD 43/43e Test).
b. Using an analog gyro, verify that the gyro is operational and level (may require an extender
harness and tilt table).
3. Go to the Flight Director page to view the FD Pitch value (Home → Calibration/Test → Flight
Director).
4. Press and hold the GA switch.
5. Adjust potentiometer on the front of the KC 225 until the FD Pitch value matches the pitch value
specified in the autopilot installation data for go-around mode (e.g., 6.00°) as closely as possible.
6. Verify the FD Gain adjustment.
a. Press CWS. The FD Pitch value should be approximately zero.
b. Make five discrete clicks using the UP keys on the KC 225. The FD Pitch value should be
approximately +2.5° Up.
Altimeter Calibration Procedure

The following calibration is required if the GAD 43(e) is used to provide analog baro-correction to the
autopilot:
1. Power the GDU 700P/1060 in Normal mode and set Baro setting to 29.92 inches.
2. Perform the Altimeter Calibration Procedure as specified in Honeywell KFC 225 Flight Control
System Installation Manual, with the following difference:
a. When instructed to set the barometric setting to 29.92 inches, set the Barometric setting on the
GDU 700P/1060 to 29.92 inches.

Rev. 5 Page 5-97
The following alignment is only required if the GAD 43(e) is be used to provide analog attitude to the
autopilot.

3. Set the Relays selection to Attitude Valid.
4. Perform the Alignment Procedure as specified in the King installation manual, with the following
difference:
a. It is not necessary to remove the AHRS from the aircraft. To set pitch and roll as directed in
the procedure, use the GAD 43/43e Test page to set the Pitch Angle and Roll Angle to the
desired values (refer to Figure 5-50).
5.8.3.5 KFC 325/275 Autopilot

The following alignment is only required if the GAD 43(e) is be used to provide analog attitude to the
autopilot.
KFC 275 Only

Flightline Gyro Alignment Procedure is as follows:
4. Perform the Flightline Gyro Alignment Procedure as specified in the King installation manual,
with the following difference:
KFC 325 Only

Roll Adjustment Procedure is as follows:
4. Set the Pitch Angle and Roll Angle to 0°.
5. Engage the flight director and autopilot. The control wheel should not move. If the control wheel
turns, adjust the roll null (RN) potentiometer on the side of the KMC 321 to stop the movement.
In-Flight Adjustments
Perform the in-flight adjustments for roll, lateral acceleration (yaw), and command bar positioning as
specified in the Bendix/King installation manual.

Rev. 5 Page 5-98
5.8.4 Cessna 300B/400B/800B Autopilots
The following steps outline the alignment procedure:
4. Perform the Roll Error Output Null Adjustment, Roll Gyro Gain Adjustment, Pitch Error Output
Null Adjustment, and the Pitch Gyro Gain Adjustment as described in Cessna autopilot system
service manual, with the following difference:
5.8.5 Cessna 1000A Autopilots

The following steps outline the alignment procedure:
4. Perform Attitude Gyro System Interface Adjustments as described in the Cessna autopilot system
service manual, with the following difference:
5.8.6 Analog NAV Calibration

If one or more Composite NAV connections are interfaced to a GDU 700P/1060, the displays must be
calibrated to each individual NAV radio using the following procedure:
2. Power on NAV1.
3. Navigate to Calibration/Test → Analog NAV and then select the NAV 1 tab.
4. Use an appropriate NAV tester to generate a localizer signal with 0.155 DDM left or right, and
tune the NAV radio to the test frequency.
5. Press the localizer Calibrate button.
6. Wait for the calibration to complete (approximately 6 seconds).
7. Verify that the DDM readout is 0.155 ± 0.010 DDM.
8. If the DDM readout is not within the specified value, adjust the Gain value manually so that the
readout is 0.155 ± 0.010 DDM.
9. Use a NAV radio tester to generate a 0° FROM radial VOR signal, and tune the NAV radio(s) to
the test frequency.
10. Press the VOR Calibrate button.
11. If a second Composite NAV input is connected, select the NAV 2 tab and repeat the procedures.

Rev. 5 Page 5-99
5.8.7 Fuel Quantity Calibration
This procedure is used to calibrate the G500/G600 TXi fuel quantity gauges. It begins with drained fuel
tanks, unusable fuel is added, and then fuel is added in specified quantities during the fueling process. Tank
calibration takes time and cannot be interrupted once initiated. The Fuel Level Calibration Procedure is not
required to be performed immediately following the setup of the fuel quantity gauge; however, it must be
completed before flight.
Fuel calibration is accessed from the Configuration Mode home page by selecting:
• (Home → Calibration/Test → Fuel)
OR
• (Home → EIS → Fuel)
5.8.7.1 Required Information and Equipment

A calibrated/verified fueling system is required to add known quantities. The aircraft manufacturer’s
information for aircraft leveling requirements/procedures and the unusable fuel quantity is required.
Table 5-72 is used as a guide to configure the fuel quantity gauge(s). If the installation does not include aux
tanks, set Aux Tank value to None. Table 5-73 describes each of the settings during the calibration of the
fuel quantity.
Table 5-72 Fuel Quantity Gauge(s) - Tanks

Setting Options
Single Main
Main Tank or
Left & Right
None
or
AUX Tank Single AUX/Tip
or
Left & Right
AUX
AUX Tank Label or
Tip
Avgas
or
Fuel Configuration Jet-A
or
Jet-B

Rev. 5 Page 5-100
Table 5-73 Fuel Quantity Gauge Settings
Setting Options Notes
The accuracy of the fuel quantity indication will
increase with more calibration points. It is
Calibration 5 to 15 points recommended to use at least the same number of
points as graduations on the gauge being
replaced. See step 14 for details.
Main L & R (Recommended)
AUX L & R (Recommended)
Main L Main/Aux L & R settings alternate left then right
Main R calibration points to keep the aircraft balanced.
Procedure
Main Center The available options are dependent on ”Main
AUX/Tip L Tanks” and “Aux Tanks” settings in Table 5-72.
AUX/Tip R
AUX/Tip Center
Set to match the maximum range from the gauge
Fuel Gauge Maximum: Main Gauge Maximum
being removed. This is configured under Gauge
Main Tanks (0-10000) Settings from EIS configurations.
Set to match the maximum range from the gauge
Fuel Gauge Maximum: Aux Gauge Maximum
being removed. This is configured under Gauge
Aux Tanks (0-10000) Settings from EIS configurations.
5.8.7.2 Fuel Quantity Calibration Procedure

1. Drain the fuel from the aircraft in accordance with the aircraft manufacturer’s instructions.
2. Level the aircraft in accordance with the aircraft manufacturer’s instructions.
3. Navigate to the Pre-Calibration page via Calibration/Test → Fuel.
4. Select the correct configuration options using Table 5-72.
5. Select Fuel Quantity Calibration.
6. Enter the desired settings (e.g., number of calibration points, procedure, and maximum values)
according to Table 5-73.
7. Complete the Before Calibration on-screen instructions.
8. Select Begin Calibration when ready.
9. Add the unusable fuel quantity using a calibrated/verified fueling system. This must be the amount
defined by the aircraft manufacturer.
10. The first point for each tank is 0.0 GAL of usable fuel.
a. Check each box on the display once that action is complete.
b. Manually vibrate the area near the fuel sensor to prevent the float from sticking and to improve
the sensor response. Select Calibrate to set the first point with 0.0 gal of usable fuel.
11. Fill the tank to the next specified amount using a calibrated/verified fueling system. When that
increment is reached, follow the display instructions.
a. It is acceptable for the amount to be slightly different than specified. Enter the actual amount
that was added as shown in Figure 5-52.
b. Manually vibrate the area near the fuel sensor to prevent the float from sticking and to improve
the sensor response.
c. The sensor value must stabilize to the tenths place prior to accepting the calibration point. It
may take up to 2 minutes at each fill point for the fuel to stabilize (refer to Figure 5-52).

Rev. 5 Page 5-101
d. Once the sensor value has stabilized, press Calibrate to accept that value.
NOTE
The sensor value of similar left and right tanks (i.e., same quantity, fuel senders, etc.)
should be similar for a given calibration point.
12. Repeat the above step for each calibration point until reaching the final fill point.
13. Fill the tank to the final fill point. Do not add more fuel than the maximum range. The manual
entry field will not allow more fuel than the maximum to be entered.
a. It is common for fuel tanks to hold more fuel than shown on the fuel indicator; however, the
indicator will not show fuel above the maximum gauge range.
b. Some fuel tank designs can hold more fuel when the aircraft is not level, so the maximum
gauge range may not be obtainable. Fill the tank as much as possible and enter the actual
amount that was added. The final fill point must be within 10% of the gauge range (e.g., if the
gauge range is 50 gallons, the final calibration point for that tank must fall between 45 and 50
gallons).
c. Manually vibrate the area near the fuel sensor to prevent the float from sticking and to improve
the sensor response.
d. The sensor value must stabilize to the tenths place prior to accepting the calibration point. It
may take up to 2 minutes at each fill point for the fuel to stabilize (refer to step 14).
e. Once the sensor value has stabilized, press Calibrate to accept that value.
14. Repeat the Fuel Quantity Calibration steps for all remaining fuel tanks.
Figure 5-52 Fuel Quantity Calibration Page Example

Rev. 5 Page 5-102
NOTE
It is recommended that the display configuration be saved to an SD card immediately after
the fuel quantity calibration is completed.
5.8.8 Backup Battery Check

This procedure will analyze the voltage and discharge qualities of the installed backup battery. The
procedure is required to be completed when a backup battery is installed in the system. A yellow “X” will
be displayed over the battery level indicator and a fault indication message will be displayed in Normal
mode until this procedure is completed.
NOTE
The battery rundown test may take up to 60 minutes to complete.
NOTE
The battery rundown test date is reported in UTC.
To complete the backup battery test, complete the following steps:

1. Power the GDU 700P in Configuration mode.
2. Navigate to Calibration/Test → Backup Battery Test.
3. Verify that the Backup Battery status icon is green.
4. Verify that the battery state is not “Discharging”, annunciated under Battery State.
5. Complete the on-screen Before Test instructions. Once all checklist items have a green check
mark, the Start selection will become active.
6. Select Start and follow the on-screen commands.
7. The GDU 700P will power off automatically when the test is complete.
8. Power up the unit in Configuration mode and verify a PASS was achieved. To view the Backup
Battery Test results, select Test Results → Calibration/Test → Backup Battery Test → Test
Results or select Diagnostics → Backup Battery Status.
5.8.9 Meggitt (Cobham) EIDS

1. Use the CDI button on the GDU 700/1060 PFD to toggle between GPS 1 and GPS 2. Ensure that
the EIDS display matches the source selection on the GDU 700/1060.
2. Verify the DAU records ECTM data correctly. Reference the AMM or EIDS installation for more
information.

Rev. 5 Page 5-103
5.9 Uploading Software
The Software Upload page is used to update the software for the GDU 700/1060 and any LRUs directly
interfaced to the GDU 700/1060. The approved software version and part numbers can be found in the
most recent revision of Equipment List, G500/G600 TXi Part 23 AML STC (P/N 005-00795-D1). Software
updates must be accomplished using the following procedure:
1. Create a Software Update SD card using approved software and instructions available on the
Dealer Resource Center.
NOTE
All software updates must be contained in a region file named “file.rgn” on the root
directory of the Software Update SD card.
2. Insert a Software Update SD card into the appropriate slot of the GDU 700/1060, as specified in
Section 5.1.1.
3. Insert an Installer Unlock card into the other slot of the GDU 700/1060 (v3.00 or later).
4. Power the display in Configuration mode.
5. Navigate to System Management → Software Upload.
6. Select the LRUs to upload software to from the list of available LRUs.
NOTE
Only LRUs that are configured in the system and currently online will be selectable for
software updates.
7. Select the Update button.

8. Follow the on-screen display instructions.

Rev. 5 Page 5-104
5.10 Database Loading
The G500/G600 TXi system uses several databases depending on its configuration and optionally enabled
features. These databases (and database updates) are available for purchase at flyGarmin.com. Databases
are locked to a system ID and cannot be used in more than one system. The system ID is the same for each
GDU 700/1060 installed in the system.
Databases are updated by removing the database card from the GTN, updating the database on the card,
and re-inserting the card. Databases can also be updated using a Flight Stream 510 wireless data card and a
portable device. If a GTN is installed, the Flight Stream 510 must be installed in the GTN. If not, the Flight
Stream 510 can be installed in the GDU 700/1060. Large database updates can exceed 10 minutes if the
Flight Stream is installed in a GDU. Keep the PED near the display to minimize update times. When
powering on in Normal mode with a Flight Stream 510 inserted into the database card slot, the GDU 700/
1060 will provide on-screen instructions on how to transfer databases from a portable device (with a
compatible application) over Wi-Fi. Database cards and the Flight Stream 510 should not be swapped
between GTNs if multiple units are installed. Database loading is not supported if the Flight Stream 510 is
installed in a standalone EIS display.
• If Database SYNC is enabled, databases other than terrain can be installed on one display and will
automatically crossfill to all other displays in the system. Terrain databases must be installed on
each display directly using an SD card.
• If Chart Streaming is enabled, charts can be accessed during the database transfer process.
Table 5-74 Database Summary

Database Update Rate Stored Location
Basemap Database Periodic (when available) Internal
Navigation Database 28 Days Internal
FliteCharts Database 28 Days Internal
ChartView Database 14 Days Internal
SafeTaxi Database 56 Days Internal
Terrain Database Periodic (when available) Internal
Obstacle Database with Hotlines 56 Days Internal

Rev. 5 Page 5-105
6 SYSTEM CHECKOUT
6.1 Checkout Log....................................................................................................................................6-3

6.2 Configuration Ground Check............................................................................................................6-6
6.2.1 LRU Status Check ......................................................................................................................6-6
6.2.2 System Summary........................................................................................................................6-6
6.2.3 Capturing and Saving Screen Shots ...........................................................................................6-6
6.3 PFD Ground Check...........................................................................................................................6-7
6.3.1 Pitot-Static and Airspeed Tape Settings Checks ........................................................................6-7
6.3.2 OAT Check ..............................................................................................................................6-10
6.3.3 Radar Altimeter Check- ARINC 429 (to GDU 700/1060) ......................................................6-10
6.3.4 Radar Altimeter Check - Analog (to GAD 43e) ......................................................................6-11
6.3.5 GPS Receiver Interface Check .................................................................................................6-12
6.3.6 Backup GPS Signal Check .......................................................................................................6-12
6.3.7 NAV Receiver Check - ARINC 429 ........................................................................................6-13
6.3.8 NAV Receiver Check - Analog................................................................................................6-13
6.3.9 Marker Beacon Display Check ................................................................................................6-14
6.3.10 ADF Interface Check ...............................................................................................................6-15
6.3.11 DME Distance Display Check .................................................................................................6-16
6.3.12 PFD Database Check................................................................................................................6-17
6.3.13 Synthetic Vision Check ............................................................................................................6-17
6.4 MFD Ground Check .......................................................................................................................6-18
6.4.1 MFD Database Check ..............................................................................................................6-18
6.4.2 GPS Receiver Interface Check .................................................................................................6-18
6.4.3 Backup GPS Signal Check .......................................................................................................6-18
6.4.4 TAS/TCAS Traffic Interface Check ........................................................................................6-19
6.4.5 ADS-B In Interface Check .......................................................................................................6-20
6.4.6 TIS-A Traffic Interface Check .................................................................................................6-20
6.4.7 GWX 68/70(R)/75 Weather Radar Interface Check ................................................................6-21
6.4.8 ARINC 708 Weather Radar Interface Check ...........................................................................6-21
6.4.9 WX-500 Stormscope Interface Check......................................................................................6-22
6.4.10 FIS-B Weather (ADS-B In)......................................................................................................6-23
6.4.11 GDL 69 Series Weather ...........................................................................................................6-24
6.4.12 GDL 69 Series Audio Interface Check ....................................................................................6-24
6.5 EIS Ground Check ..........................................................................................................................6-25
6.5.1 EIS Gauge Layout and Marking Checks..................................................................................6-25
6.5.2 EIS Gauge Marking Checks .....................................................................................................6-25
6.5.3 Temperature Sensor Checks.....................................................................................................6-26
6.5.4 Manifold Pressure Sensor Check .............................................................................................6-26
6.5.5 Oil Pressure Sensor Check .......................................................................................................6-26
6.5.6 Fuel Pressure Sensor Check .....................................................................................................6-26
6.5.7 Tachometer Check (Reciprocating Only) ................................................................................6-27
6.5.8 RPM Check (Turboprop Only) ................................................................................................6-27
6.5.9 Fuel Quantity Check.................................................................................................................6-27
6.5.10 Fuel Flow Sensor Check ..........................................................................................................6-27
6.5.11 Shunt and Voltage Sensor Checks ...........................................................................................6-27
6.5.12 Torque Check ...........................................................................................................................6-28
6.5.13 EIS Discrete Check ..................................................................................................................6-28

Rev. 5 Page 6-1
6.5.14 EIS Engine Run-up Checks......................................................................................................6-28
6.6 AHRS Calibration Checks ..............................................................................................................6-30
6.6.1 Magnetometer Calibration........................................................................................................6-30
6.6.2 Compass Swing ........................................................................................................................6-31
6.6.3 Engine Run-Up Vibration Check .............................................................................................6-33
6.6.4 Magnetometer Interference Check ...........................................................................................6-34
6.6.5 Site Evaluation of Magnetic Disturbances ...............................................................................6-35
6.7 Autopilot Interface Check...............................................................................................................6-36
6.7.1 Autopilot Engagement Check ..................................................................................................6-36
6.7.2 Flight Director Check...............................................................................................................6-36
6.7.3 Altitude Preselector Check.......................................................................................................6-37
6.7.4 Heading and Course Error Check.............................................................................................6-41
6.7.5 VOR/Localizer and Glideslope Deviation Checks...................................................................6-42
6.7.6 GPS Roll Steering Check .........................................................................................................6-44
6.7.7 GAD 43(e) Adapter Attitude Check.........................................................................................6-47
6.7.8 GAD 43(e) Adapter Barometric Correction Check..................................................................6-48
6.7.9 ARINC 429 Attitude/Air Data (S-TEC 1500/2100 Only) .......................................................6-48
6.7.10 Autopilot Mode Annunciations (Garmin GFC 500/600 and KFC 225/275/325 only) ............6-48
6.8 Integrated Standby Check...............................................................................................................6-49
6.9 Display Backup Mode Check .........................................................................................................6-50
6.10 PC-12 Fast/Slow Indication Check (G600 TXi System Only) .......................................................6-51
6.11 Placards and Switch Labeling Check..............................................................................................6-51
6.12 EMI/RFI Check...............................................................................................................................6-52
6.13 Flight Checks ..................................................................................................................................6-54
6.13.1 PFD Flight Checks ...................................................................................................................6-54
6.13.2 MFD Flight Checks..................................................................................................................6-54
6.13.3 EIS Flight Checks.....................................................................................................................6-54
6.13.4 Autopilot Flight Checks ...........................................................................................................6-55
6.13.5 Flight Log Download ...............................................................................................................6-60
6.14 Documentation Checks ...................................................................................................................6-61
6.14.1 Airplane Flight Manual Supplement ........................................................................................6-61
6.14.2 Instructions for Continued Airworthiness ................................................................................6-61

Rev. 5 Page 6-2
6.1 Checkout Log
Refer to the TXi ICA/MM (P/N 190-01717-B1) for configuration, serial number, and LRU location
documentation procedures.
Complete all relevant checks as described in the following section using the checkout log as a guide.
G500/G600 TXi Checkout Log

Date:_____________Completed by:______________________
Table 6-1 Checkout Log

Check Task Section Reference
Calibration Checkout
 A708 Weather Radar Calibration (if applicable) Section 5.6.1 or Section 5.6.2
AHRS / GMU Calibration

 Section 5.8.1
Pitch / Roll offset
Autopilot Calibration (if applicable)
Section 5.8.3
Honeywell (Bendix/King)
 Section 5.8.4
Cessna 300B/400B/800B
Section 5.8.5
Cessna 1000A
 Analog NAV Calibration (if applicable) Section 5.8.6
 EIS Fuel Calibration (if applicable) Section 5.8.7
 Backup Battery Test (if applicable) Section 5.8.8
Ground Checkout
Configuration Ground Check

 LRU status check Section 6.2
System summary
PFD Ground Check (complete all applicable checks)
Airspeed tap markings
Altimeter (CFR 91.411)
OAT probe
Radar altimeter
GPS receiver
 Backup GPS Section 6.3
NAV receiver
Marker beacon display
ADF
DME display
PFD database
SVT

Rev. 5 Page 6-3
MFD Ground Check (complete all applicable checks)
MFD database
GPS receiver
Backup GPS
 Traffic Section 6.4
Weather Radar
Stormscope
Weather/FIS-B
GDL 69 audio
EIS Ground Check (complete all applicable checks)
EIS gauge layout and markings
Temperature sensor
Manifold pressure
Oil pressure
 Fuel pressure Section 6.5
Tachometer
Fuel quantity
Fuel flow
Shunt / Voltage
EIS engine run-up
AHRS Calibration Checks
Magnetometer calibration
 Compass swing Section 6.6
Engine run-up vibration
Magnetometer interference
Autopilot Ground Check (complete all applicable checks)
Autopilot engagement
Flight director
Altitude preselect
Heading and Course error
 VOR /ILS/GS Section 6.7
GPS roll steering
GAD 43(e) attitude
GAD 43(e) altitude
ARINC 429 / air data (S-TEC)
Mode annunciations (KFC 225/275/325)
 Integrated Standby System Ground Check (if applicable) Section 6.8
 Display Backup Mode Check Section 6.9
 PC-12 Fast/Slow Indication (if applicable) Section 6.10
 Placards, Switches, and Labels Section 6.11
 EMI/RFI Checks Section 6.12

Rev. 5 Page 6-4
Flight Checkout
 PFD flight check (if applicable) Section 6.13.1
 MFD flight check (if applicable) Section 6.13.2
 EIS flight check (if applicable) Section 6.13.3
Autopilot flight check (if applicable) Section 6.13.4


Autopilot performance checkout log Figure 6-9
Documentation
 AFMS Section 6.14.1
 ICA Section 6.14.2

Rev. 5 Page 6-5
6.2 Configuration Ground Check
The configuration ground check procedures are intended to verify that each LRU and interface in the
G500/G600 TXi system has been properly configured. Steps not applicable to a particular installation may
be skipped.
NOTE
Throughout the configuration ground check section, references are made to particular
functions and screens. If a function or screen is not available, ensure that the system has
been configured correctly.
The configuration ground checks must be performed on every GDU 700/1060. Before starting the
Configuration mode checkout, the following conditions must be met:
1. All GDU 700/1060 displays in the system must be powered on in Configuration mode.
2. All system LRUs must be powered on.
3. All installed LRUs must be configured per Section 5.4.
6.2.1 LRU Status Check

The Home page in the Configuration mode of the GDU 700P/1060 shows the Devices Online page, which
reports the status of installed LRUs. The icon next to each LRU reports one of three colors to indicate the
status of each LRU, as described in Table 6-2. Verify that all LRUs connected or configured to each display
have a green indicator.
Table 6-2 LRU Status Indicators

Status Color LRU Condition
Green The LRU is online. No faults are detected.
Red The LRU is online. A fault, warning, and/or error is detected.
Black The LRU is not online.
6.2.2 System Summary

The Home page in Configuration mode of the GDU 700P/1060 contains a Summary button that provides
information for each configured LRU as part of the G500/G600 TXi system.
1. Open the system summary (Home → Summary).
2. Verify that all configuration settings listed are consistent with the interfaced systems.
3. Verify that if any LRU sections have a yellow warning triangle present, the configuration is valid.
6.2.3 Capturing and Saving Screen Shots

Screen shots can be captured and saved to an SD card on any GDU in Normal or Configuration mode.
1. Insert an SD card into either slot on the GDU 700/1060.
2. Navigate to the desired screen image.
3. Hold down the right knob and momentarily press the Power button.
4. A small camera icon will appear on the annunciator bar when in Normal mode, or the upper-left
corner when in Configuration mode, indicating an image has been captured.
5. Remove the SD card after all desired images have been captured.
6. Images will be saved to a \print file on the SD card.

Rev. 5 Page 6-6
6.3 PFD Ground Check
The PFD Checkout Procedure, contained in the following subsections, must be conducted on every PFD
installed in the G500/G600 TXi system.
6.3.1 Pitot-Static and Airspeed Tape Settings Checks

The following section verifies the correct operation of the GDU 700P/1060 altitude and airspeed tapes,
standby altimeter, and standby airspeed indicator using a pitot-static ramp tester. When using a pitot-static
ramp tester, only simulate normal aircraft operating conditions as defined in the aircraft Type Data (POH/
AFM) or other approved STC to avoid component damage.
NOTE
The ADC may require a warm-up period of 15 minutes to reach full accuracy; however,
30 minutes may be required if the environmental temperature is below 0º C.
The GDU 700/1060 airspeed tape display and settings must be verified using Section 6.3.1.1 or
Section 6.3.1.2 depending on the airspeed tape configuration (Basic or Advanced, respectively). The
airspeeds referenced in the following steps were configured per the instructions in Section 5.5.1.1
6.3.1.1 Basic Airspeed Tape Setting

If the airspeed Configuration Type is set to Basic, verify correct operation of the ADC as follows:
Figure 6-1 Airspeed Configuration Type
1. Verify the TXi system is in Normal mode.

2. Verify all self-tests pass on the main start-up screen.
NOTE
If the ADC and standby airspeed indicator are on separate pitot-static systems, it is
recommended to set up the test set so that both systems can be tested at the same time, or
separate tests must be completed for each system.
3. Using a pitot-static test set, increase the airspeed until the PFD airspeed tape pointer is at the
bottom of the white band (Vs0).
4. Verify that the bottom of the white arc/band on the standby ASI and PFD airspeed tape are at the
same airspeed value.
5. For twin-engine aircraft with a minimum control speed: Increase the airspeed to the lower red
radial (Vmca). Verify that the red radial on the standby ASI and PFD airspeed tape are at the same
airspeed value.
6. Change the airspeed until the PFD airspeed tape pointer is at the bottom of the green band (Vs1).

Rev. 5 Page 6-7
7. Verify that the bottom of the green arc/band on the standby ASI and PFD airspeed tape are at the
8. For twin-engine aircraft only: Increase the airspeed to the blue radial (Vyse). Verify that the blue
radial on the standby ASI and PFD airspeed tape are at the same airspeed value.
9. Change the airspeed until the PFD airspeed tape pointer is at the top of the white band (Vfe).
10. Verify that the top of the white arc/band on the standby ASI and PFD airspeed tape are at the same
airspeed value.
11. Change the airspeed until the PFD airspeed tape pointer is at the top of the green band/bottom of
the yellow band (Vno).
12. Verify that the top of the green arc/band on the standby ASI and PFD airspeed tape are at the same
airspeed value.
13. Increase the airspeed to the upper red radial/top of yellow arc (Vne).
14. Verify that the red radial on the standby ASI and PFD airspeed tape are at the same airspeed value.
15. Starting at the current airspeed, decrease the airspeed to zero, stopping at each of the airspeeds
listed in Table 6-3 (airspeeds above Vne should not be checked), verifying that the PFD and
standby ASI airspeed values are within the tolerances indicated in Table 6-3.
Table 6-3 Airspeed Test Points

Recommended Standby ASI
Test Set Airspeed (kt) PFD Allowed Tolerance (kt)
Tolerance (kt) [1]
50 ±5.0 ±5
80 ±3.5 ±4
100 ±2.0 ±3
120 ±2.0 ±3
150 ±2.0 ±3
180 ±2.0 ±5
210 ±2.0 ±5
250 ±2.0 ±5
290 ±3.0 ±6
Notes:
[1] If available, the aircraft or instrument manufacturer’s data should be referenced for
standby tolerances.

Rev. 5 Page 6-8
6.3.1.2 Advanced Airspeed Tape Setting
If the Configuration Type is set to Advanced, refer to Appendix E. Verify correct operation of the ADC as
follows:
2. Verify all self-tests pass on the main start-up screen.
NOTE
If the ADC and standby airspeed indicator are on separate pitot-static systems, it is
recommended to set up the test set so that both systems can be tested at the same time, or
separate tests must be completed for each system.
3. Using a pitot-static test set, increase the airspeed until the PFD airspeed tape pointer is at the
bottom of the white band (Vs0).
4. Verify that the bottom of the white arc/band on the standby ASI and PFD airspeed tape are at the
5. Increase the IAS throughout the range of the ASI – stop at the limits of all Arc Ranges and at all
Marking values configured per the instructions in Table E-1 and Table E-2.
6. Verify that the ranges and markings on the standby ASI and PFD are located at the same airspeed
values. The last value verified should be the beginning of the barber pole (Vne/Vmo/Mmo).
7. The following applies to Variable Vne/Vmo/Mmo aircraft only:
a. Decrease the IAS to 25 kt below the barber pole on the PFD. Increase the indicated altitude to
the maximum operating altitude or service ceiling. Verify that the barber pole on the PFD and
standby ASI are at the same airspeed (±5 kt). Decrease the airspeed as needed to ensure the
IAS does not exceed the barber pole during the simulated climb.
b. Decrease the indicated altitude (do not exceed vertical speed limitations) back to ambient
static pressure.
8. Starting at the current airspeed, decrease the airspeed to zero, stopping at all of the relevant
airspeeds listed in Table 6-3 (airspeeds above Vne should not be checked). Verify that the PFD
and standby ASI values are within the tolerances indicated.
6.3.1.3 Altimeter Check

The GDU 700P/1060 and standby altitude displays must be verified per Title 14 of the CFR 91.411 and
Part 43, Appendix E, with the following exception to 14 CFR Part 43 Appendix E, paragraph (b)(1):
• The tests of sub-paragraphs iv (Friction) and vi (Barometric Scale Error) are not applicable to the
GDU 700P/1060 due to the ADC interface and instrument display being digital.
NOTE
For aircraft being configured for RVSM operations, refer to Appendix G for altimeter
check procedures.

Rev. 5 Page 6-9
6.3.2 OAT Check
2. Navigate to the Air Temp REF (air temperature reference on 1060 MFD page) button by
selecting:
a. GDU 700 (Menu → System → Units)
b. GDU 1060 (System → Units)
3. Select the desired air temperature reference and temperature units to match the type specified in
the AFM or POH of the aircraft.
a. SAT (static air temperature)
b. TAT (total air temperature)
c. ISA (international standard atmosphere)
4. Verify the correct units (Celsius or Fahrenheit) and temperature reference (SAT, TAT, ISA) are
displayed on the PFD.
6.3.3 Radar Altimeter Check- ARINC 429 (to GDU 700/1060)

If a radar altimeter is installed and connected to the display, check the operation as follows:
NOTE
The GRA 55/5500 and FreeFlight RA4500 radar altimeters provide an automated self-test
during power cycles; therefore, no pilot-initiated self- test is required. After the power-up
sequence, verify that no faults are detected, “RA FAIL” is not displayed, and the RA value
displays “0” after the self-test is complete.

2. Initiate a radar test from the Test page (Menu → Test → Radar Test).
3. Verify that the radar altitude value displayed is accurate within the tolerance defined in Table 6-4.
Table 6-4 contains the radar altitude value that is output by each approved radar altimeter when
operating in test mode.

Rev. 5 Page 6-10
6.3.4 Radar Altimeter Check - Analog (to GAD 43e)
If a radar altimeter is installed and connected to the GAD 43e, and the radar altitude is displayed on the
PFD, check the operation as follows:
2. Verify that radar altitude (“RA”) is displayed on the GDU 700P/1060 and indicating
approximately 0 ft.
NOTE
Honeywell KRA 10/10A and Sperry AA-100/100A radar altimeters do not indicate “RA”
on the ground. If one of these models is installed, an RA value will not be displayed on the
GDU 700P/1060.
3. Pull the radar altimeter circuit breaker and verify that “RA FAIL” is displayed in yellow.
4. Close the radar altimeter circuit breaker and wait until a valid radar altitude is displayed (except
for the Honeywell KRA 10/10A and Sperry AA-100/100A radar altimeters).
5. Initiate a radar test from the Test page (Menu → Test → Radar Test).
6. Verify the radar altitude value displayed is accurate within the tolerance defined in Table 6-4.
Table 6-4 contains the radar altitude value that is output by each approved Radar Altimeter when
operating in Test mode.
Table 6-4 Radar Altimeter Self-Test Altitudes

Radar Altimeter Indicated Altitude during Self-Test (ft)
Collins ALT-50A 50 ± 5
Collins ALT-55B 50 ± 5
Honeywell KRA 10/10A 50 ± 10
Honeywell KRA 405 40 ± 15
Sperry AA-100 100 ± 20
Sperry AA-100A 100 ± 20
Sperry AA-200 100 ± 20

Rev. 5 Page 6-11
6.3.5 GPS Receiver Interface Check
NOTE
GPS satellite reception is required for the following steps.

2. Select GPS (or GPS1) as the navigation source for the PFD CDI.
3. Verify the external GPS1 navigator is powered on and, if dual GPS navigators are installed, ensure
the second GPS navigator (GPS2) is powered off.
a. For a GNS 4XXW/5XXW series or GTN 6XX/7XX series navigator, while on the Power-up
Self-test page, verify that the PFD CDI displays the correct lateral and vertical deviation
information.
b. For a GNS 480 unit, while it is going through its power-up sequence, verify that the PFD CDI
displays the correct lateral and vertical deviation information.
4. Continue in Normal mode after the self-test and wait until the navigator acquires a position before
proceeding.
5. Review the active alerts on the PFD (if any) and verify that there are no alerts, service soon, or
service required alerts associated with the GPS unit.
6. Create/activate a flight plan on the GPS navigation source.
7. Verify that the active waypoint displayed in the PFD WPT field of the GDU 700P/1060 is the same
as the active waypoint displayed on the navigator.
8. On the GPS navigator, enter OBS mode.
9. Open the CRS menu on the PFD.
10. Adjust the course using the PFD knob.
11. Verify that the course to the active waypoint changes as the PFD course pointer is rotated.
12. Exit OBS mode on the navigator.
13. If dual GPS receivers are installed, power off GPS 1 and power on GPS 2.
14. Select GPS2 on the CDI and repeat the GPS interface check.
6.3.6 Backup GPS Signal Check
NOTE
The following check is only required if a backup GPS system is installed.
1. Ensure the TXi system is in Normal mode and the aircraft has an unobstructed view of the sky (or
GPS repeater coverage).
2. Ensure GPS1 and GPS2 (if equipped) are powered on.
3. Wait at least 5 minutes to allow GPS1, GPS2, and the backup GPS to acquire a position.
4. Power off GPS1 and GPS2 (if equipped).
5. Verify “Backup GPS” message is annunciated on PFD.
6. Verify ownship position is depicted on HSI map.

Rev. 5 Page 6-12
6.3.7 NAV Receiver Check - ARINC 429
1. Verify the external NAV1 receiver is powered on and, if dual NAV receivers are installed, ensure
the second NAV receiver (NAV2) is powered off.
2. Select the NAV receiver as the navigation source for the PFD CDI.
3. Tune the NAV receiver to a localizer frequency (it is not necessary that a valid localizer signal is
being received).
4. Verify that the CDI on the PFD displays “LOC” (or “LOC1”/”LOC2” for installations with dual
navigators).
5. If dual navigation receivers are installed, power off NAV 1 and power on NAV 2.
6. Select navigation receiver 2 on the CDI. Repeat the above steps.
6.3.8 NAV Receiver Check - Analog

Prior to conducting this check, ensure that the GDU 700/1060 has been calibrated to the NAV receiver in
accordance with Section 5.8.6.
1. Verify the external NAV receiver is turned on and, if dual NAV receivers are installed, ensure the
second NAV receiver (NAV2) is powered off.
2. Ensure that there is a valid attitude and heading display on the PFD.
3. Select the NAV receiver as the navigation source for the PFD CDI.
4. Tune the NAV receiver to a VOR frequency (it is not necessary that a valid VOR signal is being
received).
5. Verify that the CDI on the PFD displays “VOR” (or “VOR1”/”VOR2” for installations with dual
navigators).
6. Using a VOR/ILS test set, generate a 0° FROM radial VOR signal and tune the NAV receiver to
the test frequency.
7. Adjust the course pointer until the deviation is centered and FROM is indicated.
8. Verify that the course pointer setting is 0 ± 4°.
9. Repeat the above steps using VOR FROM signals at 90°, 180°, and 270°. Verify that the course
pointer is within 4° of the simulated VOR bearing.
10. Tune the navigation receiver to a localizer frequency (it is not necessary that a valid localizer
signal is being received).
11. Verify that the CDI on the PFD displays “LOC” (or “LOC1”/”LOC2” for installations with dual
navigators).
12. Set the course pointer to the current heading (i.e., straight up on the PFD CDI).
13. Using a VOR/ILS test set, generate a localizer and glideslope signal as specified in Table 6-5.
14. Verify that the course pointer deviation bar and glideslope indications are as specified in
Table 6-5.
15. If dual NAV receivers are installed, power off NAV1 and power on NAV2.
16. Select NAV receiver 2 on the CDI. Repeat the NAV receiver check.

Rev. 5 Page 6-13
Table 6-5 Localizer/Glideslope Checks
Test Set Setting (DDM) PFD Indication
Localizer Glideslope Localizer Glideslope
Centered Centered
0.000 0.000
(within fuselage on aircraft symbol) (covering horizontal white line)
Half-scale right Half-scale down
0.078 Right 0.088 Down
(dev bar inside of first dot) (first dot covered by diamond)
Full-scale right Full-scale down
0.155 Right 0.175 Down
(dev bar inside of second dot) (second dot covered by diamond)
Half-scale left Half-scale up
0.078 Left 0.088 Up
(dev bar inside of first dot) (first dot covered by diamond)
Full-scale left Full-scale up

0.155 Left 0.175 Up
(dev bar inside of second dot) (second dot covered by diamond)
6.3.9 Marker Beacon Display Check
NOTE
Valid attitude and air data are not required for this test.

2. Verify the GAD 43e and marker beacon receiver are powered on.
3. Use a marker beacon test set to simulate an inner marker.
4. Verify that a white “I” is flashing on each PFD.
5. Use the test set to simulate a middle marker.
6. Verify that an orange “M” is flashing on each PFD.
7. Use the test set to simulate an outer marker.
8. Verify that a cyan “O” is flashing on each PFD.

Rev. 5 Page 6-14
6.3.10 ADF Interface Check
2. Verify the GAD 43e (if applicable) and ADF are in Normal mode.
3. Open the Bearing Pointers page (Menu → HSI Setup → Bearing Pointers).
4. Enable the bearing pointers and activate ADF as the navigation source.
Figure 6-2 ADF Bearing Pointers
NOTE
The bearing pointers menu will only be available if the HSI Map option is not selected.
5. Verify that a red “X” is not displayed in the ADF field.

6. Using an ADF test set, generate a bearing to a station.
7. Tune the ADF receiver to the same frequency as the test set.
8. Verify that the ADF bearing pointer indicates the correct relative bearing.
9. Verify the ADF bearing pointer indicates the correct relative bearing for three other bearings, at
90° increments.
10. If the ADF flag is used in the installation, tune the ADF receiver to an unused frequency and verify
that the bearing pointer is removed from the PFD.

Rev. 5 Page 6-15
6.3.11 DME Distance Display Check
NOTE
Valid attitude or air data are not required for performing this check.
Perform the appropriate check as follows:
Installations with One NAV Receiver Tuning the DME

2. Verify the GAD 43e, DME, and NAV receiver are powered on.
3. Using a DME test set, select a NAV frequency and simulate a DME distance of 30.0 nm.
4. Tune the NAV radio to the same frequency as the DME test set.
5. Verify that DME distance of 30.0 nm is displayed in the DME field on the PFDs.
6. Tune the NAV radio to a different frequency.
7. Verify that DME distance display is dashed out on the PFDs.
9. Verify that DME distance of 30.0 nm is displayed on the PFDs.
NOTE
The following steps are only required if the installation is configured to use DME Hold
from the PFD.
10. Select DME Hold and verify that the DME distance of 30.0 nm remains displayed on the PFDs.
11. Tune the NAV radio to a different frequency.
12. Verify that DME distance of 30.0 nm remains displayed on the PFDs.
13. De-select DME Hold and verify that DME distance display is dashed out on the PFDs.
Installations with Two NAV Receivers Tuning the DME

2. Verify the GAD 43e, DME, and both NAV receivers (if dual NAV receivers are installed) are
powered on.
3. Using a DME test set, select a NAV frequency and simulate a DME distance of 30.0 nm.
4. Tune the NAV1 radio to the same frequency as the DME test set and NAV2 to a different
frequency.
5. Ensure that DME NAV1 is selected as the DME tuning source by pressing the DME readout and
selecting NAV1.
7. On the PFD (either PFD for dual PFDs), select NAV2 as the tuning source by pressing the DME
readout and selecting NAV2.
8. Verify that the DME distance display is dashed out on the PFDs.
9. Tune the NAV 2 radio to the same frequency as the DME test set and NAV 1 to a different
frequency.

Rev. 5 Page 6-16
NOTE
The following steps are only required if the installation is configured to use DME Hold
from the PFD.
11. Select DME Hold by pressing the DME readout and selecting the Hold button.
12. Verify that the DME distance of 30.0 nm remains displayed on the PFDs.
13. Tune the NAV2 radio to a different frequency.
14. Verify that DME distance of 30.0 nm remains displayed on the PFDs.
15. De-select Hold and verify that DME distance display is dashed out on the PFDs.
16. Tune the NAV1 radio to the same frequency as the DME test set.
17. Verify that the DME distance display is dashed out on the PFDs.
18. On the PFD (either PFD for dual PFDs), select NAV1 as the tuning source.
19. Verify that DME distance of 30.0 nm is again displayed on the PFDs.
6.3.12 PFD Database Check

This section verifies that all databases are available and up-to-date.
1. Verify the PFD is in Normal mode.
2. Navigate to the database page by selecting:
a. GDU 700 (Menu → System → Databases)
b. GDU 1060 (System → System Status)
3. Under the Active tab, verify all installed databases are valid and not expired; update as needed.
NOTE
The Basemap and Terrain databases do not have an expiration date.
6.3.13 Synthetic Vision Check

Complete this section if SVT is enabled.
NOTE
It may take up to a minute for the synthetic terrain data to be displayed on the PFD. Until
SVT is active, the horizon display will be the standard blue over brown.
1. Verify the PFD is in Normal mode. For a dual G500/G600 TXi installation, start both PFDs in
Normal mode.
2. Wait for the G500/G600 TXi system to initialize (i.e., attitude, heading, airspeed, altitude, and
GPS position become valid).
3. On the PFD, navigate to the synthetic vision options (Menu → Terrain SVT).
4. Activate Synthetic Terrain.
5. Verify that there are no SVT alerts.
6. Verify that synthetic terrain data is displayed on the PFD.

Rev. 5 Page 6-17
6.4 MFD Ground Check
The MFD checkout procedure must be conducted on every MFD installed in the G500/G600 TXi system.
The following sections must be completed as part of the MFD checkout process.
6.4.1 MFD Database Check

1. Verify the MFD is in Normal mode.
2. Verify that the Navigation database is not expired.
3. Verify that the Chartview or FliteCharts database, if enabled, is not expired.
NOTE
Databases that have expired will be displayed in yellow text on the MFD start-up screen.
Databases will be displayed in yellow text until a valid GPS position has been acquired.
6.4.2 GPS Receiver Interface Check
NOTE
GDU 700P MFDs function as described, with the exception that they only use GPS 1
information.

2. Verify the external GPS Navigator is powered on and, if dual GPS navigators are installed, ensure
the second GPS navigation (GPS2) is powered off.
3. Wait until the navigator acquires a position before proceeding.
4. Review the active alerts on the MFD (if any) and verify that the “GPS1 FAIL” alert is not present.
5. Create/activate a flight plan on the GPS navigation source.
6. Wait approximately 1 minute.
7. Verify that the flight plan is displayed on the MFD on the Flight Plan page.
8. Navigate to the Map page.
9. Verify that the “No GPS Position” message is not displayed.
10. Verify the ownship icon is present in the center of the screen.
11. If dual GPS receivers are installed, power off GPS1 and power on GPS2.
12. Repeat the above procedures.
6.4.3 Backup GPS Signal Check

Complete this section if the backup GPS is installed.
1. Verify the MFD is in Normal mode and the aircraft has an unobstructed view of the sky.
2. Verify that GPS1 and GPS2 (if equipped) are powered on.
3. Wait at least 5 minutes to allow GPS1, GPS2, and backup GPS to acquire a position.
4. Power off GPS1 and GPS 2 (if equipped).
5. Verify “Backup GPS” message is annunciated on MFD.
6. Verify ownship position remains depicted on Map page.

Rev. 5 Page 6-18
6.4.4 TAS/TCAS Traffic Interface Check
NOTE
If the TXi system is configured for an external control (i.e., a display other than the MFD
is controlling the traffic system), then the Standby/Operate testing does not have to be
completed.
If the interfaced traffic system is any of the following, then verify the interface per the instructions
included in this section:
• L3 Communications SKY497/SKY899 SkyWatch®
• Honeywell (Bendix/King) KTA 810 TAS/KMH 820 IHAS/KTA 910 TAS/KMH 920 IHAS
• Avidyne TAS 620 (Ryan 9900BX TCAD)
• GTS 8XX
2. Select the Traffic page on the home screen.
3. Verify that no TAS/TCAS failure annunciations (e.g., “NO DATA”, “TRFC FAIL”, “NO TRFC
DATA”, “DATA FAILED”, “FAILED”) are shown on the traffic map.
4. In the upper-left corner of the Traffic Map page, verify that the Traffic Status is either “TAS/
TCAS: OPER” or “TAS/TCAS: STBY” (i.e., “TIS: FAIL” or “TAS/TCAS: FAIL” must not be
displayed).
5. Select the Traffic Status button and change the mode between Operate and Standby.
6. Verify that the mode of the traffic system is updated accordingly.
7. Put the traffic system in Standby mode.
8. Initiate a traffic system self-test by selecting the Test button at the bottom of the page.
NOTE
The Self-Test button will not be selectable if the traffic system is not powered on or is in a
failed status.
9. Verify that the traffic system runs a self-test and the self-test traffic pattern is displayed.

Rev. 5 Page 6-19
6.4.5 ADS-B In Interface Check
If the installed system is configured to receive ADS-B In data through an interface with an ADS-B In
capable unit (e.g., GTX 345 or GDL 88), the interface is verified as follows:
NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station with available targets of opportunity. If this is not the
case, it is recommended that these checks be performed in-flight within range of an FAA
ground station.

3. Turn on the interfacing ADS-B In capable equipment.
a. If the installation includes TAS/TCAS correlated traffic, turn on the TAS/TCAS source.
4. Make sure an amber “NO DATA” message is not displayed over the ownship icon.
5. Make sure there are no “FAIL” annunciations in the upper-left corner of the traffic status window.
a. If the installation includes TAS/TCAS correlated traffic, verify that the TAS/TCAS status is
either “OPER” or “STBY”.
6. Observe targets of opportunity from ADS-B equipped aircraft or an FAA ground station.
6.4.6 TIS-A Traffic Interface Check

If a Garmin GTX 33( )/330( )/335 Transponder is connected to the TXi system, and no other traffic
systems covered in Section 6.4.4 or Section 6.4.5 are installed, the traffic interface is verified as follows:
3. Turn on the GTX 33( )/330( )/335 by pressing ALT on the GTX 33( )/330( )/335.
4. Verify that the Traffic Status is not “TIS Fail”.
5. Verify that the amber “NO DATA” is not displayed over the ownship symbol.
6. Verify that the Traffic Status is in Standby mode (i.e., “TAS” should not be displayed).
7. Attempt to place the system in Operate mode. If the aircraft is within TIS-A coverage, the system
will display “Operate”. If the aircraft is not within TIS-A coverage, the unit will display
“Unavailable”.

Rev. 5 Page 6-20
6.4.7 GWX 68/70(R)/75 Weather Radar Interface Check
NOTE
If no other weather source is configured, the Radar button will be present instead of the
Weather button.
2. Select the Weather button.

3. Select the Radar button.
4. Verify the amber “Radar Fail” message is not displayed in the middle of the screen.
5. Select the Mode button and place the radar into Standby, then allow the warm-up to complete.
6. Select the Mode button and place the radar into Test.
7. Verify that the GWX 68/70(R)/75 begins sweeping and the test pattern is shown.
8. Verify that “STAB On” is displayed in the upper-right corner of the MFD.
9. For multiple displays, verify the radar sweep is available on each configured display and
consistent with the selected mode.
10. For multiple displays, verify the radar control is available on each configured display.
11. Select the Mode button and then Off.
6.4.8 ARINC 708 Weather Radar Interface Check

1. Verify the MFD is in Normal mode. For a dual MFD installation, verify both MFDs are in Normal
mode.
CAUTION
Aircraft should be outdoors and personnel should not be in front of the weather radar
when it is radiating (i.e., when Weather mode or Ground mode is selected on the MFD).
NOTE
If no other weather source is configured, the Radar button will be present instead of the
Weather button.
2. On each MFD, select the Weather button and then select the Radar button.
3. On one MFD, press Mode.
4. Select Standby and wait for the warm-up to complete.
5. Select Mode and then Test.
6. Verify that the radar begins sweeping and the test pattern is shown.
7. Verify that an amber “Radar Fail” message is not displayed in the middle of the MFD.
8. Verify that there are no WXR alerts in the Advisory screen.
9. If stabilization is supplied to the radar, turn the radar to Weather mode and turn stabilization ON
using the Menu button.
10. Verify that “STAB On” is displayed in the upper-right corner of the MFD. If “STAB: INOP” is
displayed, verify that stabilization is being supplied to the weather radar R/T.
11. Select the Mode button and then Off.

Rev. 5 Page 6-21
NOTE
If only one MFD is installed, the following steps do not have to be carried out.
12. Repeat the above steps for MFD #2.

13. On each MFD, select Mode and then Standby, and then wait for the warm-up to complete.
14. On each MFD, select Mode and then Test.
15. On MFD #1, increase the range of the radar display.
16. Verify that the range on MFD #1 changes and the range on MFD #2 does not change.
17. On MFD #2, increase the range of the radar display.
18. Select a different range than MFD #1.
19. Verify that the range on MFD #2 changes and the range on MFD #1 does not change.
20. On each MFD, select the Mode button and then Off.
6.4.9 WX-500 Stormscope Interface Check

1. Verify the MFD is in Normal mode. For a dual MFD installation, verify both MFDs are in Normal
mode.
2. Allow up to 5 minutes for the GPS navigator to obtain a position.
NOTE
If no other weather source is configured, the Stormscope button will be present instead of
the Weather button.
3. On each MFD, select the Weather button and then select the Stormscope button.
4. Verify there are no warnings displayed.
5. On one MFD, press Menu.
6. Toggle between Cell and Strike modes and verify that the corresponding mode is displayed in the
bottom-right corner of the MFD.
7. Toggle between 360° and Arc views and verify the image switches between a 360° view
surrounding the aircraft icon to an arc placed in front of the aircraft icon.

Rev. 5 Page 6-22
6.4.10 FIS-B Weather (ADS-B In)
NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station. If this is not the case, it is recommended that these checks
be performed in-flight within range of an FAA ground station.

2. Verify the GPS and FIS-B source are in Normal mode.
3. Allow up to 5 minutes for the GPS navigator to obtain a position.
NOTE
If no other weather source is configured, the FIS-B Weather button will be present
instead of the Weather button.
4. On each MFD, select the Weather button and then select the FIS-B Weather button.
6. Select the Menu button and then select several FIS-B weather products to display.
NOTE
It may take up to 10 minutes after power-on for the system to begin receiving FIS-B
weather products.
7. Verify at least one of the selected products displays a valid time stamp.
8. Verify there are no status fail messages regarding FIS-B weather.

Rev. 5 Page 6-23
6.4.11 GDL 69 Series Weather
This procedure does not activate the GDL 69 series XM data link radio. The instructions for activating the
GDL 69 series XM data link radio can be found in GDL 69 Series SiriusXM Satellite Radio Activation
Instructions (P/N 190-00355-04).
1. Position the aircraft where there is a clear view of the southeastern or southwestern sky (XM
Satellite Radio satellites are located above the equator over the eastern and western coasts of the
continental United States).
3. Verify the GPS navigator and GDL 69 are in Normal mode.
4. Allow up to 5 minutes for the GPS navigator to obtain a position and the GDL 69 to obtain data.
NOTE
If no other weather source is configured, the SiriusXM Weather button will be present
instead of the Weather button.
5. On each MFD, select the Weather button and then select the SiriusXM Weather button.
7. Select the Menu button and then select the Datalink Status button.
8. Verify the Data ID field has a valid value and is not blank.
9. Verify the Data and Audio signal bars are in the green and that the displayed subscription level is
accurate.
6.4.12 GDL 69 Series Audio Interface Check

This procedure only verifies correct installation and activation of G500/G600 TXi functions. It does not
activate the GDL 69 series XM data link radio. The instructions for activating the GDL 69 series XM data
link radio can be found in GDL 69 Series SiriusXM Satellite Radio Activation Instructions
(P/N 190-00355-04).
1. Position the aircraft where there is a clear view of the southeastern or southwestern sky (XM
Satellite Radio satellites are located above the equator over the eastern and western coasts of the
continental United States).
3. Verify the GPS navigator and GDL 69 are in Normal mode.
4. Allow up to 5 minutes for the GPS navigator to obtain a position and the GDL 69A to obtain data.
5. On each MFD, select the Music button.
6. Verify that under Artist “XM DATA LINK FAIL” is not displayed.
7. Select the Next or Previous buttons to change the channel.
8. Verify that music plays on multiple channels.
9. Select the Status button.
10. Verify the Audio ID field has a valid value and is not blank.
11. Verify the Data and Audio signal bars are in the green and that the displayed subscription level is
accurate.

Rev. 5 Page 6-24
6.5 EIS Ground Check
This section contains procedures to verify proper installation, operation, and gauge markings of the EIS.
Begin with the engine off and at ambient temperature.
This section contains some steps applicable only to turboprop or only to reciprocating engines. Follow the
steps that pertain to the aircraft installation.
NOTE
For the purposes of this section, any reference to “GEA” is applicable to the GEA 110 for
reciprocating engines and GEA 71B Enhanced for turboprop.
6.5.1 EIS Gauge Layout and Marking Checks

1. Verify the TXi system in Normal mode.
2. Verify that no red or amber “X” marks are present on any EIS gauge.
3. Verify the gauges in each EIS display match the selected layout using Appendix F.
4. Verify that the instrument gauge markings and ranges match the aircraft data gathered in
Section 5.7.4, Table 5-69, and Table 5-70.
WARNING
Failure to properly configure the EIS gauges per the POH/AFM and other approved data
could result in serious injury, damage to equipment, or death.
6.5.2 EIS Gauge Marking Checks

If the installation was configured with dynamic markings or other advanced EIS features, download and
view the configuration summary to verify the EIS is configured in accordance with approved sources.
1. Insert an SD card into the top slot of the GDU 700/1060.
2. Verify each EIS display is in Configuration mode.
3. From the GDU home page, press SD Save.
4. Enter an appropriate title and press Enter.
5. Insert the SD card into a computer.
6. Open the SD card folder and navigate to the .zip folder.
7. Unzip and open the folder, then navigate to the “configuration_summary” folder.
8. Open the “main_summary.htm” file in a web browser.
9. Navigate to the “EIS Configuration” section.
10. Verify the EIS Gauge Markings and other configuration items match the powerplant limitations
and original gauge markings as described by the POH/AFM.

Rev. 5 Page 6-25
6.5.3 Temperature Sensor Checks
This check applies to all temperature sensors interfaced to the EIS.
1. Verify each EIS display is in Configuration mode.
2. On each display directly wired to the GEA, navigate to Diagnostics → EIS → Sensor Status. Use
Appendix Section A.8 to compare the Sensor Status page port names and functional names.
3. Verify the temperatures being displayed are within ± 2°C of the ambient temperature.
NOTE
If the engine has not had sufficient time to reach ambient temperature, it is necessary to
verify each temperature source independently.
4. CHT, EGT, TIT, TIT2 (if two installed) - Verify each probe is wired to the corresponding cylinder
number by applying heat to each sensor and monitoring the temperature rise on the EIS display.
NOTE
If the temperature decreases when heat is applied, the wire polarity may be reversed.
6.5.4 Manifold Pressure Sensor Check

1. Verify the EIS display is in Configuration mode.
2. On each display directly wired to the GEA 110, navigate to EIS → Gauge.
3. Verify that the manifold pressure gauge does not have a red or amber “X” on it.
4. Verify that the gauge reads ambient pressure ±1 inHg.
NOTE
Estimate the ambient pressure by subtracting 1 inHg for every 1,000 ft of field elevation
from the current barometric pressure.
6.5.5 Oil Pressure Sensor Check

2. On each display directly wired to the GEA, navigate to EIS → Gauge.
3. Verify that the oil pressure gauge does not have a red or amber “X” on it.
4. Verify that the gauge reads 0 ±1 PSI.
6.5.6 Fuel Pressure Sensor Check

3. Verify that the fuel pressure gauge does not have a red or amber “X” on it.
4. Verify that the gauge reads 0 ±1 PSI. It may be necessary to manipulate the throttle/mixture to
reduce residual fuel pressure.
5. If installed, turn on the fuel boost pump and verify the fuel pressure increases. Turn off the boost
pump.

Rev. 5 Page 6-26
6.5.7 Tachometer Check (Reciprocating Only)
3. Verify that the RPM gauge does not have a red or amber “X” on it.
4. Verify that the gauge indicates 0 RPM.
6.5.8 RPM Check (Turboprop Only)

2. On each display directly wired to the GEA 71B Enhanced, navigate to EIS → Gauge.
3. Verify that the Prop RPM and NG gauges do not have a red or amber “X” on them.
4. Verify that the gauges indicate 0 RPM and )%, respectively.
6.5.9 Fuel Quantity Check

3. Verify that the fuel quantity gauge(s) does not have a red or amber “X” on it.
4. Verify the indicated fuel quantities are accurate for each tank.
5. Verify that the unusable fuel quantity established by the aircraft manufacturer is the zero reading
and a red radial is present at zero.
6.5.10 Fuel Flow Sensor Check

3. Verify that the fuel flow gauge (FF) does not have a red or amber “X” on it.
4. Verify that the gauge reads zero fuel flow (i.e., 0 GPH).
6.5.11 Shunt and Voltage Sensor Checks

3. Verify that the shunt/voltage gauge does not have a red or amber “X” on it.
4. Verify all intended gauges are available.
5. Verify that the gauge(s) show the correct aircraft voltage and amperage with the engine off.
NOTE
An alternator load meter may indicate a small current if the alternator field is on.

Rev. 5 Page 6-27
6.5.12 Torque Check
2. On each display directly wired to the GEA 71B Enhanced, navigate to EIS → Gauge.
3. Verify the Torque gauge does not have a red or amber “X” on it.
4. Verify that the gauge indicates 0 FT-LBS (or configured unit).
6.5.13 EIS Discrete Check

If the installation uses EIS discrete inputs (e.g., starter, ignitor, etc.):
1. Verify the EIS dispaly is in Configuration mode.
2. On each display directly wired to the GEA 71B Enhanced or GDU discrete input, navigate to
EIS → Gauge (or Diagnostics → Discrete Inputs if the starter discrete is only used for lighting).
3. Press the Test button for annunciator panel lights.
4. Verify that no discrete inputs are activated.
If the installation uses the torque limter discrete input:
EIS → Gauge.
3. Cycle the torque limiter.
4. Verify the torque redline limit moves as configured.
1. If the installation uses EIS discrete outputs (e.g., ITT, torque, engine caution/warning):Verify the
EIS display is in Configuration mode.
Diagnostics → Discrete Inputs.
3. Cycle the desired discrete between the active and inactive state.
4. Verify the annunciator light turns on and off appropriately.
6.5.14 EIS Engine Run-up Checks

An Engine Run-up Check must be performed to ensure proper installation and configuration of the EIS
sensors and gauges. Always follow engine start-up procedures as provided in the aircraft POH.
CAUTION
If the engine indications are not within operating specifications shortly after starting,
IMMEDIATELY shut down the engine and troubleshoot the problem. Failure to do so may
cause engine damage.
1. Obtain an optical tachometer to monitor propeller RPM.

2. Place the aircraft in an open and clear area appropriate for an extended engine run-up.
3. Follow the engine start-up procedure as outlined in the aircraft POH. Adhere to the required
observations immediately following the start, such as oil pressure within 30 seconds.
4. Verify the appropriate engine gauges respond corresponding to the correct side (left/right) for
multi-engine aircraft.
5. Verify the EIS RPM gauge(s) match the optical tachometer reading ±50 RPM.

Rev. 5 Page 6-28
6. Allow the engine to warm-up and oil temperature to increase to at least 100°F.
7. Verify the engine oil pressure gauge is reading within the green arc.
8. Verify the EIS RPM gauge matches the optical tachometer reading ±50 RPM during all phases of
the engine run-up.
9. Verify the alternator load meter (if installed) and battery charge/discharge ammeter (if installed)
indicate a positive load.
10. Perform individual magneto checks (if applicable) as specified by the aircraft POH. If the RPM
does not drop as expected when switching from both magnetos to one, the P-lead, ignition switch
wiring, or magneto timing is incorrect. Discontinue the test immediately and repair the ignition
system.
11. Perform the engine pre-takeoff run-up checklist in accordance with the aircraft POH.
12. Verify all EIS readings are consistent with normal operation performance.
13. Verify all installed sensors and fittings are free of leaks.

Rev. 5 Page 6-29
6.6 AHRS Calibration Checks
The following section completes the required AHRS calibration and compass swing checks/adjustments.
6.6.1 Magnetometer Calibration

Use the compass rose or a calibrated magnetic sight compass to calibrate the magnetometer. Ensure the
aircraft and compass is located away from magnetic buildings, materials, and other structures. The
accuracy of the AHRS cannot be guaranteed if the calibration is not performed in an area that is free of
metallic structure or objects. Refer to the guidance in the Site Evaluation of Magnetic Disturbances in
Section 6.6.5.
NOTE
The Pitch/Roll Offset Compensation Procedure in Section 5.8.1.1 must be completed prior
to performing this procedure.
Performing the magnetometer calibration removes any previously stored heading offset values. For
multiple AHRS installations, the calibration can be done simultaneously using multiple displays.
1. Start the aircraft engine per the POH/AFM.
2. Taxi the aircraft to a desired calibration area.
3. Power on the display(s) in Configuration mode.
4. Select Magnetometer from the Procedure menu (Home→ Calibration/Test→ Attitude/Heading).
8. Follow the on-screen commands to complete the calibration.
A successful heading calibration point is a full 18-second countdown followed by instruction to move. Due
to the difficulties in executing smooth, accurate turns, the display may incorrectly interpret the approach
heading point and instruct to “HOLD POSITION” prior to full completion of a 30° turn. If this condition is
encountered, use outside references to complete the approximate 30° turn, instead of using the display
instructions of when to complete the turn (use the compass rose radial to make the 30° (±5°) turn
increments). Accurately completing each 30° heading point for the required time as instructed will result in
a successful calibration.
Due to high winds or excessive airframe vibration, the operator may encounter a condition where the
18-second countdown is restarted without full completion of the previous countdown. If this is experienced
more than once for a given heading point, the operator should begin turning to the next station
(approximately 30°). A minimum of two successful heading points per quadrant is required. It may
sometimes be required to hold at a station after a countdown restart. A maximum of 20 heading points are
allowed for the entire calibration procedure. If too many countdown restarts are encountered, the
calibration will fail with the message, “TOO MANY STATIONS”.

Rev. 5 Page 6-30
6.6.2 Compass Swing
After the Magnetometer Calibration Procedure is completed, a compass swing must be performed to verify
the AHRS heading accuracy.
1. With all of the aircraft and avionics systems powered and operating normally, position the aircraft
on a compass rose at a heading 360° (Magnetic North) or select a level and magnetically clean
location and use a calibrated sight compass.
2. With the PFD in Normal mode, navigate to the System Units page.
a. GDU 700P (Menu → System → Units)
b. GDU 1060 (System → Units)
3. Select the Magnetic (°) option from the NAV Angle selection.
4. Return to the main screen.
5. Record the HDG value displayed on the PFD (PFD #1 and PFD #2 for a dual installation) as
indicated in Table 6-6.
6. Record the heading displayed on the standby compass and non-stabilized compass. Verify or
correct the standby compass deviation card.
7. Calculate the heading errors by subtracting the displayed (B) value from the actual (A) value for
each of the headings. If each heading displayed on the PFD (or PFD #1 and PFD #2) is at or within
±3° of the actual heading, no further adjustments are necessary. If one or more of the displayed
heading values are outside this range, further calibration is needed.
8. If all calculated heading errors are between -5° and +5° inclusive, the heading offset procedure can
be used for the Heading Offset Compensation Procedure. Proceed to Section 6.6.2.1.
NOTE
If at least one Heading Error (A-B) is greater than 5°/less than –5°, DO NOT perform the
Heading Offset Procedure in Section 6.6.2.1 until the GMU 44 installation has been
physically corrected.
9. If at least one Heading Error (A-B) is greater than 5°/less than -5°, calculate the average error by
adding all errors and dividing by 12. This is the angle by which the GMU 44 must be physically
rotated to correct the installation.
10. Modify the installation to rotate the GMU 44 by the amount calculated in the previous step. When
looking down at the GMU 44, rotate clockwise for positive values and counterclockwise for
negative values.
11. After physically correcting the GMU 44 installation, repeat the procedures in Section 6.6.1 and
Section 6.6.2.

Rev. 5 Page 6-31
Table 6-6 Heading Verification AHRS (AHRS #1 for dual installations)
Displayed AHRS Standby Compass
Heading (A) Heading Error (A-B)
or AHRS #1 Heading (B) Heading
360° (North)
30°
60°
90°(East)
120°
150°
180°(South)
210°
240°
270°(West)
300°
330°
AHRS #2 (For dual installations only)

Displayed AHRS Standby Compass
Heading (A) Heading Error (A-B)
or AHRS #2 Heading (B) Heading
360° (North)
30°
60°
90°(East)
120°
150°
180°(South)
210°
240°
270°(West)
300°
330°

Rev. 5 Page 6-32
6.6.2.1 Heading Offset Compensation
The Heading Offset Compensation Procedure is not required if it was determined in Section 6.6.2 that all
calculated heading errors are between -3° and +3° inclusive. If at least one heading error was greater than
3° or less than -3°, but all heading errors were between - 5° and +5° inclusive, use the Heading Offset
Compensation Procedure to correct the errors. Otherwise, physically correct the appropriate GMU 44
installation before performing the Heading Offset Compensation Procedure.
NOTE
If the Heading Offset Compensation Procedure must be performed on both AHRS1 and
AHRS2, it is permitted to run the procedure below simultaneously on two displays.
The Magnetometer Calibration Procedure must be performed before the Heading Offset Compensation
Procedure. Performing the magnetometer calibration removes any stored heading offset values.
1. Start the aircraft engine in accordance with the aircraft AFM/POH.
2. Power the displays on in Configuration mode.
3. Select Heading Offset from the Procedure menu (Home→ Calibration/Test→ Attitude/Heading).
7. Follow the on-screen commands to complete the calibration.
6.6.3 Engine Run-Up Vibration Check

The calibration procedures in Section 5.8.1.1 through Section 6.6.2.1 do not have to be completed prior to
performing this procedure.
For dual AHRS installations, the following procedure must be performed for each AHRS on the display it
is wired to. The run-up procedure can be done simultaneously on each display. Follow the prompts on each
display. Initiate the Engine Run-Up Check Procedure by performing the following steps:
1. Select Engine Run-Up Test from the Procedure menu (Home→ Calibration/Test→ Attitude/
Heading).
2. Select the desired AHRS unit to calibrate via the AHRS Unit selection.
3. Follow the Before Test checklist items on the display and select each as they are completed. When
all checklist items have a green check mark, the Test selection will become active.
4. Select Test to begin the procedure.
5. Follow the on-screen commands.
If failures are indicated, the engine run-up check may be repeated up to two more times. If the check does
not pass after three attempts, the installation cannot be considered reliable until the source of the vibration
problem is identified and fixed. In the event of repeated failures during the engine run-up check, record the
values that are reported to be out of range for future reference.
The following are potential causes for a failure of the engine run-up check:
• Vibration motion of AHRS and/or GMU 44 caused by neighboring equipment and/or supports
• Mounting screws and other hardware for AHRS and/or GMU 44 are not firmly attached
• AHRS connector is not firmly attached to unit

Rev. 5 Page 6-33
• Wiring connected to the remotely mounted AHRS or GMU 44 is not firmly secured to supporting
structure
• An engine/propeller is significantly out of balance
After the AHRS calibration is complete, the AHRS attitude and heading information displayed will
become valid within 1 minute of power-up in Normal mode.
6.6.4 Magnetometer Interference Check

For dual AHRS installations, the following procedure must be performed on each AHRS through the
display it is directly wired to. The test can be done simultaneously on each display. Follow the display
prompts.
1. Select the Mag Intf. Test option from the Procedure selection (Home → Calibration/Test →
Attitude/Heading).
3. Complete the Before Calibration steps listed on the display. When all the steps have a green check
mark, the Test selection will become active.
NOTE
The second item on the checklist instructs the operator to have the Magnetic Interference
Test Procedure for the aircraft available. This sequence is listed in Garmin document
AHRS/Magnetometer Installation Considerations (P/N 190-01051-00).
4. Select Test to start the procedure.

5. Follow on-screen commands.
6. Select Test Complete when the test sequence is completed. The results of the test will be
displayed.
8. The MFD (if applicable) informs the operator if the installation has passed or failed the
magnetometer interference test.
9. If the check passes, no further action is required.
If the check fails, the installation is considered unreliable until the source of magnetic interference is
identified and fixed. The Magnetometer Interference Test must be repeated until passed. When the
magnetometer interference check fails, record the three magnetometer maximum deviation values and
their corresponding timestamps. A maximum deviation value greater than 5.0 mGauss in either the X or Y
axes, or greater than 8.0 mGauss in the Z axis, indicates a problem that must be resolved. Compare the
corresponding timestamps with the prepared test sequence to identify which action produced the failure.
Contact Garmin Support for assistance.
Two common reasons for a failed magnetometer interference check are:
• Equipment, wiring, or ferro-magnetic items are installed too close to the GMU 44 Magnetometer
• An electronic device has become grounded through the aircraft structure instead of the proper
ground wire in a twisted shielded pair, especially if the ground return path through the aircraft
structure passes near the GMU 44

Rev. 5 Page 6-34
6.6.5 Site Evaluation of Magnetic Disturbances
Typically, a compass rose is an acceptable location to perform the Magnetometer Calibration Procedure.
However, even an existing compass rose can be evaluated to determine if it is free of magnetic
disturbances. If the evaluation of an existing compass rose indicates that magnetic disturbances are present,
an alternative location must be found to perform the Magnetometer Calibration Procedure.
A G500/G600 TXi-equipped aircraft can be used to evaluate a candidate site for magnetic disturbances and
determine whether it is a suitable location to perform the Magnetometer Calibration Procedure. The
Magnetometer Calibration Procedure itself contains the logic to simultaneously survey the location for
magnetic cleanliness while it is computing the magnetometer calibration parameters.
The G500/G600 TXi-equipped aircraft used to evaluate the site must have already completed the
Pitch/Roll Offset Compensation Procedure (Section 5.8.1.1). The completion of the Magnetometer
Calibration Procedure (Section 6.6.1) is not required. In order to evaluate a site, the Magnetometer
Calibration Procedure must be performed twice: once turning clockwise around the site and once turning
counterclockwise. Both times, the procedure should be conducted as described in Section 6.6.1, with the
exception of the direction of turns around the site.
If, upon completion of the Magnetometer Calibration Procedure in each clockwise and counterclockwise
direction, the PFD displays the “CALIBRATION SUCCESSFUL/SITE IS CLEAN” message, then the
candidate site is sufficiently free of magnetic disturbances and is acceptable for performing the
Magnetometer Calibration Procedure. It is important to obtain successful results in both the clockwise and
counterclockwise directions.
If, upon completion of the Magnetometer Calibration Procedure in either of the two directions, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM” or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too large, and an
alternate site should be used for the AHRS magnetic calibration.

Rev. 5 Page 6-35
6.7 Autopilot Interface Check
Before proceeding with the autopilot interface tests, verify the PFD has been properly configured for the
autopilot (and flight director, if applicable) that is installed. For configuration instructions, see
Appendix C. Only those interfaces that are directly affected by the G500/G600 TXi STC are covered by
this manual; if any other autopilot modifications have been made, those changes are outside the scope of
this STC and must be checked in accordance with the autopilot installation manual.
WARNING
It is important that the PFD be properly configured in order to prevent damage to the
autopilot computer.
6.7.1 Autopilot Engagement Check

This section verifies that the autopilot can be engaged.
1. Verify the TXi system is in Normal mode. Allow the PFD to obtain a valid heading, attitude,
altitude, and GPS location (from the navigator).
2. Verify the GPS navigator is in Normal mode.
3. Engage the autopilot. If the autopilot cannot be engaged, troubleshoot using the instructions in the
autopilot installation manual.
4. For installations utilizing the GAD 43() to provide attitude information to the autopilot, verify that
the autopilot disconnects and the servos disengage (Menu → Test → AP DISC).
5. For all other installations, disengage the autopilot using regular means.
6.7.2 Flight Director Check

This section verifies that the flight director interface between the autopilot computer and the PFD is
functional. This test only needs to be performed if:
◦ An analog/ARINC 429 flight director outputs are being sent to the PFD
◦ The PFD supports the flight director
1. Verify the PFD is in Normal mode.
2. Activate the flight director with the autopilot in Pitch/Roll or Heading/Altitude mode (it is not
necessary for the servos to be engaged for this test).
3. Verify that the flight director is displayed on each PFD. If the flight director is not displayed,
troubleshoot using the guidelines in the G500/G600 TXi maintenance manual.
4. Command the flight director to pitch up.
5. Verify that the command bars move up.
◦ If the flight director response is opposite (i.e., the command bars move down rather than up),
the Pitch Polarity can be changed in Configuration mode (Calibration / Test → Flight
Director → Pitch Polarity).
6. Command the flight director to pitch down.
7. Verify that the command bars move down.
8. Command the flight director to roll right.

Rev. 5 Page 6-36
9. Verify that the command bars move to the right.
◦ If the flight director response is opposite (i.e., the command bars move left rather than right),
the Roll Polarity can be changed in Configuration mode (Calibration / Test → Flight
Director → Roll Polarity).
10. Command the flight director to roll left.
11. Verify that the command bars move to the left.
12. Select Go Around, if equipped.
13. Verify that the command bars center laterally and move to command a climb.
6.7.3 Altitude Preselector Check

In dual PFD installations that utilize a GAD 43e, the Altitude Preselector and Vertical Speed Controller
functions are routed through the GAD 43e from the pilot’s PFD. These functions and associated functions
are available on the copilot’s PFD using the crossfill function. All steps must be conducted on both PFDs
for dual PFD installations. Both displays can be verified simultaneously, if applicable.
6.7.3.1 S-TEC 55X Autopilot without GAD 43e

This test is applicable only for S-TEC autopilots that have the RS-485 altitude preselector input connected
to the GDU 700/1060. The display must be configured for the altitude preselector option. This test verifies
that the altitude preselector is functional. The altitude preselector input to the autopilot is only connected to
the pilot’s PFD for dual PFD installations.
1. Verify the TXi system is in Normal mode (valid air data must be displayed).
2. On the GDU 700/1060, set the selected altitude to match the displayed field elevation plus
approximately 1000 feet.
3. Engage the flight director or autopilot in HDG mode. Press ALT and VS simultaneously on the
control panel to select Altitude Select mode.
4. Verify that “ALT” and “VS” are displayed on the autopilot. If “ALT” is not displayed, the autopilot
is not receiving the RS-485 altitude preselector data from the GDU 700/1060.
5. Disengage the autopilot.
6.7.3.2 Autopilot Using GAD 43e S-TEC ST-360 Emulation (S-TEC 55/55X/60-2/60 PSS/65)
This test verifies that the Altitude Preselector and Vertical Speed Controller functions provided by the
GAD 43e to the autopilot are functional.
2. On the GDU 700P/1060, set the selected altitude bug approximately 500 feet above the current
altitude.
3. Engage the flight director and autopilot and arm ALT mode by pressing VS and ALT
simultaneously on the autopilot controller (“VS” and “ALT” should be displayed on autopilot
controller).
4. On the GDU 700P/1060, adjust the vertical speed bug to +1000 fpm.
5. Verify the flight director commands pitch up and/or the control wheel moves aft.
6. On the GDU 700P/1060, adjust the vertical speed bug to -1000 fpm.
7. Verify the flight director commands pitch down and/or the control wheel moves forward.

Rev. 5 Page 6-37
8. On the GDU 700P/1060, increase the BARO setting so the displayed altitude increases towards the
selected altitude bug.
9. As the selected altitude bug is approached, verify on the GDU 700P/1060 that the selected VS bug
automatically decreases towards zero.
10. After crossing through the selected altitude bug, verify on the autopilot that “VS” has extinguished
and “ALT” remains displayed.
6.7.3.3 Autopilot Using GAD 43e KAS 297B/C Emulation (King KAP 100/150 or KFC 150/
275/325)
This test verifies that the Altitude Preselector and Vertical Speed Controller functions provided by the
GAD 43e to the autopilot are functional.
2. Press the TEST button on the autopilot to run the self-test, if applicable.
3. On the GDU 700P/1060, set the selected altitude approximately 500 feet above the current
altitude.
4. Engage the flight director and autopilot.
5. Engage altitude capture on the GDU 700P/1060 from the ALT menu to arm the selected altitude
(ALT → ALT CAP → ARMD).
6. Engage VS mode on the GDU 700P/1060 from the VS menu (VS → VS ENG → ENGD).
7. Verify that “ALTC” is displayed in white and “VS” is displayed in green on each GDU 700/1060.
8. On the GDU 700P/1060, adjust the vertical speed bug to +1000 fpm.
9. Verify the flight director commands pitch up and/or the control wheel moves aft.
10. On the GDU 700P/1060, adjust the vertical speed bug to -1000 fpm.
11. Verify the flight director commands pitch down and/or the control wheel moves forward.
12. On the GDU 700P/1060, increase the altimeter setting from the BARO menu so the displayed field
elevation increases towards and through the selected altitude (BARO → BARO).
13. After crossing the selected altitude, verify on the GDU 700P/1060 that the green “VS” and white
“ALTC” annunciations have extinguished. A green “ALTC” annunciation may appear briefly
when crossing through the selected altitude.
14. Verify on the autopilot that “ALT” is displayed.

Rev. 5 Page 6-38
6.7.3.4 Autopilot Using GAD 43e AA801A Emulation (Cessna 300B IFCS, 400B IFCS,
800B IFCS, 1000A IFCS)
This test verifies the functionality of the Altitude Preselector provided by the GAD 43e to the autopilot.
2. Change the BARO setting to display a current altitude of 500 ft.
3. Attempt to arm a pre-selected altitude by selecting the altitude bug window → select ALT→ enter
a target altitude bug of 1700 ft → press Enter and verify ALT CAP cannot be engaged.
4. Engage the flight director (FD) on the mode select panel or autopilot (AP) on the autopilot control
unit.
5. Arm the selected altitude by navigating to the altitude bug and press the ALT CAP key to display
“ARMED” on the GDU 700P/1060.
6. Verify that “ARMED” is displayed on the GDU 700P/1060 above the altitude tape.
7. Change the selected altitude below the current altitude (300 ft).
8. Verify the “ARMED” annunciation remains.
9. Change the selected altitude to 1700 ft.
10. Adjust the BARO setting so the displayed altitude increases towards the selected altitude.
11. Verify at 700 feet that the 1000 ft offset alerter annunciates.
12. Verify at 1500 feet that the 200 ft offset alerter annunciates.
13. After crossing the selected altitude, verify “ALT” annunciates on the autopilot mode selector panel
and “ARMED” extinguishes on the GDU 700P/1060.
14. Disengage the autopilot and the flight director.
6.7.3.5 Autopilot Using GAD 43e United Instruments 5506L-S Emulation (Collins APS-65)
This test verifies that the Altitude Preselector function provided by the GAD 43e to the autopilot is
functional.
altitude.
3. Engage the flight director and arm ALT SEL mode. Verify that “ALT SEL” is displayed on the
autopilot mode annunciator and is not flashing.
4. On the GDU 700P/1060, adjust the selected altitude bug while observing the autopilot “ALT SEL”
annunciator.
5. Verify that the “ALT SEL” annunciator flashes while the selected altitude bug is being adjusted.
Return the selected altitude bug to approximately 500 feet above the current altitude.
7. After crossing through the selected altitude, verify on the autopilot mode annunciator that
“ALT SEL” has extinguished and “ALT” is displayed. The transition from “ALT SEL” to “ALT”
may occur before the selected altitude bug is reached.

Rev. 5 Page 6-39
6.7.3.6 Autopilot Using GAD 43e KAS 297 Emulation (Bendix/King KFC 200/250)
This test verifies that the Altitude Preselector functions provided by the GAD 43e to the autopilot are
functional.
2. Engage the flight director by pressing FD on the autopilot controller (“FD” should be displayed on
autopilot annunciator).
3. Using the autopilot mode controller, operate the vertical trim switch in both directions and verify
the flight director command bar moves accordingly.
4. Engage altitude hold mode by pressing ALT on the autopilot controller (“ALT” should be
displayed on autopilot annunciator).
altitude.
6. Engage altitude capture on the GDU 700P/1060 from the ALT menu to arm the selected altitude
(ALT → ALT CAP → ARMD). Verify “ALT” extinguishes on the autopilot annunciator.
7. On the GDU 700P/1060, verify “ALTC” is displayed in white.
8. Press Preflight Test on the autopilot mode control panel.
9. On the GDU 700P/1060, verify that the white “ALTC” annunciation is extinguished.
10. Re-arm the selected altitude (repeat step 6).
11. Press the autopilot go around (GA) switch. Verify “GA” is displayed on the autopilot annunciator.
12. On the GDU 700P/1060, verify that the white “ALTC” annunciation is extinguished.
13. Re-arm the selected altitude (repeat step 6).
15. After crossing through the selected altitude, verify on the GDU 700P/1060 that the white “ALTC”
annunciation is extinguished and the autopilot has engaged altitude hold mode. “ALT” should be
displayed on autopilot annunciator.
NOTE
A green “ALTC” annunciation may appear briefly on the GDU 700P/1060 when crossing
through the selected altitude.
16. Disengage the flight director.

Rev. 5 Page 6-40
6.7.4 Heading and Course Error Check
This section verifies that the heading and course error interface between the GDU 700P/1060 and autopilot
computer is functional. For dual PFD G500/G600 TXi installations, only the pilot’s PFD is wired to the
autopilot, and the following instructions apply only to the pilot’s PFD.
1. Verify the TXi system is in Configuration mode.
2. Navigate to the Autopilot Test page (Calibration/Test → Autopilot Test).
3. On the GDU 700P/1060, engage HDG/CRS Valid.
4. Engage the autopilot in HDG mode.
5. Change HDG Datum to 10°RT.
6. Verify that the control yoke or stick moves to the right.
7. Change HDG Datum to 10°LT.
8. Verify that the control yoke or stick moves to the left.
9. Change HDG Datum to 0°RT.
NOTE
If the control yoke or stick moves in the opposite direction of what is expected, reverse the
Left/Right HDG Polarity on the Autopilot Calibration page and continue the checkout
process.
10. Put the autopilot in NAV mode.

11. Change CRS Datum to 20°RT.
12. Verify that the control yoke or stick moves to the right.
13. Change CRS Datum to 20°LT.
14. Verify that the control yoke or stick moves to the left.
15. Change CRS Datum to 0°RT.
NOTE
If the control yoke or stick moves in the opposite direction of what is expected, reverse the
Left/Right Course Polarity on the Autopilot Calibration page and continue the checkout
process.

Rev. 5 Page 6-41
Figure 6-3 Autopilot Test Page - HDG/CRS Valid
6.7.5 VOR/Localizer and Glideslope Deviation Checks

This test verifies that the lateral deviation, vertical deviation, lateral flag/superflag, and vertical flag/
superflag interfaces between the GDU 700P/1060 and autopilot are correct. Throughout this section, set
either the flag/superflag status depending on which output from the GDU 700P/1060 is connected to the
autopilot.
NOTE
For dual PFD installations, only the pilot’s GDU 700P/1060 is wired to the GAD 43/43e
and the autopilot; the following instructions apply only to the pilot’s PFD.

3. On the GDU 700P/1060, engage HDG/CRS Valid.
4. Engage the autopilot in HDG mode.
5. Open the Deviation dialog box and activate the LAT Flag/Superflag (Deviation → Settings →
LAT).
6. Put the autopilot into APR mode.
7. Set the Lateral Deviation to 30% RT.
8. Verify that the autopilot moves the control yoke or stick to the right.
9. Set the Lateral Deviation to 30% LT.
10. Verify that the autopilot moves the control yoke or stick to the left.
11. Set the Lateral Deviation to 0%.
12. De-select the LAT in the Deviation Flag/Superflag dialog box.

Rev. 5 Page 6-42
13. Verify that the autopilot exits APR mode.
14. Select LAT in the Deviation Flag/Superflag dialog box and set the autopilot back in APR mode, if
necessary.
15. Go to the Autopilot Test page and activate ILS/GPS Approach (Back → ILS/GPS Approach).
16. Open the Deviation dialog box and activate the VERT Flag/Superflag (Deviation → Settings →
VERT).
17. Set the Vertical Deviation to 30% DN.
18. Verify that the autopilot indicates that it is capturing or tracking the glideslope.
19. Verify that the autopilot moves the control yoke or stick forward.
20. Set the Vertical Deviation to 30% UP.
21. Verify that the autopilot moves the control yoke or stick aft.
22. De-select the VERT in the Deviation Flag/Superflag dialog box.
23. Verify that the autopilot indicates that it is no longer capturing or tracking the glideslope.
24. Set the Vertical Deviation to 0% and verify the VERT (Deviation Flag/Superflag) and the LAT
(Deviation Flag/Superflag) are de-selected.
Figure 6-4 Autopilot Test Page - ILS/GPS Approach

Rev. 5 Page 6-43
6.7.6 GPS Roll Steering Check
GPS roll steering is handled in one of three ways:
1. If the autopilot has an ARINC 429 roll steering input, the GDU 700P/1060 can provide
ARINC 429 roll steering directly to the autopilot.
2. If an external roll steering converter has been installed, the GDU 700P/1060 can provide
ARINC 429 roll steering to the converter, which then outputs an analog heading error signal to the
autopilot.
3. The GDU 700P/1060 can provide the roll steering via the heading error output, taking the place of
a separate roll steering converter. The autopilot is left in Heading mode, and the GDU 700P/1060
varies the heading error output to steer the autopilot.
6.7.6.1 ARINC 429 GPS Roll Steering Check

This test verifies that the GPS roll steering interface between the GDU 700P/1060 and the autopilot is
functional.
NOTE

3. Engage GPS Annunciate and GPS Select.
4. Engage the autopilot in GPSS Roll Steering mode. If an external roll steering converter is used,
engage the autopilot in Heading mode and set the roll steering converter to roll steering.
5. Open the Roll Steering dialog box by pressing the Settings button in the ARINC display of the
Autopilot Test page.
6. Set the Roll Steering bank angle to 10°RT.
7. Set GND Speed to 50 KT.
8. Engage GPSS Valid.
9. Verify that the autopilot rolls the control yoke or stick to the right.
10. Set the Bank Angle to 0°RT.
11. Verify that the autopilot rolls the control yoke or stick level.
12. Set the Bank Angle to 10°LT.
13. Verify that the autopilot rolls the control yoke or stick to the left.
14. Set the Bank Angle to 0°RT.
15. Set GND Speed to 0 KT.
16. Disengage GPSS Valid.
17. Disconnect the autopilot.

Rev. 5 Page 6-44
Figure 6-5 Autopilot Test Page - GPSS Roll Steering
6.7.6.2 Analog GPS Roll Steering Check

This check verifies that the GPSS/HDG Control selection is configured correctly. This check is used to
verify the operation of the analog GPS roll steering interface between the GDU 700P/1060 and the
autopilot; although, if the heading error interface is functional, there is no need to verify this interface.
NOTE
NOTE
The heading error check in Section 6.7.4 must be successfully completed prior to checking
the operation of the GDU 700P/1060 Analog GPS roll steering.

2. Use the PFD CDI button to select GPS as the navigation source on the HSI.
3. Switch to GPSS (HDG → AP HEADING REF → GPSS).
4. On PFD #1, verify that “GPSS” is displayed on the PFD.
5. Verify the cyan heading bug is hollowed out on all GDU 700P/1060 PFDs, if dual PFDs are
installed.
6. Switch to HDG (HDG → AP HEADING REF → HDG Bug).
7. Verify that “GPSS” on the PFD is removed.

Rev. 5 Page 6-45
Figure 6-6 HDG - GPSS Selection
The following steps only need to be completed if the Heading Error Test could not be successfully
completed.
GNS 4XXW/5XXW Series and GTN 6XX/7XX Units

Due to the nature of the GNS 4XXW/5XXW and GTN 6XX/7XX self-test operation, it may be difficult to
observe the self-test response. It is recommended that the Heading Error Test be used in place of self-test
operation. Perform the following check for the GPS source that is providing navigation data to the HSI:
1. Verify the GPS unit is in Normal mode.
2. Proceed to the Instrument Panel Self-Test page.
3. Ensure that “GPSS” is displayed in yellow text on the PFD.
4. Engage the autopilot in HDG mode. If possible, engage only the flight director and not the
autopilot servos.
5. If available, verify that the flight director slowly moves back and forth between a right bank and
wings level. If the flight director is not available, verify that the autopilot rolls the control yoke or
stick to the right if AP is engaged.
GNS 480 Navigator

For the GPS source that is providing navigation data to the HSI, do the following:
1. Verify the GNS 480 is in Ground Maintenance mode and go to the Autopilot Test page.
2. Ensure that “GPSS” is displayed in yellow text on the PFD.
3. Set the ROLL/STEER to 10°R.
4. Verify that the autopilot rolls the control yoke or stick to the right.
5. Set the ROLL/STEER to 0°.
6. Verify that the autopilot rolls the control yoke or stick level.
7. Set the ROLL/STEER to 10°L.
8. Verify that the autopilot rolls the control yoke or stick to the left.
9. Disconnect the autopilot.

Rev. 5 Page 6-46
6.7.7 GAD 43(e) Adapter Attitude Check
This section verifies that the attitude interface between the GAD 43/43e and autopilot computer is
functional.
NOTE
1. Power the TXi system in Configuration mode.

2. Select Calibration/Test → GAD 43/43e Test page.
3. Verify Attitude Valid is engaged in the Relays selection.
4. Verify Heading Valid is engaged in the Heading Output selection.
5. Engage the autopilot in PIT/ROLL mode (for autopilots without a ROLL mode, PIT/HDG is
acceptable).
6. Set the Roll Angle to 5° RT.
7. Verify that the control yoke moves counterclockwise or the stick moves to the left.
8. Set the Roll Angle to 5° LT.
9. Verify that the control yoke moves clockwise or stick moves to the right.
10. Set the Pitch Angle to 5° UP.
11. Verify that the control yoke or stick moves forward.
12. Set the Pitch Angle to 5° DN.
13. Verify that the control yoke or stick moves aft.
14. Disengage Attitude Valid on the Relays selection.
15. Verify that the autopilot disconnects.
16. Attempt to re-engage the autopilot.
17. Verify that the autopilot will not engage while the Attitude Valid is disengaged in the Relays
setting.
18. Engage Attitude Valid on the Relays selection.

Rev. 5 Page 6-47
6.7.8 GAD 43(e) Adapter Barometric Correction Check
Most autopilots do not require barometric correction inputs for altitude preselect/capture purposes. This
test must only be performed if the autopilot is installed such that it receives barometric correction
information from the GAD 43(e).
NOTE
The barometric pressure information from the Actively-Changing field is updated at a
once-per-second rate. There may be some lag between the time that the pressure is set and
the time it is updated to the autopilot computer.
This section verifies that the barometric correction interface between the autopilot computer and the
GDU 700P/1060 is functional.
1. Power the TXi system in Normal mode.
2. Wait for the air data and attitude indications to become valid.
3. Adjust the barometric correction so that the altitude displayed on the PFD is a multiple of 100 feet
(e.g., 500 ft, 1300 ft).
4. Select an altitude on the autopilot controller that is 1000 feet above the altitude displayed on the
PFD, and then engage (ARM) the autopilot in Altitude Capture mode.
5. Slowly decrease the GDU 700P/1060 barometric correction so that the altitude displayed on the
PFD increases to simulate a capture of the selected altitude.
6. Verify the autopilot computer captures the selected altitude when you reach the selected altitude as
displayed on the GDU 700P/1060 PFD.
6.7.9 ARINC 429 Attitude/Air Data (S-TEC 1500/2100 Only)

Interfacing to an S-TEC 1500/2100 autopilot requires a dual PFD installation.
2. Verify the S-TEC 1500/2100 autopilot is powered on.
3. Wait for the air data and attitude indications to become valid.
4. Verify that “ATT FAIL” is not annunciated on the autopilot.
6.7.10 Autopilot Mode Annunciations (Garmin GFC 500/600 and KFC 225/275/325 only)
Engage the autopilot and verify that “AP” is displayed in green at the top of the PFD in order to verify that
the autopilot annunciations are configured and wired correctly.

Rev. 5 Page 6-48
6.8 Integrated Standby Check
This check verifies the configuration of the PFD/MFD/EIS and their interfacing with the manual Display
Backup switch, as well as automatic reversion and backup battery for G500/G600 TXi systems configured
for integrated standby instruments. Aircraft not configured for integrated standby instruments do not need
to perform the following check.
WARNING
Failure to configure the intended backup display on the pilot side as STANDBY PFD will
prevent the TXi system from entering Reversion mode correctly and could cause misleading
information to be displayed to the pilot.
NOTE
Displays configured as a STANDBY PFD will power on initially as a PFD while their
corresponding AHRS is aligning and then revert to the function configured for that display
in Normal mode.

2. Verify no amber or red battery icon is displayed on the PFD.
3. Verify that attitude, heading, altitude, and airspeed are displayed normally on the PFD (i.e., no
warning, cautions, or advisories related to these functions).
4. Set the Display Backup switch to the ON position.
a. Verify that standby PFD information is displayed on the backup display (MFD/EIS becomes a
PFD or PFD/EIS composite display).
b. Power down PFD 1 using the power button located in the upper-right corner of the GDU.
c. Select Power Off in the dialog box that appears.
d. Ensure that the attitude, heading, altitude, and airspeed are displayed normally on the standby
PFD (i.e., no warning, cautions, or advisories related to these functions).
e. Power PFD 1 back on.
5. Set the Display Backup switch to AUTO.
6. Verify the system returns to Normal mode (may take up to 2 minutes for AHRS to align after
restoring power to PFD #1).
7. Turn the Aircraft Master switch OFF.
8. Select Battery Backup on the dialog box that appears on PFD #1.
9. Verify PFD #1 remains powered on and all other displays not equipped with a backup battery have
powered off.
10. Ensure that attitude, heading, altitude, and airspeed are displayed on PFD #1 and, if configured,
EIS information is presented on PFD #1 in Composite mode (i.e., no warnings, cautions, or
advisories related to these functions).
11. Turn the Aircraft Master switch ON.
12. Verify the system returns to Normal mode (may take up to 2 minutes for AHRS to align).

Rev. 5 Page 6-49
6.9 Display Backup Mode Check
This check verifies the configuration of the displays as it relates to reversion to Backup mode in the event
of a display failure. Any aircraft configured such that displays should revert to a Backup mode in the event
of a display failure must complete this check.
WARNING
Failure to configure the intended backup display on the pilot side as STANDBY PFD will
prevent the TXi system from entering Reversion mode correctly and could cause misleading
information to be displayed to the pilot.
NOTE
Displays configured as a STANDBY PFD will power on initially as a PFD while their
corresponding AHRS is aligning and then revert to the function configured for that display
in Normal mode.
1. Power the TXi system on in Normal mode.

2. Verify all displays are correctly displaying their configured data (engine does not need to be
running for aircraft equipped with EIS).
3. Power off the EIS display (GDU 700 only) using the power button, if equipped with EIS.
a. Verify that remaining pilot side displays revert to Composite mode.
b. Verify all EIS gauges shown in Composite mode match the configuration of the EIS display.
WARNING
Displays in Composite mode should display the EIS gauges of the display that has been
powered off. If the display reverts to Composite mode, but EIS display does not match the
configuration of the failed display, the TXi system must be factory reset. Save each GDU
configuration to SD and reset the system.
c. Power the EIS display back on and verify the system returns to Normal mode (may take up to
2 minutes).
4. Power off the pilot side MFD (GDU 700P only) using the power button, if equipped with an MFD.
a. If the MFD is not configured as a standby PFD, verify no displays revert to Backup mode.
b. If the MFD is configured as a standby PFD, verify the display reverts to Backup mode.
c. Power the MFD back on.
5. Power off the pilot side PFD (GDU 700P or GDU 1060) using the power button, if equipped with
a pilot side PFD.
a. Verify pilot side MFD or EIS (GDU 700P only) revert to Backup mode and that all flight
information shown on the backup display matches the configuration of the powered off
display.
b. Verify EIS information (if equipped) is displayed in Composite mode on the backup display
and that all EIS gauges match the configuration of the powered off display.
c. Power the pilot side PFD back on and allow AHRS to align.
6. Power off co-pilot side display using the power button, if equipped with a co-pilot display.
a. Verify no displays enter Backup mode.
b. Power co-pilot display back on.

Rev. 5 Page 6-50
6.10 PC-12 Fast/Slow Indication Check (G600 TXi System Only)
1. Move the left AOA transmitter vane to the fully-up position.
2. Verify that the fast/slow pointer on the GDU 700P/1060 (both PFDs if applicable) moves to the
fully-down (slow) position.
3. Move the left AOA transmitter vane to the fully-down position.
Verify that the fast/slow pointer on the GDU 700P/1060 (both PFDs, if applicable) moves to the fully-up
(fast) position.
6.11 Placards and Switch Labeling Check

If any placards were relocated as a result of a display installation, verify the following:
• The font size of the new placard is the same as the old placard it is replacing
• The color of the new placard is identical to the color of the placard it is replacing
• The text on the new placard is identical to the text on the placard it is replacing (it can be arranged
differently as required by space constraints, but the wording must be the same)
• The placard must be legible and not obscured to the pilot by the glareshield, in all flight control
positions, or by any other component in the flight deck
If the new switch labels were added as a result of the TXi installation, verify the following:
• The font size and label is legible from the pilot’s seat
• The labels are legible in all ambient light conditions. In particular, the labels are legible with
ambient flood lighting in darkness
• The switch label must be legible and not obscured to the pilot by the glareshield, in all flight
control positions, or by any other component to include the switch position
If the TXi installation is limited to VFR operation only, and the criteria in Section 2.2 determined a placard
is required, verify the following:
• The text on the placard reads: “AIRCRAFT LIMITED TO VFR.”
• The font is at least 0.25 inches high.
• The placard is legible from the pilot’s seat.
Aircraft with an existing Operating Airspeed Placard, which includes information such as maneuvering
speed, landing gear operating speed, and multi-engine aircraft operating speeds, that was relocated as the
result of installation of the TXi system must have the new placard installed as close to the airspeed display
on the GDU as practical.

Rev. 5 Page 6-51
6.12 EMI/RFI Check
An EMC check must be conducted once the G500/G600 TXi system is installed and all interfaces to
external equipment are verified to be working correctly. The EMC check verifies that the G500/G600 TXi
is not producing unacceptable interference in other avionics systems and other avionics systems are not
producing unacceptable interference in the unit.
1. Enter equipment installed in the aircraft into the Source row and Victim column of the form.
2. Apply power to all avionics systems except for the components that are considered to be part of the
3. Verify all existing avionics systems are functioning properly.
4. Apply power to the G500/G600 TXi system components.
5. Remove power from all other avionics systems.
Before applying power to the next system, wait for the current system start-up sequence to finish.
6. Apply power and/or operate the systems listed on the fillable form, one system at a time.
7. Verify the G500/G600 TXi system functions properly. Verify there are no related messages
displayed.
8. Verify each radio is functioning properly by completing the following:
a. For each VHF COM radio, monitor one local frequency, one remote (far field) frequency, and
one unused frequency.
b. Verify no unintended squelch breaks or audio tones interfere with communications.
c. For each VHF NAV radio, monitor one local frequency, one remote (far field) frequency, and
one unused frequency.
d. Verify there are no guidance errors.
e. Verify no audio tones interfere with the station ID.
9. If an EI FT-60 or an EI FT-90 fuel flow sensor is installed, verify the fuel flow indication is
accurate and the indication does not fluctuate or invalidate the display.
◦ Transmit various modulating tones on each COM radio (e.g., whistling)
◦ See Section 4.7.4.1 for details if the fuel flow indication fluctuates
10. Verify all other avionic systems are functioning properly.

Rev. 5 Page 6-52
‫‪VICTIM‬‬
‫)‪Communication Radio(s‬‬
‫‪Power Plant Instruments‬‬
‫‪Turn and Bank Indicator‬‬
‫‪Vertical Speed Indicator‬‬
‫‪Gov RPM Incr / Decr‬‬

‫)‪Navigation Radio(s‬‬
‫‪Magnetic Compass‬‬
‫‪Airspeed Indicator‬‬
‫‪Heading Indicator‬‬
‫‪Attitude Indicator‬‬
‫‪Radar Altimeter‬‬
‫‪G500/G6007;L‬‬
‫‪Autopilot / SAS‬‬
‫‪Engine Relight‬‬
‫‪OAT Indicator‬‬
‫‪Transponder‬‬
‫‪Audio Panel‬‬
‫‪Eng Deicing‬‬
‫‪Hyd System‬‬
‫‪Pulse Light‬‬
‫‪TAS/TCAS‬‬
‫‪Anti Coll Lt‬‬
‫‪Fuel Valve‬‬
‫‪Generator‬‬
‫‪Pitot Heat‬‬
‫‪Altimeter‬‬
‫‪Ldg Lts‬‬
‫‪Pos Lt‬‬
‫‪Clock‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ‪Attitude Indicator‬‬ ‫܆ ܆ ܆ ܆ ܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ‪Airspeed Indicator‬‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Altimeter‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Vertical Speed‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Indicator‬‬
‫‪Turn and Bank‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Indicator‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ‪Heading Indicator‬‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Magnetic‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Compass‬‬
‫‪Clock‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪OAT Indicator‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Power Plant‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Instruments‬‬
‫‪SOURCE‬‬
‫‪Autopilot / SAS‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Navigation‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫)‪Radio(s‬‬
‫‪Communication‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫)‪Radio(s‬‬
‫‪Engine Relight‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Fuel Valve‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Pitot Heat‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Pulse Light‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Generator‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Pos Lt‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Anti Coll Lt‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Ldg Lts‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Gov RPM Incr /‬‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆ ܆ ܆ ܆ ܆‬
‫‪Decr‬‬
‫‪Eng Deicing‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Hyd System‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ‪Radar Altimeter‬‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪TAS/TCAS‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Transponder‬‬ ‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Audio Panel‬‬ ‫܆܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ‪G500/G6007;L‬‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬ ‫܆‬
‫‪Figure 6-7 Victim/Source Matrix‬‬
‫‪190-01717-B3‬‬ ‫‪G500/G600 TXi Part 23 AML STC Installation Manual‬‬

‫‪Rev. 5‬‬ ‫‪Page 6-53‬‬
6.13 Flight Checks
All checks contained in the previous sections must be completed prior to performing the following flight
checks. The flight checks specified herein must be conducted in Visual Meteorological Conditions (VMC)
by a qualified pilot for the purpose of conducting a return-to-service flight.
6.13.1 PFD Flight Checks

The following items (applicable to the installation) must be verified during flight:
• Display of attitude, airspeed, altitude, and heading on the GDU 700P/1060 while maneuvering
• Display of attitude, airspeed, altitude, and heading on the standby instruments
• Navigation using each GPS and VLOC source on the PFD CDI. For navigation receivers, both
VOR and ILS must be verified
• Audibility of the altitude alerter chime
• Display of OAT
• Display of traffic from any interfaced traffic system
• Display of bearing from any interfaced ADF
• Display of DME distance. If applicable, each NAV used to tune the DME should be selected and
tested
• Display of radar altitude. The radar altitude display must be verified at several heights AGL
throughout the operating range of the radar altimeter
• Display of marker beacon information, if suitable markers exist in the flight test area
• Display of the fast/slow indication (PC-12 only)
6.13.2 MFD Flight Checks

• Display of traffic from any interfaced traffic system
• Display of weather from the GDL 69/69A or FIS-B source
• Control of GDL 69A audio functions
• Display and control of the weather radar
6.13.3 EIS Flight Checks

• All gauges/markings clearly convey the respective engine parameters
• All EIS gauges are within their normal operating range
• No Caution or Warning indications are present
• Gauge indications are appropriate for all flight regimes
• Post-flight check of installed sensors and fittings for leaks
If the AFM/POH has an operating limitation based only on fuel flow, the fuel flow must be accurate within
10% to ensure the limitation is maintained. If the recorded fuel flow and measured fuel flow are out of
tolerance, the K-factor must be adjusted in Configuration mode.
Perform the following:
1. Ensure the fuel lines are purged of air.
2. Record the displayed fuel flow and the measured fuel flow at the same engine settings.

Rev. 5 Page 6-54
◦ Example: Displayed value is 20 GPH, measured value is 24 GPH
3. Determine the offset ratio: Measured / Displayed.
◦ Example: Measured/Displayed = 24/20 = 1.2
4. Inverse the ratio.
◦ Example: 1/1.2 = 0.8333
5. Multiply the inverse by the currently used K-factor in Configuration mode.
◦ Example: Current K-factor 68000, adjusted K-factor is 68000*0.8333 = 56667
6. Enter the adjusted K-factor and reload the sensor.
Tuboprop aircraft only: If propeller RPM indication is erratic at low RPM during startup and shutdown,
observe and note the peak value of the erratic indications (e.g., 200 RPM). In Configuration mode,
configure the propeller RPM Custom Gauge Readout at the peak observed value, up to 200 RPM (refer to
Section 5.7.5.6). Additionally, configure the minimum value of the gauge range to the same peak observed
value (up to 200 RPM).
6.13.4 Autopilot Flight Checks
NOTE
This section applies only to installations in which the G500/G600 TXi system interfaces to
the autopilot.
Once the configuration and ground checks are performed, the autopilot system must be flight tested and
adjusted for the particular airframe, if necessary. This section provides general guidelines for verifying the
autopilot, flight director performance, and any necessary adjustments.
Use the autopilot performance log in Figure 6-9 to document the autopilot performance before and after the
installation of the G500/G600 TXi and, if included, the GAD 43/43e installation.
If the autopilot performance does not adhere to the criteria listed in the center column of the autopilot
performance log contained in Figure 6-9, the autopilot must be serviced in order to meet these criteria, or
customer acknowledgment of the performance must be obtained prior to proceeding with the installation.
6.13.4.1 Flight Director Performance

It is best to evaluate the flight director with the autopilot coupled in order to assess the performance of the
flight director with the autopilot. Evaluate the flight director performance in level flight, turns, climbs, and
descents. Observe any excessive fluctuations in pitch or roll, as well as how closely the autopilot follows
the movements of the flight director.
The flight director performance can be adjusted by changing the settings on the GDU 700P/1060 Flight
Director Calibration page in the Calibration/Test page group while in Configuration mode. For dual PFD
systems, all flight director configuration changes must be made on both displays.

Rev. 5 Page 6-55
6.13.4.2 Autopilot Performance
NOTE
The GAD 43/43e can provide synchro heading and yaw rate outputs. If the autopilot
system is interfaced to the GAD 43/43e, verify turns are coordinated and yaw damp
operation functions properly.
The autopilot performance can be adjusted by changing the settings on the GDU 700P/1060 Autopilot
Configuration page in the Calibration/Test page group while in Configuration mode. For dual PFD
systems, autopilot configuration changes must be made on the pilot’s PFD.
1. To evaluate the autopilot heading performance, center the heading bug and engage the autopilot in
HDG mode. Change the heading bug by at least 45°. The autopilot must follow the heading bug
and roll out smoothly, without undershooting or overshooting the selected heading.
2. To evaluate the autopilot course performance, engage the autopilot in NAV mode. Tune to a NAV
frequency that is out of range and select the corresponding NAV on the CDI. The GDU 700P/1060
will invalidate the lateral deviation signal. Change the course by at least 45°. The autopilot must
turn to the new course and roll out smoothly without undershooting or overshooting the selected
course.
6.13.4.3 Roll Steering Performance

GPS roll steering is handled in one of three ways:
1. If the autopilot has an ARINC 429 roll steering input, the PFD provides ARINC 429 roll steering
directly to the autopilot.
2. If an external roll steering converter has been installed, the PFD provides ARINC 429 roll steering
to the converter, which then outputs an analog heading error signal to the autopilot.
3. The PFD can provide the roll steering via its heading error output, taking the place of a separate
roll steering converter. In this case, the autopilot is left in Heading mode, and the PFD varies the
heading error output to steer the autopilot.
In order to evaluate roll steering performance, perform the following:
1. Set up a GPS flight plan that includes at least two legs with an angle between them.
2. Set the CDI to display the active GPS.
3. Engage the autopilot in GPS Roll Steering mode.
4. If the autopilot uses the heading error input for roll steering, engage the autopilot in HDG mode.
5. Activate GPSS (HDG → AP HDG REF → GPSS).
6. A “GPSS” annunciation will appear on the PFD, as shown in Figure 6-8.
7. Verify that the autopilot flies the airplane smoothly through the turn between the two legs.
Figure 6-8 GPSS Selection Icon on the PFD

Rev. 5 Page 6-56
NOTE
If the Analog Roll Steering function is utilized, the scaling of the output can be adjusted
using the Analog Roll Steering Scaling setting on the Autopilot Settings page. If the
autopilot does not turn sharp enough while in Roll Steering mode, increase the GPSS
Scaler to HDG value. If the autopilot turns too sharp while in Roll Steering mode,
decrease the GPSS Scaler to HDG value.
6.13.4.4 Altitude Preselector Performance (S-TEC 55X)
NOTE
This test is only applicable for S-TEC autopilots that have the RS-485 altitude preselector
input connected to the GDU 700P/1060 and have the altitude preselector option enabled
on the display.
1. Set the altitude preselector on the PFD to climb for an altitude capture.
2. Engage the autopilot in Altitude Select mode by pressing the VS and ALT keys simultaneously.
3. Set a positive vertical speed on the autopilot.
4. Verify that the autopilot climbs and captures the selected altitude.
5. Set the altitude preselector on the PFD to descend for an altitude capture.
6. Set a negative vertical speed on the autopilot.
7. Verify that the autopilot descends and captures the selected altitude.
6.13.4.5 Altitude Preselector Performance
NOTE
This test is applicable only for autopilots that have an internal Altitude Preselector
function and are interfaced to the GAD 43(e) for barometric correction information.
1. Set the selected altitude on the autopilot controller to climb for an altitude capture.
2. Engage the Altitude Capture mode of the autopilot.
3. Set a positive vertical speed on the autopilot, if applicable.
4. Verify that the autopilot climbs and captures the selected altitude.
5. Set the selected altitude on the autopilot controller to descend for an altitude capture.
6. Set a negative vertical speed on the autopilot, if applicable.
7. Verify that the autopilot descends and captures the selected altitude.
6.13.4.6 Yaw Damper Operation

This check is only required if the GDU 700P/1060 or GAD 43(e) is used to replace an existing yaw rate
sensor to provide yaw rate information to the autopilot. During flight, verify that the yaw damp function
operates correctly.

Rev. 5 Page 6-57
6.13.4.7 G500/G600 TXi Autopilot Performance Checkout Log
Completion of this form is required only for installations interfacing to an autopilot.
Aircraft Make and Model: _____________ Aircraft Registration Number: _____________
Autopilot Make and Model: _____________
Autopilot performance prior to G500/G600 TXi Installation
Date: _____________ By: _____________
Function/Mode Criteria Notes

Selected pitch attitude held within ±2°.
Pitch Attitude Hold
Pitch attitude should not oscillate continuously.
Selected roll attitude held within ±3°.

Roll Attitude Hold
Roll attitude should not oscillate continuously.
Selected heading held within ±3°.

Heading Bug Coupling
Heading should not oscillate continuously.
Altitude held within ±100 feet.

Altitude Hold
Altitude should not oscillate continuously.
Selected Altitude Capture Overshoot during altitude capture should not

(Altitude Preselect) exceed 100 feet.
Selected vertical speed held within ±200 FPM.

Vertical Speed Hold
Vertical speed should not oscillate continuously.
Selected airspeed held within ±5 KIAS.

Airspeed Hold Indicated airspeed should not oscillate
continuously.
Lateral deviation from course remain withLQ
VOR Tracking 25% of full scale deflection once established on
course.
Lateral and vertical deviations from course/
ILS/LPV Approach glidepath remain withLQ 25% of full scale
deflection once established.
925/2&*6Fapture performancePXVW
VOR/LOC/GS Capture IXQFWLRQDVLQWHQGHGEHIRUHDQGDIWHUWKH
7;Linstallation
Pitch and roll attitude held as specified by WKH

Go-around
autopilot PDQXIDFWXUHVGDWD
Flight director commands satisfy selected modes

Flight Director
and do not display excessive jitter or oscillation.
Yaw dampening performance PXVWIXQFWLRQDV

Yaw Damp LQWHQGHGEHIRUHDQGDIWHUWKH7;Linstallation

Figure 6-9 Autopilot Performance Checkout Log

Sheet 1 of 2

Rev. 5 Page 6-58
6.13.4.8 G500/G600 TXi Autopilot Performance Checkout Log
Completion of this form is required only for installations interfacing to an autopilot.
Autopilot Performance Following G500/G600 TXi and GAD43(e) Installation

Date: _____________ By: _____________

Function/Mode Criteria Notes
Selected pitch attitude held within ±2°.
Pitch Attitude Hold
Pitch attitude should not oscillate continuously.
Selected roll attitude held within ±3°.

Roll Attitude Hold
Roll attitude should not oscillate continuously.
Selected heading held within ±3°.

Heading Bug Coupling
Heading should not oscillate continuously.
Altitude held within ±100 feet.

Altitude Hold
Altitude should not oscillate continuously.
Selected Altitude Capture Overshoot during altitude capture should not

(Altitude Preselect) exceed 100 feet.
Selected vertical speed held within ±200 FPM.

Vertical Speed Hold
Vertical speed should not oscillate continuously.
Selected airspeed held within ±5 KIAS.

Airspeed Hold Indicated airspeed should not oscillate
continuously.
Lateral deviation from course remain withLQ
VOR Tracking 25% of full scale deflection once established on
course.
Lateral and vertical deviations from course/
ILS/LPV Approach glidepath remain withLQ 25% of full scale
deflection once established.
925/2&*6Fapture performancePXVW
VOR/LOC/GS Capture SHUIRUPDVLQWHQGHGEHIRUHDQGDIWHUWKH
7;LLQVWDOODLWRQ
Pitch and roll attitude held as specified by

Go-around
autopilot PDQXIDFWXUHVGDWD.
Flight director commands satisfy selected modes

Flight Director
and do not display excessive jitter or oscillation.
Yaw dampening performance PXVWIXQFWLRQDV

Yaw Damp LQWHQGHGEHIRUHDQGDIWHUWKH7;Linstallation

General Notes
Figure 6-9 Autopilot Performance Checkout Log

Sheet 2 of 2

Rev. 5 Page 6-59
6.13.5 Flight Log Download
If a GDU 700/1060 is interfaced to a GSU 75, GRS 79, or equipped with and integrated AHRS unit, GSU/
GRS Flight Log data will be available for download to an SD card in the top slot of the GDU. To download
Flight Log data, perform the following steps:
1. Insert an SD card into the top slot of the GDU 700P/1060.
2. Start the GDU in Configuration mode.
3. Access the GSU/GRS Flight Log Downloads page (Diagnostics → AHRS & ADC → GSU/GRS
Flight Log Downloads).
4. Press Select Unit and choose which AHRS unit data should be retrieved from.
5. Select the flight log parameters that should be downloaded by using one of the following buttons:
a. The Log Entry button selects entry by power on count, date, and time.
b. The Log Entry Start button selects log entry start in minutes.
c. The Duration button selects log entry by duration in minutes.
6. Press Download to SD Card.
7. A dialog box will annunciate that the download is complete and the SD card can be removed.

Rev. 5 Page 6-60
6.14 Documentation Checks
All checks contained in the previous sections must be completed prior to performing the following checks.
6.14.1 Airplane Flight Manual Supplement

Ensure that the AFMS is completed and inserted in the AFM or POH.
1. Fill in the specific airplane information on the AFMS cover sheet.
2. In the AFMS Sections 2.32, 2.33.3, and 7.16, fill in all applicable check boxes. More than one box
may be checked, depending upon the installation.
6.14.2 Instructions for Continued Airworthiness

Ensure that the appropriate aircraft information in Appendix A of G500/G600 TXi Part 23 AML STC
Maintenance Manual/ICA (P/N 190-01717-B1) is filled in completely and inserted into the aircraft
permanent records.

Rev. 5 Page 6-61
APPENDIX A CONNECTORS AND PIN FUNCTION
A.1 GDU 700/1060.................................................................................................................................A-2

A.2 GCU 485 ..........................................................................................................................................A-8
A.3 GDC 72 ............................................................................................................................................A-9
A.4 GSU 75 ..........................................................................................................................................A-11
A.5 GRS 79...........................................................................................................................................A-13
A.6 GAD 43..........................................................................................................................................A-15
A.7 GAD 43e ........................................................................................................................................A-17
A.8 GEA 110 ........................................................................................................................................A-21
A.9 GEA 71B Enhanced.......................................................................................................................A-23
A.10 GBB 54 ..........................................................................................................................................A-26
A.11 GMU 44 .........................................................................................................................................A-27
A.12 GTP 59...........................................................................................................................................A-28
This appendix contains connector information and a description of pin functions for all LRUs installed as
part of the G500/G600 TXi STC, with exception of the EIS sensors.
Refer to the LRU TSO installation manuals listed in Table 1-1 for more detailed signal information on each
LRU and manufacturer documentation for EIS sensor information.
All D-sub connectors follow a similar pin numbering scheme as that shown in Figure A-1.
Figure A-1 62 Pin D-sub Connector Numbering Scheme For Female/Male Contacts
(View is from the front of the connector)

Rev. 5 Page A-1
A.1 GDU 700/1060
NOTE
GDU 700 and GDU 1060 displays have identical connectors and pin functions.
The GDU 700/1060 has seven connectors. The mating designators, part numbers, and associated connector
kits are listed in Table A-1.
Table A-1 G500/G600 TXi - GDU 700/1060 Connectors

REF. DES. DESCRIPTION CONN P/N KIT P/N
P1 Conn, HD D-Sub, Male, Str, Mil Crmp Pins, 26 Ckt 330-00626-26 011-03527-00
P5 TNC, Male See Section 3.1.2
P6 TNC, Male See Section 3.1.2
P7 TNC, Male Supplied with antenna
*36
+'9,'(2
+'9,'(2
Figure A-2 GDU 700 Connectors

Rev. 5 Page A-2

*36

+'9,'(2

+'9,'(2

Figure A-3 GDU 1060 Connectors
J1/P1 Connector
Pin Function I/O Pin Function I/O
1 AIRCRAFT POWER 2 IN 14 BATTERY CHARGE OUT OUT
2 AIRCRAFT POWER 2 IN 15 BATTERY GND --
3 AIRCRAFT POWER 2 IN 16 BATTERY RS-232 GND --
4 AIRCRAFT POWER 2 IN 17 USE BATTERY OUT OUT
5 BATTERY CHARGE OUT OUT 18 BATTERY POWER IN IN
6 BATTERY GROUND -- 19 AIRCRAFT POWER 1 IN
7 BATTERY RS-232 IN I/O 20 AIRCRAFT POWER 1 IN
8 BATTERY GND -- 21 AIRCRAFT POWER 1 IN
9 BATTERY POWER IN IN 22 AIRCRAFT POWER 1 IN
10 AIRCRAFT GND -- 23 BATTERY GND --
11 AIRCRAFT GND -- 24 BATTERY RS-232 OUT I/O
12 AIRCRAFT GND -- 25 STANDBY POWER IN IN
13 AIRCRAFT GND -- 26 BATTERY POWER IN IN

Rev. 5 Page A-3
J2/P2 Connector
1 RS-485 1A I/O 23 ETHERNET OUT 4A OUT
2 RS-485 1B I/O 24 GND --
3 LIGHTING BUS HI IN 25 RESERVED IN
4 LIGHTING BUS LO IN 26 MAGNETOMETER GND --
5 OAT POWER OUT 27 RS-232 IN 2 IN
6 OAT PROBE IN HI IN 28 RS-232 IN 1 IN
7 OAT PROBE IN LO IN 29 CONFIG MODULE GND --
8 COMPOSITE VIDEO IN 2 IN 30 CONFIG MODULE CLOCK OUT
9 AUDIO OUT LO OUT 31 ETHERNET IN 1B IN
10 AUDIO OUT HI OUT 32 ETHERNET OUT 1B OUT
COMPOSITE VIDEO GROUND 1
11 -- 33 ETHERNET IN 2B IN
(2)
12 RS-232 GND 2 -- 34 ETHERNET OUT 2B OUT
13 RS-232 GND 1 -- 35 ETHERNET IN 3B IN
14 COMPOSITE VIDEO IN 1 IN 36 ETHERNET OUT 3B OUT
15 CONFIG MODULE PWR OUT 37 ETHERNET IN 4B IN
16 ETHERNET IN 1A IN 38 ETHERNET OUT 4B OUT
17 ETHERNET OUT 1A OUT 39 DEMO MODE SELECT IN
18 ETHERNET IN 2A IN 40 LRU POWER OUT 1 OUT
19 ETHERNET OUT 2A OUT 41 MAGNETOMETER PWR OUT OUT
20 ETHERNET IN 3A IN 42 RS-232 OUT 2 OUT
21 ETHERNET OUT 3A OUT 43 RS-232 OUT 1 OUT
22 ETHERNET IN 4A IN 44 CONFIG MODULE DATA I/O

Rev. 5 Page A-4
J3/P3 Connector
1 DISC OUT 3 HI OUT 32 LATERAL - FLAG OUT --
2 DISC OUT 4 HI OUT 33 VERTICAL - FLAG OUT --
3 RS-232 OUT 3 OUT 34 DISC IN 1 LO IN
4 RS-232 IN 3 IN 35 DISC IN 2 LO IN
5 RS-232 OUT 4 OUT 36 DISC IN 3 LO IN
6 RS-232 IN 4 IN 37 DISC IN 4 LO IN
7 VERTICAL SUPERFLAG OUT OUT 38 ANALOG IN 1B IN
8 LATERAL SUPERFLAG OUT OUT 39 ANALOG IN 1A IN
9 LATERAL +LEFT OUT OUT 40 A/P AC REF LO IN
10 LATERAL + RIGHT OUT OUT 41 A/P AC REF HI IN
11 LATERAL +FLAG OUT OUT 42 FD PITCH UP IN
12 VERTICAL +FLAG OUT OUT 43 DISC OUT 1 LO OUT
13 VERTICAL +UP OUT OUT 44 RS-485 2A I/O
14 VERTICAL +DOWN OUT OUT 45 RS-485 2B I/O
15 A/P COURSE ERROR LO -- 46 RS-485 3A I/O
16 A/P COURSE ERROR HI OUT 47 RS-485 3B I/O
17 A/P HEADING ERROR LO -- 48 DISC OUT 7 LO OUT
18 A/P HEADING ERROR HI OUT 49 DISC OUT 2 LO OUT
19 FD ROLL LEFT IN 50 DISC OUT 5 LO OUT
20 FD ROLL RIGHT IN 51 DISC OUT 6 LO OUT
21 FD PITCH DOWN IN 52 RESERVED --
22 LRU POWER OUT 2 OUT 53 DISC OUT 2 HI OUT
23 GND -- 54 DISC OUT 1 HI OUT
24 GND -- 55 DISC OUT 3 LO OUT
25 RS-232 GND 3 -- 56 DISC OUT 4 LO OUT
26 RS-232 GND 4 -- 57 DISC IN 1 HI IN
27 LRU POWER OUT 3 OUT 58 DISC IN 2 HI IN
28 TIME MARK IN 2A IN 59 DISC IN 3 HI IN
29 TIME MARK IN 2B IN 60 DISC IN 4 HI IN
30 TIME MARK IN 1A IN 61 RS-485 4A I/O
31 TIME MARK IN 1B IN 62 RS-485 4B I/O

Rev. 5 Page A-5
J4/P4 Connector
1 ARINC 429 IN 1A IN 40 GLIDESLOPE #2 +FLAG IN
2 ARINC 429 IN 2A IN 41 GLIDESLOPE #2 -FLAG IN
3 ARINC 429 IN 3A IN 42 GLIDESLOPE #1 +FLAG IN
4 ARINC 429 IN 4A IN 43 GLIDESLOPE #1 -FLAG IN
5 ARINC 429 IN 5A IN 44 ANALOG OUT 1B OUT
6 ARINC 429 IN 6A IN 45 ANALOG OUT 1A OUT
7 ARINC 429 IN 7A IN 46 RS-485 5A I/O
8 ARINC 429 IN 8A IN 47 ARINC 708/453 IN 1A IN
9 ARINC 429 IN 9A IN 48 ARINC 708/453 IN 1B IN
10 ARINC 429 IN 10A IN 49 ARINC 708/453 IN TERM A --
11 ARINC 429 IN 11A IN 50 ARINC 708/453 IN TERM B --
13 RS-232 IN 7 IN 52 DISC OUT 10 LO OUT
14 RS-232 OUT 7 OUT 53 ARINC 429 OUT 1A OUT
15 RS-232 GND 6 -- 54 ARINC 429 OUT 2A OUT
16 RS-232 IN 6 IN 55 ARINC 429 OUT 3A OUT
18 RS-232 GND 5 -- 57 ADF X/COS IN IN
19 RS-232 IN 5 IN 58 ADF Y/SIN IN IN
20 RS-232 OUT 5 OUT 59 ADF DC REF IN IN
21 ARINC 429 IN 1B IN 60 DISC OUT 13 LO OUT
22 ARINC 429 IN 2B IN 61 DISC OUT 8 LO OUT
23 ARINC 429 IN 3B IN 62 GLIDESLOPE #2 +UP IN IN
24 ARINC 429 IN 4B IN 63 GLIDESLOPE #2 +DN IN IN
25 ARINC 429 IN 5B IN 64 GLIDESLOPE #1 +UP IN IN
26 ARINC 429 IN 6B IN 65 GLIDESLOPE #1 +DN IN IN
27 ARINC 429 IN 7B IN 66 RS-485 5B I/O
28 ARINC 429 IN 8B IN 67 VOR/LOC COMPOSITE #1 LO IN
29 ARINC 429 IN 9B IN 68 VOR/LOC COMPOSITE #1 HI IN
30 ARINC 429 IN 10B IN 69 VOR/LOC COMPOSITE #2 LO IN
31 ARINC 429 IN 11B IN 70 VOR/LOC COMPOSITE #2 HI IN
32 RESERVED -- 71 DISC OUT 11 LO OUT
34 RS-232 IN 8 IN 73 ARINC 429 OUT 1B OUT
35 RS-232 OUT 8 OUT 74 ARINC 429 OUT 2B OUT
36 DISC IN 5 LO IN 75 ARINC 429 OUT 3B OUT
38 DISC IN 7 LO IN 77 ARINC 429 OUT 5A OUT

Rev. 5 Page A-6
J5/P5 Connector
Pin Name I/O
N/A HD VIDEO IN 1 --
J6/P6 Connector
Pin Name I/O
N/A HD VIDEO IN 2 --
J7/P7Connector
Pin Name I/O
N/A BACKUP GPS ANT --

Rev. 5 Page A-7
A.2 GCU 485
The GCU 485 has one connector. The mating designator, part number, and associated connector kit are
listed in Table A-2.
Table A-2 G500/G600 TXi - GCU 485 Connectors

P4851 Conn, Male, HD D-Sub, 15 Ckt 330-00366-15 011-01824-00
Figure A-4 GCU 485 Connector
J4851/P4851 Connector
Pin Function I/O
1 RS-232 OUT 1 OUT
2 RS-232 IN 1 IN
3 RS-232 OUT 2 OUT
4 RS-232 IN 2 IN
5 POWER GROUND --
6 SIGNAL GROUND --
7 AIRCRAFT POWER 1 IN
8 SIGNAL GROUND --
9 AIRCRAFT POWER 2 IN
10 CONTROL UNIT REMOTE POWER OFF IN
11 LIGHTING BUS HI IN
12 LIGHTING BUS LO IN
13 RESERVED --
14 RESERVED --
15 POWER GROUND --

Rev. 5 Page A-8
A.3 GDC 72
The GDC 72 has one connector. The mating designator, part number, and associated connector kit are
Table A-3 G500/G600 TXi - GDC 72 Connectors

Conn, HD D-Sub, Male, Str, Mil Crp, Sealed,
P721 330-00776-78 011-03735-00
w/ GND Indents, 78 Pin
Figure A-5 GDC 72 Connector

Rev. 5 Page A-9
J721/P721 Connector
1 ARINC 429 OUT 1A OUT 40 RESERVED --
2 ARINC 429 OUT 1B OUT 41 RESERVED --
3 ARINC 429 OUT 2A OUT 42 ARINC 429 IN 1A IN
4 OAT LO IN 43 ARINC 429 IN 1B IN
5 OAT HI IN 44 ARINC 429 IN 2A IN
6 OAT PWR OUT 45 RESERVED --
9 ARINC 429 OUT 3B OUT 48 SIGNAL GND --
10 RESERVED -- 49 ARINC 429 OUT 2A OUT
11 RESERVED -- 50 ARINC 429 OUT 2B OUT
12 RESERVED -- 51 RESERVED --
14 AIRCRAFT PWR1 IN 53 CONFIG MODULE PWR OUT
15 SIGNAL GND -- 54 CONFIG MODULE DATA I/O
16 AIRCRAFT PWR2 IN 55 CONFIG MODULE CLOCK OUT
17 RS-232 OUT 2 OUT 56 DISCRETE IN 1* IN
18 RS-232 IN 2 IN 57 SYS ID 2* IN
19 RESERVED I/O 58 RESERVED --
20 RESERVED I/O 59 RESERVED --
23 ARINC 429 OUT 2B OUT 62 ARINC 429 IN 3A IN
24 SIGNAL GND -- 63 ARINC 429 IN 3B IN
25 RESERVED -- 64 ARINC 429 IN 2B IN
26 SIGNAL GND -- 65 RESERVED --
29 RESERVED -- 68 RS-232 GND 1 --
30 SIGNAL GND -- 69 RS-232 OUT 1 OUT
31 SIGNAL GND -- 70 RS-232 IN 1 IN
34 AIRCRAFT GND 1 -- 73 SIGNAL GND --
35 SPARE -- 74 CONFIG MODULE GND --
36 AIRCARFT GND 2 -- 75 SYS ID 1* IN
37 RS-232 GND 2 -- 76 DISCRETE IN 3* IN
38 RESERVED -- 77 DISCRETE IN 4 IN
39 RESERVED -- 78 DISCRETE IN 2* IN
* Indicates Active-Low

Rev. 5 Page A-10
A.4 GSU 75
The GSU 75 has one connector. The mating designator, part number, and associated connector kit are listed
in Table A-4.
Table A-4 G500/G600 TXi - GSU 75 Connectors

Conn, HD D-Sub, Male, Str, Mil Crp, Sealed,
P751 330-00776-78 011-03109-00
Figure A-6 GSU 75 Connector

Rev. 5 Page A-11
J751/P751 Connector
1 ARINC 429 OUT (ADC) 1A OUT 40 PPS IN 1 B IN
2 ARINC 429 OUT (ADC) 1B OUT 41 PPS IN 2 A IN
3 ARINC 429 OUT (ADC) 2A OUT 42 ARINC 429 IN (ADC) 1A IN
4 OAT LO IN 43 ARINC 429 IN (ADC) 1B IN
5 OAT HI IN 44 ARINC 429 IN (ADC) 2A IN
6 OAT PWR OUT 45 ARINC 429 IN (AHRS) 1A IN
7 ARINC 429 OUT (ADAHRS) 1B OUT 46 ARINC 429 IN (AHRS) 1B IN
8 ARINC 429 OUT (ADAHRS) 3A OUT 47 ARINC 429 IN (AHRS) 3A IN
9 ARINC 429 OUT (ADAHRS) 3B OUT 48 SIGNAL GND --
10 RS-422 IN A IN 49 ARINC 429 OUT (ADAHRS) 2A OUT
11 RS-422 IN B IN 50 ARINC 429 OUT (ADAHRS) 2B OUT
12 RS-232 OUT (AHRS) 3 OUT 51 RS-232 OUT (AHRS) 1 OUT
13 MAGNETOMETER PWR OUT OUT 52 RS-232 IN (AHRS) 1 IN
14 AIRCRAFT PWR 1 IN 53 CONFIG MODULE PWR OUT
16 AIRCRAFT PWR 2 IN 55 CONFIG MODULE CLOCK OUT
17 RS-232 OUT (ADC) 2 OUT 56 DISCRETE IN 1* IN
18 RS-232 IN (ADC) 2 IN 57 SYS ID 2* IN
19 RESERVED I/O 58 RESERVED IN
20 RESERVED I/O 59 RESERVED I/O
21 ARINC 429 OUT (ADC) 3A OUT 60 PPS IN 1 A IN
22 ARINC 429 OUT (ADC) 3B OUT 61 PPS IN 2 B IN
23 ARINC 429 OUT (ADC) 2B OUT 62 ARINC 429 IN (ADC) 3A IN
24 GND -- 63 ARINC 429 IN (ADC) 3B IN
25 PPS SELECT IN 64 ARINC 429 IN (ADC) 2B IN
26 SIGNAL GND -- 65 ARINC 429 IN (AHRS) 2A IN
27 ARINC 429 OUT (ADAHRS) 1A OUT 66 ARINC 429 IN (AHRS) 2B IN
28 ARINC 429 OUT (ADAHRS) 3A OUT 67 ARINC 429 IN (AHRS) 3B IN
29 ARINC 429 OUT (ADAHRS) 3B OUT 68 RS-232 GND (ADC) 1 --
30 SIGNAL GND -- 69 RS-232 OUT (ADC) 1 OUT
31 RS-232 GND (AHRS) 3 -- 70 RS-232 IN (ADC) 1 IN
32 RS-232 GND (AHRS) 1 -- 71 RS-232 OUT (AHRS) 2 OUT
33 MAGNETOMETER GND -- 72 RS-232 IN (AHRS) 2 IN
34 AIRCARFT GND 1 -- 73 RS-232 GND (AHRS) 2 --
35 RESERVED -- 74 CONFIG MODULE GND --
36 AIRCARFT GND 2 -- 75 SYS ID 1* IN
37 RS-232 GND (ADC) 2 -- 76 DISCRETE IN 3* IN
39 RESERVED I/O 78 DISCRETE IN 2* IN

Rev. 5 Page A-12
A.5 GRS 79
The GRS 79 has one connector. The mating designator, part number, and associated connector kit are listed
in Table A-5.
Table A-5 G500/G600 TXi - GRS 79 Connectors

Conn, HD D-Sub, Male, Str, Mil Crmp, Sealed,
P791 330-00776-78 011-03733-00
Figure A-7 GRS 79 Connector

Rev. 5 Page A-13
J791/P791 Connector
1 ARINC 429 OUT 1A OUT 40 PPS IN 1 B IN
2 ARINC 429 OUT 1B OUT 41 PPS IN 2 A IN
6 RESERVED -- 45 ARINC 429 IN 1A IN
7 ARINC 429 OUT 1B OUT 46 ARINC 429 IN 1B IN
8 ARINC 429 OUT 3A OUT 47 ARINC 429 IN 3A IN
9 ARINC 429 OUT 3B OUT 48 SIGNAL GND --
10 RS-422 IN A IN 49 ARINC 429 OUT 2A OUT
11 RS-422 IN B IN 50 ARINC 429 OUT 2B OUT
12 RS-232 OUT 3 OUT 51 RS-232 OUT 1 OUT
13 MAGNETOMETER PWR OUT 52 RS-232 IN 1 IN
14 AIRCRAFT PWR 1 IN 53 CONFIG MODULE PWR OUT
16 AIRCRAFT PWR 2 IN 55 CONFIG MODULE CLOCK OUT
17 RESERVED -- 56 DISCRETE IN 1* IN
18 RESERVED -- 57 SYS ID 2* IN
19 RESERVED I/O 58 RESERVED IN
20 RESERVED I/O 59 RESERVED I/O
21 ARINC 429 OUT 3A OUT 60 PPS IN 1 A IN
22 ARINC 429 OUT 3B OUT 61 PPS IN 2 B IN
25 PPS SELECT IN 64 RESERVED --
26 SIGNAL GND -- 65 ARINC 429 IN 2A IN
27 ARINC 429 OUT 1A OUT 66 ARINC 429 IN 2B IN
28 RESERVED -- 67 ARINC 429 IN 3B IN
29 RESERVED -- 68 SIGNAL GND --
31 RS-232 GND 3 -- 70 RESERVED --
32 RS-232 GND 1 -- 71 RS-232 OUT 2 OUT
33 MAGNETOMETER GND -- 72 RS-232 IN 2 IN
34 POWER GND -- 73 RS-232 GND 2 --
35 RESERVED -- 74 CONFIG MODULE GND --
36 POWER GND -- 75 SYS ID 1* IN
37 SIGNAL GND -- 76 DISCRETE IN 3* IN
39 RESERVED I/O 78 DISCRETE IN 2* IN

Rev. 5 Page A-14
A.6 GAD 43
The GAD 43 has one connector. The mating designator, part number, and associated connector kit are
Table A-6 G500/G600 TXi - GAD 43 Connectors

P431 Conn, D-Sub, Mil Crimp Socket, 50 Ckt 330-00502-50 011-01990-00
NOTE
The 26 VAC reference input must produce a sinusoidal, low-noise waveform. A square
wave is not acceptable. The 26 VAC output from the GAD can source up to 300 milliamps
of current.
Figure A-8 GAD 43 Connector

Rev. 5 Page A-15
J431/P431 Connector
1 RESERVED -- 26 WXR ROLL OUT LO (50 mV/deg) --
2 HEADING VALID OUT* OUT 27 SPARE DISC IN* 2 / DC REF IN IN
3 ATTITUDE VALID RELAY NO -- 28 WXR ROLL OUT HI (50 mV/deg) OUT
4 ATTITUDE VALID RELAY NC -- 29 ROLL DC OUT OUT
5 AP INTERLOCK RELAY COMMON -- 30 ROLL SYNCHRO OUT X OUT
6 +26 VDC OUT OUT 31 PITCH SYNCHRO OUT X OUT
7 HDG SYNCHRO OUT Y OUT 32 ARINC 429 IN B IN
8 HDG SYNCHRO OUT X OUT 33 RS-232 OUT OUT
9 10VAC REF IN HI IN 34 26VAC LO --
10 10VAC REF IN LO IN 35 5VAC OUT LO --
11 SPARE DISC OUT* 2 OUT 36 5VAC OUT HI OUT
12 WXR PITCH OUT HI OUT 37 115VAC REF IN LO IN
13 PITCH DC OUT OUT 38 115VAC REF IN HI IN
14 ROLL SYNCHRO OUT Y OUT 39 26VAC REF IN HI IN
15 PITCH SYNCHRO OUT Y OUT 40 YAW RATE / BARO CORRECTION GND --
16 ARINC 429 IN A IN 41 HDG SYNCHRO OUT Z OUT
17 RS-232 IN IN 42 PITCH AC OUT LO --
18 26VAC OUT HI OUT 43 WXR PITCH OUT LO --
19 YAW RATE / BARO CORRECTION OUT OUT 44 ROLL SYNCHRO OUT Z --
20 ATTITUDE VALID RELAY COMMON -- 45 PITCH SYNCHRO OUT Z OUT
21 AP INTERLOCK RELAY VALID NC -- 46 RS-232 GND --
22 AP INTERLOCK RELAY VALID NO -- 47 AIRCRAFT GROUND --
23 ROLL AC OUT HI OUT 48 AIRCRAFT GROUND --
24 PITCH AC OUT HI OUT 49 AIRCRAFT POWER 1 IN
25 ROLL AC OUT LO -- 50 AIRCRAFT POWER 2 IN

Rev. 5 Page A-16
A.7 GAD 43e
The GAD 43e has three connectors. The mating designators, part numbers, and associated connector kit
are listed in Table A-7.
Table A-7 G500/G600 TXi - GAD 43e Connectors

P431 Conn, D-Sub, Mil Crimp Socket, 50 Ckt 330-00502-50 011-02350-00
NOTE
The 26 VAC reference input must produce a sinusoidal, low-noise waveform. A square
wave is not acceptable. The 26 VAC output from the GAD can source up to 300 milliamp
of current.
Figure A-9 GAD 43e Connectors

Rev. 5 Page A-17
J431/P431
1 RESERVED -- 26 WXR ROLL OUT LO (50 mV/deg) --
2 HEADING VALID OUT* OUT 27 SPARE DISC IN* 2 / DC REF IN IN
3 ATTITUDE VALID RELAY NO -- 28 WXR ROLL OUT HI (50 mV/deg) OUT
4 ATTITUDE VALID RELAY NC -- 29 ROLL DC OUT OUT
5 AP INTERLOCK RELAY COMMON -- 30 ROLL SYNCHRO OUT X OUT
6 +26 VDC OUT OUT 31 PITCH SYNCHRO OUT X OUT
7 HDG SYNCHRO OUT Y OUT 32 ARINC 429 IN B IN
8 HDG SYNCHRO OUT X OUT 33 RS-232 OUT OUT
9 10VAC REF IN HI IN 34 26VAC LO --
10 10VAC REF IN LO IN 35 5VAC OUT LO --
11 SPARE DISC OUT* 2 OUT 36 5VAC OUT HI OUT
12 WXR PITCH OUT HI OUT 37 115VAC REF IN LO IN
13 PITCH DC OUT OUT 38 115VAC REF IN HI IN
14 ROLL SYNCHRO OUT Y OUT 39 26VAC REF IN HI IN
15 PITCH SYNCHRO OUT Y OUT 40 YAW RATE / BARO CORRECTION GND --
16 ARINC 429 IN A IN 41 HDG SYNCHRO OUT Z OUT
17 RS-232 IN IN 42 PITCH AC OUT LO --
18 26VAC OUT HI OUT 43 WXR PITCH OUT LO --
19 YAW RATE / BARO CORRECTION OUT OUT 44 ROLL SYNCHRO OUT Z --
20 ATTITUDE VALID RELAY COMMON -- 45 PITCH SYNCHRO OUT Z OUT
21 AP INTERLOCK RELAY VALID NC -- 46 RS-232 GND --
22 AP INTERLOCK RELAY VALID NO -- 47 AIRCRAFT GROUND --
23 ROLL AC OUT HI OUT 48 AIRCRAFT GROUND --
24 PITCH AC OUT HI OUT 49 AIRCRAFT POWER 1 IN
25 ROLL AC OUT LO -- 50 AIRCRAFT POWER 2 IN

Rev. 5 Page A-18
J432/P432 Connector
1 ALTITUDE PRESELECT DATA I/O 40 DME RQST HI / DME SYNC IN HI I/O
2 GROUND -- 41 DME RQST LO / DME SYNC IN LO I/O
3 RS-232 IN 2 IN 42 DME RNAV RQST OUT OUT
5 RS-232 GND 2 -- 44 ARINC 429 OUT 1B OUT
6 OUTER MARKER EXT LAMP IN IN 45 GROUND --
7 MIDDLE MARKER EXT LAMP IN IN 46 ILS ENERGIZE #1 IN* IN
8 INNER MARKER EXT LAMP IN IN 47 ILS ENERGIZE #2 IN* IN
GLIDESLOPE #1 VALID IN / GA-GS
9 RADAR ALT VALID IN IN 48 IN
VALID IN [1]
10 GROUND -- 49 GLIDESLOPE #2 VALID IN IN
11 ALT LIGHT* [2] IN 50 DME EXT TUNE K50 IN IN
12 RESERVED -- 51 DME SUPERFLAG IN IN
13 GS LIGHT* [2] IN 52 DME HOLD OUT* OUT
14 GO AROUND SWITCH* [2] IN 53 ALT HOLD* OUT
15 GROUND -- 54 GROUND --
17 VS CMD OUT 56 ALT SWITCH IN [2] IN
18 GROUND -- 57 ALT SWITCH OUT [2] OUT
19 ALTITUDE ERROR OUT + OUT 58 PRESELECT MON+ POWER IN
20 ALTITUDE ERROR OUT - OUT 59 PRESELECT MON+ OUT OUT
21 ALTITUDE PRESELECT CLOCK I/O 60 DME CLOCK HI I/O
22 GROUND -- 61 DME CLOCK LO I/O
23 DME ARINC 429 IN A IN 62 DME DATA HI I/O
24 DME ARINC 429 IN B IN 63 DME DATA LO I/O
25 GROUND -- 64 AIRCRAFT GROUND --
26 RESERVED -- 65 DME EXT TUNE M8/MA/M0 IN IN
27 RESERVED -- 66 DME EXT TUNE M4/ME/M1 IN IN
28 RESERVED -- 67 DME EXT TUNE M2/MC/M2 IN IN
29 RESERVED -- 68 DME EXT TUNE M1/MD/M3 IN IN
30 PRESELECT ADDR 0 / AP DISC SW IN 69 DME EXT TUNE K800/KA/K0 IN IN
31 PRESELECT ADDR 1 IN 70 DME EXT TUNE K400/KE/K1 IN IN
32 GROUND -- 71 DME EXT TUNE K200/KC/K2 IN IN
33 RESERVED -- 72 DME EXT TUNE K100/KD/K3 IN IN
34 VS SELECT CTRL* / KNOB IN MOTION* OUT 73 GROUND --
35 DME COM NAV 1* / CH 1-2 SELECT* I/O 74 RESERVED --
36 DME COM NAV 2* I/O 75 RESERVED --
37 VERT TRIM SWITCH IN [2] IN 76 GROUND --
38 GROUND -- 77 FD SWITCH IN [2] IN
39 VERT TRIM SWITCH OUT [2] OUT 78 FD SWITCH OUT [2] OUT
Notes:
[1] GA-GS Valid In is available with expansion board software version 2.30 or later.
[2] Available with expansion board software version 2.20 or later.

Rev. 5 Page A-19
J433/P433 Connector
Pin Function I/O
1 VOR/LOC COMPOSITE #1 HI IN
2 VOR/LOC COMPOSITE #1 LO IN
3 VOR/LOC COMPOSITE #2 HI IN
4 VOR/LOC COMPOSITE #2 LO IN
5 GROUND --
6 GLIDESLOPE #1 +UP IN IN
7 GLIDESLOPE #1 +DN IN IN
8 GLIDESLOPE #2 +UP IN IN
9 GLIDESLOPE #2 +DN IN IN
10 RESERVED --
11 GROUND --
12 ADF BEARING X IN
13 ADF BEARING Y IN
14 ADF BEARING Z (GND) --
15 RADAR ALT IN HI IN
16 RADAR ALT IN LO IN
17 GROUND --
18 GROUND --
19 FD PITCH UP OUT/GS #2 VALID OUT OUT
20 FD PITCH DOWN OUT (GND) --
21 FD ROLL RIGHT OUT/GS #1 VALID OUT OUT
22 FD ROLL LEFT OUT (GND) --
23 FD PITCH UP IN/GS #2 +FLAG IN
24 FD PITCH DOWN IN/GS #2 -FLAG IN
25 FD ROLL RIGHT IN/GS #1 +FLAG IN
26 FD ROLL LEFT IN/GS #2 -FLAG IN

Rev. 5 Page A-20
A.8 GEA 110
The GEA 110 has two connectors. The mating designators, part numbers, and associated connector kits are
Table A-8 G500/G600 TXi - GEA 110 Connectors

Conn, Hi Dens, D-Sub, Mil Crmp, 15 Ckt 330-00185-15 011-03527-50
P1101 Conn, HD D-Sub, Male, Str, Mil Crp contacts
330-01384-00 011-03527-51
included, sealed, 15 Pin
Conn, Hi Dens, D-Sub, Mil Crp, 78 Ckt 330-00185-75 011-03527-50
P1102 Conn, HD D-Sub, Male, Str, Mil Crp, Sealed,
330-00776-78 011-03527-51
CAUTION
Ensure the 15 pin HD D-Sub connector is orientated properly; if the connector is installed
upside down, it can cause damage to the GEA 110.
Figure A-10 GEA 110 Connectors
Pin Function I/O
1 AIRCRAFT PWR 1 IN
2 RESERVED IN
3 DISCRETE OUT 1 OUT
4 RS-485 2A I/O
5 RS-485 1A I/O
6 AIRCRAFT PWR 2 IN
7 RESERVED OUT
8 DISCRETE OUT 2 OUT
9 RS-485 2B I/O
10 RS-485 1B I/O
11 DISCRETE IN 5 IN
12 SYS ID #1 IN
13 SYS ID #2 IN
14 POWER GND --
15 POWER GND --

Rev. 5 Page A-21
1 CHT 1 (+) IN 40 EGT 1 (+) IN
2 CHT 2 (+) IN 41 EGT 2 (+) IN
3 CHT 3 (+) IN 42 EGT 3 (+) IN
4 CHT 4 (+) IN 43 EGT 4 (+) IN
5 CHT 5 (+) IN 44 EGT 5 (+) IN
6 CHT 6 (+) IN 45 EGT 6 (+) IN
7 GENERAL PURPOSE 1 (+) IN 46 CARB TEMP (+) IN
8 GENERAL PURPOSE 2 (+) IN 47 OIL TEMP (+) IN
9 +10 VDC OUT 48 OIL PRESSURE (+) IN
10 FUEL PRESSURE (+) IN 49 SIGNAL GND --
11 DISCRETE IN 1 IN 50 MANIFOLD PRESSURE (+) IN
FUEL QUANTITY 1 /
12 IN 51 DISCRETE IN 3 IN
GENERAL PURPOSE 3 (+)
FUEL QUANTITY 3 / FUEL QUANTITY 2 /
13 IN 52 IN
GENERAL PURPOSE 5 (+) GENERAL PURPOSE 4 (+)
FUEL QUANTITY 4 /
14 SIGNAL GND IN 53 IN
GENERAL PURPOSE 6 (+)
15 FUEL FLOW 1 IN 54 SIGNAL GND --
16 FUEL FLOW 2 IN 55 SHUNT 1 (-) IN
17 +12 VDC OUT 56 SHUNT 2 (-) IN
18 RPM IN 1 (+) IN 57 BUS 1 IN
19 RPM IN 2 (+) IN 58 BUS 2 IN
20 CONFIG. MODULE PWR OUT 59 CONFIG MODULE CLOCK OUT
21 CHT 1 (-) IN 60 EGT 1 (-) IN
22 CHT 2 (-) IN 61 EGT 2 (-) IN
23 CHT 3 (-) IN 62 EGT 3 (-) IN
24 CHT 4 (-) IN 63 EGT 4 (-) IN
25 CHT 5 (-) IN 64 EGT 5 (-) IN
26 CHT 6 (-) IN 65 EGT 6 (-) IN
27 GENERAL PURPOSE 1 (-) IN 66 CARB TEMP (-) IN
28 GENERAL PURPOSE 2 (-) IN 67 OIL TEMP (-) IN
29 +5 VDC OUT 68 OIL PRESSURE (-) IN
30 FUEL PRESSURE (-) IN 69 +12 VDC OUT
31 DISCRETE IN 2 IN 70 MANIFOLD PRESSURE (-) IN
FUEL QUANTITY 1 /
32 IN 71 DISCRETE IN 4 IN
GENERAL PURPOSE 3 (-)
FUEL QUANTITY 3 / FUEL QUANTITY 2 /
33 IN 72 IN
GENERAL PURPOSE 5 (-) GENERAL PURPOSE 4 (-)
FUEL QUANTITY 4 /
34 SIGNAL GND -- 73 IN
GENERAL PURPOSE 6 (-)
35 SHUNT 1 (+) IN 74 SIGNAL GND --
36 SHUNT 2 (+) IN 75 RESERVED --
37 RPM IN 1 (-) IN 76 +5 VDC OUT
38 RPM IN 2 (-) IN 77 BUS 3 IN
39 CONFIG MODULE DATA I/O 78 CONFIG MODULE GND --

Rev. 5 Page A-22
A.9 GEA 71B Enhanced
The GEA 71B Enhanced has two connectors. The mating designators, part numbers, and associated
connector kits are listed in Table A-9.
Table A-9 G500/G600 TXi - GEA 71B Enhanced Connectors

P701 Conn, Hi Dens, D-Sub, Mil Crp, 78 Ckt 330-00185-78 011-00797-03
P702 Conn, Hi Dens, D-Sub, Mil Crp, 78 Ckt 330-00185-78 011-00797-03
3 3
Table A-10 GEA 71B Enhanced Connectors

Rev. 5 Page A-23
J701/P701 Connector
1 CONFIG MODULE GROUND -- 40 CONFIG MODULE DATA I/O
2 DIGITAL IN* 1 IN 41 DIGITAL IN*3 IN
3 DIGITAL IN* 2 IN 42 ANALOG IN 3 HI IN
4 SIGNAL GROUND -- 43 ANALOG IN 3 LO IN
5 RS-485 1 A I/O 44 ANALOG IN 4 HI IN
6 RS-485 1 B I/O 45 ANALOG IN 4 LO IN
7 RS-485 2 A I/O 46 ANALOG IN 5 HI IN
8 RS-485 2 B I/O 47 ANALOG IN 5 LO IN
9 RESERVED -- 48 ENGINE TEMP ANALOG IN 7 HI IN
10 RESERVED -- 49 ENGINE TEMP ANALOG IN 7 LO IN
11 TRANSDUCER PWR OUT LO (GND) -- 50 ENGINE TEMP ANALOG IN 8 HI IN
12 TRANSDUCER PWR OUT LO (GND) -- 51 ENGINE TEMP ANALOG IN 8 LO IN
13 TRANSSUCER PWR OUT LO (GND) -- 52 ENGINE TEMP ANALOG IN 9 HI IN
14 +10 VDC TRANSDUCER PWR OUT OUT 53 ENGINE TEMP ANALOG IN 9 LO IN
15 +5 VDC TRANSDUCER PWR OUT OUT 54 ENGINE TEMP ANALOG IN 10 HI IN
16 +12 VDC TRANSDUCER PWR OUT OUT 55 ENGINE TEMP ANALOG IN 10 LO IN
17 ENGINE TEMP ANALOG IN 6 HI IN 56 ENGINE TEMP ANALOG IN 11 HI IN
18 ENGINE TEMP ANALOG IN 6 LO IN 57 ENGINE TEMP ANALOG IN 11 LO IN
19 SIGNAL GROUND -- 58 ENGINE TEMP ANALOG IN 12 HI IN
20 POWER GROUND -- 59 ENGINE TEMP ANALOG IN 12 LO IN
21 CONFIG MODULE POWER OUT 60 CONFIG MODULE CLOCK OUT
22 ANALOG IN 1 HI IN 61 DIGITAL IN* 4 IN
23 ANALOG IN 1 LO IN 62 ANALOG IN 6 HI IN
24 ANALOG IN 2 HI IN 63 ANALOG IN 6 LO IN
25 ANALOG IN 2 LO IN 64 ANALOG IN 7 HI IN
26 ENGINE TEMP ANALOG IN 1 HI IN 65 ANALOG IN 7 LO IN
27 ENGINE TEMP ANALOG IN 1 LO IN 66 ANALOG IN 8 HI IN
29 ENGINE TEMP ANALOG IN 2 LO IN 68 THERMOCOUPLE REF IN HI IN
30 ENGINE TEMP ANALOG IN 3 HI IN 69 THERMOCOUPLE REF IN LO IN
31 ENGINE TEMP ANALOG IN 3 LO IN 70 DISCRETE IN* 1 IN
32 SIGNAL GROUND -- 71 DISCRETE IN* 2 IN
33 ENGINE TEMP ANALOG IN 4 HI IN 72 ANALOG IN 9 HI IN
34 ENGINE TEMP ANALOG IN 4 LO IN 73 ANALOG IN 9 LO IN
35 AIRCRAFT POWER 1 IN 74 ANALOG IN 10 HI IN
37 AIRCRAFT POWER 2 IN 76 DISCRETE IN* 3 IN
38 ENGINE TEMP ANALOG IN 5 LO IN 77 RESERVED --
39 SIGNAL GROUND -- 78 POWER GROUND --

Rev. 5 Page A-24
J702/P702 Connector
1 ANNUNCIATE* 1A OUT 40 DISCRETE IN* 17A IN
5 ANNUNCIATE* 5A OUT 44 ANLG/CURRENT MONITOR IN 1A HI IN
6 ANNUNCIATE* 6A OUT 45 ANLG/CURRENT MONITOR IN 1A LO IN
7 ANNUNCIATE* 7A OUT 46 ANLG/CURRENT MONITOR IN 2A HI IN
8 EXTNDED CMN MDE ANLG IN 1A HI IN 47 ANLG/CURRENT MONITOR IN 2A LO IN
9 EXTNDED CMN MDE ANLG IN 1A LO IN 48 ANLG/CURRENT MONITOR IN 3A HI IN
10 ANNUNCIATE* 8A OUT 49 ANLG/CURRENT MONITOR IN 3A LO IN
11 TRANSDUCER PWR OUT LO (GND) -- 50 ANLG/CURRENT MONITOR IN 4A HI IN
12 TRANSDUCER PWR OUT LO (GND) -- 51 ANLG/CURRENT MONITOR IN 4A LO IN
13 TRANSDUCER PWR OUT LO (GND) -- 52 ANALOG IN 1A HI IN
14 +10 VDC TRANSDUCER PWR OUT A OUT 53 ANALOG IN 1A LO IN
15 +5 VDC TRANSDUCER PWR OUT A OUT 54 ANALOG IN 2A HI IN
16 +12 VDC TRANSDUCER PWR OUT A OUT 55 ANALOG IN 2A LO IN
17 SPARE -- 56 ANALOG IN 3A HI IN
18 EXTNDED CMN MDE ANLG IN 2A HI IN 57 ANALOG IN 3A LO IN
19 EXTNDED CMN MDE ANLG IN 2A LO IN 58 ANALOG IN 4A HI IN
20 ANNUNCIATE* 9A OUT 59 ANALOG IN 4A LO IN
21 DIFF COUNTER IN 1A HI IN 60 DISCRETE IN* 1A IN
22 DIFF COUNTER IN 1A LO IN 61 DISCRETE IN* 2A IN
23 DIFF COUNTER IN 2A HI IN 62 DISCRETE IN* 3A IN
24 DIFF COUNTER IN 2A LO IN 63 DISCRETE IN* 4A IN
25 DISCRETE IN* 11A IN 64 DISCRETE IN* 5A IN
28 DISCRETE IN* 14A IN 67 DIGITAL IN* 5A IN
31 SIGNAL GROUND -- 70 DIGITAL IN* 8A IN
32 SIGNAL GROUND -- 71 DISCRETE IN* 8A IN
39 SIGNAL GROUND -- 78 SIGNAL GROUND --

Rev. 5 Page A-25
A.10 GBB 54
The GBB 54 has one connector. The mating designator, part number, and associated connector kit are listed
in Table A-11.
Table A-11 G500/G600 TXi - GBB 54 Connectors

P541 Conn, Std D-Sub, Male, Crimp, No Contacts, 15 Pos 330-01437-00 011-03527-70
Figure A-11 GBB 54 Connector
J541/P541 Connector
Pin Function I/O
1 POWER IN IN
2 POWER IN IN
3 GROUND --
4 STANDBY OUT
5 GROUND --
6 GROUND --
7 BATTERY POWER OUT
8 BATTERY POWER OUT
9 POWER IN IN
10 GROUND --
11 RS-232 OUT OUT
12 RS-232 IN IN
13 POWER ON REQUEST IN
14 GROUND --
15 BATTERY POWER OUT

Rev. 5 Page A-26
A.11 GMU 44
The GMU 44 has one connector. The mating designator, part number, and associated connector kit are
Table A-12 G500/G600 TXi - GMU 44 Connectors

P441 Conn, Circular, Female, 9 Ckt 330-00360-00 011-00871-00
VIEW OF P441 CONNECTOR

LOOKING AT FACE OF CONNECTOR PIGTAIL
Figure A-12 GMU 44 Connector (P/N 330-00360-00)
J441/P441 Connector
Pin Function I/O
1 SIGNAL GROUND --
2 RS-485 OUT B OUT
3 SIGNAL GROUND --
4 RS-485 OUT A OUT
5 RESERVED --
6 POWER GROUND --
7 RESERVED --
8 RS-232 IN IN
9 +12 VDC POWER IN

Rev. 5 Page A-27
A.12 GTP 59
The GTP 59 Temperature Probe does not have a connector. Rather, a 3-conductor shielded cable extends
from the sensor for interface with a GDU or GDC unit.
Table A-13 3-Conductor Shielded Cable.

Conductor Color Name I/O
White Probe Power Lead IN
Blue Resistive Element HI OUT
Orange Resistive Element LO OUT

Rev. 5 Page A-28
APPENDIX B INTERCONNECT DIAGRAMS
Figure B-1 GDU - Power, Lighting, Configuration Module, HSDB Interconnect.............................. B-3
Figure B-2 Attitude and Air Data – Power, Config Module, Interconnect.......................................... B-5
Figure B-3 Attitude and Air Data – Single GDU Interconnect............................................................ B-7
Figure B-4 Attitude and Air Data – Dual GDU Interconnect .............................................................. B-8
Figure B-5 GPS Interconnect – Single GDU ....................................................................................... B-9
Figure B-6 GPS Interconnect – Dual GDU with AHRS.................................................................... B-12
Figure B-7 NAV Interconnect – Single GDU.................................................................................... B-14
Figure B-8 NAV Interconnect – Dual GDU ...................................................................................... B-16
Figure B-9 Integrated Standby System Interconnect ......................................................................... B-18
Figure B-10 GAD 43(e) – Power Interconnect .................................................................................... B-19
Figure B-11 GAD 43e – DME Interconnect ........................................................................................ B-20
Figure B-12 GAD 43e – Marker Beacon Receiver Interconnect ......................................................... B-25
Figure B-13 GAD 43e – Radar Alt Interconnect ................................................................................. B-26
Figure B-14 GAD 43e – Synchro ADF................................................................................................ B-27
Figure B-15 GBB 54 – Power Interconnect ......................................................................................... B-28
Figure B-16 GCU 485 Interconnect ..................................................................................................... B-29
Figure B-17 GEA 110 Power, Config Module Interconnect ............................................................... B-30
Figure B-18 GEA 110 Sensor Interconnect ......................................................................................... B-33
Figure B-19 GEA 71B Enhanced Power, Config Module Interconnect .............................................. B-38
Figure B-20 GEA 71B Enhanced Sensor Interconnect........................................................................ B-39
Figure B-21 GDU EIS Discrete Interconnect ...................................................................................... B-43
Figure B-22 ADF Interconnect ............................................................................................................ B-46
Figure B-23 Audio Interconnect .......................................................................................................... B-47
Figure B-24 Autopilot/Flight Director Interconnect – Bendix ............................................................ B-48
Figure B-25 Autopilot/Flight Director Interconnect – Century ........................................................... B-50
Figure B-26 Autopilot/Flight Director Interconnect – Century GAD ................................................. B-53
Figure B-27 Autopilot/Flight Director Interconnect – Cessna............................................................. B-54
Figure B-28 Autopilot/Flight Director Interconnect – Cessna GAD ................................................... B-58
Figure B-29 Autopilot/Flight Director Interconnect – Collins ............................................................ B-61
Figure B-30 Autopilot/Flight Director Interconnect – Collins – GAD................................................ B-64
Figure B-31 Autopilot/Flight Director Interconnect – Garmin GFC 500/600 ..................................... B-67
Figure B-32 Autopilot/Flight Director Interconnect – Honeywell (Bendix/King) .............................. B-70
Figure B-33 Autopilot/Flight Director Interconnect – Honeywell (Bendix/King) GAD .................... B-76
Figure B-34 Autopilot/Flight Director Interconnect – S-TEC ............................................................. B-85
Figure B-35 Autopilot/Flight Director Interconnect – S-TEC GAD ................................................... B-90
Figure B-36 Autopilot/Flight Director Interconnect – Sperry ............................................................. B-91
Figure B-37 External Switches and Annunciators ............................................................................... B-92
Figure B-38 GDL 69 Series Interconnect ............................................................................................ B-93
Figure B-39 GSR 56 Iridium Interconnect........................................................................................... B-94
Figure B-40 Miscellaneous Equipment Interfaces ............................................................................... B-95
Figure B-41 Radar Altimeter Interconnect .......................................................................................... B-96
Figure B-42 Serial Altitude Output Interconnect................................................................................. B-97
Figure B-43 Stormscope Interconnect ................................................................................................. B-98
Figure B-44 Traffic Advisory System Interconnect............................................................................. B-99
Figure B-45 Video Interconnect......................................................................................................... B-102
Figure B-46 Weather Radar Interconnect .......................................................................................... B-103
Figure B-47 Garmin G5 Standby Instrument Interconnect................................................................ B-105

Rev. 5 Page B-1
GENERAL NOTES
[1] ALL WIRES 24 AWG OR LARGER UNLESS OTHERWISE SPECIFIED.
[2] AT GDU 700/1060, CONNECT SHIELD GROUNDS TO THE CONNECTOR
BACKSHELL. THE SHIELD LEADS MUST BE LESS THAN 3.0 INCHES. OTHER
SHIELD GROUNDS GOING TO AIRCRAFT GROUND MUST BE AS SHORT AS
PRACTICAL.
[3] USE APPROVED ETHERNET CABLES LISTED IN SECTION 3 FOR ALL HSDB
CONNECTIONS.
[4] PINS OR PORTS THAT ARE MARKED WITH “x” OR “X” INDICATE THERE IS NO
SINGLE RECOMMENDED CONNECTION, FIND AN AVAILABLE PORT/PIN TO USE.
PIN/PORT CONNECTIONS WILL VARY DEPENDING ON INSTALLATION.
[5] THE UNSHIELDED PORTION OF ALL SHIELDED WIRES AT THE CONNECTORS
MUST BE 2.5 INCHES OR LESS IN TOTAL LENGTH, UNLESS OTHERWISE NOTED.
LEGEND
~ REPRESENTS INTERCHANGEABLE PIN OR PORT WITH SIMILAR FUNCTIONING PIN OR
PORT. SEE APPENDIX A FOR PIN DESCRIPTION. PINS OR PORTS WITHOUT ~ MUST BE
CONNECTED AS SHOWN.
EXAMPLES INCLUDE:
~ DISCRETE IN 7* → INDICATES ANY AVAILABLE ‘DISCRETE IN’ CAN BE USED.
~ RS-232 6 → INDICATES ANY AVAILABLE RS-232 PORT CAN BE USED.
~ GEN PURP → INDICATES ANY AVAILABLE GENERAL PURPOSE PORT CAN BE USED.
* REPRESENTS ACTIVE-LOW PIN.
s SHIELD GROUND BLOCK DESIGNATOR.
AIRFRAME GROUND DESIGNATOR.

Rev. 5 Page B-2
GDU 700/1060
P2 1
CONFIG MODULE PW R 15 28 AW G RED 4
CONFIG MODULE GND 29 28 AW G BLK 1 CONFIG
CONFIG MODULE DATA 44 28 AW G YEL 3 MODULE
CONFIG MODULE CLOCK 30 28 AW G W HT 2
LIGHTING BUS HI 3
LIGHTING BUS LO 4 2
OUT A X
OUT B X
~HSDB X IN A X 7
IN B X
s
14 VOLT AIRCRAFT
P1 5
AIRCRAFT POW ER 1 19 22 AW G 18 AW G 4
AIRCRAFT POW ER 1 20 22 AW G
AIRCRAFT POW ER 1 21 22 AW G 18 AW G
3
6 AIRCRAFT POW ER 2 3 22 AW G 18 AW G
AIRCRAFT GND 10 22 AW G
28 VOLT AIRCRAFT
P1 5
3
6 AIRCRAFT POW ER 2 2 22 AW G
Figure B-1 GDU - Power, Lighting, Configuration Module, HSDB Interconnect

Sheet 1 of 2

Rev. 5 Page B-3
NOTES
CONFIGURATION MODULE IS MOUNTED IN THE BACKSHELL OF THE P2 CONNECTOR USING 28 AWG
1 WIRES. CONTACTS SUPPLIED WITH THE CONFIGURATION MODULE MUST BE USED FOR CONNECTING
CONFIGURATION MODULE HARNESS TO P2.
2 OPTIONAL LIGHTING BUS CONNECTION (28 VDC, 14 VDC, 5 VDC, OR 5 VAC).
WIRE GAUGE SHOWN FOR POWER AND GROUND LENGTH LESS THAN 20 FEET. FOR POWER AND
3 GROUNDS GREATER THAN 20 FEET, REFER TO AC 43.13-1B CHAPTER 11 TO DETERMINE THE
APPROPRIATE WIRE GAUGE.
4 SEE SECTION 3.2 FOR BREAKER SIZING, BUSSING, AND LABELING.
5 SPLICES MUST BE WITHIN 6 INCHES OF PIN AT GDU.
6 AIRCRAFT POWER 2 ONLY WIRED WITH INDEPENDENT POWER BUSSES.
7 REFERENCE SECTION 3.2.7 FOR HSDB ARCHITECTURE.
Figure B-1 GDU - Power, Lighting, Configuration Module, HSDB Interconnect

Sheet 2 of 2

Rev. 5 Page B-4
SIN G LE B U S
G A RM IN
A D C /AH R S/A D A H RS G SU GRS GDC
#1/#2 75 79 72
P751 P791 P721
AIR C R AFT PO W ER 1 14 14 14 22 AW G 22 AW G 4
AIR C R AFT PO W ER 2 16 16 16 22 AW G
AIR C R AFT G N D 1 34 34 34 22 AW G 22 AW G
AIR C R AFT G N D 2 36 36 36 22 AW G
IN D E PE N D E N T B U S SE S 1
G A RM IN
A D C /AH R S/A D A H RS G SU GRS GDC
#1/#2 75 79 72
P751 P791 P721
4
AIR C R AFT G N D 1 34 34 34 22 AW G
AIR C R AFT G N D 2 36 36 36 22 AW G
GDC / GRS
G A R M IN
G D C 72
P721
O AT PO W ER 6 WHT 3
O AT PR O BE IN H I 5 BLU G TP 59
O AT PR O BE IN LO 4 ORN O A T PR O BE
s
C O NFIG M O D U LE PW R 53 R ED 4 C O NFIG
C O N FIG M O D ULE G N D 74 BLK 1 M O DU LE
C O N FIG M O D ULE D ATA 54 YEL 3
C O N FIG M O D ULE C LO C K 55 WHT 2 2
AR IN C 429 O U T 2 A 3
B 23
s
G A R M IN
G R S 79
P791
B 46
ARIN C 429 IN 1
A 45
s
C O NFIG M O D U LE PW R 53 R ED 4 C O NFIG
C O N FIG M O D ULE G N D 74 BLK 1 M O DU LE
C O N FIG M O D ULE D ATA 54 YEL 3
C O N FIG M O D ULE C LO C K 55 WHT 2 2
P441 G M U 44
A 10 4 M A G N ETO M ETER
R S-485 IN 1
B 11 2
s
1
R S-232 O U T 3 12 8
M AG N ETO M ETER PW R O U T 13 9
M AG NETO M ETER G N D 33 6
s
3
Figure B-2 Attitude and Air Data – Power, Config Module, Interconnect
Sheet 1 of 2

Rev. 5 Page B-5
GSU
GARMIN
GSU 75 P751
CONFIG MODULE PWR 53 RED 4 CONFIG
CONFIG MODULE GND 74 BLK 1 MODULE
CONFIG MODULE DATA 54 YEL 3
CONFIG MODULE CLOCK 55 WHT 2 2
P441 GMU 44
A 10 4 MAGNETOMETER
RS-485 IN 1
B 11 2
s 5
1
RS-232 OUT 3 12 8
MAGNETOMETER PWR OUT 13 9
MAGNETOMETER GND 33 6
s
3
OAT POWER 6 WHT 3

OAT PROBE IN HI 5 BLU GTP 59
OAT PROBE IN LO 4 ORN OAT PROBE
s
GDU INTERNAL ADAHRS

GDU 700/1060
w/ INTERNAL ADAHRS
P2 P441 GMU 44
A 1 4 MAGNETOMETER
RS-485 IN 1
B 2 2
s
1 5
RS-232 OUT 1 43 8
MAGNETOMETER GROUND 26 6
s
3
OAT POWER 5 WHT 3

s
NOTES
THIS CONFIGURATION MAY ONLY BE UTILIZED IN AIRCRAFT THAT MEET THE FOLLOWING CRITERIA: (i)
1 HAVE TWO (2) OR MORE ELECTRICAL GENERATION SOURCES, AND (ii) HAVE AT LEAST TWO (2)
ESSENTIAL BUSES THAT CAN BE ELECTRICALLY ISOLATED FROM EACH OTHER.
CONFIGURATION MODULE IS MOUNTED IN THE BACKSHELL OF THE CONNECTOR USING 28 AWG WIRES.
2 CONTACTS SUPPLIED WITH CONFIGURATION MODULE MUST BE USED FOR CONNECTING
CONFIGURATION MODULE HARNESS TO P751, P791, OR P721.
THE WIRING SUPPLIED WITH THE GTP 59 MAY BE EXTENDED IF THE SUPPLIED WIRE LENGTH IS NOT
3 SUFFICIENT FOR A PARTICULAR INSTALLATION.
SEE SECTION 3.2 FOR BREAKER SIZING, BUSSING, AND LABELING.

4
GMU 44 P/N 011-00870-00 CANNOT BE CONNECTED TO THE GSU 75 OR THE INTERNAL ADAHRS.
5
Figure B-2 Attitude and Air Data – Power, Config Module, Interconnect
Sheet 2 of 2

Rev. 5 Page B-6
GDU 700/1060 GARMIN ADC
PILOT PFD GSU GDC GDC
75 72 74
P4 P751 P721 P741
A 1 27 27 26 A
~ARINC 429 IN 1 ARINC 429 OUT 1
B 21 7 7 27 B
s s
IN 19 69 69 11 OUT
~RS-232 5 OUT 20 70 70 10 IN RS-232 1
GND 18 68 68 12 GND
s s
N/C 75 75 6 SYSTEM ID 1*
N/C 26 26 7 SIGNAL GROUND
GARMIN AHRS
GSU GRS GRS
75 79 77
P4 P751 P791 P771
A 3 - 27 14 A
B 23 - 7 29 B
s s
IN 16 51 51 26 OUT
~RS-232 6 OUT 17 52 52 11 IN GPS1 RS-232
GND 15 32 32 41 GND
s s
N/C 48 48 37 SIGNAL GROUND
Figure B-3 Attitude and Air Data – Single GDU Interconnect

Rev. 5 Page B-7
GDU 700/1060 GARMIN ADC #1
GSU GDC GDC
PILOT PFD 75 72 74
P4 P751 P721 P741
A 1 27 27 26 A
B 21 7 7 27 B
s s
IN 19 69 69 11 OUT
~RS-232 5 OUT 20 70 70 10 IN RS-232 1
GND 18 68 68 12 GND
s s
- 75 6 SYSTEM ID 1*
N/C - 57 71 SYSTEM ID 2*
- 26 7 SIGNAL GROUND
GARMIN AHRS #1
GSU GRS GRS
75 79 77
P4 P751 P791 P771
A 3 - 27 14 A
B 23 - 7 29 B
s s
IN 16 51 51 26 OUT
~RS-232 6 OUT 17 52 52 11 IN GPS1 RS-232
GND 15 32 32 41 GND
s s
75 75 2 SYSTEM ID 1*
48 48 37 SIGNAL GROUND
GDU 700/1060 GARMIN ADC #2

COPILOT PFD/ GSU GDC GDC
BACKUP DISPLAY 75 72 74
P4 P751 P721 P741
A 1 27 27 26 A
B 21 7 7 27 B
s s
IN 19 69 69 11 OUT
~RS-232 5 OUT 20 70 70 10 IN RS-232 1
GND 18 68 68 12 GND
s s
N/C - 75 6 SYSTEM ID 1*
- 57 71 SYSTEM ID 2*
- 26 7 SIGNAL GROUND
GARMIN AHRS #2
GSU GRS GRS
75 79 77
P4 P751 P791 P771
A 3 - 27 14 A
B 23 - 7 29 B
s s
IN 16 51 51 26 OUT
~RS-232 6 OUT 17 52 52 11 IN GPS1 RS-232
GND 15 32 32 41 GND
s s
Figure B-4 Attitude and Air Data – Dual GDU Interconnect

Rev. 5 Page B-8
GDU 700/1060 W/
ADC/AHRS #1
With AHRS GPS #1
GARMIN
OR ADAHRS #1
GTN GPS 400W
GPS 175 GNX 375 GNS 480 GNC 420W GPS 500W
6XX/7XX GNS 430W GNS 530W
P2 P1751 P3752 P1001 P1002 P1 P5 P4001 P5001
OUT A 17 11 4 - 15 - - - - ETHERNET IN 2A
OUT B 32 33 19 - 16 - - - - ETHERNET IN 2B
~HSDB 1 IN A 16 10 3 - 17 - - - - ETHERNET OUT 2A
IN B 31 32 18 - 18 - - - - ETHERNET OUT 2B
s s
P3 P3751
1
TIME MARK IN 1A 30 4 4 3 - 19 - 16 16 TIME MARK OUT +
TIME MARK IN 1B 31 26 26 22 - 17 - - - TIME MARK OUT -
s
- - - - 5 - 56 56 RS232 OUT (MAPMX)
IN 4 GROUND 2
6 ~RS-232 3 GND 25
- - - - 23 - GND GND
s
P4
- - - - - 4 46 46 GPS 429 OUT A (GAMA 429/
A 5 GPS 429 OUT B 429 NO FP)
~ARINC 429 IN 5 - - - - - 24 47 47
B 25
s
- - - - - 8 48 48 GPS 429 IN A
A 53 (GARMIN GDU)
~ARINC 429 OUT 1 - - - - - 28 49 49 GPS 429 IN B
B 73
s
N/C - - - - - - - - SYSTEM ID PROGRAM*
GPS #2
GARMIN
GTN GPS 400W

GPS 175 GNX 375 GNS 480 GNC 420W GPS 500W
6XX/7XX GNS 430W GNS 530W
P3 P1751 P3751 P1001 P1002 P1 P5 P4001 P5001
1
s
- - - - 5 - 56 56 RS232 OUT (MAPMX)
IN 6 GROUND 2
6 ~RS-232 4 GND 26
- - - - 23 - GND GND
s
P3752
P4
- - - - - 4 46 46 GPS 429 OUT A (GAMA 429/
~ARINC 429 IN 6 - - - - - 24 47 47
B 26
s
- - - - - 8 48 48 GPS 429 IN A
(GARMIN GDU)
- - - - - 28 49 49 GPS 429 IN B
P2
s s
- - - 10 - - - - SYSTEM ID PROGRAM* 9
s
P7 BACKUP
BACKUP GPS ANTENNA GPS ANTENNA
Figure B-5 GPS Interconnect – Single GDU

Sheet 1 of 3

Rev. 5 Page B-9
GPS #1
GDU 700 Without AHRS GARMIN
MFD, EIS, or MFD/EIS
GTN GPS 400W
3 GNX 375 GPS 500W
GPS 175 6XX/7XX GNS 480 GNC 420W
GNS 430W GNS 530W
P2 4 8 P1751 P3752 P1001 P1002 P1 P5 P4001 P5001
s s
P3
IN 4 - - - - 5 - 56 56 RS232 OUT (MAPMX)
6 ~RS-232 3 GND 25 - - - - 23 - GND 2 GND GROUND
s
P4 5
A 5 - - - - - 4 46 46 GPS 429 OUT A (GAMA 429/
~ARINC 429 IN 5 GPS 429 OUT B 429 NO FP)
B 25 - - - - - 24 47 47
s
7
P7 BACKUP
BACKUP GPS ANTENNA GPS ANTENNA

Sheet 2 of 3

Rev. 5 Page B-10
NOTES
THE TIME MARK B CONNECTION MUST BE LEFT UNCONNECTED FOR THE INSTALLATION OF 400W/500W
1 SERIES UNITS. A SINGLE CONDUCTOR SHIELDED WIRE MAY BE USED FOR THE TIME MARK IN THIS CASE.
2 FOR PINS IDENTIFIED WITH “GND,” CONNECT WIRE TO GROUND AT THE REAR OF THE UNIT.
DIRECT CONNECTION OF GPS TO EIS ONLY DISPLAY IS OPTIONAL. GPS DATA WILL CROSSFILL
3 AUTOMATICALLY FROM PFD (IF INSTALLED).
4 REFER TO SECTION 3.2.7 FOR HSDB ARCHITECTURE.
5 SPLICES AT THE NAVIGATOR MAY BE REQUIRED FOR RS-232 AND ARINC 429 LINES.
6 THE GNS 480 CAN ONLY BE CONNECTED TO RS-232 PORTS 1 OR 2 ON THE GDU 700/1060.
7 BACKUP GPS ANTENNA IS NOT USED ON EIS ONLY DISPLAYS.
IF A GDU 700P/L MFD, EIS, OR MFD/EIS IS TO BE INSTALLED AND CONNECTED TO A GTN VIA HSDB IN A
CONFIGURATION THAT HAS A GDU 620 INSTALLED, THE FOLLOWING STEPS MUST BE PERFORMED:
1. APPLY POWER TO THE GDU 620, TXi GDU 700, AND GTN 6XX/7XX.
ON THE GDU 620:
8
1. ON THE SYSTEM CONFIGURATION PAGE, ENABLE CROSS-SIDE GDU.
2. NAVIGATE TO THE MANIFEST PAGE AND SELECT MANIFEST. VERIFY THAT TXI GDU P/N AND
SOFTWARE VERSION POPULATE.
3. NAVIGATE BACK TO THE SYSTEM CONFIGURATION PAGE AND DISABLE CROSS-SIDE GDU.
9 ENSURE SYSTEM ID BUTTON CONFIGURATION IS PROPERLY SET FOR GTN #1 / #2.

Sheet 3 of 3

Rev. 5 Page B-11
GDU 700/1060 W/
ADC/AHRS #1
GPS #1
OR ADAHRS #1
GARMIN
P7 BACKUP GPS 400W
GPS 175 GNX 375 GTN GNS 480 GNC 420W GPS 500W
BACKUP GPS ANTENNA GPS ANTENNA 5 6XX/7XX GNS 530W
GNS 430W
P1751 P3752 P1001 P1002 P1 P5 P4001 P5001
P2
s s
P3 P3751
1
s
s
- - - - 5 - 56 56 RS232 OUT (MAPMX)
IN 4 GROUND 2
4 ~RS-232 3 - - - - 23 - GND GND
GND 25
s
s
P4 GPS 429 OUT A (GAMA 429/
- - - - - 4 46 46
~ARINC 429 IN 5 - - - - - 24 47 47
B 25
s
s
- - - - - 8 48 48 GPS 429 IN A
A 53 (GARMIN GDU)
~ARINC 429 OUT 1 - - - - - 28 49 49 GPS 429 IN B
B 73
s
P3 N/C - - - 10 - - - - SYSTEM ID PROGRAM*
TIME MARK IN 2A 28
TIME MARK IN 2B 29
s
IN 6
4 ~RS-232 4
GND 26
s
P4
A 6
~ARINC 429 IN 6
B 26
s
GDU 700/1060 W/
ADC/AHRS #2
OR ADAHRS #2
P3
TIME MARK IN 1A 30
TIME MARK IN 1B 31
s
IN 4 GPS #2
4 ~RS-232 3
GND 25 GARMIN
s
P4 GPS 400W
A 5 GPS 175 GNX 375 GTN GNS 480 GNC 420W GPS 500W
~ARINC 429 IN 5 6XX/7XX GNS 530W
B 25 GNS 430W
s
P1751 P3751 P1001 P1002 P1 P5 P4001 P5001
P3 s 1
s
s
- - - - 5 - 56 56 RS232 OUT (MAPMX)

IN 6 GROUND 2
4 ~RS-232 4 GND 26
- - - - 23 - GND GND
s
P4
s
- - - - - 4 46 46 GPS 429 OUT A (GAMA 429/

~ARINC 429 IN 6 - - - - - 24 47 47
B 26
s
- - - - - 8 48 48 GPS 429 IN A
A 53 (GARMIN GDU)
~ARINC 429 OUT 1 - - - - - 28 49 49 GPS 429 IN B
B 73
s
P3752
P2
s s
s - - - 10 - - - - SYSTEM ID PROGRAM* 6
Figure B-6 GPS Interconnect – Dual GDU with AHRS

Sheet 1 of 2

Rev. 5 Page B-12
NOTES
THE TIME MARK B CONNECTION MUST BE LEFT UNCONNECTED FOR THE INSTALLATION OF 400W/500W
1 SERIES UNITS. A SINGLE CONDUCTOR SHIELDED WIRE MAY BE USED FOR THE TIME MARK IN THIS CASE.
2 FOR PINS IDENTIFIED WITH “GND,” CONNECT WIRE TO GROUND AT THE REAR OF THE UNIT.
3 NOT USED.
4 THE GNS 480 CAN ONLY BE CONNECTED TO RS-232 PORTS 1 OR 2 ON THE GDU 700/1060.
5 BACKUP GPS ANTENNA IS NOT USED ON EIS ONLY DISPLAYS.
6 ENSURE SYSTEM ID BUTTON CONFIGURATION IS PROPERLY SET FOR GTN #/1 / #2.
Figure B-6 GPS Interconnect – Dual GDU with AHRS

Sheet 2 of 2

Rev. 5 Page B-13
GDU 700/1060 PFD GARMIN NAV #1
6 HONEYWELL (BENDIX/KING) COLLINS
SL30 KX 170B
GNS 480 GNS 430W GNS 530W GNC 255() KN 53 KX 175B KX 155A/165A KX 155/165 VIR-32/33
P5 P4006 P5006 P2001 P2002 37-Pin P155A1 P155A2

P4 P532 P171 P401 P901 P1 P2
P165A1 P165A2
1
A 7 5 24 24 - 24 - - - - - - - - - VOR/ILS 429 OUT A
~ARINC 429 IN 7
B 27 25 23 23 - 23 - - - - - - - - - VOR/ILS 429 OUT B
s
7
OUT x - - - 16 - 4 - - - - - - - - RXD1
~RS-232 X IN x - - - 1 - 5 - - - - - - - - TXD1
GND x - - - 31 - 3 - - - - - - - - SERIAL GROUND
s
VOR/LOC COMPOSITE #1 HI 68 - - - - - - B 3 H - H - - 24 VOR/LOC COMPOSITE OUT

VOR/LOC COMPOSITE #1 LO 67 - - - - - - 15 GND GND - GND - - 26 VOR/LOC COMPOSITE OUT LO
s
2 2 2
GLIDESLOPE #1 +UP 64 - - - - - - P - - 15 / S - 15 / S 5 - GS DEVIATION +UP
5 GLIDESLOPE #1 +DOWN 65 - - - - - - 14 - - 16 / T - 16 / T 1 - GS DEVIATION + DOWN
s
3
GLIDESLOPE #1 +FLAG 42 - - - - - - 13 - - 17 / U - 17 / U 17 - GS +FLAG
5 GLIDESLOPE #1 -FLAG 43 - - - - - - R - - 14 / R - 14 / R - - GS -FLAG
s
ILS ENERGIZE #1 4 4
38 - - - - - - 12 4 8 - 8 - - 40 ILS ENERGIZE
(~ DISCRETE IN 7*)
- - - - - - - 19 - - - - - - ILS COMMON
NAV #2
6 GARMIN HONEYWELL (BENDIX/KING) COLLINS
SL30 KX 170B
GNS 480 GNS 430W GNS 530W GNC 255() KN 53 KX 175B KX 155A/165A KX 155/165 VIR-32/33
P5 P4006 P5006 P2001 P2002 37-Pin P155A1 P155A2

P4 P532 P171 P165A1 P165A2 P401 P901 P1 P2
1
A 8 5 24 24 - 24 - - - - - - - - - VOR/ILS 429 OUT A
~ARINC 429 IN 8
B 28 25 23 23 - 23 - - - - - - - - - VOR/ILS 429 OUT B
s
7
OUT x - - - 16 - 4 - - - - - - - - RXD1
~RS-232 X IN x - - - 1 - 5 - - - - - - - - TXD1
s

s
2 2 2
s
3
s
ILS ENERGIZE #2 4 4
39 - - - - - - 12 4 8 - 8 - - 40 ILS ENERGIZE
(~DISCRETE IN 8*)
- - - - - - - 19 - - - - - - ILS COMMON
Figure B-7 NAV Interconnect – Single GDU

Sheet 1 of 2

Rev. 5 Page B-14
NOTES
1 FOR GNC NAVIGATORS, CONNECT ALL SHIELDS TO SHIELD BLOCK GROUND, NOT AIRFRAME GROUND.
THE NAV RECEIVER DOES NOT PROVIDE A VLOC COMPOSITE LO PIN. CONNECT THE VLOC COMPOSITE
2 LO WIRE FROM THE GDU TO GROUND AT THE NAV RECEIVER.
KX 170B / KX 175B DO NOT HAVE A GLIDESLOPE OUTPUT. USE A SEPARATE GLIDESLOPE RECEIVER TO
3 DRIVE THESE INPUTS ON THE GDU.
KX155/165 NAV UNITS HAVE DUAL GLIDESLOPE OUTPUTS. USE “NUMBERED” OR LETTERED PINS, NOT
4 BOTH. WHENEVER POSSIBLE, USE AN UNUSED SET OF PINS.
GLIDESLOPE CONNECTIONS ARE ONLY REQUIRED IF THE NAV RECEIVER CONTAINS THE OPTIONAL
5 GLIDESLOPE RECEIVER.
THE GTN 6XX/7XX UTILIZES THE SAME INTERFACE SHOWN IN THE GPS INTERCONNECT, THEREFORE
6 NOT SHOWN IN THE NAV INTERCONNECT.
USE EITHER RS-232 OR ARINC 429, NOT BOTH. RS-232 IS THE PREFERRED CONNECTION. USE THE
7 ARINC 429 CONNECTION IN AIRCRAFT THAT HAVE THE GNC 255() RS-232 CONNECTED TO A GPS SOURCE.
Figure B-7 NAV Interconnect – Single GDU

Sheet 2 of 2

Rev. 5 Page B-15
GDU 700/1060
NAV #1
PILOT PFD GARMIN 6 HONEYWELL (BENDIX/KING) COLLINS
GNS 480 GNS 430W GNS 530W GNC 255() SL30 KN 53 KX 170B
KX 175B KX 155A/165A KX 155/165 VIR-32/33
P5 P4006 P5006 P2001 P2002 37-Pin P532 P171 P155A1 P155A2 P401 P901 P1 P2
P4 P165A1 P165A2
A 7 5 24 24 - 24 - - - - - - - - - VOR/ILS 429 OUT A
~ARINC 429 IN 7
B 27 25 23 23 - 23 - - - - - - - - - VOR/ILS 429 OUT B
s
7
OUT x - - - 16 - 4 - - - - - - - - RXD1
~RS-232 X IN x - - - 1 - 5 - - - - - - - - TXD1
s

s
2 2 2
s
3
s
ILS ENERGIZE #1 4 4
38 - - - - - - 12 4 8 - 8 - - 40 ILS ENERGIZE
(~ DISCRETE IN 7*)
- - - - - - - 19 - - - - - - ILS COMMON
GARMIN NAV #2
GDU 700/1060 6 HONEYWELL (BENDIX/KING) COLLINS
CO-PILOT PFD GNS 480 GNS 430W GNS 530W GNC 255() SL30 KX 170B
KN 53 KX 175B KX 155A/165A KX 155/165 VIR-32/33
P5 P4006 P5006 P2001 P2002 37-Pin P155A1 P155A2

P4 P532 P171 P165A1 P165A2 P401 P901 P1 P2
A 7 5 24 24 - 24 - - - - - - - - - VOR/ILS 429 OUT A

~ARINC 429 IN 7 - - - - - - - -
B 27 25 23 23 - 23 - VOR/ILS 429 OUT B
s
7
OUT x - - - 16 - 4 - - - - - - - - RXD1
~RS-232 X IN x - - - 1 - 5 - - - - - - - - TXD1
s

s
2 2 2
s
3
s
ILS ENERGIZE #2 4 4
(~DISCRETE IN 8*) 39 - - - - - - 12 4 8 - 8 - - 40 ILS ENERGIZE
- - - - - - - 19 - - - - - - ILS COMMON
Figure B-8 NAV Interconnect – Dual GDU

Sheet 1 of 2

Rev. 5 Page B-16
NOTES
FOR GNC OR GTN NAVIGATORS, CONNECT ALL SHIELDS TO SHIELD BLOCK GROUND, NOT AIRFRAME
1 GROUND.
THE NAV RECEIVER DOES NOT PROVIDE A VLOC COMPOSITE LO PIN. CONNECT THE VLOC COMPOSITE
2 LO WIRE FROM THE GDU TO GROUND AT THE NAV RECEIVER.
KX 170B / KX 175B DO NOT HAVE A GLIDESLOPE OUTPUT. USE A SEPARATE GLIDESLOPE RECEIVER TO
3 DRIVE THESE INPUTS ON THE GDU.
KX155/165 NAV UNITS HAVE DUAL GLIDESLOPE OUTPUTS. USE “NUMBERED” OR LETTERED PINS, NOT
4 BOTH. WHENEVER POSSIBLE, USE AN UNUSED SET OF PINS.
GLIDESLOPE CONNECTIONS ARE ONLY REQUIRED IF THE NAV RECEIVER CONTAINS THE OPTIONAL
5 GLIDESLOPE RECEIVER.
THE GTN 6XX/7XX UTILIZES THE SAME INTERFACE SHOWN IN THE GPS INTERCONNECT, THEREFORE
6 NOT SHOWN IN THE NAV INTERCONNECT.
USE EITHER RS-232 OR ARINC 429, NOT BOTH. RS-232 IS THE PREFERRED CONNECTION. USE THE
7 ARINC 429 CONNECTION IN AIRCRAFT THAT HAVE THE GNC 255() RS-232 CONNECTED TO A GPS SOURCE.
Figure B-8 NAV Interconnect – Dual GDU

Sheet 2 of 2

Rev. 5 Page B-17
GDU 700P PFD
ADAHRS #1 (INTERNAL) BACKUP BATTERY
P1 P101
BATTERY CHARGE OUT 5 22 AWG 1 BATTERY CHARGE IN
s s
BATTERY GROUND 6 22 AWG 3 GROUND
s s
BATTERY POWER IN 18 22 AWG 7 BATTERY POWER
s s
USE BATTERY OUT 17 22 AWG 13 BATTERY ON REQ
STANDBY POWER IN 25 22 AWG 4 +5V STANDBY PWR OUT
s s
BATTERY RS-232 IN 7 11 BATTERY RS-232 OUT
BATTERY RS-232 OUT 24 12 BATTERY RS-232 IN
BATTERY RS-232 GND 16 10 GROUND
s s
P2 P441 GMU 44
A 1 4 MAGNETOMETER
RS-485 IN 1
B 2 2
s
1
RS-232 OUT 1 43 8
MAGNETOMETER GND 26 6
s
3
OAT POWER 5 WHT

s
P3 ON
DISPLAY BACKUP
37
(~DISCRETE IN LO 4)
GDU 700P MFD/EIS 1

ADAHRS #2 (REMOTE)
P3
DISPLAY BACKUP
37
(~DISCRETE IN LO 4)
AUTO
GARMIN ADC
GSU GDC GDC
75 72 74
P4 P751 P721 P741
A 1 27 27 26 A
B 21 7 7 27 B
s s
IN 19 69 69 11 OUT
~RS-232 5 OUT 20 70 70 10 IN RS-232 1
GND 18 68 68 12 GND
s s
57 57 71 SYSTEM ID 2*
GARMIN AHRS
GSU GRS GRS
75 79 77
P4 P751 P791 P771
A 3 - 27 14 A
B 23 - 7 29 B
s s
IN 16 51 51 26 OUT
~RS-232 6 OUT 17 52 52 11 IN GPS1 RS-232
GND 15 32 32 41 GND
s s
NOTES
1 REFER TO SECTION 3.1.2 FOR SWITCH PART NUMBER.
Figure B-9 Integrated Standby System Interconnect

Rev. 5 Page B-18
GAD 43/43e ADAPTER
P431
AIRCRAFT POWER 1 49 22 AWG 2
AIRCRAFT
AIRCRAFT GND 47 22 AWG GROUND
AIRCRAFT POWER 2 50 22 AWG 2

1
AIRCRAFT GND 48 22 AWG AIRCRAFT

GROUND
GDU GSU GRS GRS GARMIN AHRS
4 700/1060 75 79 77
P4 P751 P791 P771
A 16 54 8 8 12 A
ARINC 429 IN ARINC 429 OUT
B 32 74 9 9 27 B
s s
GDU 700/1060
P4 PILOT PFD
IN 17 14 OUT
RS-232 OUT 33 13 IN RS-232 7~
GND 46 12 GND
s s
GAD 43e ONLY

P432
A 43 9 A
3 ARINC 429 OUT 1 B 44 29 B
ARINC 429 IN 9~
s s
NOTES
1 CONNECTING A SECOND POWER INPUT IS OPTIONAL.
2 SEE SECTION 3.2 FOR BREAKER SIZING, LABELING, AND BUSSING.
ARINC 429 CONNECTION ONLY REQUIRED IF ANALOG RADAR ALTITUDE OR SYNCHRO ADF IS
3 CONNECTED TO THE GAD 43(e). DO NOT CONNECT IF THESE FUNCTIONS ARE NOT BEING UTILIZED.
CONNECTION TO GDU 700/1060 ARINC 429 IS ONLY AVAILABLE IF GDU HAS INTEGRATED ADAHRS.
4 OTHERWISE, THE GAD ARINC 429 IN MUST BE CONNECTED DIRECTLY TO THE AHRS.
Figure B-10 GAD 43(e) – Power Interconnect

Rev. 5 Page B-19
NAV 1
CLOCK BUS
DATA BUS
RNAV CHNL RQST
DME COMMON
NAV 2
CLOCK BUS
DATA BUS
RNAV CHNL RQST
DME COMMON
DME TRANSCEIVER
GARMIN KDM
KN 63
706(A)
GAD 43e P432
P7061 P631
DME CLK HI 60 8 F CLOCK BUS
s
DME DATA HI 62 9 6 DATA BUS
s
DME RNAV RQST 42
s 20 11 POWER ON
DME COM NAV 1* 35
1
DME COM NAV 2* 36
DME HOLD 52 12 E HOLD
DME RQST HI 40 24 D DME REQ
s
DME CLK LO 61
DME DATA LO 63
DME RQST LO 41
GROUND 64
Figure B-11 GAD 43e – DME Interconnect

Sheet 1 of 5

Rev. 5 Page B-20
GARMIN KDM DME TRANSCEIVER
GAD 43e 706(A) KN 63
P7061 P631
20 11 POWER ON
P432
DME CLK HI 60 8 F CLOCK BUS
s
DME DATA HI 62 9 6 DATA BUS
s
DME RQST HI 40 24 D DME REQ
s
DME HOLD 52 12 E HOLD
DME CLK LO 61
DME DATA LO 63
DME RQST LO 41
GROUND 64
NAV 1
1 DME COM NAV 1* 35 DME COMMON
DME EXT TUNE M8/MA/M0 65
2
DME EXT TUNE M4/ME/M1 66
DME EXT TUNE M2/MC/M2 67
DME EXT TUNE M1/MD/M3 68 SHIFTED BCD, 2x5
DME EXT TUNE K800/KA/K0 69 OR SLIP CODE
DME EXT TUNE K400/KE/K1 70 TUNING FORMAT
DME EXT TUNE K200/KC/K2 71
DME EXT TUNE K100/KD/K3 72
DME EXT TUNE K50 IN 50
3
4
NAV 2
2
SHIFTED BCD, 2x5

OR SLIP CODE
TUNING FORMAT
1 DME COM NAV 2* 36 DME COMMON

Sheet 2 of 5

Rev. 5 Page B-21
Honeywell (Bendix/King) KN 62/64
GARMIN P621/ DME
GAD 43e P432 P641 (KN 62/64)
DME CLK HI 60 14 CLOCK BUS
s
DME DATA HI 62 13 DATA BUS
s
DME RQST HI 40 N DME REQ
s
DME CLK LO 61
DME DATA LO 63
DME RQST LO 41
GROUND 64
Collins DME-442/4000
COLLINS DME
(ARINC 429) 5
GARMIN DME-442 DME-4000
GAD 43e P432 P1 P1
IN A 23 31/39 1/23 A
DME ARINC 429 429 SERIAL DATA 1a/1b B
IN B 24 30/38 2/24 B
s 29/37
Collins DME-42 (CSDB Tuning)

GARMIN DME
GAD 43e P432 P1 (DME-42) 6
DME CLK HI 60 23 CLOCK HI
DME CLK LO 61 24 CLOCK LO
s 21 SHIELD
DME DATA HI 62 31 DATA HI
DME DATA LO 63 30 DATA LO
s 29 SHIELD
DME SYNC IN HI 40 39 SYNC HI
DME SYNC IN LO 41 38 SYNC LO
s 37 SHIELD
9 CH 1/2 ANALOG 6-WIRE SELECT
7 STRAPPING COMMON
7
48 SERIAL/PARALLEL TUNE SEL

Sheet 3 of 5

Rev. 5 Page B-22
DME
GAD 43e
P432 P1 (DME-42) 6
DME CLK HI 60 23 CLOCK HI
DME CLK LO 61 24 CLOCK LO
s 21 SHIELD
DME DATA HI 62 31 DATA HI
DME DATA LO 63 30 DATA LO
s 29 SHIELD
DME SYNC IN HI 40 39 SYNC HI
DME SYNC IN LO 41 38 SYNC LO
s 37 SHIELD
1 DME COM NAV 1* 35
4
1 DME COM NAV 2* 36 42 R/T FREQ COMMON
9 CH 1/2 ANALOG 6-WIRE SELECT
7 STRAPPING COMMON
7 SERIAL/PARALLEL TUNE SEL
48
52 10 MHZ-A
51 10 MHZ-E
NAV 1 6 GROUND
DME COMMON
2x5 2x5
TUNING FORMAT TUNING FORMAT
OUTPUT` INPUT
NAV 2
DME COMMON
2x5
TUNING FORMAT
OUTPUT

Sheet 4 of 5

Rev. 5 Page B-23
NOTES
“DME COM NAV 1” AND ”DME COM NAV 2” REFERS TO THE SYSTEM CONFIGURATION OF THE
1 NAVIGATORS. FOR SINGLE NAVGATOR INSTALLATIONS ENSURE APPROPRIATE DISCRETE IS
CONNECTED TO ”NAV 1” AND/OR ”NAV 2”.
2 BOTH NAV RADIOS MUST USE THE SAME PARALLEL TUNING FORMAT.
3 DME EXTERNAL TUNING LABELS ARE ORDERED BCD / 2x5 / SLIP CODE.
ALL DIODES TO BE 1N4007. EXTERNAL ISOLATION DIODES SHOWN ARE NOT REQUIRED IF NAV 1 AND
4 NAV 2 HAS INTERNAL ISOLATION DIODES.
5 DME CH 1 MUST BE TUNED BY NAV 1, AND CH 2 MUST BE TUNED BY NAV 2.
DME-42 CAN ONLY BE TUNED BY A SINGLE NAV RADIO (NAV 1 OR NAV 2) IF CSDB TUNING IS UTILIZED IN
6 THE INSTALLATION.
LEAVE P1-7 AND P1-9 OPEN IF IT IS DESIRED TO DISPLAY INFORMATION FROM DME CHANNEL 1 (NAV 1).
7 CONNECT P1-7 TO P1-9 IF IT IS DESIRED TO DISPLAY INFORMATION FROM DME CHANNEL 2 (NAV 2).

Sheet 5 of 5

Rev. 5 Page B-24
1
MARKER BEACON
GAD 43e COLLINS GARMIN PS ENGINEERING HONEYWELL RECEIVER
(BENDIX/KING)
GMA 342 GMA 340 GMA 35(c) GMA 347 PMA6000 PMA8000 KMA 24
VIR-32/33
GMA 345 GMA 350(c) PMA7000 KMA 30 KMA 28 KMA 26
P432
J1 J3401 J1 J3501 J3472 Bottom J1 J1 Bottom P261
INNER MKR EXT LAMP IN 8 16 36 36 36 74 C 36 36 C 31 INNER MKR LAMP OUT
MIDDLE MKR EXT LAMP IN 7 15 38 38 38 75 4 38 38 4 15 MIDDLE MKR LAMP OUT
OUTER MKR EXT LAMP IN 6 12 37 37 37 76 5 37 37 5 14 OUTER MKR LAMP OUT
NOTES
1 IF THE GMA 35/350(c) IS CONNECTED TO A GTN THEN MARKER BEACON TO THE GAD 43e IS NOT REQUIRED.
Figure B-12 GAD 43e – Marker Beacon Receiver Interconnect

Rev. 5 Page B-25
RADAR ALTIMETER
GAD 43e
HONEYWELL
SPERRY (BENDIX/KING) Collins
AA-100A AA-100 KRA 405 KRA 10/ ALT-50A

AA-200 (RT-100A) (RT-100) KRA 10A ALT-55B
P432 20J1 A4J1 A4J1 P4051 P1001 P1
RAD ALT VALID IN 9 Y - - S 6 49 RAD ALT VALID
P433
RADAR ALTITUDE IN HI 15 N D D B 2 57 ANALOG RADALT HI
RADAR ALTITUDE IN LO 16 W B H g
_ 12 59 ANALOG RADALT LO
s
1 2
GDU 700/1060
PILOT PFD 3 4 P4
5
RAD ALT SELF TEST OUT 61 T G G U 7 25 SELF TEST IN
(~DISCRETE OUT 8*)
GDU 700/1060
COPILOT PFD 3 4 P4
RADAR ALTIMETER SELF TEST OUT 61
(~DISCRETE OUT 8*)
NOTES
THE HI AND LOW OUTPUTS ARE REVERSED IN ORDER TO ALLOW THE GAD 43(e) TO CORRECTLY
1 INTERPRET THE ANALOG VOLTAGE BEING OUTPUT BY THE AA-200.
2 A4J1 PIN B IS LOW SIDE OF DH POTENTIOMETER.
3 IF DUAL GDUs ARE INSTALLED, THE RADAR ALTIMETER MUST BE ENABLED ON BOTH GDUs.
CONNECTION TO RADAR ALTIMETER CAN BE MADE TO BOTH GDUs AS SHOWN, OR ONLY CONNECTED TO
ONE GDU (EITHER PILOT’S OR CO-PILOT’S) AND RADAR ALTITUDE SELF-TEST CONTROL CROSSFILLED TO
4 THE OTHER GDU. DIRECT CONNECTION TO EACH GDU IS PREFERRED. CROSSFILL OPTION SHOULD
ONLY BE USED IF THERE ARE AN INSUFFICIENT NUMBER OF GDU ARINC 429 INPUTS TO SUPPORT ALL
ARINC 429 INTERFACES IN A PARTICULAR INSTALLATION.
5 KRA 405 TEST WILL DISPLAY 25-50 FT.
Figure B-13 GAD 43e – Radar Alt Interconnect

Rev. 5 Page B-26
GAD 43e ADF RECEIVER
HONEYWELL
KR 85
KI 225
P433 P222
ADF BEARING X 12 A ADF BEARING X
ADF BEARING Y 13 B ADF BEARING Y
ADF BEARING Z 14 C ADF BEARING Z
P431
26 VAC OUT HI 18
26 VAC REF IN HI 39 E 26 VAC REF IN HI
26 VAC LO 34 D 26 VAC LO
1
115 VAC REF IN HI 38
115 VAC REF IN LO 37
NOTES
WHENEVER POSSIBLE, UTILIZE EXISTING SOURCES OF 26VAC REFERENCE AS SHOWN BELOW. THE
26VAC SOURCE MUST PRODUCE A SINUSOIDAL, LOW-NOISE WAVEFORM. A SQUARE WAVE IS NOT
1 ACCEPTABLE. IF THE GAD 43(e) 26VAC REFERENCE OUTPUT IS UTILIZED, CONNECT AS SHOWN IN THE
INTERCONNECT. THE 26VAC OUTPUT FROM THE GAD 43(e) CAN SOURCE UP TO 310 MILLIAMPS OF
CURRENT.
GAD 43(e) P431

26 VAC OUT HI 18 N/C
26 VAC REF IN HI
26 VAC LO
39
34
} TO A/P, GAD, GDU, AND OTHER
26 VAC REF EQUIPMENT
s
115 VAC REF IN HI

115 VAC REF IN LO
38
37
N/C
N/C
} AIRCRAFT 26 VAC 400 HZ
REFERENCE VOLTAGE
-EITHER-
GAD 43(e) P431

26 VAC OUT HI 18
26 VAC REF IN HI 39 TO A/P, GAD, GDU, AND OTHER
26 VAC LO 34 26 VAC REF EQUIPMENT
s

37 AIRCRAFT 115 VAC 400 HZ
115 VAC REF IN LO
s
Figure B-14 GAD 43e – Synchro ADF

Rev. 5 Page B-27
GDU 700P 1 BACKUP BATTERY
P1 P101
s s
s s
s s
USE BATTERY OUT 17 22 AWG 13 BATTERY ON REQ
STANDBY POWER IN 25 22 AWG 4 +5V STANDBY PWR OUT
s s
BATTERY RS-232 IN 7 22 AWG 11 BATTERY RS-232 OUT
BATTERY RS-232 OUT 24 22 AWG 12 BATTERY RS-232 IN
BATTERY RS-232 GND 16 22 AWG 10 GROUND
s s
NOTES
1 MAXIMUM WIRE LENGTH BETWEEN GDU 700P AND THE BACKUP BATTERY IS 40 FEET.
Figure B-15 GBB 54 – Power Interconnect

Rev. 5 Page B-28
GDU 700/1060 GCU 485
PFD P4851
1 22 AWG 7 AIRCRAFT POWER 1
22 AWG 5 POWER GROUND
N/C 9 AIRCRAFT POWER 2

P4
IN 34 1 RS-232 OUT 1
~RS-232 8 OUT 35 2 RS-232 IN 1
GND 33 6 SIGNAL GROUND
s s
NOTES
Figure B-16 GCU 485 Interconnect

Rev. 5 Page B-29
Config Module
GARMIN
GEA 110
P1102
CONFIG
CONFIG MODULE PWR 20 RED 4 MODULE
CONFIG MODULE GND 78 BLK 1
CONFIG MODULE CLK 59 WHT 2
Single GDU Interconnect

3
GDU 700/1060
P2 P1101 GEA 110 #1
LRU POWER OUT 1 40 22 AWG 1 POWER IN 1

22 AWG 14 GND
P3 SINGLE MULTI
N/C GND 12 SYS ID #1

N/C N/C 13 SYS ID #2
A 44 5 A
RS-485 2 RS-485 1
B 45 10 B
s s
22 AWG 6 POWER IN 2 2
1
3
P1101 GEA 110 #2
LRU POWER OUT 2 22 22 AWG 1 POWER IN 1

22 AWG 14 GND
22 AWG 13 SYS ID #2
A 46 5 A
RS-485 3 RS-485 1
B 47 10 B
s s
22 AWG 6 POWER IN 2 2
1
Figure B-17 GEA 110 Power, Config Module Interconnect

Sheet 1 of 3

Rev. 5 Page B-30
M u ltip le G D U w ith G B B
3
G D U 700P
P2 P 11 01 G EA 110 #1
w/ GBB
LR U P O W E R O U T 1 40 22 AW G 1 P O W E R IN 1
22 AW G 14 GND
22 AW G 12 S Y S ID # 1
P3
A 44 5 A
R S -48 5 2 R S -4 8 5 1
B 45 10 B
s s
1
A 46 4 A
R S -48 5 3 R S -4 8 5 2
B 47 9 B
s s
3
G D U 70 0 /1 06 0 P3 P 11 01 G EA 110 #2
LR U P O W E R O U T 2 22 N /C 22 AW G 1 P O W E R IN 1
A 44 4 A
R S -48 5 2 R S -4 8 5 2
B 45 9 B
s s
A 46 5 A
R S -48 5 3 R S -4 8 5 1
B 47 10 B
s s
P2 22 AW G 6 P O W E R IN 2
1 22 AW G 14 GND
LR U P O W E R O U T 1 40 N /C
22 AW G 13 S Y S ID # 2
M u ltip le G D U w ith o u t G B B
3
G D U 70 0 /1 06 0
P2 P 11 01 G EA 110 #1
22 AW G 14 GND
22 AW G 12 S Y S ID # 1
P3
A 44 5 A
R S -48 5 2 R S -4 8 5 1
B 45 10 B
s s
LR U P O W E R O U T 2 22 N /C 22 AW G 6 P O W E R IN 2
1
A 46 4 A
R S -48 5 3 R S -4 8 5 2
B 47 9 B
s s
3
G D U 70 0 /1 06 0
P3 1 P 11 01 G EA 110 #2
E IS
LR U P O W E R O U T 2 2 2 N /C 22 AW G 6 P O W E R IN 2
A 44 4 A
R S -48 5 2 R S -4 8 5 2
B 45 9 B
s s
A 46 5 A
R S -48 5 3 R S -4 8 5 1
B 47 10 B
s s
P2
22 AW G 14 GND
22 AW G 13 S Y S ID # 2

Sheet 2 of 3

Rev. 5 Page B-31
NOTES
2 ONLY REQURED IN 28V AIRCRAFT WITHOUT GBB.
ENSURE THE 15 PIN D-SUB CONNECTOR IS ORIENTATED PROPERLY, DAMAGE WILL OCCUR IF THE
3 CONNECTOR IS INSTALLED UPSIDE DOWN.

Sheet 3 of 3

Rev. 5 Page B-32
P1102
PA4055-5020-3
PA4055-5020-2
(494-30029-03)
(494-30029-01)
(011-04202-20)
(011-04202-10)
T1EU70G-CS
T1EU35G-CS
GEA 110
KAVLICO
KAVLICO
UMA
UMA
7 12
1 ~ +5V 1 EXCT 29 - - RED RED
+10V EXCT 9 2 2 - -
FUEL PRESS (+) (80V) 10 3 3 GRN GRN
GROUND 34 1 1 BLK BLK
s
(494-30029-02)
(011-04202-00)
P4055-5020-1
T1EU50A-CS
KAVLICO
UMA
7 12
1 ~ +5V 2 EXCT 76 - RED
+10V EXCT 9 2 -
MAN PRESS (+) (80V) 50 3 GRN
GROUND 54 1 BLK
s
20GX-1000-150G
(494-30029-04)
(011-04202-30)
(494-30032-00)
T1EU150G-CS
P4055-5020-4
KAVLICO
KULITE
UMA
7 12
1 ~ +5V 2 EXCT 76 - RED A
+10V EXCT 9 2 - -
OIL PRESS (+) (5/80V) 48 3 GRN C
OIL PRESS (-) (5/80V) 68 - - D
GROUND 34 1 BLK B
s
(494-70001-00)
NIST ITS-90
K TYPE
ALCOR
86255
3
EGT 1 (+) 40 YEL YEL
EGT 1 (-) 60 RED RED
EGT 2 (+) 41
EGT 2 (-) 61
EGT 3 (+) 42
2 EGT 3 (-) 62
EGT 4 (+) 43
EGT 4 (-) 63
EGT 5 (+) 44
EGT 5 (-) 64
EGT 6 (+) 45
EGT 6 (-) 65
3 3 4
(494-70008-00)
NIST ITS-90
NIST ITS-90
K TYPE
ALCOR
J TYPE
86252
CHT 1 (+) 1 YEL YEL WHT

CHT 1 (-) 21 RED RED RED
CHT 2 (+) 2
CHT 2 (-) 22
CHT 3 (+) 3
2 CHT 3 (-) 23
CHT 4 (+) 4
CHT 4 (-) 24
CHT 5 (+) 5
CHT 5 (-) 25
CHT 6 (+) 6
CHT 6 (-) 26
Figure B-18 GEA 110 Sensor Interconnect

Sheet 1 of 5

Rev. 5 Page B-33
GEA 110 P1102
3 3
(494-70010-00)
NIST ITS-90
T3B10-SG
MS28034
K-TYPE
UMA
CARB TEMP (+) (5/80V) 46 YEL YEL A
CARB TEMP (-) (5/80V) 66 RED RED B
5
3 3
(494-70009-00)
NIST ITS-90
T3B3-2.5G
MS28034
K-TYPE
UMA
OIL TEMP (+) (5V) 47 YEL YEL A
OIL TEMP (-) (5V) 67 RED RED B
(494-10001-00)
(494-10001-01)
102-389012-11
FLOSCAN
FLOSCAN
BEECH
201B-6
FT-60
FT-90
231
EI
EI
12
1 ~ +12V 1 EXCT 69 RED RED RED RED A
FUEL FLOW 1 15 WHT WHT WHT WHT B
GROUND 74 BLK BLK BLK BLK C
s (494-10001-00)
(494-10001-01)
102-389012-11
FLOSCAN
FLOSCAN
BEECH
201B-6
FT-60
FT-90
231
EI
EI
12
1 ~ +12V 2 EXCT 17 RED RED RED RED A
FUEL FLOW 2 16 WHT WHT WHT WHT B
GROUND 14 BLK BLK BLK BLK C
s
T1A9-1
T1A9-2
UMA
UMA
12
1 ~ +12V 2 EXCT 17 ORG/WHT ORG/WHT
RPM 1(+) 18 WHT WHT
GROUND 74 BLU/WHT BLU/WHT
s
OR
9
RPM 1(+) 18 10 (LEFT MAG P-LEAD)
s
9
RPM 2(+) 19 10 (RIGHT MAG P-LEAD)
s

Sheet 2 of 5

Rev. 5 Page B-34
P1102
GEA 110
SHUNT
ALT
5A B G
SHUNT 1 (+) 35
S
13
5A
SHUNT 1 (-) 55 AIRCRAFT BUS
SHUNT
MASTER
SOLENOID
5A + -
SHUNT 2 (-) 56
S
13
5A
SHUNT 2 (+) 36 BATTERY BUS
5A
BUS 1 57 BUS VOLTS
5A
BUS 2 58 BATT. VOLTS
3 3 3 4 3 3 3
TIT IAT CDT PRIMARY EGT

(494-70002-00)
(494-70001-00)
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
K TYPE
K TYPE
K TYPE
K TYPE
ALCOR
ALCOR
J TYPE
86245
86255
(+) 7 YEL YEL YEL WHT YEL YEL YEL

~ GEN PURP
(-) 27 RED RED RED RED RED RED RED
OIL
MAP FUEL PRESSURE
PRESS.
20GX-1000-50G
20GX-1000-15G
20GX-1000-25A
(494-30030-00)
(494-30031-00)
(494-30029-00)
102-389017-3
KULITE
KULITE
KULITE
BEECH
7 12
1 ~ +5V EXCT 29 - A A A
(+) 8 HI C C C
~ GEN PURP
(-) 28 LO D D D
~ GROUND 34 - B B B
s
11

Sheet 3 of 5

Rev. 5 Page B-35
GEA 110
P1102
SINGLE MAIN
LEFT MAIN
FLOAT
(+) 12 HI
FUEL QUANTITY 1
(-) 32 LO
RIGHT MAIN
FLOAT
(+) 52 HI
FUEL QUANTITY 2
(-) 72 LO
6
LEFT TIP/AUX
SINGLE AUX
FLOAT
(+) 13 HI
FUEL QUANTITY 3
(-) 33 LO
6
RIGHT TIP/AUX
FLOAT
(+) 53 HI
FUEL QUANTITY 4
(-) 73 LO
6
Sheet 4 of 5

Rev. 5 Page B-36
NOTES
THERE ARE LIMITED PINS AVAILABLE FOR +5V, +10V, AND +12V TRANSDUCER EXCITATION. DEPENDING
1 ON HOW MANY SENSORS ARE CONNECTED TO THE GEA, SPLICING SENSORS TO THE SAME EXCITATION
VOLTAGE PIN MAY BE REQUIRED. USE ALL IDENTICAL FUNCTIONING PINS BEFORE SPLICING.
2 SINGLE CHANNEL SHOWN. IDENTICAL WIRING FOR CHANNELS 2-6.
3 USE K-TYPE THERMOCOUPLE WIRE FOR EXTENSIONS.
4 USE J-TYPE THERMOCOUPLE WIRE FOR EXTENSIONS.
5 AIRCRAFT GROUND ON GEA --- PIN ONLY REQUIRED FOR MS28034.
USE EXISTING WIRING FOR FUEL PROBE RETURN. GEA --- PIN MUST BE TIED TO AIRCRAFT GROUND FOR
ALL INSTALLATIONS. ANY WIRING ADDED TO EXTEND EXISTING FUEL QUANTITY SENSOR WIRING MUST
6 BE SHIELDED AND BOTH SHIELD ENDS OF ADDITIONAL WIRING TERMINATED TO AIRCRAFT GROUND. THE
SHIELD DRAIN LENGTH MUST BE NO LONGER THAN 3 INCHES.
7 MATCH SHIELDING AS SHOWN. SELECT WIRE BASED ON CONDUCTORS REQUIRED AT TRANSDCUER.
USE TWO 820 KΩ, 1/4 WATT, -55 C TO +125 C RESISTORS. TWIST PARALLEL RESISTOR LEADS TOGETHER,
8 SPLICE TO WIRES WITH ENVIRONMENTAL SPLICES, AND ENCAPSULATE SPLICES AND RESISTORS WITH
ADHESIVE LINED POLYOLEFIN HEAT-SHRINKABLE TUBING.
DO NOT EXCEED 6 INCHES LENGTH BETWEEN END OF RESISTOR AND CONNECTION TO MAGNETO OR
9 IGNITION SWITCH.
CONNECT TO THE MAGNETO P-LEAD LUG. PERMISSIBLE TO USE IGNITION SWITCH INPUTS IF MAGNETO
10 USES COMPRESSION TYPE CONNECTORS.
11 AIRCRAFT GROUND ON GENERAL PURPOSE -- PIN ONLY REQUIRED FOR BEECH P/N 102-389017-3.
DO NOT EXCEED 6 INCHES LENGTH OF EXPOSED CORE WIRES BETWEEN END OF SHIELD AND
12 TRANSDUCER. THE LENGTH OF NON-METALLIC TRANSDUCER DISCONNECTS, IF INSTALLED, MUST BE
INCLUDED IN THIS LENGTH.
13 BOTH FUSES MUST BE THE SAME TYPE AND RATING.

Sheet 5 of 5

Rev. 5 Page B-37
Config Module
GEA 71B ENHANCED
P701
CONFIG
CONFIG MODULE PWR 21 RED 4 MODULE
CONFIG MODULE GND 1 BLK 1
CONFIG MODULE CLK 60 WHT 2
GDU Interconnect
GEA 71B ENHANCED
P701
AIRCRAFT POWER 1 35 1
POWER GROUND 20
S
ANALOG IN 9 HI 72
ANALOG IN 9 LO 73 P3 GDU 700P/1060
RS-485 1 A 5 44 RS-485 2 A
RS-485 1 B 6 45 RS-485 2 B
s s
P3 GDU 700P/1060
RS-485 2 A 7 44 RS-485 2 A
RS-485 2 B 8 45 RS-485 2 B
s s 2
THERMOCOUPLE REF HI 68 YEL

3
THERMOCOUPLE REF LO 69 RED
BACKSHELL
THERMOCUPLE
NOTES
1 REFER TO SECTION 3.2 FOR BREAKER SIZING, BUSSING, AND LABELING.
2 INSTALLATION OF A SECOND GDU IS OPTIONAL.
3 REFER TO SECTION 4.1.5 FOR BACKSHELL THERMOCOUPLE INSTALLATION INSTRUCTIONS.
Figure B-19 GEA 71B Enhanced Power, Config Module Interconnect

Rev. 5 Page B-38
APTE-438-1000-75D
APTE-51R-1000-
APTE51CF-70D
APT51CC-75D
GEA 71B ENHANCED
(7161772403)
P701
Kuli te
Kuli te
Kuli te
Kuli te
68.3D
2
TORQUE PRESS (+) 42 4 C 3 A
TORQUE PRESS (-) 43 5 D 4 B
s 3 - - -
S
1 A 1 -
2 B 2 -
+10 VDC TRANS PWR OUT 14 C
TRNS PWR OUT LO (GND) 11 D
s S
S
3
APTE-6R-1000-150G
APT-369-1000-150G
APT-20GX-1000-
(494-30032-00)
(7161772405)
Kulite
Kulite
Kulite
150G
2
+10 VDC TRANS PWR OUT 14 2 - -
TRNS PWR OUT LO (GND) 11 1 B -
3 - -
OIL PRESS (+) 46 4 C C
OIL PRESS (-) 47 5 D D
+5 VDC TRANS PWR OUT 15 - A -
s S
- - A
- - S
B
3
RTD (MS28034)
2
OIL TEMP (+) 44 A
OIL TEMP (-) 45 B
SIGNAL GROUND 32 s S
S
THERMOCOUPLE
K-TYPE
1
ITT (+) 54 YEL
ITT (-) 55 RED
Figure B-20 GEA 71B Enhanced Sensor Interconnect

Sheet 1 of 4

Rev. 5 Page B-39
MIL-PRF-26611
22A703/22A623
MIL-PRF-26611
GEA 71B ENHANCED
Globe Motors
P702
2
PROP RPM IN (+) 76 A A
SIGNAL GROUND 33 B B
s s
CASE CASE
S
MIL-PRF-26611
22A703/22A623
MIL-PRF-26611
Globe Motors
2
GAS GEN RPM IN (+) 77 A A
SIGNAL GROUND 34 B B
s s
CASE CASE
S
Meggitt/Ragen Data
Systems TFF2905-
Shadin 660526A
13 (99100338-6)
2
+12 VDC TRANS PWR OUT 16 A -
FUEL FLOW IN 1 (+) 74 B -
TRNS PWR OUT LO (GND) 13 C -
s s
FUEL FLOW IN 2 (+) 21 A
FUEL FLOW IN 2 (-) 22 B
s S
C
D
N/C E
P701 S N/C F
FUEL FLOW TEMP (+) 33
FUEL FLOW TEMP (-) 34
APTE-6R-1000-50G
APT-20GX-1000-
(494-300031-00)
Kuli te
Kuli te
50G
FUEL PRESS (+) 62 C C

FUEL PRESS (-) 63 D D
s S
+5 VDC TRANS PWR OUT 15 - A
TRNS PWR OUT LO (GND) 11 - B
s S
A
B
S
3A

Sheet 2 of 4

Rev. 5 Page B-40
SHUNT
GEA 71B ENHANCED 4
P702 ALT 1
2 5A B G
ALT AMP 1 (+) 48
S
5A
ALT AMP 1 (-) 49 AIRCRAFT BUS
s S
SHUNT
4
2 ALT 2
5A B G
ALT AMP 2 (+) 44
S
5A
ALT AMP 2 (-) 45 AIRCRAFT BUS
s S
MASTER
SOLENOID 2
SHUNT
4
2 5A + -
BAT AMP 1 (+) 50
S
5A
BAT AMP 1 (-) 51 BATTERY BUS
s S
MASTER
SOLENOID 2
SHUNT
4
2 5A + -
BAT AMP 2 (+) 46
S
5A
BAT AMP 2 (-) 47 BATTERY BUS
s S
5A
BUS VOLTS 1 (+) 56 BUS 1 VOLTS
BUS VOLTS 1 (-) 57
S
5A
BAT VOLTS 1 (+) 58 BATT. 1 VOLTS
BAT VOLTS 1 (-) 59
S
P701 5A
BUS VOLTS 2 (+) 64 BUS 2 VOLTS
BUS VOLTS 2 (-) 65
S
5A
BAT VOLTS 2 (+) 66 BATT. 2 VOLTS
BAT VOLTS 2 (-) 67
S
5A
ALT VOLTS 1 (+) 72 ALT. 1 VOLTS
ALT VOLTS 1 (-) 73
S
5A
ALT VOLTS 2 (+) 74 ALT. 2 VOLTS
ALT VOLTS 2 (-) 75
S

Sheet 3 of 4

Rev. 5 Page B-41
NOTES
1 USE K-TYPE THERMOCOUPLE WIRES FOR EXTENSIONS.
DO NOT EXCEED 2.5 INCHES LENGTH OF EXPOSED CORE WIRES BETWEEN END OF SHIELD AND
2 TRANSDUCER. THE LENGTH OF NON-METALLIC TRANSDUCER DISCONNECTS, IF INSTALLED, MUST BE
INCLUDED IN THIS LENGTH.
3 CONNECT TO GEA 71B ENHANCED BREAKER. REFER TO SECTION 3.2 FOR BREAKER SIZING.
4 BOTH FUSES MUST BE THE SAME TYPE AND RATING.

Sheet 4 of 4

Rev. 5 Page B-42
GDU 700P/1060
PX 8
~DISC IN 1 LO X 1
2 3
ORIGINAL
4 5 EQUIP/ANNUN
PX
6 7
~DISC IN 1 HI X 1
ORIGINAL
EQUIP/ANNUN
P3
~DISC OUT 1 LO 43 9 12
11
~DISC OUT 2 LO 49 10 12
GEA 71B ENHANCED
2 3 P70X 8
4 5 ~DISC IN 1 LO X 1
6 7 ORIGINAL
EQUIP/ANNUN
P702
~ANNUNCIATE* 1A 1 9 12
11
~ANNUNCIATE* 1B 2 10 12
Figure B-21 GDU EIS Discrete Interconnect

Sheet 1 of 3

Rev. 5 Page B-43
NOTES
DO NOT EXCEED THE FUNCTIONAL LIMITS OF THE DISCRETE. REFER TO SECTION 3.2.8 FOR ADDITIONAL
1 INFORMATION.
ACTIVE-LOW INPUT ACTIVE-HIGH INPUT

ACTIVE STATE <3.5 VDC and/or <375Ω 6.5 VDC – 33 VDC
INACTIVE STATE 6.5 VDC – 33 VDC and/or 100kΩ <3.5 VDC and/or <375Ω
P3, 34–37
GDU PINS P3, 57–60
P4, 36–39
GEA 71B Enhanced J701, 70, 71, 76
-
PIN J702, 60–66, 71–73, 25–30, 40–43
CONNECT TO SOURCE THAT SATISFIES ACTIVE STATE REQUIREMENTS WHEN STARTER ENGAGED AND
2 INACTIVE WHEN STARTER DISENGAGED (REFER TO NOTE 1).
CONNECT TO SOURCE THAT SATISFIES ACTIVE STATE REQUIREMENTS WHEN BLEED AIR OFF AND
3 INACTIVE WHEN BLEED AIR ON (REFER TO NOTE 1).
CONNECT TO SOURCE THAT SATISFIES ACTIVE STATE REQUIREMENTS WHEN EINERTIAL SEPARATOR
4 ENGAGED AND INACTIVE WHEN INTERTIAL SEPARATOR DISENGAGED (REFER TO NOTE 1).
CONNECT TO SOURCE THAT SATISFIES ACTIVE STATE REQUIREMENTS WHEN IGNITOR ENGAGED AND
5 INACTIVE WHEN THE IGNITOR DISENGAGED (REFER TO NOTE 1).
CONNECT TO SOURCE THAT SATISFIES ACTIVE STATE REQUIREMENTS WHEN TORQUE LIMITER
6 ENGAGED AND INACTIVE WHEN TORQUE LIMITER DISENGAGED (REFER TO
NOTE 1).
CONNECT TO SOURCE THAT SATISFIES ACTIVE STATE REQUIREMENTS WHEN THRUST REVERSER
7 ENGAGED AND INACTIVE WHEN THRUST REVERSER DISENGAGED (REFER TO
NOTE 1).
IF USING ANNUNCIATOR PANEL TO SOURCE DISCRETE SIGNALS, VERIFY ANNUNCIATOR PANEL TEST
8 DOES NOT CAUSE FALSE ANNUNCIATIONS ON GDU. PROTECT WITH DIODE IF NECESSARY. POSITION
DIODE ON NON-DRIVING SIDE AWAY FROM GDU/GEA.
CONNECT TO ACTIVE-LOW ANNUNCIATOR PANEL. OUTPUT DRIVEN LOW WHEN CONFIGURED ENGINE ITT
9 IS MET.
CONNECT TO ACTIVE-LOW ANNUNCIATOR PANEL. OUTPUT DRIVEN LOW WHEN CONFIGURED ENGINE
10 TORQUE IS MET.
IF USING ACTIVE-LOW, VERIFY TURNING GDU OFF WILL NOT FALSELY GROUND THE DISCRETE OUT
11 ANNUNCIATORS.

Sheet 2 of 3

Rev. 5 Page B-44
NOTES CONTINUED
ACTIVE-HI AND ACTIVE-LOW DISCRETE OUTPUTS ARE AVAILABLE FOR ANY OUTPUT. ACTIVE-HI
12 DISCRETE OUTPUTS CAN SOURCE 50 mA,
ACTIVE-LOW OUTPUT ACTIVE-HIGH OUTPUT

<3.5 VDC and/or <375Ω, sink up to 6.5 VDC–33 VDC, supply up to
ACTIVE STATE
250 mA 50 mA
INACTIVE STATE 6.5 VDC–33 VDC and/or 100kΩ <3.5 VDC and/or <375Ω
P3, 43, 48–51, 55, 56
GDU PINS P3, 1, 2, 53, 54
P4, 51, 52, 60, 61, 71, 72
GEA 71Be PIN J702, 1–7, 10, 20 -

Sheet 3 of 3

Rev. 5 Page B-45
GDU 700/1060 ADF RECEIVER
HONEYWELL COLLINS
KR 87 KDF 806 ADF-60A/B

KFS 586
P4 P872 P8061 P1
ADF X/COS IN 57 B 12 28 DC X/COS
ADF Y/SIN IN 58 A 13 1 32 DC Y/SIN OR DC Y/SIN
ADF REF IN 59 D 11 33 DC DC REF
P3
ADF VALID IN
(~DISCRETE IN 2) 58 3 C 4 21 25 SUPERFLAG (ADF LOCK)
2
NOTES
CONNECTIONS ARE SHOWN FOR A BOTTOM-MOUNTED ANTENNA. FOR A TOP-MOUNTED ANTENNA,
1 DISCONNECT WIRE FROM P1-32 AND CONNECT TO P1-24.
IF CONNECTING AN ADF RECEIVER THAT DOES NOT PROVIDE SUPERFLAG OUTPUT, LEAVE P3-58
2 UNCONNECTED.
THE SUPERFLAG OUTPUT IS ONLY PROVIDED BY P/Ns 066-1072-04, -05, -06, -07, -14, -15, AND -17
3 VERSIONS OF THE KR 87 ADF RECEIVER.
THE SUPERFLAG OUTPUT IS ONLY PROVIDED BY P/N 066-1077-01 VERSION OF THE KDF 806 ADF
4 RECEIVER.
Figure B-22 ADF Interconnect

Rev. 5 Page B-46
GDU 700/1060 AUDIO PANEL
2 PILOTS PFD
P4
AUDIO INHIBIT IN x 3 GARMIN PS Engineering Bendix/King
(~DISCRETE IN X*)
AUDIO ACTIVE OUT x GMA 342 GMA 35(c) SL15 PAR PMA6000 PMA KMA 24
(~DISCRETE OUT X*)
4 GMA 345 GMA 350(c) SL15M GMA 340 GMA 347 200 PMA7000 8000 KMA 28 KMA 26 KMA 30
P3401 P3501 Bottom J1 J3471 J1 Bottom J1 Bottom P261 J1
P2
HI 10 31 31 T 31 54 31 T 31 T 14 31 HI UNSWITCHED
AUDIO OUT 1
LO 9 32 32 Gnd Lug 32 55 32 Gnd Lug 32 Gnd Lug 31 32 LO AUDIO IN
s
5 6
NOTES
IF THE TAWS B FEATURE IN THE GDU 700/1060 IS ENABLED, THE AUDIO INPUT MUST BE UNSWITCHED
1 AND UNMUTED.
FOR MULTIPLE GDU 700/1060 INSTALLATIONS, ONLY CONNECT THE AUDIO OUTPUT AND ASSOCIATED
2 DISCRETE FROM PILOT’S PFD. LEAVE THE AUDIO OUTPUT AND DISCRETES FROM OTHER GDUs
UNCONNECTED.
USE THE AUDIO INHIBIT IN DISCRETE INPUT TO INHIBIT GDU 700/1060 AURAL ALERTS WHEN A HIGHER
3 PRIORITY SYSTEM IS PLAYING AUDIO MESSAGES.
USE THE AUDIO ACTIVE OUT DISCRETE OUTPUT TO INHIBIT AURAL ALERTS FROM LOWER PRIORITY
4 SYSTEMS WHENEVER THE GDU 700/1060 IS PLAYING AUDIO MESSAGES.
IT IS ACCEPTABLE TO USE OTHER AVAILABLE UNSWITCHED, UNMUTED PORTS. IF AUDIO PANEL DOES
NOT HAVE AN AVAILABLE UNSWITCHED INPUT, AUDIO FROM GDU 700/1060 MUST BE MIXED WITH AN
5 EXISTING AUDIO SOURCE USING RESISTORS TO ISOLATE THE AUDIO OUTPUT FROM EACH LRU. A
TYPICAL VALUE FOR MIXING RESISTORS IS 390Ω ¼ W. THE AUDIO LEVELS OF EXISTING AUDIO SOURCES
WILL HAVE TO BE RE-EVALUATED AFTER MIXING RESISTORS ARE INSTALLED.
EXISTING LRU R AUDIO PANEL
AUDIO OUT HI UNSWITCHED

LO AUDIO IN
R
GDU 1060 /700
AUDIO OUT
s
SHIELDING BETWEEN THE GDU AND AUDIO PANEL SHOULD ONLY BE GROUNDED AT THE GDU. DO NOT
6 GROUND THE SHIELD AT THE AUDIO PANEL.
Figure B-23 Audio Interconnect

Rev. 5 Page B-47
GARMIN
GDU 700/1060 #1 AUTOPILOT
M-4C 3 M-4D 4
5536E-2 5536F 5485A
Comp. Amp. Comp. Amp. 5487G
P3 P1 P2 P1 P2 P4
A/P HEADING ERROR HI 18 6 - - - 6 HDG DAT H’
A/P HEADING ERROR LO 17 - 34 - 34 - HDG DAT C

s T1
10k:10k
5
A/P COURSE ERROR HI 16 - 48 - - 8 CRS DAT H’
A/P COURSE ERROR LO 15 - 29 - 27 - CRS DAT C

s T1
10k:10k 5
LATERAL +LEFT OUT 9 1 - 1 - - VOR/LOC +LT IN
LATERAL +RIGHT OUT 10 5 - 5 - - VOR/LOC +RT IN
s
VERTICAL +UP OUT 13 34 - 34 - - GS + UP

VERTICAL +DOWN OUT 14 35 - 35 - - GS + DN
s
+28 VDC 6
N/C
- 51 - 51 - LOC + 28
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43
LOC RELAY
A/P AC REF HI 41 AIRCRAFT 26 VAC 400 HZ

7 REFERENCE VOLTAGE
A/P AC REF LO 40
s
FD ROLL RIGHT 20 - - - 35 - FD ROLL CMD + RT

FD ROLL LEFT 19 - - - 36 - FD ROLL CMD + LT
s
FD PITCH UP 42 - - - 38 - FD PITCH CMD + UP
FD PITCH DOWN 21 - - - 37 - FD PITCH CMD + DN
s
FLIGHT
DIRECTOR
FD ENABLE IN ON
57 28VDC
(~DISCRETE IN 1)
OFF
1 ADI 2
(on copilot’s side) 8
Collins
FD-112V
P1 P2
FD ROLL RIGHT - U
FD ROLL LEFT - T
FD PITCH UP - F
FD PITCH DOWN - k
-
OFF MODE + Z - - 39 - - FD ENG
Figure B-24 Autopilot/Flight Director Interconnect – Bendix

Sheet 1 of 2

Rev. 5 Page B-48
NOTES
FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A
STANDBY INSTRUMENT FOR THE GDU 700/1060. IF THIS INDICATOR IS BEING RELOCATED TO THE
1 CO-PILOT’S SIDE, WIRING MAY BE CONNECTED IN PARALLEL TO THIS ADI. THE WIRING TO THIS ADI MUST
BE CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS. THIS ADI MUST BE
LOCATED IN ACCORDANCE WITH SECTION 4.
IF THE FLIGHT DIRECTOR IS BEING DISPLAYED ON THE CO-PILOT’S ADI, THIS FLIGHT DIRECTOR
2 ALIGNMENT MUST BE CORRECTLY ADJUSTED IN ACCORDANCE WITH THE MANUFACTURER’S
INSTRUCTIONS PRIOR TO MAKING ANY ADJUSTMENTS TO THE GDU 700/1060.
ADDITIONAL DROP DOWN RESISTORS MAY BE REQUIRED TO ENSURE THAT THE HEADING AND COURSE
ERROR SIGNALS TO THE 5536E( ) COMPUTER-AMPLIFIER ARE WITHIN THE CORRECT OPERATING RANGE.
3 REFER TO BENDIX I.B. 2004 PART 1 INSTALLATION MANUAL M-4C AFCS PARAGRAPH 2-5
“TROUBLESHOOTING PROCEDURES FOR PREFLIGHT CHECKOUT.”
THE AUTOPILOT COMPUTER MUST BE CONFIGURED FOR A COLLINS PN-101 (FD-112C/V) HSI IN ORDER TO
HAVE THE CORRECT HEADING AND COURSE ERROR (DATUM) SIGNALS; OTHERWISE, ADDITIONAL
ADJUSTMENTS WILL BE REQUIRED. REFER TO BENDIX I.B. 20004 M-4D AFCS INSTALLATION MANUAL
4 SECTION II, PARAGRAPH 7 “FLIGHT CHECK AND CALIBRATION” FOR ADJUSTMENTS THAT CAN BE MADE IN
THE 5487G OR 5485A FLIGHT CONTROLLER. REFER TO I.B. 20004 PARAGRAPH 5 “POST-INSTALLATION
CHECK OUT” FOR ADDITIONAL INFORMATION.
USE TRIAD TRANSFORMER P/N TY-141P OR EQUIVALENT. IN SOME INSTALLATIONS, EXISTING

5 TRANSFORMERS (COLLINS P/N 677-9020-00) MAY BE USED.
IT IS NECESSARY TO INSTALL A RELAY TO INVERT THE POLARITY OF THE “ILS/GPS APPROACH” SIGNAL
6 FROM ACTIVE-LOW TO ACTIVE-HIGH FOR INPUT INTO THE 5536E/F COMPUTER AMPLIFIER.
THE 115VAC 400 HZ EXCITATION FOR THE AUTOPILOT (P2-40), AND THE 26VAC 400 HZ REFERENCE
7 VOLTAGE FOR THE GDU 700/1060 (P3-41), MUST BE IN PHASE WITH EACH OTHER FOR PROPER FEEDBACK
OF THE HEADING AND COURSE ERRORS TO THE AUTOPILOT COMPUTER.
8 ORIGINAL SWITCH AND WIRING MUST BE RETAINED.
Figure B-24 Autopilot/Flight Director Interconnect – Bendix

Sheet 2 of 2

Rev. 5 Page B-49
GDU 700/1060
CENTURY AP
PILOT PFD
II III
P3 CD34 CD34 CD58
LATERAL +LEFT OUT 9 B B - LAT DEV +LT
LATERAL +RIGHT OUT 10 A A - LAT DEV +RT
s
VERTICAL +UP OUT 13 - - B GS DEV +UP

VERTICAL +DOWN OUT 14 - - A GS DEV +DOWN
s
1C388 1C388C RADIO COUPLER

1C388M 1C388MC
TO CONSOLE/AMPLIFIER/
ARTIFICIAL HORIZON CD 33 CD 33
CD33 TO DG
(EXISTING WIRING RETAINED) TO AMP TO DG
1 4
A/P AC REF HI 41 C - D ROLL EXCITATION
14 10k 1 14
A/P AC REF LO 40 F - E ROLL EXCITATION
s 3 T1 6
10k:10k
1 4
A/P HEADING ERROR HI 18 - A A HEADING SIGNAL
14 13 10k 14
A/P HEADING ERROR LO 17 - B B ROLL COMMON
s 3 T1 6 18 mH .047µF
20k:800
- D - DG EXCITATION
A/P COURSE ERROR HI 16 N/C
- E - DG EXCITATION
A/P COURSE ERROR LO 15 N/C
OR
RADIO COUPLER
1C388-2 1C388-3
CD 33 CD 33
CD33 TO DG
TO AMP TO DG
1 4
A/P AC REF HI 41 - D E ROLL EXCITATION
10k 1 14
14
A/P AC REF LO 40 - E D ROLL EXCITATION
s 3 T1 6
10k:10k
1 4
- A A HEADING SIGNAL
2
A/P HEADING ERROR HI 18 1 10k 14
14
A/P HEADING ERROR LO 17 B - F ROLL COMMON
s 3 T1 6
10k:10k 12
1 4
- B B COURSE SIGNAL
2
A/P COURSE ERROR HI 16 1 10k 14
14
A/P COURSE ERROR LO 15 B - C ROLL COMMON
s 3 T1 6
10k:10k
12
Figure B-25 Autopilot/Flight Director Interconnect – Century

Sheet 1 of 3

Rev. 5 Page B-50
GDU 700/1060 5 5
CENTURY AP
PILOT PFD IV 21 31 41 2000
P3 15 CD66 CD194 CD175 CD191 CD175 CD191 CD175 CD184 CD191 CD175 CD220
1k
A/P HEADING ERROR HI 18 49 - 17 - 17 - 17 - - 17 - HDG DATUM HI
A/P HEADING ERROR LO 17 10 V - - - - - - - - - - - HDG DATUM LO
s 1k
A/P COURSE ERROR HI 16 48 - 2 - 2 - 2 - - 2 - COURSE DATUM HI
A/P COURSE ERROR LO 15 10 V - - - - - - - - - - - COURSE DATUM LO
s
LATERAL +FLAG OUT 11 - 2 - 7 - 7 - - 7 - - LAT DEV FLAG +
LATERAL -FLAG OUT 32 - 3 - 8 - 8 - - 8 - - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 32 4 - 6 - 6 - - 6 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 31 5 - 5 - 5 - - 5 - - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 - - - 2 - 2 - - 2 - - GS DEV FLAG +

VERTICAL -FLAG OUT 33 - - - 1 - 1 - - 1 - - GS DEV FLAG -
s
VERTICAL +UP OUT 13 45 - - 4 - 4 - - 4 - - GS DEV +UP
VERTICAL +DOWN OUT 14 46 - - 3 - 3 - - 3 - - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 44 1 - 9 - 9 - - 9 - - LOC SWITCH
7
A/P AC REF HI 41 39 - - - - - - - - - - 5 kHz EXCITATION
11 A/P AC REF LO 40 40 - - - - - - - - - - 5 kHz EXCITATION
s
FD ENABLE IN
(~DISCRETE IN 1) 57 NC
FD ROLL RIGHT 20 21 - - - - - - 40 - - 6 ROLL STEERING
FD ROLL LEFT 19 24 - - - - - - 28 - - 7 ROLL COMMON
s 8
9
3
FD PITCH UP 42 20 AWG 20 AWG 20 - - - - - - 29 - - 5 PITCH STEERING
FD PITCH DOWN 21 20 AWG 20 AWG 17 - - - - - - 17 - - 30 STEERING COMMON

s
6
- - - - - - - - - - 26 ALTITUDE CAPTURE
10 - - - - - - - - - - 24 ENB 1
ADI - - - - - - - - - - 25 ENB 2
52C77/-2/-3/-4
(optional install on copilot’s side)
( )/-2 -3/-4
CD64 CD144
2 3 4
STEERING COMMON F 12
PITCH STEERING J 11
ROLL COMMON E 28 20 AWG

ROLL STEERING H 10 20 AWG

Sheet 2 of 3

Rev. 5 Page B-51
NOTES
USE MIL-T-27 TYPE TF5S21ZZ TRANSFORMER TRIAD MAGNETICS P/N SP-66. TRIAD P/N TY-141P
1 TRANSFORMER MAY ALSO BE USED, BUT IS NOT RECOMMENDED FOR NEW INSTALLATIONS.
BE CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS.
IF THE 52C77/-2/-3/-4 ADI IS CONNECTED WITH THE GDU 700/1060, THE 18.0 OR 30.0 Ω RESISTOR MUST
3 NOT BE INSTALLED.
ENSURE ANY JUMPERS AT CD185 PINS 8, 9, AND 17 ARE REMOVED TO CONFIGURE COMPUTER FOR NSD
5 360A.
USE RESISTOR P/N RE65G() OR RE65N() (PER MIL-PRF-18546) CHASSIS MOUNT POWER RESISTOR
MEETING THE FOLLOWING SPECIFICATIONS:
• 18.0 Ω FOR CENTURY IV AND 14 VDC SYSTEMS WITH CENTURY 41 AND 2000, OR A 30.0 Ω FOR 28
VDC SYSTEMS USING THE CENTURY 41 OR 2000 AUTOPILOTS
6 • MINIMUM POWER RATING OF 10 WATTS
• MAXIMUM TOLERANCE OF +/- 5%
• LOCATE RESISTOR ON METALLIC SECONDARY STRUCTURE WITHIN INSTRUMENT PANEL AREA
NEAR GDU
DIODE INSTALLED FOR CENTURY IV SYSTEM ONLY. USE 1N4444 OR EQUIVALENT.

7
MAKE THIS CONNECTION ONLY FOR CENTURY 41 AND 2000 SYSTEMS.

8
MAKE THIS CONNECTION ONLY FOR CENTURY IV SYSTEMS.

9
FOR CENTURY 2000 AUTOPILOTS THAT DO NOT HAVE THE ALTITUDE PRESELECTOR INSTALLED, ROUTE
10 PROVISIONAL WIRES FROM CD189 AND STOW NEAR BACK OF THE PILOT’S GDU.
THE 5KHZ SIGNAL IS ONLY REQUIRED FOR AC AUTOPILOTS.

11
SPLICE BOTH WIRES TOGETHER INTO PIN B OF CD33 TO AMP.

12
USE MIL-T-27 TYPE TF5S21ZZ TRANSFORMER TRIAD MAGNETICS P/N SP-13.

13
IF UPGRADING FROM GDU 620 INSTALLATIONS, THESE WIRES MUST BE CHANGED TO TWISTED SHIELDED
14 PAIR AS SHOWN.
USE 1K OHM 5% AXIAL, 1 WATT RESISTOR AND 10V 1.3 WATT ZENER DIODE (VISHAY P/N BZX85B10-TAP).
15 FOR CENTURY 41 AND 2000 SYSTEMS ONLY.

Sheet 3 of 3

Rev. 5 Page B-52
GARMIN CENTURY AP
1 GAD 43/43e 21 31 41 2000
P431 CD194 CD186 CD189 CD200 CD189 CD184 CD189 CD220
PITCH DC OUT 13 - - - 22 - 36 - 32 PITCH SIG

ROLL DC OUT 29 - 11 - 24 - 42 - 44 ROLL SIG
DC REF IN 27 - 5 - 23 - 27 - 17 ROLL REF
s
5 5 5
NO 22 11 - 3 - 3 - 3 - A/P DISC SW
AP INTERLOCK
NC 21 N/C
RELAY COM 5 12 - 5 - 5 - 11 - A/P DISC GND
TRIM CMD A/P DISC SW
A/P DISC (OPT. EXIST.)
2 3
4
NOTES
1 WHEN INTERFACING WITH CENTURY AUTOPILOTS, GAD 43 P/N 011-01970-00 CANNOT BE USED.
FOR CENTURY 31, 41, AND 2000 INSTALLATIONS ONLY. THIS STC DOES NOT AUTHORIZE INSTALLATION OF
2 TRIM CMD SWITCH.
FOR CENTURY 21 AUTOPILOT: IF OPTIONAL A/P DISC SWITCH IS INSTALLED, REMOVE THE EXISTING
3 CONDUCTOR FROM CD194 – 11. CONNECT CD194 – 11 TO THE GAD 43 INTERLOCK RELAY WIRING AS
SHOWN.
FOR CENTURY 21 AUTOPILOT: IF OPTIONAL A/P DISC SWITCH IS NOT INSTALLED, REMOVE THE EXISTING
4 CONDUCTOR FROM CD194 PINS 11 AND 12. INSTALL WIRING TO THE GAD 43 INTERLOCK RELAY (WITHOUT
SWITCHES) AS SHOWN. THIS STC DOES NOT AUTHORIZE INSTALLATION OF AP DISC SWITCH.
REMOVE THE EXISTING CONDUCTOR FROM CD189 – 3. CONNECT CD189 – 3 TO THE GAD 43 INTERLOCK
5 RELAY AS SHOWN.
Figure B-26 Autopilot/Flight Director Interconnect – Century GAD

Rev. 5 Page B-53
GDU 700/1060 MODE CONTROLER/
PILOT PFD 300/400/800 COMPUTER AMP
IFCS
S530A CA530FD 2
P3 J3/P18 J1/P5
A/P HEADING ERROR HI 18 E - HDG ERROR 1 HI
1
A/P HEADING ERROR LO 17 C - HDG ERROR 1 LO
s
A/P COURSE ERROR HI 16 V - NAV 1 CRS DATUM HI
A/P COURSE ERROR LO 15 k - NAV 1 CRS DATUM LO
s
b - NAV 2 CRS DATUM HI
3
T1 m - NAV 2 CRS DATUM LO
10k:10k
LATERAL +LEFT OUT 9 T - NAV 1 +L
LATERAL +RIGHT OUT 10 U - NAV 1 +R
s
Z - NAV 2 +L
a - NAV 2 +R
LATERAL +FLAG OUT 11 N/C
LATERAL -FLAG OUT 32 N/C
VERTICAL +UP OUT 13 N - NAV 1 G/S +UP

VERTICAL +DOWN OUT 14 P - NAV 1 G/S +DN
s
d - NAV 2 G/S +UP
f - NAV 2 G/S +DN
VERTICAL +FLAG OUT 12 N/C
VERTICAL -FLAG OUT 33 N/C
AUTOPILOT 28VDC R - NAV 1 VOR/LOC RY

X - NAV 2 VOR/LOC RY
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 S - NAV 1 VOR/LOC RY RTN*
Y - NAV 2 VOR/LOC RY RTN*
A/P AC REF HI 41 - E 10 VAC 400 HZ

A/P AC REF LO 40 - F 10 VAC 400 HZ RETURN
s
Figure B-27 Autopilot/Flight Director Interconnect – Cessna

Sheet 1 of 4

Rev. 5 Page B-54
GDU 700/1060 MODE CONTROLER
PILOT PFD 300B/400B/800B IFCS 400B
S-550A CA550A/FD CA550A/FD 2
P3 J1 J2 J3 J1 J2 J1/P4 J2/P5
A/P HEADING ERROR HI 18 12 - - - - 24 - DC HDG GYRO IN

A/P HEADING ERROR LO 17 13 - - - - - - #2 DC HDG GYRO IN
s
A/P COURSE ERROR HI 16 - - 21 - - - 17 DC COURSE DATUM IN

A/P COURSE ERROR LO 15 - - 24 - - - - #2 DC COURSE SIG IN
s
- - - 15 - 15 - AC COURSE DATUM
6 - - - - 20 - 20 AC HDG GYRO IN
LATERAL +LEFT OUT 9 - - 5 - - - 5 VOR/LOC SIGNAL (+LT)

LATERAL +RIGHT OUT 10 - - 22 - - - 2 VOR/LOC SIGNAL (+RT)
s
- - 16 - - - - NAV #2 VOR/LOC (+LT)
LATERAL +FLAG OUT 11 N/C - - 4 - - - - NAV #2 VOR/LOC (+RT)
VERTICAL +UP OUT 13 - - 1 - - 18 - G/S SIGNAL (+UP)

VERTICAL +DOWN OUT 14 - - 6 - - 17 - G/S SIGNAL (+DN)
s
- - 15 - - - - NAV #2 G/S SIG (+UP)
VERTICAL +FLAG OUT 12 N/C - - 14 - - - - NAV #2 G/S SIG (+DN)
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 - - - - - - 9 VOR/LOC RELAY RTN*
- 10 - - - - - NAV #1 LOC GND
- 19 - - - - - NAV #2 LOC GND 7
5
FD ENABLE IN
57 19 - - - - - - FD COMPUTER ON
(~DISCRETE IN 1)
FD ROLL RIGHT 20 - 11 - - - - - ADI ROLL BAR
FD ROLL LEFT 19 - 1 - - - - - SIGNAL COM/ROLL +LT
s
FD PITCH UP 42 - 22 - - - - - ADI PITCH BAR
FD PITCH DOWN 21 - 1 - - - - - ADI PITCH + DN
s
ADI
4 (on copilot’s side) CESSNA
G-1050A G-550A
P1 J1
CMD BAR N VIEW 24 8
CMD BAR +RT 26 9

CMD BAR +LT/REFERENCE 27 26
CMD BAR +UP 28 10

CMD BAR +DN 29 -

Sheet 2 of 4

Rev. 5 Page B-55
GDU 700/1060 1000 IFCS
PILOT PFD CA-1050A 2
P3 PK41 PK42 PK43 PK44
A/P HEADING ERROR HI 18 - - 28 - HDG ERROR 1 HI DC

A/P HEADING ERROR LO 17
s
- - 30 - HDG ERROR 2 HI DC
A/P COURSE ERROR HI 16 - - 27 - NAV 1 CRS DATUM HI DC

A/P COURSE ERROR LO 15
s
- - 29 - NAV 2 CRS DATUM HI DC
- - 2 - HDG ERROR 1 HI AC
- - 23 - HDG ERROR 2 HI AC
- - 1 - NAV 1 CRS DATUM HI AC
- - 24 - NAV 2 CRS DATUM HI AC
LATERAL +LEFT OUT 9 - - - 5 NAV 1 +L

LATERAL +RIGHT OUT 10 - - - 3 NAV 1 +R
s
- - - 4 NAV 2 +L
- - - 2 NAV 2 +R
VERTICAL SUPERFLAG 7 16 - - - G/S 1 SUPERFLAG

18 - - - G/S 2 SUPERFLAG
LATERAL +FLAG OUT 11 N/C
VERTICAL +UP OUT 13 - - - 24 NAV 1 G/S +UP

VERTICAL +DOWN OUT 14 - - - 23 NAV 1 G/S +DN
s
- - - 22 NAV 2 G/S +UP
- - - 21 NAV 2 G/S +DN
LATERAL SUPERFLAG 8 12 - - - NAV 1 SUPERFLAG

14 - - - NAV 2 SUPERFLAG
VERTICAL +FLAG OUT 12 N/C
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 4 - - - NAV 1 VOR/LOC RY RTN*
3 - - - NAV 2 VOR/LOC RY RTN*
5
FD ENABLE IN
57 - 37 - - FD COMPUTER ON
(~DISCRETE IN 1)
FD ROLL RIGHT 20
FD ROLL LEFT 19 - - 22 - SIGNAL COM/ROLL +LT
s
FD PITCH UP 42 - - 33 - ADI PITCH BAR

FD PITCH DOWN 21
s
ADI
4 (on copilot’s side)
CESSNA
G-1050A G-550A
P1 J1
CMD BAR N VIEW 24 8
CMD BAR +RT 26 9

CMD BAR+LT/REFERENCE 27 26
CMD BAR +UP 28 10

CMD BAR +DN 29 -

Sheet 3 of 4

Rev. 5 Page B-56
NOTES
TUNE RESISTANCE POTS ON HEADING ERROR HI AND COURSE ERROR HI TO END OF TRAVEL IN ORDER
1 NOT TO AFFECT THE HEADING AND COURSE ERROR SIGNALS.
THE NAV 1/NAV 2 LIGHTED SWITCH LEGEND MUST BE REMOVED SUCH THAT ANY NAV SOURCE
2 INDICATION ON THE AUTOPILOT MODE CONTROLLER IS HIDDEN FROM VIEW.
3 INSTALL TRANSFORMER P/N TY-141P OR EQUIVALENT.
STANDBY INSTRUMENT FOR THE GDU 700/1060. THE DISPLAY OF THE FLIGHT DIRECTOR MUST BE
4 DISABLED IN THIS CASE. IF THIS INDICATOR IS BEING RELOCATED TO THE CO-PILOT’S SIDE, WIRING MAY
BE CONNECTED IN PARALLEL TO THIS ADI AND THE FLIGHT DIRECTOR MAY BE ENABLED. THE WIRING TO
THIS ADI MUST BE CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS.
5 MAINTAIN EXISTING CONNECTION BETWEEN AUTOPILOT COMPUTER AND MODE SELECTOR.
6 JUMPER IS REQUIRED FOR DC HEADING/COURSE ERROR SIGNALS.
THE ILS/GPS APPROACH DISCRETE OUTPUT MUST ALSO BE CONNECTED TO THE BACK COURSE RELAY.
7 REFER TO MANUFACTURER’S DOCUMENTATION FOR ADDITIONAL DETAILS.

Sheet 4 of 4

Rev. 5 Page B-57
GARMIN AUTOPILOT
GAD 43/43e 300B/400B/800B IFCS 400B
1
S-550A CA550A/FD CA550A/FD C-530A
P431 J1 J2 J3 J1 J2 J1/P4 J2/P5 J1 J2

ATTITUDE
TEST SWITCH
PITCH AC OUT HI 24
s NC C
- - - - 15 - - L - PITCH IN
NO
- - - 7 - 7 - - - PITCH/ROLL TEST
ROLL AC OUT HI 23 - - - - 4 - 4 - - ROLL IN

ROLL AC OUT LO 25
s
10 VAC REF H 9 - - - 33 - 33 - - - 400 HZ REF
10 VAC REF C 10 - - - 19 - 19 - - - 400 HZ RETURN
s
7
NO 3 - 3 - - - - - - A A/P DISABLE IN
ATTITUDE
VALID RELAY
COM 20 3
4 N/C - - - - 32 - 32 - - 400 Hz EXT OSC
AA-801A REPLACEMENT
GARMIN
GAD 43e ONLY P432
2 AP 31 - - - - 34 - - - - AP ENG
ALT HOLD ENG* 13 24 - - 23 - - - - - ALT HOLD ENG
FD 30 19 - - - 33 - - - - FD ENG
GA+GS* 48 15 - - - - - - - - PSA INHIBIT
ALT PRESELECT ENGAGE 34 17 - - - - - - - - PSA ENG
Figure B-28 Autopilot/Flight Director Interconnect – Cessna GAD

Sheet 1 of 3

Rev. 5 Page B-58
GARMIN 1000 IFCS
GAD 43/43e -0001 -0002, -0102 -0004 -0005, -0105
CA-1050A C-1050A AC-1050A CA-1050A C-1050A AC-1050A CA-1050A C-1050A AC-1050A CA-1050A C-1050A AC-1050A
Computer Control Unit Air Data Computer Control Unit Air Data Computer Control Unit Air Data Computer Control Unit Air Data
P431 PK42 PK43 PK44 PK40 PK39 PK42 PK43 PK44 PK40 PK39 PK42 PK43 PK44 PK40 PK39 PK42 PK43 PK44 PK40 PK39
PITCH AC OUT HI 24 - 16 - - - - - - 11 - - 16 - - - - - - 11 - PITCH IN

PITCH AC OUT LO 42 - GND - - - - - - GND - - GND - - - - - - GND -
s
- 3 - 13 - - 16 - 12 - - 3 - 13 - - 16 - 12 - PITCH/ROLL TEST**
ROLL AC OUT HI 23 - - - 11 - - 3 - - - - - - 11 - - 3 - - - ROLL IN

ROLL AC OUT LO 25 - - - GND - - GND - - - - - - GND - - GND - - -
s
26 VAC REF IN HI 39 - - - - - - - - - - - - - - 23 - - - - 23 26 V, 400 Hz

26 VAC LO 34 - - - - - - - - - - - - - - 25 - - - - 25 26 V, 400 Hz RTN
s
10 VAC REF IN HI 9 - - - - 24 - - - - 24 - - - - - - - - - - 10 V, 400 Hz

10 VAC LO 10 - - - - 25 - - - - 25 - - - - - - - - - - 10 V, 400 Hz RTN
s
5
ATTITUDE NO 3 22 AWG 18 - - - - 18 - - - - 18 - - - - 18 - - - - ENGAGE INTLK
VALID RELAY COM 20 22 AWG - - 37 - - - - 37 - - - - 37 - - - - 37 - - GYRO VALID
ACTUATOR
INTERLOCK
CIRCUIT
6 AA-801 REPLACEMENT
GARMIN
GAD 43e ONLY
P432 23.7 k ½ WATT
2 GA+GS* 48 9 - - - - 9 - - - - 9 - - - - 9 - - - - PSA INHIBIT
ALT HOLD ENG* 13 24 - - - - 24 - - - - 24 - - - - 24 - - - - ALT HOLD ENG
FD 30 37 - - - - 37 - - - - 37 - - - - 37 - - - - FD ENG
AP 31 - - - 4 - - - - 4 - - - - 4 - - - - 4 - AP ENG
ALT PRESELECT ENGAGE 34 29 - - - - 29 - - - - 29 - - - - 29 - - - - PSA ENG

Sheet 2 of 3

Rev. 5 Page B-59
NOTES
ATTITUDE TEST SWITCH NOT USED IN ALL INSTALLATIONS. FOR INSTALLATIONS THAT USE AN
1 ACCELERATION SENSOR TEST SWITCH CIRCUIT, THE GAD “PITCH AC OUT HI” PIN MUST BE DIRECTLY
CONNECTED TO THE DEPICTED “PITCH INPUT” PIN ON THE AUTOPILOT.
2 GAD 43(e) REPLACES AA-801.
REMOVE EXISTING WIRING FROM THE “A/P DISABLE IN” PIN AND CONNECT THIS REMOVED WIRING TO
3 THE GAD “ATTITUDE VALID RELAY COM” PIN.
PIN 32 MUST BE UNCONNECTED FOR ALL INSTALLATIONS. IF A G-895A INDICATOR WAS PREVIOUSLY
4 INSTALLED, VERIFY THAT WIRING ON PIN 32 IS REMOVED.
GAD ATTITUDE VALID RELAY BECOMES PART OF EXISTING INTERLOCK CIRCUIT AS DEPICTED. SPLICE
INTO EXISTING ACTUATOR INTERLOCK WIRING AS DEPICTED. GAD ATTITUDE VALID RELAY IS REQUIRED
5 FOR ALL INSTALLATIONS, EVEN IF PREVIOUS GYRO DID NOT UTILIZE GYRO VALID CIRCUIT (I.E G-519/550).
SEE AIRCRAFT WIRING DIAGRAMS TO ENSURE THAT ACTUATOR INTERLOCK CIRCUIT IS PROPERLY
RETAINED.
6 SPLICE TO AIRCRAFT POWER 1 ON GAD 43(e).
7 MAINTAIN EXISTING CONNECTION BETWEEN AUTOPILOT COMPUTER AND AIRCRAFT WIRING.

Sheet 3 of 3

Rev. 5 Page B-60
GDU 700/1060 AUTOPILOT
PILOT PFD AP-106/107 COMPUTER
161H-1 913K-1/1A
P3 J1 J1 J2
A/P HEADING ERROR HI 18 - 24 - HDG ERROR HI
A/P HEADING ERROR LO 17 - 25 - HDG ERROR LO
s
A/P COURSE ERROR HI 16 37 22 - CRS DATUM HI
A/P COURSE ERROR LO 15 41 21 - CRS DATUM LO
s
LATERAL +LEFT OUT 9 42 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 38 - - LAT DEV +RT
s
VERTICAL +UP OUT 13 7 - - GS DEV +UP
VERTICAL +DOWN OUT 14 11 - - GS DEV +DN
s
LATERAL +FLAG OUT 11 30 - 23 NAV LL FLAG +
6
LATERAL -FLAG OUT 32 34 - 20 NAV LL FLAG -
s
VERTICAL +FLAG OUT 12 - 1 - GS HL FLAG +
VERTICAL -FLAG OUT 33 - 2 - GS HL FLAG -
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 2 27 - LOC FREQ GND 7
- - - 26 VAC 400 HZ REF I

A/P AC REF HI 41 - 29 - 26 VAC 400 HZ REF II
A/P AC REF LO 40 - 26 - 26 VAC IN LO
s
AIRCRAFT 400 HZ AC
8 REFERENCE VOLTAGE
4 5
+28 VDC
FD ENABLE IN
(~DISCRETE IN 1) 57
N/C
P/N 1N4007 OR
EQUIVALENT - - 33 OUT OF VIEW+
OUT OF VIEW+
RELAY
FD ROLL RIGHT 20 - - 28 ROLL STEER +RT

FD ROLL LEFT 19 28 - - SIG COM (K-1)
s
FD PITCH DOWN 21 52 20 - SIG COM (K-1)
FD PITCH UP 42 - 8 - PITCH STEER +DN
s
FD-112 C/V
2 3
P2 (OPTIONAL)
ROLL CMD +RIGHT U
ROLL CMD +LEFT T
PITCH CMD +UP F

PITCH CMD +DOWN k
OFF MODE + Z
Figure B-29 Autopilot/Flight Director Interconnect – Collins

Sheet 1 of 3

Rev. 5 Page B-61
GDU 700/1060 COLLINS APS 65
PILOT PFD APC-65/65B/65C/65E/
APC-65A/65G 65F/65H/65J,
AUTOPILOT
FGC-65( ), FYD-65 COMPUTER
P3 J1 J2 J3 J1 J2 J3
A/P HEADING ERROR HI 18 7 - - 7 - - HDG ERROR HI
A/P HEADING ERROR LO 17 6 - - 6 - - HDG ERROR LO
s
A/P COURSE ERROR HI 16 34 - - 34 - - CRS DATUM HI
A/P COURSE ERROR LO 15 30 - - 30 - - CRS DATUM LO
s
LATERAL +LEFT OUT 9 - - 54 - - 54 LAT DEV +LT
LATERAL +RIGHT OUT 10 - - 53 - - 53 LAT DEV +RT
s
VERTICAL +UP OUT 13 - - 41 - - 41 GS DEV +UP
VERTICAL +DOWN OUT 14 - - 44 - - 44 GS DEV +DN
s
LATERAL +FLAG OUT 11 - - - - - 4 NAV LL FLAG +

LATERAL -FLAG OUT 32 - - - - - 1 NAV LL FLAG -
s
VERTICAL +FLAG OUT 12 - - - - - 12 GS HL FLAG +
VERTICAL -FLAG OUT 33 - - - - - 9 GS HL FLAG -
s
1
LATERAL SUPERFLAG 8 - - 4 - - 4 NAV LL FLAG +
N/C - - - - - 1 NAV LL FLAG -
VERTICAL SUPERFLAG 7 - - 12 - - 12 GS HL FLAG +
N/C - - - - - 9 GS HL FLAG -
ILS/GPS APPROACH
(~ DISCRETE OUT 1*) 43 35 - - 35 - - LOC FREQ GND
- 41 - - 41 - 26 VAC 400 HZ REF I
A/P AC REF HI 41 26 - - 26 - - 26 VAC 400 HZ REF II
A/P AC REF LO 40 - - - - - - 26 VAC IN LO
s
AIRCRAFT 400 HZ AC
8 REFERENCE VOLTAGE
FD ROLL RIGHT 20 - - 39 - - 39 ROLL STEER +RT
FD ROLL LEFT 19 - - 38 - - 38 ROLL STEER +LT
s
FD PITCH DOWN 21 - - 43 - - 43 PITCH STEER +DN
FD PITCH UP 42 - - 42 - - 42 PITCH STEER +UP
s
FD ENABLE IN
(~DISCRETE IN 1) 57
ADI-84A
2 (on copilot’s side)
ROLL STR + RT u FLIGHT
ROLL STR COM t COLLINS
CONTROL PANEL
PITCH STR + DN w FCP-65/65A

PITCH STR COM v J1
IN-VIEW BIAS BB 27 IN-VIEW BIAS

Sheet 2 of 3

Rev. 5 Page B-62
NOTES
CONNECT EITHER THE LOW-LEVEL FLAGS OR THE SUPERFLAGS. DO NOT CONNECT BOTH SETS OF
1 FLAGS IN A PARTICULAR INSTALLATION.
FOR DUAL PFD INSTALLATIONS, FLIGHT DIRECTOR WIRING MUST BE DISCONNECTED FROM THE
2 EXISTING ADI.
IT IS NECESSARY TO INSTALL A RELAY TO INVERT THE POLARITY OF THE “OUT OF VIEW+” SIGNAL FROM
4 ACTIVE-LOW TO ACTIVE-HIGH FOR INPUT INTO THE GDU 700/1060. USE M39016/6-204M OR 207M OR
EQUIVALENT. RELAY COIL MUST NOT DRAW MORE THAN 50 MA.
IF THE OPTIONAL CO-PILOT’S ADI IS INSTALLED, THE “OFF MODE+” SIGNAL MUST BE DISCONNECTED
5 FROM THE AUTOPILOT (J2-33) AND ISOLATED USING A RELAY AS SHOWN.
6 CONNECT LATERAL + FLAGS FROM 161H-1 TO 913K-1A FOR 913K-1A SYSTEMS ONLY.
SEE STRAPPING INFORMATION IN INSTALLATION BOOK 523-0764806, PAGE 4 (REVISED 27 JUNE 1984 -
913K-1/1A STRAPPING OPTIONS) AND PAGE 11 (REVISED 1 MARCH 1977 - 161H-1 STRAPPING OPTIONS).
7 STRAP FOR NEGATIVE-LOGIC LOCALIZER FREQUENCY SIGNAL INPUT. ALTERNATIVELY, CONNECT A
RELAY TO INVERT THE SIGNAL FROM THE GDU FOR ACTIVE-HIGH OUTPUT.
26 VAC 400HZ REFERENCE POWER FOR THE GAD 43(e), GDU 700/1060 AND AUTOPILOT MUST BE FROM
8 THE SAME SOURCE AND IN PHASE.

Sheet 3 of 3

Rev. 5 Page B-63
GARMIN APS 65 AUTOPILOT
GAD 43 4 COMPUTER
APC-65/65E,H,J/
P431 FGC-65(),FYD-65
7 12
6.8mH
J1 J2
PITCH DATA X 31 6.8mH
10 - PITCH DATA II X
PITCH DATA Y 15 38 - PITCH DATA II Y
PITCH DATA Z 45 59 - PITCH DATA II Z
s
- 45 PITCH DATA I X
7 12 - 49 PITCH DATA I Y
6.8mH
ROLL DATA X 30 6.8mH
2 - ROLL DATA II X
ROLL DATA Y 14 3 - ROLL DATA II Y
ROLL DATA Z 44 23 - ROLL DATA II Z
s
- 50 ROLL DATA I X
- 46 ROLL DATA I Y
YAW RATE OUT + 19 - 48 YAW RATE SIG +
8 YAW RATE OUT - 40 - 52 YAW RATE SIG -
s
ATTITUDE VALID OUT 3 13 - GYRO VALID +
s
TO GAD
POWER INPUT TO AIRCRAFT
22 AWG
PWR
N/C
22 AWG
15 - COMPASS MONITOR
22 AWG
11 9
HEADING VALID 2 22 AWG
COMPASS
VALID RELAY 10
TO GDU 700/1060
- 41 26 VAC 400 HZ REF I

26 VAC REF IN HI 39 26 - 26 VAC 400 HZ REF II
6 26 VAC REF IN LO 34 - - 26 VAC IN LO
s
AIRCRAFT 26 VAC
400 HZ REF
VOLTAGE
5 6
ATTITUDE VALID COM 20
s
GDU 700/1060
PILOT PFD P3
LRU POWER OUT 3 27 APC-65 P3-3 (28 VDC) - 42 AHRS RATE ENABLE
s
P4 20 kΩ, ¼ WATT
ANALOG OUT 1A (PITCH) 45 - 53 PITCH RATE +
- 57 PITCH RATE -
s
20 kΩ, ¼ WATT
ANALOG OUT 1B (ROLL) 44 - 58 ROLL RATE +
- 54 ROLL RATE -
s
Figure B-30 Autopilot/Flight Director Interconnect – Collins – GAD

Sheet 1 of 3

Rev. 5 Page B-64
ALTITUDE PRESELECT INTERFACE
GARMIN APS 65 AUTOPILOT

GAD 43e Only
P432 COMPUTER
APC-65A/65B/
3 APC-65/65E/
AIRCRAFT 65C/65F/65G,
PRESELECT MON+ PWR 58 FGC-65( ), FYD-65
65H/65J
PWR
1 J1 J1 J2
2 2
PRESELECT MON+ OUT 59 57 57 - ALT PRE MON +
ALTITUDE ERROR OUT+ 19 WHT 47 47 - ALT PRE ERROR +
ALTITUDE ERROR OUT- 20 BLU 22 22 - ALT PRE ERROR -
s
FCP-65/65A FLIGHT
J1 CONTROL PANEL
DISCRETE OUT #1*
(KNOB IN MOTION) 34 37 KNOB IN MOTION

Sheet 2 of 3

Rev. 5 Page B-65
NOTES
SPLICE AT GAD 43(e) BREAKER..

1
THE GAD 43(e) CANNOT BE USED TO PROVIDE THE ALTITUDE PRESELECTOR FUNCTION WITH ANY APS-65
2 COMPUTER THAT CURRENTLY USES THE PRE-80 ALTITUDE PRESELECTOR.
TO GAD 43e MAIN POWER INPUT (P341-49). REFER TO FIGURE B-10.

3
ONLY SPECIFIC APS-65 MODELS WILL ACCEPT ATTITUDE FROM THE GAD 43(e). REFER TO APPENDIX
4 SECTION C.13 FOR COMPATIBILITY AND EXTERNAL RATE SENSOR INFORMATION.
26 VAC 400 Hz REFERENCE POWER FOR THE GAD 43(e), GDU, AND AUTOPILOT MUST BE FROM THE SAME
5 SOURCE AND IN PHASE.
WHENEVER POSSIBLE, EXISTING SOURCES OF 26 VAC SHOULD BE UTILIZED FOR THIS REFERENCE
INPUT. THE GAD 43 26 VAC OUTPUT IS CAPABLE OF SUPPLYING UP TO 300 MA AT 26 VAC (7.8 VA) TO
OTHER EQUIPMENT.
IF THE EXISTING 400 Hz REFERENCE IS BEING REMOVED FROM THE AIRCRAFT, THE GAD 43(e) CAN BE
USED AS THE 26 VAC 400 Hz REFERENCE AS FOLLOWS:
P431
6 GAD 43/43e
26 VAC REF IN HI 39
26 VAC OUT HI 18 TO AUTOPILOT, GDU 700/1060, AND OTHER
26 VAC OUT LO 34 EQUIPMENT REQUIRING A 26 VAC REFERENCE
s
AIRCRAFT 115 VAC 400 HZ POWER
s
INDUCTORS ARE NOT REQUIRED IF EXISTING APS-65 AUTOPILOT SYSTEM PREVIOUSLY INTERFACED
7 WITH DIGITAL AHRS (e.g., AHC-1000A/S OR 3000A/S). REFER TO SECTION 3.1.2 FOR INDUCTOR
SPECIFICATIONS AND SECTION 4.1 FOR INDUCTOR INSTALLATION.
IF THE APS-65 HAS A PULSED YAW RATE INPUT (i.e., FROM THE MCS-65) THEN THIS YAW RATE
8 CONNECTION TO THE GAD 43(e) IS NOT REQUIRED.
COLLINS APC-65 REQUIRES A COMPASS VALID INPUT (+18 VDC TO +30 VDC) INTO J1-15 FOR PROPER
9 OPERATION.
INSTALL COMPASS VALID RELAY AS SHOWN. USE M39016/6-204M OR -207M. THIS RELAY IS ENERGIZED
10 (ENGAGED) WHEN P431-2 ON THE GAD 43(e) IS ACTIVE-LOW. THIS STATE PROVIDES HI SIGNAL TO THE
APC-65 COMPASS MONITOR INPUT.
ALL WIRES FROM THE RELAY TO THE AP COMPASS MONITOR INPUT MUST BE OF THE SIZE SPECIFIED IN
11 THE AUTOPILOT INSTALLATION MANUAL TO SUPPORT THE LOAD.
12 RECOMMEND STAGGERING AND INDIVIDUALLY SHIELDING INDUCTORS.

Sheet 3 of 3

Rev. 5 Page B-66
GDU 700/1060 GARMIN
PILOT PFD GAD 29(B)
P4 P292
A 56 23 A
~ARINC 429 OUT 4 (NAV) ~ARINC 429 IN 1 (NAV)
B 76 11 B
s s
A 55 22 A
~ARINC 429 OUT 3 (PFD) ~ARINC 429 IN 2 (DATA)
B 75 10 B
s s
A 2 24 A
~ARINC 429 IN 2 ~ARINC 429 OUT 1
B 22 12 B
s s
17 A
2 GTN, GPS 1 ~ARINC 429 IN 3
5 B
16 A
2 GTN, NAV 1 ~ARINC 429 IN 4
4 B
18 A
2 GTN, G5 ALT/HDG ~ARINC 429 OUT 2
6 B
P291
1 CAN - H
3 1 G5
2 CAN - L
Figure B-31 Autopilot/Flight Director Interconnect – Garmin GFC 500/600

Sheet 1 of 3

Rev. 5 Page B-67
GDU 700/1060 GARMIN
PILOT PFD GMC 605
P2 P6051
OUT A 17 44 IN A
OUT B 32 45 IN B
~HSDB 3 IN A 16 46 OUT A HSDB 2
IN B 31 47 OUT B
s s

Sheet 2 of 3

Rev. 5 Page B-68
NOTES
REFER TO FIGURE B-47 FOR STANDBY G5 INSTALLATIONS WITH A GAD 29(B). IN STANDBY G5
1 INSTALLATIONS WITHOUT A GFC 500 OR GAD 29(B), NO CONNECTION EXISTS BETWEEN THE
GDU 700/1060 AND G5.
ARINC CONNECTIONS TO GTN FOR REVERSIONARY PURPOSES IN THE UNLIKELY EVENT OF GDU
2 FAILURE. FOR DETAILED INSTALLATION INFORMATION, SEE GTN 6XX/7XX STC INSTALLATION MANUAL
(P/N 190-01007-A3).
G5 INSTALLED AS STANDBY INDICATOR. FOR DETAILED INSTALLATION INFORMATION, SEE G5 STC

3 INSTALLATION MANUAL (P/N 190-01112-10).
SHEET 1 APPLIES TO BOTH GFC 500 AND G5-GAD29B INSTALLATIONS. WIRE IN ACCORDANCE WITH
4 SHEET 1 FOR BOTH GFC 500 AND G5 STANDALONE INSTALLATIONS.

Sheet 3 of 3

Rev. 5 Page B-69
GDU 700/1060 3 3
PILOT PFD AUTOPILOT
KAP 100 KAP 140 KAP 150 KFC 150
KC 190 KC 140 KC 191/192 KC 191/192
P3 P1901 P1902 P1401 P1402 P19X1 P19X2 P19X1 P19X2
A/P HEADING ERROR HI 18 X - 2 - X - X - HDG DATUM HI
A/P HEADING ERROR LO 17 20 - 27 - 20 - 20 - HDG DATUM LO
s
A/P COURSE ERROR HI 16 W - - 17 W - W - CRS DATUM HI
A/P COURSE ERROR LO 15 19 - 27 - 19 - 19 - CRS DATUM LO
s
LATERAL +FLAG OUT 11 - - 22 - - - - - LAT DEV FLAG +
LATERAL -FLAG OUT 32 - - 23 - - - - - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 U - 24 - U - U - LAT DEV +LT
LATERAL +RIGHT OUT 10 17 - 25 - 17 - 17 - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 - - - 31 - 21 - 21 GS DEV FLAG +
VERTICAL -FLAG OUT 33 - - - 12 - Y - Y GS DEV FLAG -
s
VERTICAL +UP OUT 13 - - - 9 - V - V GS DEV +UP
VERTICAL +DOWN OUT 14 - - - 10 - 19 - 19 GS DEV +DOWN
s
GPS SELECT
(~DISCRETE OUT 5*) 50 - - - 26 - - - - GPS SELECT (GND=GPS)
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 B - 7 - B - B - ILS ENERGIZE (A/P IN)
HDG/CRS DATUM VALID
(~DISCRETE OUT 4*) 56 1 - 11 - 1 - 1 - COMPASS VALID
FD ENABLE IN
57 - - - - - - 16 - CMD BAR RETRACT
(~DISCRETE IN 1)
FD ROLL RIGHT 20 - - - - - - C - ROLL CMD BAR OUT
FD ROLL LEFT 19
s
FD PITCH UP 42 - - - - - - E - PITCH CMD BAR OUT
FD PITCH DOWN 21 - - - - - - - A CMD BAR REF
s
KI 256 ADI
(COPILOT SIDE) KI 256
1 2 P2561
CMD BAR RETRACT P
ROLL CMD BAR IN M
PITCH CMD BAR IN L

CMD BAR REF N
Figure B-32 Autopilot/Flight Director Interconnect – Honeywell (Bendix/King)

Sheet 1 of 6

Rev. 5 Page B-70
GDU 700/1060 AUTOPILOT
PILOT PFD
KAP 200 KFC 200 KFC 225
KC 295 KC 295 KC 225

P3 P2951 P2952 P2951 P2952 P2251 P2252
A/P HEADING ERROR HI 18 - H - H 2 - HDG DATUM HI
s
A/P COURSE ERROR HI 16 - W - W - 16 CRS DATUM HI
A/P COURSE ERROR LO 15 - M - M 28 - CRS/HDG DATUM LO
s
LATERAL +FLAG OUT 11 - - - - 23 - LAT DEV FLAG +
LATERAL -FLAG OUT 32 - - - - 24 - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 - C - C 25 - LAT DEV +LT
LATERAL +RIGHT OUT 10 - A - A 26 - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 C - C - - 14 GS DEV FLAG +
VERTICAL -FLAG OUT 33 D - D - - 15 GS DEV FLAG -
s
VERTICAL +UP OUT 13 M - M - - 12 GS DEV +UP
VERTICAL +DOWN OUT 14 K - K - - 52 GS DEV +DOWN
s
GPS SELECT
(~DISCRETE OUT 5*) 50 - - - - - 34 GPS SELECT (GND=GPS)
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 AA - AA - 7 - ILS ENERGIZE (A/P IN)
HDG/CRS DATUM VALID
(~DISCRETE OUT 4*) 56 c - c - 11 - COMPASS VALID
P4
A 10 - - - - 48 - A
~ARINC 429 IN10 ARINC 429 OUT
B 30 - - - - 49 - B
s
A 55 - - - - 46 - A
~ARINC 429 OUT 3 ARINC 429 IN (GPS)
B 75 - - - - 47 - B
s
P3
FD ENABLE IN
57 - - - p - 48 CMD BAR RETRACT
(~DISCRETE IN 1)
FD ROLL RIGHT 20 - - - EE - 49 ROLL CMD BAR OUT
FD ROLL LEFT 19
s
FD PITCH UP 42 - - - BB - 50 PITCH CMD BAR OUT
FD PITCH DOWN 21 - - F - - 51 CMD BAR REF
s
KI 256 ADI
(COPILOT SIDE) KI 256
1 2 P2561
CMD BAR RETRACT P
ROLL CMD BAR IN M
PITCH CMD BAR IN L
CMD BAR REF N

Sheet 2 of 6

Rev. 5 Page B-71
GDU 700/1060
PILOT PFD AUTOPILOT
KFC 250 KFC 300
KCP 299 KC290 KCP 320
P3 P2991 P2992 J2901 J1 J2TP J2BP

A/P HEADING ERROR HI 18 - H - 12 - - HDG DATUM HI
A/P HEADING ERROR LO 17 - M - 13 - - HDG DATUM LO
s
A/P COURSE ERROR HI 16 - W - 14 - - CRS DATUM HI
A/P COURSE ERROR LO 15 - S - 15 - - CRS DATUM LO
s
LATERAL +FLAG OUT 11 - - - - 30 - LAT DEV FLAG +
LATERAL -FLAG OUT 32 - - - - 31 - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 - C - 2 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 - A - 1 - - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 C - - - 24 - GS DEV FLAG +
VERTICAL -FLAG OUT 33 D - - - 25 - GS DEV FLAG -
s
VERTICAL +UP OUT 13 M - - 3 - - GS DEV +UP
VERTICAL +DOWN OUT 14 K - - 4 - - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 AA - - - 29 - ILS ENERGIZE (A/P IN)
HDG/CRS DATUM VALID
(~DISCRETE OUT 4*) 56 c - - - - - COMPASS VALID
TO GDU 700/1060
CIRCUIT BREAKER
- - - 17 - - COURSE DATUM COS-
2 M, - - - 16 - - COURSE DATUM COS+
¼ WATT
NC NC TO KAC 325 TP-43 AND

A/P BACKCOURSE 6
(~DISCRETE OUT 3*) 55 KDC 380 J1-R
BACKCOURSE TO GDU 700/1060 - - - - 40 - PRE-FLT TEST SWITCH
RELAY CIRCUIT BREAKER NO NO
AP TEST
A/P AC REF HI 41 11 H - - - - - 26 VAC 400 HZ REF HI
11 A/P AC REF LO 40 s
11
- - - - - - 26 VAC 400 HZ REF LO
HONEYWELL
(BENDIX-KING)
KVG 350
P3501
26 VAC 400 HZ REF HI E
26 VAC 400 HZ REF LO B
AIRCRAFT 400 Hz AC
REFERENCE VOLTAGE
OR
A/P AC REF HI 41 - - - 19 - - 26 VAC 400 HZ REF HI
A/P AC REF LO 40 - - - - - 5 26 VAC 400 HZ REF LO
FD ENABLE IN
57 - p - 9 - - CMD BAR RETRACT
(~DISCRETE IN 1)
FD ROLL RIGHT 20 - EE - 30 - - ROLL CMD BAR OUT
FD ROLL LEFT 19
s
FD PITCH UP 42 - BB - 29 - - PITCH CMD BAR OUT
FD PITCH DOWN 21 F - A - - 10 CMD BAR REF
s
ADI 100 K, ¼ WATT

(COPILOT SIDE) KI 256 KCI 310
1 2 FUSE, 5A
P2561 P1
OR LESS
CMD BAR RETRACT P R TO KA141 (IF INSTALLED)
4 5 11
ROLL CMD BAR IN M T TO AUTOPILOT
CIRCUIT BREAKER
PITCH CMD BAR IN L P
WHEN KCI 310 IS NOT
CMD BAR REF N W CONNECTED

Sheet 3 of 6

Rev. 5 Page B-72
GDU 700/1060
PILOT PFD AUTOPILOT
KFC 275 KFC 275 KFC 325 KFC 325
KCP 220 KMC 221 KCP 220 KCP 220 KMC 221 KCP 220
or or
(-12 and below) KMC 321 (-15 and above) (-12 and below) KMC 321 (-15 and above)
P2211 / P2211 /
P3 P2201 P2202 P2203 P3211 P2201 P2202 P2203 P2201 P2202 P2203 P3211 P2201 P2202 P2203
A/P HEADING ERROR HI 18 16 - - - 16 - - - - 34 - - - 34 HDG DATUM HI
A/P HEADING ERROR LO 17 17 - - - 17 - - - - 35 - - - 35 HDG DATUM LO
s
A/P COURSE ERROR HI 16 32 - - - 32 - - - - 10 - - - 10 CRS DATUM HI
A/P COURSE ERROR LO 15 33 - - - 33 - - - - 9 - - - 9 CRS DATUM LO
s
LATERAL +FLAG OUT 11 - - - 27 - - - - - - 27 - - - LAT DEV FLAG +
12 12
LATERAL -FLAG OUT 32 - - - 26 - - - - - - 26 - - - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 3 - - - 3 - - 3 - - - 3 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 2 - - - 2 - - 2 - - - 2 - - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 - 27 - - - - - - 27 - - - - - GS DEV FLAG +
VERTICAL -FLAG OUT 33 - 10 - - - - - - 10 - - - - - GS DEV FLAG -
s
VERTICAL +UP OUT 13 - 11 - - - 11 - - 11 - - - 11 - GS DEV +UP
VERTICAL +DOWN OUT 14 - 28 - - - 28 - - 28 - - - 28 - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 22 - - - 22 - - 22 - - - 22 - - ILS ENERGIZE (A/P IN)
HDG/CRS DATUM VALID
(~DISCRETE OUT 4*) 56 38 - - 7 38 - - 38 - - 7 38 - - COMPASS VALID 7
9 9
A/P AC REF HI 41 - - 36 - - - 36 - - 36 - - - 36 26 VAC 400 HZ REF HI

A/P AC REF LO 40 s - - GND - - - GND - - GND - - - GND 26 VAC 400 HZ REF LO
8
HONEYWELL
(BENDIX-KING)
KVG 350
P3501
P4
A 10 - - 26 - - - 26 - - 26 - - - 26 429 FLT CNTRL DATA A
~ARINC 429 IN 10
B 30 - - 27 - - - 27 - - 27 - - - 27 429 FLT CNTRL DATA B
s
A 55 - - - - - - 18 - - - - - - 18 ARINC 429 IN (EFIS) A

~ARINC 429 OUT 3
B 75 - - - - - - 20 - - - - - - 20 ARINC 429 IN (EFIS) B
s
P3
FD ENABLE IN
57 8 - - - - - - 15 - - - - - - CMD BAR RETRACT
(~DISCRETE IN 1)
FD ROLL RIGHT 20 21 - - - - - - 39 - - - - - - ROLL CMD BAR OUT
FD ROLL LEFT 19
s
FD PITCH UP 42 29 - - - - - - 7 - - - - - - PITCH CMD BAR OUT
FD PITCH DOWN 21 - 41 - - - - - - 41 - - - - - CMD BAR REF
s
ADI 100 k ,¼ WATT

1 2 P2561 P1 FUSE, 5A
OR LESS
CMD BAR RETRACT P R
4 5
ROLL CMD BAR IN M T
TO AUTOPILOT
PITCH CMD BAR IN L P CIRCUIT BREAKER
CMD BAR REF N W FOR KFC 325 WHEN KCI
310 IS NOT CONNECTED

Sheet 4 of 6

Rev. 5 Page B-73
GDU 700/1060
AUTOPILOT
PILOT PFD KFC 275 KFC 275 KFC 325 KFC 325
KCP 220 KMC 321 KCP 220 KCP 220 KMC 321 KCP 220
(-08) (-08 only) (-08) (-08) (-08 only) (-08)
P3 P2201 P2202 P2203 P3211 P2201 P2202 P2203 P2201 P2202 P2203 P3211 P2201 P2202 P2203
A/P HEADING ERROR HI 18 16 - - - 16 - - - - 34 - - - 34 HDG DATUM HI
A/P HEADING ERROR LO 17 17 - - - 17 - - - - 35 - - - 35 HDG DATUM LO
s
A/P COURSE ERROR HI 16 32 - - - 32 - - - - 10 - - - 10 CRS DATUM HI
A/P COURSE ERROR LO 15 33 - - - 33 - - - - 9 - - - 9 CRS DATUM LO
s
LATERAL +FLAG OUT 11 - - - 27 - - - - - - 27 - - - LAT DEV FLAG +
12 12
LATERAL -FLAG OUT 32 - - - 26 - - - - - - 26 - - - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 3 - - - 3 - - 3 - - - 3 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 2 - - - 2 - - 2 - - - 2 - - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 - 27 - - - - - - 27 - - - - - GS DEV FLAG +
VERTICAL -FLAG OUT 33 - 10 - - - - - - 10 - - - - - GS DEV FLAG -
s
VERTICAL +UP OUT 13 - 11 - - - 11 - - 11 - - - 11 - GS DEV +UP
VERTICAL +DOWN OUT 14 - 28 - - - 28 - - 28 - - - 28 - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 22 - - - 22 - - 22 - - - 22 - - ILS ENERGIZE (A/P IN)
HDG/CRS DATUM VALID
(~DISCRETE OUT 4*) 56 - - - 7 38 - - - - - 7 38 - - COMPASS VALID 7
9 9
A/P AC REF HI 41 - - 36 - - - 36 - - 36 - - - 36 26 VAC 400 HZ REF HI

A/P AC REF LO 40 s - - GND - - - GND - - GND - - - GND 26 VAC 400 HZ REF LO
HONEYWELL
8 (BENDIX-KING)
KVG 350 P3501
P4
A 10 - - 26 - - - 26 - - 26 - - - 26 429 FLT CNTRL DATA A
~ARINC 429 IN 10
B 30 - - 27 - - - 27 - - 27 - - - 27 429 FLT CNTRL DATA B
s
A 55 - - - - - - - - - - - - - - ARINC 429 IN (EFIS) A

~ARINC 429 OUT 3
B 75 - - - - - - - - - - - - - - ARINC 429 IN (EFIS) B
s
P3
FD ENABLE IN
57 8 - - - - - - 15 - - - - - - CMD BAR RETRACT
(~DISCRETE IN 1)
FD ROLL RIGHT 20 21 - - - - - - 39 - - - - - - ROLL CMD BAR OUT
FD ROLL LEFT 19
s
FD PITCH UP 42 29 - - - - - - 7 - - - - - - PITCH CMD BAR OUT
FD PITCH DOWN 21 - 41 - - - - - - 41 - - - - - CMD BAR REF
s
ADI 100 K ,¼ WATT

1 2 P2561 P1 FUSE, 5A
OR LESS
CMD BAR RETRACT P R
4 5
ROLL CMD BAR IN M T
TO AUTOPILOT
PITCH CMD BAR IN L P CIRCUIT BREAKER
CMD BAR REF N W FOR KFC 325 WHEN KCI
310 IS NOT CONNECTED

Sheet 5 of 6

Rev. 5 Page B-74
NOTES
BE CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS. THIS ADI MUST BE
LOCATED ON IN ACCORDANCE WITH SECTION 4.
3 EFIS-ENABLED KC 19X COMPUTER (P/N 065-0042-16) IS NOT SUPPORTED.
GDU 700/1060 FD ENABLE INPUT MUST BE PULLED UP TO THE SAME CIRCUIT BREAKER AS THE
4 AUTOPILOT COMPUTER IN ORDER TO ENSURE THAT THE COMMAND BARS ARE REMOVED WHEN THE
AUTOPILOT COMPUTER IS NOT POWERED UP.
IF THE RATING OF THE AUTOPILOT CIRCUIT BREAKER IS GREATER THAN 5A, AN IN-LINE FUSE WILL BE
REQUIRED TO PROTECT THE WIRING TO THE GDU. THE FUSE MUST BE INSTALLED AT THE POINT THAT
5 POWER IS PICKED OFF FOR THE PULL-UP RESISTOR. IF THE RATING OF THE AUTOPILOT CIRCUIT
BREAKER IS 5A OR LESS, NO FUSE IS REQUIRED.
THE KCI 310 INDICATOR CONTAINS A TEST KEY THAT IS USED TO INITIATE THE KFC 300 SELF-TEST. IF THE
6 KCI 310 INDICATOR IS REMOVED, AN EXTERNAL MOMENTARY SWITCH MUST BE INSTALLED TO REPLACE
THE FUNCTION OF THE KCI 310 TEST SWITCH. THE SWITCH SHOULD BE LABELED “AP TEST.”
7 CONNECTION TO KCP 220 NOT REQUIRED IF KMC 321 P/N 065-00086-08 IS INSTALLED.
IF THE GAD 43 IS USED TO REPLACE THE KVG 350, THE 26 VAC REFERENCE WILL BE PROVIDED BY THE
8 GAD 43. FOR ADDITIONAL INFORMATION, REFER TO FIGURE B-33.
IF THE EXISTING INSTALLATION HAD A JUMPER BETWEEN P3211 PINS 7 AND 18 (KMC 321 P/N 065-00086-
9 00) IT MUST BE RETAINED. IF NO JUMPER WAS PRESENT BETWEEN P3211 PINS 7 AND 18 (KMC 321
P/N 065-00086-08), DO NOT INSTALL A JUMPER.
10 ONLY FOR KMC 321 P/N 065-00086-08.
11 NOT REQUIRED ONLY IF ORIGINAL AUTOPILOT HAD 4” INSTRUMENTS.
IF THE MODE CONTROL PANEL DOES NOT SUPPORT THE NAV FLAG, THESE OUTPUTS FROM THE GDU
12 MAY BE LEFT UNCONNECTED.

Sheet 6 of 6

Rev. 5 Page B-75
GARMIN 1 AUTOPILOT
GAD 43/43e KAP 100 KAP 140 KAP 150/KFC 150
KAS
KC 190 KC 140 KC 191/192 KC 296
297B
P431 P1901 P1902 P1401 P1402 P19X1 P19X2 P2961 P2962 P297B1
PITCH AC OUT HI 24 Y - - - Y - - - - PITCH ATTITUDE HI
PITCH AC OUT LO 42 s s
ROLL AC OUT HI 23 21 - - - 21 - - - - ROLL ATTITUDE HI

ROLL AC OUT LO 25 s s
10VAC REF IN HI 9 - C - - - C - - - VG EXCITATION

10VAC REF IN LO 10 Z - - - Z - - - - VG REF
s - 1 - - - 1 - - - PWR REF
4
TO A/P (TRIM)
WARNING 20
A/P DISC RELAY SONALERT
(EXISTING)
TO AUTOPILOT AP DISC
C/B NO NC NO NC
RELAY
(EXTERNAL)
A/P DISC SW C C DISENG
(EXISTING)
5
6
7 - B - - - B - - - AP DISC
ENG
NO 3
ATTITUDE VALID
NC 4 N/C TO GAD 43 C/B
RELAY
COM 20
OR
TO A/P (TRIM)
TO AUTOPILOT WARNING 20
C/B SONALERT DISENG
A/P DISC SW 5
(EXISTING) 6
7 - B - - - B - - - AP DISC
ENG
NO 3
ATTITUDE VALID
RELAY
COM 20 AP DISC
RELAY
(EXTERNAL)
YAW RATE 19
YAW OUTPUTS TO REPLACE KRG 331 - - - - - - 2 - - YAW RATE (HIGH)
YAW RATE (GND) 40 - - - - - - C - - YAW RATE (LOW)
s
- - - - - - - 7 - YAW ANNUNCIATE
8 - - - - 15 - - - - YD ANNUNCIATE
14
9 10 N/C - - - 37 - - - - 4 BARO EXCITATION
BARO CORR. OUT 19
BARO OUTPUTS TO REPLACE KEA 130A - - - 16 - - - - 7 BARO SET (IN)
BARO CORR. (GND) 40 - - - 35 - - - - 3 BARO/XPDR REFERENCE
s
KA 185
STROBE 1
SERIAL DATA 2
2 SERIAL CLOCK 3
GARMIN
GAD 43e ONLY P432
ALT PRESELECT OUTPUTS TO REPLACE KAS 297B - - - - 8 - - - - STROBE
ALT PRESELECT CLOCK 21 - - - - L - - - - SERIAL CLOCK
ALT PRESELECT DATA 1 - - - - J - - - - SERIAL DATA
s
ALT PRESELECT ADDR 0 30 - - - - K - - - - COMM ADR 0
ALT PRESELECT ADDR 1 31 - - - - M - - - - COMM ADR 1
s
Figure B-33 Autopilot/Flight Director Interconnect – Honeywell (Bendix/King) GAD

Sheet 1 of 9

Rev. 5 Page B-76
GARMIN
GAD 43/43e AUTOPILOT
KAP 200 KFC 200 KFC 225
KC 295 KC290 KC 290 KC 295 KC 296 KC 225
P431 P2951 P2952 P2902 P2901 P2902 P2951 P2952 P2961 P2251 P2252
PITCH AC OUT HI 24 - y
_ - - - - y
_ - 50 - PITCH ATTITUDE HI
PITCH AC OUT LO 42 - - - - - - - - 52 - PITCH/ROLL ATTD LO
s
ROLL AC OUT HI 23 - CC - - - - CC - 51 - ROLL ATTITUDE HI
ROLL AC OUT LO 25 s
10VAC REF IN HI 9 - w - - - - w - 38 - VG EXCITATION

10VAC REF IN LO 10 - s - - - - s - 39 - VG REF
s
TO A/P C/B A/P DISC RELAY

(EXISTING)
NC
C
NO
5 NO
A/P DISC / C
TO GAD TRIM ARM DISENG NC
43 C/B (EXISTING) NO
6 C
NC
7 ENG - - D - D - - - - - AP DISC
ATTITUDE VALID NO 3
NC 4 N/C TO OPTIONAL
RELAY AP DISC YAW AXIS
COM 20
RELAY
(EXTERNAL)
TO AUTOPILOT TO:
SERVOS C/B PITCH, ROLL, PITCH TRIM AND
OPTIONAL YAW SERVOS
TO GAD 43
C/B 5
A/P DISC /TRIM DISENG
INTER SW
(EXISTING) 6
7 - - - - - - - - 9 - AP DISC
ENG
ATTITUDE VALID NO 3
RELAY NC 4 N/C AP DISC
COM 20 RELAY
(EXTERNAL)
YAW OUTPUTS TO REPLACE KRG 331

YAW RATE 19 - - - - - - - 2 - - YAW RATE (HIGH)
YAW RATE (GND) 40 - - - - - - - C - - YAW RATE (LOW)
s
14
9 10
BARO OUTPUTS TO REPLACE KEA 130A N/C - - - - - - - - - 36 BARO EXCITATION
BARO CORR. OUT 19 - - - - - - - - - 35 BARO SET (IN)
BARO CORR. (GND) 40 - - - - - - - - - 29 BARO/XPDR REFERENCE
s
GARMIN KAS 297 REPLACEMENT (METAL AIRCRAFT ONLY)

GAD 43e ONLY P432 12 13
ALT SWITCH IN 56 - - - F - - - - - - ALT SWITCH OUT

FD SWITCH IN 77 - - - C - - - - - - FD SWITCH OUT
VERT TRIM SWITCH IN 37 - - - - 1 - - - - - VERT TRIM SWITCH OUT

ALT LIGHT* 11 - - - - - d - - - - ALT LIGHT
GS LIGHT* 13 - - - - - j - - - - GS LIGHT
VERT TRIM SWITCH OUT 39 - - - - - a - - - - VERT TRIM SWITCH IN
ALT SWITCH OUT 57 - - - - - x - - - - ALT SWITCH IN
FD SWITCH OUT 78 - - - - - - AA - - - FD SWITCH IN
GO AROUND SWITCH* 14 - - - - - L - - - - GO AROUND SWITCH
TO EXISTING
AIRCRAFT WIRING 11 GA SW
(EXISTING)

Sheet 2 of 9

Rev. 5 Page B-77
GARMIN KFC 250
GAD 43/43e 3" ADI Replacement
W/ KA 141 W/O KA 141
KC 290 KCP 299 KCP 299
W/ 065-5016-XX KA 141 W/ 065-5016-XX
ADAPTER CARD ADAPTER CARD
P431 P2901 P2902 P2991 P2992 P141 P2991 P2992

PITCH AC OUT HI 24 - - - - - - y
_ PITCH ATTITUDE HI
PITCH AC OUT LO 42 - - - - - - s GYRO COMMON
W/O KA 141
s
ROLL AC OUT HI 23 - - - - - - CC ROLL ATTITUDE HI
ROLL AC OUT LO 25 - - - - - - HH GRYO COMMON
s
10VAC REF IN HI 9 - - - - - - w VG EXCITATION
10VAC REF IN LO 10 - - - - - F - VG (PWR) REF
s
PITCH AC OUT HI 24 - - - - 12 - - PITCH ATTITUDE HI
PITCH AC OUT LO 42 - - - - N - - PITCH/ROLL ATTD LO
s NC - y
_ 13 - - PITCH GRYO (H) RTN
W/ KA 141
NC - HH P - - PITCH/ROLL REF
ROLL AC OUT HI 23 - - - - 10 - - ROLL ATTITUDE HI
ROLL AC OUT LO 25 NC - CC 11 - - ROLL GYRO(H) RTN
s
10VAC REF IN HI 9 - - - w F - - VG EXCITATION
10VAC REF IN LO 10 - - F - - - - VG (PWR) REF
s
YAW RATE 19 - - - X - - X YAW RATE (HIGH)

16
YAW RATE (GND) 40 - - - Z - - Z YAW RATE (LOW)
s
KA 136
P1362 TRIM ADAPTER
6 EMERG AP/YD DISC
A/P DISC COPILOT

TO AUTOPILOT C/B
SWITCH(ES)
(EXISTING)
PILOT
TO GAD 43 C/B
5 6
DISENG
ENG
7
ATTITUDE VALID NO 3
RELAY COM 20 AP DISC
RELAY
(EXTERNAL)
ALTITUDE PRESELECT FOR METAL AIRCRAFT ONLY

TO EXISTING
GARMIN AIRCRAFT WIRING 11
GAD 43e ONLY P432 12
ALT SWITCH IN 56 F - - - - - - ALT SWITCH OUT
FD SWITCH IN 77 C - - - - - - FD SWITCH OUT
VERT TRIM SWITCH IN 37 - 1 - - - - - VERT TRIM SWITCH OUT

ALT LIGHT* 11 - - d - - d - ALT LIGHT
GS LIGHT* 13 - - j - - j - GS LIGHT
VERT TRIM SWITCH OUT 39 - - a - - a - VERT TRIM SWITCH IN
ALT SWITCH OUT 57 - - x - - x - ALT SWITCH IN
FD SWITCH OUT 78 - - - AA - - AA FD SWITCH IN
GO AROUND SWITCH* 14 - - L - - L - GO AROUND SWITCH
KDC 298 ADC

Y VERT TRIM SWITCH IN
GA SW
(EXISTING)

Sheet 3 of 9

Rev. 5 Page B-78
GARMIN 4" ADI Replacement KFC 250
GAD 43/43e W/ KA 141 W/O KA 141
KCP 299 KCP 299
KC 290 W/ 065-5015-XX KA 141 W/ 065-5015-XX
ADAPTER CARD ADAPTER CARD
P431 P2901 P2901 P2991 P2992 P141 P2991 P2992

PITCH AC OUT HI 24 - - - - 12 - y
_ PITCH AC HI
PITCH AC OUT LO 42 - - - - R - s PITCH AC LO
s NC - - - y
_ 13 - - PITCH GYRO (H) RTN
NC - - - s S - - PITCH GYRO (C) RTN
ROLL AC OUT HI 23 - - - - 10 - CC ROLL AC HI

ROLL AC OUT LO 25 - - - - N - HH ROLL AC LO
s NC - - - CC 11 - - ROLL GYRO (H) RTN
NC - - - HH P - - ROLL GYRO(C) RTN
26 VAC REF IN HI 39 - - - w F - w 26VAC REF HI

26 VAC OUT HI 18 s
15
26 VAC LO 34
115 VAC REF IN HI 38 TO EXISTING

AIRCRAFT WIRING
s
7
COM 20 - - BB - - BB - VG VALID
ATTITUDE VALID
NC 4 NC
RELAY
NO 3
+26 VDC OUT 6

YAW RATE 19 - - - X - - X YAW RATE (HIGH)
YAW RATE (GND) 40 - - - Z - - Z YAW RATE (LOW)
s
7
NO 22 - - - - - - - AP INTERLOCK
AP INTERLOCK
NC 21 NC
RELAY
COM 5
ALTITUDE PRESELECT FOR METAL AIRCRAFT ONLY

TO EXISTING
GARMIN AIRCRAFT WIRING 11
GAD 43e ONLY P432
12
ALT SWITCH IN 56 F - - - - - - ALT SWITCH OUT
FD SWITCH IN 77 C - - - - - - FD SWITCH OUT
VERT TRIM SWITCH IN 37 - 1 - - - - - VERT TRIM SWITCH OUT

ALT LIGHT* 11 - - d - - d - ALT LIGHT
GS LIGHT* 13 - - j - - j - GS LIGHT
VERT TRIM SWITCH OUT 39 - - a - - a - VERT TRIM SWITCH IN
ALT SWITCH OUT 57 - - x - - x - ALT SWITCH IN
FD SWITCH OUT 78 - - - AA - - AA FD SWITCH IN
GO AROUND SWITCH* 14 - - L - - L - GO AROUND SWITCH
KDC 298 ADC

Y VERT TRIM SWITCH IN
GA SW
(EXISTING)

Sheet 4 of 9

Rev. 5 Page B-79
GARMIN
AUTOPILOT
GAD 43/43e KFC 275
KCP 220 KCP 220 KMC 221 KAS
(-12 and below) (-15 and above) KMC 321 297C
P2211
P431 P2201 P2202 P2203 P2201 P2202 P2203 P3211 P297C1
PITCH AC OUT HI 24 19 - - 19 - - - - PITCH ATTITUDE HI
PITCH AC OUT LO 42 1 - - 1 - - - - PITCH/ROLL ATTD LO
s
ROLL AC OUT HI 23 18 - - 18 - - - - ROLL ATTITUDE HI
ROLL AC OUT LO 25
s
10VAC REF IN HI 9 43 36 - 43 36 - - - VG EXCITATION
10VAC REF IN LO 10 - 42 - - 42 - - - VG REF
s
18
TO ELECTRIC TRIM PWR
TO AUTOPILOT / FD C/B
A/P DISC/
TRIM INTRPT
SWITCH
(OPTIONAL)
AP DISC
RELAY
19 (EXTERNAL)
5
A/P DISC/ DISENG
TRIM INTRPT
SWITCH 6
(EXISTING) - 1 - - 1 - - - +28V SWITCHED (AP DISC)
ENG
NO 3
ATTITUDE
VALID RELAY
COM 20
7
NO 22 - 25 - - 25 - - - AP INTERLOCK
AP INTERLOCK
NC 21 N/C
RELAY
COM 5
YAW RATE 19 - - 29 - - 29 - - YAW RATE (HIGH)

16 YAW RATE (GND) 40 - - 28 - - 28 - - YAW RATE (LOW)
s
10 9 14
N/C - - - - - - - 4 BARO EXCITATION
BARO CORR. OUT 19 - - - - - - - 7 BARO SET (IN)
BARO CORR. (GND) 40 - - - - - - - 3 BARO/XPDR REFERENCE
s
ALT PRESELECT OUTPUTS TO REPLACE KAS 297C

GARMIN 3 - - - - - - 10 - SERIAL CLOCK
GAD 43e ONLY P432
- - - - - - 30 - SERIAL DATA
ALT PRESELECT CLOCK 21 31 - - 31 - - - - SERIAL CLOCK

ALT PRESELECT DATA 1 47 - - 47 - - - - SERIAL DATA
s
ALT PRESELECT ADDR 0 30 45 - - 45 - - - - COMM ADR 0

ALT PRESELECT ADDR 1 31 44 - - 44 - - - - COMM ADR 1
s
17 - 12 - - 12 - - - ALT OSC INPUT

Sheet 5 of 9

Rev. 5 Page B-80
GARMIN KFC 300
GAD 43/43e W/ KA 141 W/O KA 141
KAC 325
KCP 320 KA 141 KCP 320
P431 TP BP J1 J2TP P141 J1 J2TP
PITCH AC OUT HI 24 - - - - 12 21 - PITCH AC HI
PITCH AC OUT LO 42 - - - - R 20 - PITCH AC LO
s NC - - 21 - 13 - - PITCH GYRO (H) RTN**
NC - - 20 - S - - PITCH GYRO (C) RTN**
ROLL AC OUT HI 23 - - - - 10 23 - ROLL AC HI

ROLL AC OUT LO 25 - - - - N 22 - ROLL AC LO
s - - 23 - 11 - - ROLL GYRO (H) RTN**
NC
NC - - 22 - P - - ROLL GYRO(C) RTN**
26 VAC OUT HI 18 - - 24 - F 24 - 26VAC REF HI

15 26 VAC REF IN HI 39 s
26 VAC OUT LO 34
115 VAC REF IN HI 38 TO EXISTING

115 VAC REF IN LO 37 AIRCRAFT WIRING
COM 20 13 - - 15 - - 15 VG VALID
ATTITUDE
7 NC 4 NC
VALID RELAY
NO 3
+26 VDC OUT 6

YAW RATE 19 - 43 - - - - - YAW RATE (HIGH)
YAW RATE (GND) 40 - 44 - - - - - YAW RATE (LOW)
s
NO 22 10 - - - - - - AP INTERLOCK
AP INTERLOCK
7 NC 21 NC
RELAY
COM 5
SYNCRO HEADING TO REPLACE KSG105

X 8 - - 25 - - 25 - HDG SYNCHRO X
HDG SYNCHRO OUT Y 7 - - 26 - - 26 - HDG SYNCHRO Y
Z 41 - - 27 - - 27 - HDG SYNCHRO Z
s
HDG VALID OUT* 2 - - - 16 - - 16 HDG VALID

Sheet 6 of 9

Rev. 5 Page B-81
GARMIN
GAD 43/43e
AUTOPILOT
KFC 325
KCP 220 KCP 220 KMC 221
(-12 and below) (-15 and above) KMC 321
P431 P2201 P2202 P2203 P2201 P2202 P2203 P2211

P3211
PITCH AC OUT HI 24 - - 43 - - 43 - PITCH AC HI

PITCH AC OUT LO 42 - - 44 - - 44 - PITCH AC LO
s
ROLL AC OUT HI 23 - - 37 - - 37 - ROLL AC HI
ROLL AC OUT LO 25 - - 38 - - 38 - ROLL AC LO
s
26 VAC OUT HI 18
15 26 VAC REF IN HI 39 43 - - 43 - - - 26VAC REF HI
26 VAC OUT LO 34 s
COM 20 - - 19 - - 19 - VG VALID
ATTITUDE VALID
NC 4
RELAY
NO 3
+26VDC OUT 6
TO 115 VAC 400

115 VAC REF IN HI 38 HZ AIRCRAFT
15 115 VAC REF IN LO 37 POWER
NO 22 - 25 - - 25 - - AP INTERLOCK
AP INTERLOCK
NC 21 N/C
RELAY
COM 5
YAW RATE 19 - - 29 - - 29 - YAW RATE (HIGH)

YAW RATE (GND) 40 - - 28 - - 28 - YAW RATE (LOW)
s
YAW OUTPUTS TO REPLACE KRG 332/331
GARMIN - - - - - - 10 SERIAL CLOCK

GAD 43e ONLY P432
- - - - - - 30 SERIAL DATA
ALT PRESELECT CLOCK 21

31 - - 31 - - - SERIAL CLOCK
ALT PRESELECT DATA 1
s 47 - - 47 - - - SERIAL DATA
ALT PRESELECT ADDR 0 30 45 - - 45 - - - COMM ADR 0
ALT PRESELECT ADDR 1 31 44 - - 44 - - - COMM ADR 1
s
17 - 12 - - 12 - - ALT OSC INPUT

Sheet 7 of 9

Rev. 5 Page B-82
NOTES
1 EFIS-ENABLED KC 19X COMPUTER (P/N 065-0042-16) IS NOT SUPPORTED.
2 EXISTING CONNECTIONS TO OPTIONAL KA 185 ANNUNCIATOR MUST BE RETAINED (IF INSTALLED).
THE KA 185A/KAP 315A ANNUNCIATOR MUST BE REMOVED WHEN THE GDU 700/1060 IS INSTALLED. THE
3 MODE ANNUNCIATION IS TRANSMITTED TO THE GDU VIA THE ARINC 429 INTERFACE, WHICH REQUIRES
THE KCP 220 VIA ARINC 429 BE ENABLED FOR DISPLAY ON THE GDU 700/1060.
IF THE GAD 43(e) IS USED TO REPLACE THE ADI AND THE WIRING TO THE EXISTING ADI IS REMOVED,
4 ENSURE THAT GROUND REFERENCE PINS REMAIN JUMPERED AS SHOWN.
INSTALL EXTERNAL AP DISCONNECT RELAY INTO AP DISCONNECT CIRCUIT AS SHOWN. EXTERNAL AP

DISC RELAY CONTACTS MUST SUPPORT THE MAXIMUM CURRENT THROUGH THE AP DISCONNECT
5
WIRING.
ALL WIRES FROM RELAY TO AP DISC INPUT MUST BE OF THE SIZE SPECIFIED IN THE AUTOPILOT
6 INSTALLATION MANUAL TO SUPPORT THE CURRENT LOAD FROM THE DISCONNECT CIRCUIT.
RELAY CONTACTS SUPPORT A MAXIMUM OF 2 AMPERES SWITCHING AND 2 AMPERES CONTINUOUS

7 CURRENT.
WHEN THE KRG 331 RATE GYRO IS REMOVED AND REPLACED BY THE GAD 43(e), P2962-7 MUST BE
8 CONNECTED DIRECTLY TO P19X1-15 AS SHOWN.
IF THE GAD 43(e) IS USED TO PROVIDE BARO-CORRECTION TO THE AUTOPILOT, THE AUTOPILOT MUST BE
9 RECALIBRATED TO THE ALTITUDE SOURCE. SEE SECTION 5.8.
IF THE ENCODING ALTIMETER IS BEING REPLACED, A BLIND ENCODER MUST BE USED TO SUPPLY GRAY
10 CODE ALTITUDE TO THE AUTOPILOT.
EXISTING CONNECTIONS TO AIRCRAFT WIRING MUST BE RETAINED. ENSURE MODE ANNUNCIATIONS

11 ARE STILL DRIVEN BY THE AUTOPILOT.
INSTALLATIONS WITH THE KNS 660 FLIGHT MANAGEMENT SYSTEM ARE NOT SUPPORTED.
12
KC 295 FLIGHT CONTROL COMPUTER MUST BE SERIAL NUMBER 4460 OR HIGHER.

13
THE GAD 43/43e CAN REPLACE EITHER THE YAW OR BARO INPUTS TO THE AUTOPILOT, BUT NOT BOTH
14 SIMULTANEOUSLY.

Sheet 8 of 9

Rev. 5 Page B-83
NOTES CONTINUED
WHENEVER POSSIBLE, UTILIZE EXISTING SOURCES OF 26VAC REFERENCE AS SHOWN BELOW. THE
26VAC SOURCE MUST PRODUCE A SINUSOIDAL, LOW-NOISE WAVEFORM. A SQUARE WAVE IS NOT
ACCEPTABLE. IF THE GAD 43(e) 26VAC REFERENCE OUTPUT IS UTILIZED, CONNECT AS SHOWN IN THE
INTERCONNECT. THE 26VAC OUTPUT FROM THE GAD 43(e) CAN SOURCE UP TO 310 MILLIAMPS OF
CURRENT.
GAD 43(e) P431

26 VAC OUT HI 18 N/C
26 VAC REF IN HI
26 VAC LO
39
34
} TO A/P, GAD, GDU, AND OTHER
26 VAC REF EQUIPMENT
s
15
115 VAC REF IN HI
115 VAC REF IN LO
38
37
N/C
N/C
} AIRCRAFT 26 VAC 400 HZ
REFERENCE VOLTAGE
-EITHER-
GAD 43(e) P431

26 VAC OUT HI 18
26 VAC REF IN HI 39 TO A/P, GAD, GDU, AND OTHER
26 VAC LO 34 26 VAC REF EQUIPMENT
s

37 AIRCRAFT 115 VAC 400 HZ
115 VAC REF IN LO
s
16 YAW RATE OUTPUTS REPLACE KRG 331.
17 ALTITUDE OSCILLATOR SIGNAL TO KCP 220 MUST BE RETAINED.
THE GROUND REFERENCE AT P2202-42 IS ALSO USED BY THE KDC 222. THE CONNECTION TO THE
18 KDC 222 MUST BE LEFT INTACT AS PART OF THIS MODIFICATION.
IF DUAL AP DISC/TRIM INTRPT SWITCHES ARE INSTALLED, INSTALL THE GAD 43 EXTERNAL RELAY
19 BETWEEN THE KCP 220 AND FIRST AP DISC/TRIM INTRPT SWITCH.
20 POWER TO THE SONALERT MUST NOT BE INTERRUPTED BY THE EXTERNAL GAD 43(e) AP DISC RELAY.

Sheet 9 of 9

Rev. 5 Page B-84
GDU 700/1060
PILOT PFD AUTOPILOT
S-TEC S-TEC S-TEC
20/30 40/50 60-1
P3 P1 P1 RFGC
A/P HEADING ERROR HI 18 8 31 19 HDG DATUM HI
A/P HEADING ERROR LO 17 7 29 13 HDG DATUM LO
s
A/P COURSE ERROR HI 16 - - 20 CRS DATUM HI
A/P COURSE ERROR LO 15 - - 13 CRS DATUM LO
s
LATERAL +FLAG OUT 11 - - 24 LAT DEV FLAG +
LATERAL -FLAG OUT 32 - - 6 LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 9 14 23 LAT DEV +LT
LATERAL +RIGHT OUT 10 10 13 21 LAT DEV +RT
s
GPS SELECT
(~DISCRETE OUT 5*) 50 42 26 - GPS TRACK GAIN
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 - - 16 LOC SWITCH
N/C - - 18 DG GROUND STRAP

5 N/C - - 34 GROUND
N/C 20 23 - NO HEADING SYSTEM A

6 N/C 21 39 - NO HEADING SYSTEM B
Figure B-34 Autopilot/Flight Director Interconnect – S-TEC

Sheet 1 of 5

Rev. 5 Page B-85
GDU 700/1060
AUTOPILOT
PILOT PFD S-TEC 55 S-TEC 55X
P3 P1 P2 P1 P2
FD ENABLE IN
57 - 4 - 4 FD LOGIC OUT 1
(~DISCRETE IN 1)
FD ROLL RIGHT 20 - 12 - 12 ROLL STEERING SIG
FD ROLL LEFT 19 - 29 - 29 SIG REF
s
FD PITCH UP 42 - 13 - 13 PITCH STEERING SIG
FD PITCH DOWN 21 - 30 - 30 SIG REF
s
N/C - 10 - 10 10 VDC PARALLAX POT**

2 N/C - 11 - 11 PITCH STR CENTERING**
N/C - 44 - 44 FD POT GROUND**
A/P HEADING ERROR HI 18 28 - 28 - HDG DATUM HI

A/P HEADING ERROR LO 17 29 - 29 - HDG DATUM LO
s
A/P COURSE ERROR HI 16 11 - 11 - CRS DATUM HI
A/P COURSE ERROR LO 15 12 - 12 - CRS DATUM LO
s
LATERAL +FLAG OUT 11 13 - 13 - LAT DEV FLAG +
LATERAL -FLAG OUT 32 14 - 14 - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 31 - 31 - LAT DEV +LT
LATERAL +RIGHT OUT 10 30 - 30 - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 - 1 - 1 GS DEV FLAG +

VERTICAL -FLAG OUT 33 - 2 - 2 GS DEV FLAG -
s
VERTICAL +UP OUT 13 - 18 - 18 GS DEV +UP
VERTICAL +DOWN OUT 14 - 19 - 19 GS DEV +DOWN
s
GPS ANNUNCIATE
(~DISCRETE OUT 2*) 49 - - - 38 GPSS STEERING
GPS SELECT
(~DISCRETE OUT 5*) 50 - - 49 - GPS TRACK GAIN
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 32 - 32 - LOC SWITCH
A 61 - - - 21 A ALT SEL/BARO ALT

3 ~RS-485 4
B 62 - - - 20 B RS-485
s
P4
A 55 - - - 36 A
~ARINC 429 OUT 3 429 GPSS DATA IN
B 75 - - - 37 B
s
N/C - - - 23 ALT SEL JUMPER

4 N/C - - - 42 GROUND
N/C 9 - 9 - DG GROUND STRAP

5 N/C 10 - 10 - GROUND
ADI
(on copilot’s side)

Sheet 2 of 5

Rev. 5 Page B-86
GDU 700/1060
PILOT PFD AUTOPILOT
S-TEC S-TEC
60 PSS 60-2/65
PFGC ST-670 PFGC RFGC

P3
FD ENABLE IN
57 - 13 - - FD LOGIC OUT 7
(~DISCRETE IN 1)
FD ROLL RIGHT 20 - 1 - - ROLL STEERING SIG
FD ROLL LEFT 19 - - - - SIG REF
s
FD PITCH UP 42 - 9 - - PITCH STEERING SIG
FD PITCH DOWN 21 - - - - SIG REF
s
N/C - - 1 - 10 VDC PARALLAX POT
2 N/C - - 4 - PITCH STR CENTERING
N/C - - 3 - FD POT GROUND
A/P HEADING ERROR HI 18 - - - 19 HDG DATUM HI

A/P HEADING ERROR LO 17 - - - 13 HDG DATUM LO
s
A/P COURSE ERROR HI 16 - - - 20 CRS DATUM HI
A/P COURSE ERROR LO 15 - - - - CRS DATUM LO
s
LATERAL +FLAG OUT 11 - - - 24 LAT DEV FLAG +
LATERAL -FLAG OUT 32 - - - 6 LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 - - - 23 LAT DEV +LT
LATERAL +RIGHT OUT 10 - - - 21 LAT DEV +RT
s
VERTICAL +FLAG OUT 12 77 - 77 - GS DEV FLAG +

VERTICAL -FLAG OUT 33 58 - 58 - GS DEV FLAG -
s
VERTICAL +UP OUT 13 46 - 46 - GS DEV +UP
VERTICAL +DOWN OUT 14 45 - 45 - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 - - - 16 LOC SWITCH
N/C - - - 18 DG GROUND STRAP
5 N/C - - - 34 GROUND

Sheet 3 of 5

Rev. 5 Page B-87
GDU 700/1060 8 AUTOPILOT
PILOT PFD S-TEC 1500/2100 S-TEC 1500/2100
(-01,-03) (-02,-04,-07)
P3 P1 P2 P1 P2
FD ENABLE IN
57 - 24 - 24 FD FLAG
(~DISCRETE IN 1)
FD ROLL RIGHT 20 50 - 50 - R-STR-OUT
FD ROLL LEFT 19 19 - 19 - VREF
s
FD PITCH UP 42 51 - 51 - P-STR-OUT
FD PITCH DOWN 21
s
A/P HEADING ERROR HI 18 3 - 5 - HDG DATUM HI
A/P HEADING ERROR LO 17 - - 7 - HDG DATUM LO
s
N/C 47 - 11 - CRS DATUM HI

N/C - - 12 - CRS DATUM LO
LATERAL +FLAG OUT 11 37 - 37 - LAT DEV FLAG +

LATERAL -FLAG OUT 32 36 - 36 - LAT DEV FLAG -
s
LATERAL +LEFT OUT 9 39 - 39 - LAT DEV +LT
LATERAL +RIGHT OUT 10 38 - 38 - LAT DEV +RT
s
VERTICAL +FLAG OUT 12 41 - 41 - GS DEV FLAG +

VERTICAL -FLAG OUT 33 40 - 40 - GS DEV FLAG -
s
VERTICAL +UP OUT 13 42 - 42 - GS DEV +UP
VERTICAL +DOWN OUT 14 1 - 1 - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 23 - 23 - LOC SWITCH
P4
A 55 - 26 - 26 (ADAHRS 1) ARINC RX1A
~ARINC 429 OUT 3
B 75 - 27 - 27 (ADAHRS 1) ARINC RX1B
s
- 32 - 32 (PILOT PFD) ARINC RX3A
- 33 - 33 (PILOT PFD) ARINC RX3A
GDU 700/1060
COPILOT PFD P4
A 55 - 28 - 28 (ADAHRS 2) ARINC RX1A
~ARINC 429 OUT 3
B 75 - 29 - 29 (ADAHRS 2) ARINC RX1B
s

Sheet 4 of 5

Rev. 5 Page B-88
NOTES
FLIGHT DIRECTOR LOGIC OUTPUT FROM THE 55/55X (P2-4) MUST NOT BE CONNECTED TO ST-645
1 REMOTE ANNUNCIATOR (P1-20). IF THE ST-645 WAS PREVIOUSLY INSTALLED, THE WIRE CONNECTING
THE 55/55X COMPUTER P2-4 TO ANNUNCIATOR P1-20 MUST BE REMOVED OR CAPPED AND STOWED.
TO SUPPORT THE FLIGHT DIRECTOR INTERFACE WITH THE GDU 700/1060, THE PILOT-ACCESSIBLE
2 PARALLAX POT CONNECTIONS MUST BE REMOVED.
RS 485 WIRING IS ONLY REQUIRED WHEN USING THE GDU 700/1060 FOR ALTITUDE PRESELECT. DO NOT
3 WIRE IF USING THE GAD 43(e) FOR ALT/VS PRESELECT.
ALT SEL JUMPER MUST NOT BE INSTALLED IF THE GDU 700/1060 IS PROVIDING THE ALTITUDE
4 PRESELECT FUNCTION.
IF THE GDU 700/1060 IS REPLACING A DIRECTIONAL GYRO, ENSURE THE “DG GROUND STRAP” JUMPER IS
5 REMOVED.
IF THE GDU 700/1060 IS BEING INSTALLED IN AN AIRCRAFT THAT HAD NO HEADING SYSTEM, ENSURE
6 THAT THE “NO HEADING SYSTEM” JUMPER IS REMOVED.
THE ST-670 (P/N 01180 FOR THE KI-256) IS REQUIRED TO SUPPORT THE FLIGHT DIRECTOR DISPLAY FROM
7 THE S-TEC 60-2, AND 65 AUTOPILOTS.
8 INTERFACE TO THE S-TEC 1500/2100 IS ONLY SUPPORTED FOR DUAL GDU 700/1060 INSTALLATIONS.
THE FLIGHT DIRECTOR CANNOT BE DISPLAYED ON AN ADI ON THE CO-PILOT’S SIDE BECAUSE THERE IS
9 NO WAY TO ADJUST THE FLIGHT DIRECTOR OFFSET FOR THIS ADI AFTER THE PARALLAX POT IS
REMOVED.

Sheet 5 of 5

Rev. 5 Page B-89
GAD 43e AUTOPILOT
S-TEC S-TEC
60 PSS/60-2/65 55/55X
OPTION
2 PFGC P2
P432 CONNECTOR
VS CMD 17 5 - 22 VS CMD
VS SELECT CTRL* 34 - 54 21 MANUAL / VS SELECT
ALT HOLD* 53 7 - 20 ALT ENGAGE
- - 23 ALT. SEL JUMPER
1 - - 42 GROUND
A/P DISC
TRIM INTR.
SWITCHES
(EXISTING) AUTOPILOT
PILOT
AP DISC SW 30
COPILOT
EXISTING
DISC. WIRING
NOTES
JUMPER MUST BE INSTALLED TO SELECT S-TEC 0140 / 01279PX ALTITUDE/VERTICAL SPEED SELECTOR.
1 ST-360 EMULATION FROM THE GAD 43(e).
2 OPTION CONNECTOR IS PART OF THE S-TEC AUTOPILOT HARNESS.
Figure B-35 Autopilot/Flight Director Interconnect – S-TEC GAD

Rev. 5 Page B-90
GDU 700/1060 1
AUTOPILOT
PILOT PFD SPZ-200A/-500
FZ-500 SP-200
P3 J1A J1B J1B
A/P HEADING ERROR HI 18 36 - - HDG ERROR HI

s
A/P COURSE ERROR HI 16 41 - - CRS DATUM HI

A/P COURSE ERROR LO 15 37 - - HDG/CRS DATUM LO
s
LATERAL SUPERFLAG 8 16 - - LAT SUPERFLAG

LATERAL +LEFT OUT 9 20 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 21 - - LAT DEV +RT
s
VERTICAL SUPERFLAG 7 - 7 - G/S SUPERFLAG
VERTICAL +UP OUT 13 - 16 - GS DEV +UP
VERTICAL +DOWN OUT 14 - 17 - GS DEV +DN
s
ILS/GPS APPROACH
(~DISCRETE OUT 1*) 43 22 - - LOC FREQ GROUND
A/P AC REF HI 41 - - 7 26 VAC OUTPUT

A/P AC REF LO 40 - - 5 AC POWER GROUND
s
TO OTHER AVIONICS
FD ENABLE IN
57 - 47 - +28 FDC VALID
(~DISCRETE IN 1)
FD ROLL LEFT 19 29 - - ROLL FD COMMAND +

FD ROLL RIGHT 20 30 - - ROLL FD COMMAND -
s
FD PITCH DOWN 21 - 30 - PITCH FD COMMAND +

FD PITCH UP 42 - 31 - PITCH FD COMMAND -
s
- 48 - LOW LEVEL FDC VALID

1 - - SIGNAL GROUND
ADI
(ON COPILOT SIDE) SPERRY
2 HZ-444 2 - - +V OUTPUT
P1 31 - - ROLL BIAS OUT OF VIEW
ROLL CMD PTR (+) s 5 - - -V OUTPUT

ROLL CMD PTR (-) t - 29 - PITCH BIAS OUT OF VIEW
PITCH CMD PTR (+) p N/C 60 - - HI

ROLL PTR
PITCH CMD PTR (-) q 61 - - LOW GAIN SEL
62 - - COMM
FD WARN FLAG (+) GG
FD WARN FLAG (-) HH N/C - 11 - HI
PITCH PTR
- 12 - LOW GAIN SEL
- 13 - COMM
NOTES
EXISTING ACTIVE-HIGH HDG VALID SIGNAL FROM HSI TO FD COMPUTER MUST BE SUPPLIED DIRECTLY
1 FROM DG ONCE EXISTING HSI IS REMOVED.
Figure B-36 Autopilot/Flight Director Interconnect – Sperry

Rev. 5 Page B-91
DISPLAY BACKUP SWITCH
GDU 700P
ADC/AHRS #1 ON
P3
DISPLAY BACKUP
37
(~DISCRETE IN LO 4)
GDU 700P
ADC/AHRS #2
P3
DISPLAY BACKUP
37
(~DISCRETE IN LO 4)
AUTO
ENGINE ANNUNCIATOR (14 VDC)

GDU 700 VIVISUN
EIS 95-40-17-B4-E1WPN
P3
ENGINE WARNING
43 B ENGINE WARN 1
(~DISCRETE OUT LO 1)
C ENGINE WARN 1
ENGINE CAUTION
49 A ENGINE CAUTION 1
D ENGINE CAUTION 1
TO EIS DISPLAY
G POWER
BREAKER
ENGINE ANNUNCIATOR (28 VDC)

GDU 700 VIVISUN
EIS LED-40-17-BA2-E1WP6
P3
ENGINE WARNING
43 B ENGINE WARN 1
1
ENGINE CAUTION
49 A ENGINE CAUTION 1
TO EIS DISPLAY
G POWER
BREAKER
OPTIONAL EMERGENCY DESCENT MODE SWITCH

GDU 700P/1060
P3
~ DISC OUT 5 LO 50
~ DISC IN 4 LO 37 S
EDM ACTIVE
NOTES
1 USE 47Ω, 1/4 WATT RESISTOR.
INSTALL SWITCH CONFORMING TO MS24523-30 AND SWITCH GUARD CONFORMING TO MS25224-3.

2 PLACARD AS “EMER DESC”. SWITCH INSTALLATION APPROVAL IS NOT APPROVED BY THIS STC.
Figure B-37 External Switches and Annunciators

Rev. 5 Page B-92
P691 GDL 69 SERIES
25 OUT A
24 OUT B
1 ETHERNET 1
23 IN A
22 IN B
s
29 OUT A
28 OUT B
1 ETHERNET 2
27 IN A
26 IN B
s
33 OUT A
32 OUT B
1 ETHERNET 3
31 IN A
30 IN B
s
59 OUT A
58 OUT B
1 ETHERNET 4
57 IN A
56 IN B
s
NOTES
Figure B-38 GDL 69 Series Interconnect

Rev. 5 Page B-93
GDU 700/1060 MFD GARMIN
P3 P561 GSR 56 1
GSR 56 STATUS IN
36 31 STATUS DISCRETE OUT*
(~DISCRETE IN 3*)
GSR 56 REMOTE PWR
48 16 IRIDIUM RMT PWR ON*
(~DISCRETE OUT 7*)
P4
IN 34 12 RS-232 OUT
~RS-232 8 OUT 35 13 RS-232 IN
GND 33 14 SIGNAL GROUND
s s
NOTES
IF A GTN 6XX/7XX IS INTERFACED TO THE G500/G600 TXI WITH A GSR 56, THE GTN 6XX/7XX MUST BE THE
1 CONTROLLER FOR THE GSR 56.
Figure B-39 GSR 56 Iridium Interconnect

Rev. 5 Page B-94
GARMIN GDU 700/1060 STALL PROTECTION
EMCA WARNING UNIT #1
SPWG
P4 P411
A 11 16 A
~ARINC 429 IN 11 ARINC 429 OUT (AOA)
B 31 17 B
s
s
GARMIN GDU 700/1060
1
P4
A 11
~ARINC 429 IN 11 B 31
s
GARMIN GDU 700/1060 DATA ACQUISITION UNIT

MEGGITT
DAU
P4 J3 J2
A 54 - 4 A
2 ~ARINC 429 OUT 2 429 INC
B 74 - 17 B
s
~DISC OUT 6 LO 51 20 - GPS SOURCE SELECT
GARMIN GDU 700/1060
P4
A 54 4 - A
~ARINC 429 OUT 2 429 IND
B 74 17 - B
s
NOTES
1 GDU 700/1060 CONNECTORS MUST BE OVERBRAIDED IN ACCORDANCE WITH APPENDIX H.
IF AN AUTOPILOT IS CONNECTED TO ARINC 429 OUT 2, THE WIRING TO THE MEGGITT EIDS MAY NOT BE
2 SPLICED INTO THE ARINC 429 OUT 2 PORT.
Figure B-40 Miscellaneous Equipment Interfaces

Rev. 5 Page B-95
S IN G L E R A D A R A L T IM E T E R S
G D U 7 0 0 /1 0 6 0
C O P IL O T P F D
1
P4
R AD ALT SELF TEST O U T
61
(~ D IS C R E T E O U T 8 * )
A x
~ A R IN C 4 2 9 IN X
B x
s
G D U 7 0 0 /1 0 6 0 RADAR
P IL O T P F D A L T IM E T E R
G A R M IN FREE C O L L IN S H O N E Y W E L L
F L IG H T
G R A 55/ R A -4 5 0 0 R AC 870 KR A 405B
5500
1 P1 P1 P1 P4051
P4
P U S H -T O -T E S T IN
R AD ALT SELF TEST O U T
61 - - 40 U
(~ D IS C R E T E O U T 8 * )
s
A x 52 12 2 B A R IN C 4 2 9 O U T A
~ A R IN C 4 2 9 IN X
B x 55 11 3 C A R IN C 4 2 9 O U T B
s
D U A L R A D A R A L T IM E T E R S
G D U 7 0 0 /1 0 6 0 RADAR
P IL O T P F D A L T IM E T E R
F L IG H T
G R A 55/ R A -4 5 0 0 R AC 870 KR A 405B
5500
1 P1 P1 P1 P4051
P4
R AD ALT SELF TEST O U T 61 - - 40 U P U S H -T O -T E S T IN
(~ D IS C R E T E O U T 8 * )
A x 52 12 2 B A R IN C 4 2 9 O U T A
~ A R IN C 4 2 9 IN X
B x 55 11 3 C A R IN C 4 2 9 O U T B
s
G D U 7 0 0 /1 0 6 0 RADAR
C O P IL O T P F D A L T IM E T E R
F L IG H T
G R A 55/ R A -4 5 0 0 R AC 870 KR A 405B
5500
1 P1 P1 P1 P4051
P4
R AD ALT SELF TEST O U T 61 - - 40 U P U S H -T O -T E S T IN
(~ D IS C R E T E O U T 8 * )
A x 52 12 2 B A R IN C 4 2 9 O U T A
~ A R IN C 4 2 9 IN X
B x 55 11 3 C A R IN C 4 2 9 O U T B
s
NOTES
CONNECTION FROM RADAR ALTIMETER CAN BE MADE TO BOTH GDUs AS SHOWN, OR ONLY CONNECTED
TO ONE GDU (EITHER PILOT’S OR CO-PILOT’S) AND RADAR ALTITUDE INFORMATION AND CONTROL
1 CROSSFILLED TO THE OTHER GDU. DISCRETE INFORMATION IS NOT CROSSFILLED OVER HSDB; IN
ORDER FOR A GDU TO INITIATE THE ‘PUSH-TO-TEST’ FUNCTION, IT MUST HAVE A DISCRETE PIN WIRED
AND CONFIGURED.
Figure B-41 Radar Altimeter Interconnect

Rev. 5 Page B-96
GDU 700/1060 TRANSPONDER
GARMIN
GTX 32
GTX 327
P3 J1
OUT 3 2 ~RS-232 IN
~RS-232 3
GND 25 -
s
Figure B-42 Serial Altitude Output Interconnect

Rev. 5 Page B-97
D IS P LA Y A N D C O N TR O L
G D U 700/1060 W X -500
M FD S TO R M S C O P E
P2 P2
GND 12 5 R S -232 G N D
~R S -232 2 IN 27
OUT 42
P3
s
20 R S -232 TX
8 R S -232 R X
D IS P LA Y O N LY
G D U 700/1060 W X -500
M FD S TO R M S C O P E
P2 P2
GND 12 5 R S -232 G N D
~R S -232 2 IN 27
OUT 42 s
P3
R S -232 TX
20
R S -232 R X
8
TO S TO R M S C O P E
C O N TR O L A N D D IS P LA Y
NOTES
CONNECT WX-500 STORMSCOPE TO GDU THAT WILL CONTROL STORMSCOPE DATA. STORMSCOPE
1 INFORMATION IS SHARED OVER HSDB; NO SPLICE IS NECESSARY.
Figure B-43 Stormscope Interconnect

Rev. 5 Page B-98
GDU 700P/1060
TRAFFIC SYSTEM
PFD/MFD
12 12 13 12 12 18
P4
GARMIN GARMIN AVIDYNE L3 COMM HONEYWELL
TAS TEST
2 GTX 33 TAS 6xx KTA 810 KTA 910
TIS/TAS STANDBY GDL88 GTX345 GTX 335 GTX 330 GTS 8XX 9900BX TRC 497 TRC 899 KMH 820 KMH 920
P881 P3252 P3251 P3301 P8001 P8002 P1 P1 P1 J10 J10
53 6 - - 52 - - - - - - ETHERNET OUT A
GDU 700P/1060 54 1 - - 53 - - - - - - ETHERNET OUT B
PFD/MFD 4 51 7 - - 54 - - - - - - ETHERNET IN A
52 2 - - 55 - - - - - - ETHERNET IN B
P4 s
TAS TEST
(~DISCRETE OUT 10*) 52 - - - - - 74 - 85 19 2 2 FUNCTIONAL TEST
2 TIS/TAS STANDBY 1
(~DISCRETE OUT 9*) 51 - - 15 46 - 75 - 82 21 23 23 STANDBY / OPERATE
A 11 - - 5 30 14 - 8 34 42 54 54 A
~ARINC 429 IN 11 11 11 15 15 ARINC 429 OUT
B 31 - - 6 28 - 9 33 43 55 55 B
s
(OPTIONAL)
A 53 - - 27 32 16 - 10 45 54 60 60 A ARINC 429 IN
~ARINC 429 OUT 1 9 9 3 11 7 8
B 73 - - 28 35 17 - 44 55 61 61 B (ALTITUDE/HEADING)
s
17 - - - - - - - 69 - - - STEPPER IN
16 - - - - - - - 70 - - - SYNCRO IN
(OPTIONAL) - - - - - - - 13 - - - CONFIG GND
AHRS Source
5
GDU 700/1060
GRS 77 GRS 79 GSU 75 INTEGRATED
ADAHRS
P771 P791 P751 P4
(OPTIONAL)
A 13 49 49 77 - - 48 - - - - - - 62 62 A ARINC 429 IN
~ ARINC 429 OUT 8
B 28 50 50 78 - - 49 - - - - - - 63 63 B (ATTITUDE/HEADING)
s
14
ADC Source
6
GDC 74 GDC 72 GSU 75
P771 P791 P751

(OPTIONAL)
A 29 21 21 - - 48 33 - - - - - - - A ARINC 429 IN
~ ARINC 429 OUT 10 49 10 36
B 30 22 22 - - - - - - - - - B (ALTITUDE)
s
Figure B-44 Traffic Advisory System Interconnect

Sheet 1 of 3

Rev. 5 Page B-99
NOTES
1 FOR HONEYWELL TRAFFIC SYSTEMS, DO NOT SPLICE “TAS TEST” OR “TIS/TAS STANDBY”.
TAS TEST AND TIS/TAS STANDBY DISCRETE CONNECTIONS ARE ONLY REQUIRED IF THE GDU IS
2 CONFIGURED FOR “CONTROL TRAFFIC.”
FOR THE TCAD TO ACCEPT ARINC 429 HEADING AND ALTITUDE, PROCESSOR P/N 70-2420-5 OR LATER IS
3 REQUIRED. THE BUS SPEED MUST BE THE SAME FOR ARINC 429 RX 1 AND RX 2.
4 SEE SECTION 3.2.7 FOR HSDB ARCHITECTURE.
5 USE ONLY AHRS OR ADAHRS OUTPUT OF GSU 75.
6 USE ONLY ADC OUTPUT OF THE GSU 75.
IF DESIRED, ALTITUDE AND HEADING MAY BE PROVIDED BY THE GDU TO THE SKYWATCH SYSTEM. ANY
AVAILABLE ARINC 429 INPUTS ON THE TRAFFIC COMPUTER MAY BE USED IF THOSE SHOWN ARE
7 ALREADY USED. THE TRAFFIC SYSTEM MAY HAVE TO BE CONFIGURED TO ACCEPT ALTITUDE AND
HEADING VIA ARINC 429 (LOW-SPEED). REFER TO THE MANUFACTURER’S INSTALLATION MANUAL FOR
ADDITIONAL INFORMATION.
IF DESIRED, ALTITUDE, ATTITUDE, AND HEADING MAY BE PROVIDED BY THE GDU TO THE HONEYWELL
TRAFFIC SYSTEM. THE HONEYWELL TRAFFIC SYSTEM WILL NOT ACCEPT HEADING/ATTITUDE AND
ALTITUDE ON A SINGLE ARINC 429 INPUT. CONSEQUENTLY, HEADING/ATTITUDE (HIGH-SPEED) AND
8 ALTITUDE (LOW-SPEED) MUST BE PROVIDED TO SEPARATE INPUTS. THE TRAFFIC SYSTEM MUST BE
CONFIGURED TO ACCEPT ARINC 429 ALTITUDE, HEADING, AND ATTITUDE. REFER TO THE
MANUFACTURER’S INSTALLATION MANUAL FOR ADDITIONAL INFORMATION.
IF DESIRED, ALTITUDE, TEMPERATURE, HEADING, SPEED, AND SELECTED COURSE INFORMATION MAY BE
9 PROVIDED BY THE GDU TO THE TRANSPONDER.
IF THE GDU IS THE ONLY ALTITUDE SOURCE FOR THE GTX, IT IS RECOMMENDED THAT THE GTX ALSO BE
10 CONNECTED DIRECTLY TO AN EXTERNAL AIR DATA SOURCE SO THAT THE TRANSPONDER WILL
CONTINUE REPORTING ALTITUDE IN THE EVENT OF A GDU FAILURE.
11 IF ANOTHER TRAFFIC SOURCE IS WIRED TO THE GDU, DO NOT WIRE GTX ARINC OUTPUT TO THE GDU.
DO NOT WIRE TO GDU IF A GTX 345 OR GDL 88 ARE INSTALLED. THESE TRAFFIC SYSTEMS MUST BE
12 WIRED IN ACCORDANCE WITH THE GTX 345 OR GDL 88 INSTALLATION MANUALS FOR PROPER
CORRELATION AND DISPLAY.
13 TRC 497 SOFTWARE V1.6 OR HIGHER IS REQUIRED.
14 SPLICE WITH WEATHER RADAR STABILIZATION OUTPUT (IF INSTALLED) IS ALLOWED.

Sheet 2 of 3

Rev. 5 Page B-100
NOTES CONTINUED
15 ARINC OUT TO THE GDU IS REQUIRED TO RECEIVE TAS/TCAS.
THESE STRAPS SET THE HEADING INPUT SOURCE TO ARINC 429. REFER TO THE MANUFACTURER’S
16 INSTALLATION MANUAL FOR ADDITIONAL STRAPPING INFORMATION.
17 SPLICE WITH GPS NAVIGATOR ARINC OUTPUT (IF INSTALLED) IS ALLOWED.
WHEN UTILIZING TXi TAWS, THE EGPWS HALF OF THE KMH 820/920 SHOULD BE SUPPRESSED BY
18 CONNECTING ‘TERRAIN AWARENESS INHIBIT’ P1 PIN 126 TO GROUND.

Sheet 3 of 3

Rev. 5 Page B-101
COMPOSITE VIDEO
GDU 700( )/1060 CAMERA SYSTEM

MFD ASTRONICS
MAX-VIZ
P2 1400 2300 3
1
COMPOSITE VIDEO IN 1 (2) 14 (8) Center VIDEO OUT
COMPOSITE VIDEO GND 1 (2) 11 (11) Shell VIDEO RTN
HD VIDEO
GDU 700( )/1060 CAMERA SYSTEM
MFD RUGGED
VIDEO
P5 (P6) HD-19
2
HD VIDEO 1 (2) Center Center VIDEO OUT
GROUND (2) Shell Shell VIDEO RTN
NOTES
FOR COMPOSITE VIDEO, USE CABLE SPECIFIED IN SECTION 3.1.2 AND ASSEMBLE THE CABLE AS SHOWN IN FIGURE 4-10. CAMERA INSTALLATION DATA FOR THE CAMERA
1 CONNECTION.
FOR HD VIDEO, USE CABLE AND TNC CONNECTOR SPECIFIED IN SECTION 3.1.2. ASSEMBLE THE CABLE AS SPECIFIED BY THE CONNECTOR MANUFACTURER. REFER TO
2 THE CAMERA INSTALLATION DATA FOR THE CAMERA CONNECTION.
3 FOR MAX-VIZ 2300 CAMERAS, OPTIONALLY CONNECT BOTH VIDEO OUTPUTS TO COMPOSITE VIDEO IN 1 AND 2, RESPECTIVELY.
Figure B-45 Video Interconnect

Rev. 5 Page B-102
GDU 700/1060
WEATHER RADAR R/T
MFD
GARMIN HONEYWELL (BENDIX/KING)
12 1
P4
RDS 81 RDS 82 RDR 2000 RDR 2100
A 49 GWX 68 GWX 70 GWX 75
RS 811A RS 181A ART 2000 ART 2100
ARINC 453/708 IN TERM 3
B 50 P400 P751 P751 P1001 P1001 P5001 P5001
A 56 - - - 19 19 2 2 A ARINC 429 IN #1
~ARINC 429 OUT 4
B 76 - - - 20 20 3 3 B (CONTROL)
s
WX RADAR ON
(~DISCRETE OUT 11*) 71 - - - 24 24 31 31 RT ON/OFF #1
4
A 47 - - - 8 8 42 42 A ARINC 453 OUT
ARINC 453/708 IN 1 B - - - 9 9 43 43 B (WEATHER)
48
s
34 4 4 - - - - IN A
GDU 700/1060 35 3 3 - - - - IN B
2 ETHERNET
MFD 36 23 23 - - - - OUT A
37 22 22 - - - - OUT B
s
P4 44 56 56 - - - - RT ON/OFF
13 15 8 8 - - - - SIGNAL GROUND
A 47
ARINC 453/708 IN 1
B 48
s
A 56 - - - 18 18 4 4 A ARINC 429 IN #2
~ARINC 429 OUT 4
B 76 - - - 5 5 5 5 B (CONTROL)
s
WX RADAR ON 71 - - - 12 12 32 32 RT ON/OFF #2
(~DISCRETE OUT 11*)
A 49 N/C - - - - - 1 1 STRUT SWITCH IN 5
ARINC 453/708 IN TERM 3
B 50
AHRS Source 6
GDU 700/1060
GRS 77 GRS 79 GSU 75 INTEGRATED
ADAHRS
P771 P791 P751 P4
A 13 49 49 77 - - - - - 8 8 PITCH/ROLL 429 IN A
~ ARINC 429 OUT
B 28 50 50 78 - - - - - 9 9 PITCH/ROLL 429 IN B
s
GAD 43(e) P431

9 10
WXR PITCH OUT HI 12 - - - 15 15 - - PITCH HI

WXR PITCH OUT LO 43 - - - 17 17 - - PITCH LO
s
WXR ROLL OUT HI 28 - - - 16 16 - - ROLL HI
WXR ROLL OUT LO 26 - - - 14 14 - - ROLL LO
s
8 ALTERNATE INTERFACE
PITCH AC OUT HI 24 - - - 15 15 - - PITCH IN HI
PITCH AC OUT LO 42 - - - 17 17 - - PITCH IN LO
s
7
ROLL AC OUT HI 23 - - - 16 16 - - ROLL IN HI
ROLL AC OUT LO 25 - - - 14 14 - - ROLL IN LO
s
AIRCRAFT 10/26 VAC 400 HZ - - - 3 3 - - 10/26 VAC 400HZ IN

11 REFERENCE VOLTAGE - - - 21 21 - - AC COMMON 400HZ LO
SPLICE TO
AUTOPILOT
Figure B-46 Weather Radar Interconnect

Sheet 1 of 2

Rev. 5 Page B-103
NOTES
THE INTERFACE OF THE G500/G600 TXI SYSTEM TO THESE WEATHER RADAR PRODUCTS IS APPROVED
1 FOR METAL AIRCRAFT ONLY.
TO USE THE GDU 700/1060 INTERNAL TERMINATION RESISTOR, INSTALL JUMPER AS SHOWN. JUMPER
3 SHOULD NOT EXCEED 3.0 INCHES. ONLY ONE TERMINATION RESISTOR SHOULD BE UTILIZED, AT THE
LAST LRU ON THE ARINC 453/708 BUS.
4 SPLICE MUST BE MADE WITHIN 2.5 INCHES OF GDU CONNECTOR BACKSHELL.
5 DISCONNECT ANY EXISTING STRUT SWITCH INPUT.
6 USE ONLY AHRS OR ADAHRS OUTPUT OF GSU 75.
AC PITCH/ROLL OUTPUTS FROM THE GAD 43(e) ARE NOT GROUND ISOLATED. RETAIN ISOLATING
7 TRANSFORMERS IF REQUIRED PER THE WEATHER RADAR INSTALLATION.
USE THE ALTERNATE INTERFACE (PITCH/ROLL AC OUT) IF UTILIZING GYRO EMULATION TYPE
8 ”CESSNA/ARC G519” OR ”KING KI-256”. OTHERWISE, UTILIZE THE WXR PITCH/ROLL OUTPUTS.
9 ENSURE WEATHER RADAR IS PROPERLY CALIBRATED PER WEATHER RADAR INSTALLATION DATA.
THIS INTERFACE IS APPROVED ONLY FOR INSTALLATIONS WITH AN AUTOPILOT SYSTEM INSTALLED AND
10 A GYRO EMULATION TYPE CONFIGURED.
THE 400HZ REFERENCE POWER FOR THE GAD 43(e), GDU 700/1060, AUTOPILOT, AND WEATHER RADAR
11 MUST BE FROM THE SAME SOURCE AND IN PHASE.
IF THE RS811A WEATHER RADAR IS INTERFACED TO THE G500/G600 TXI AND A GTN 6XX/7XX, THE
12 CONTROL/DISPLAY ON THE GTN FOR THE WEATHER RADAR MUST BE DISABLED.
SPLICE TO EXISTING GROUND WIRE IF INSTALLED.

13
Figure B-46 Weather Radar Interconnect

Sheet 2 of 2

Rev. 5 Page B-104
GDU 700/1060 1 GARMIN
PILOT PFD GAD 29(B) 2
P4 P292
~ARINC 429 OUT 4 A 56 23 A
~ARINC 429 IN 1
(NAV) B 76 11 B
s s
~ARINC 429 OUT 3 A 77 22 A
~ARINC 429 IN 2 3
(PFD) B 78 10 B
s s
A 2 24 A
~ARINC 429 IN 2 ~ARINC 429 OUT 1
B 22 12 B
s s
NOTES
1 CONFIGURE THE TXi PER SECTION 5.4.7.
CONFIGURE THE G5 FOR THE FOLLOWING SETTINGS;

• ARINC 429 INPUT 1: GARMIN G500 NAV
2 • ARINC 429 INPUT 2: GARMIN G500 DATA
• ARINC 429 OUTPUT 1: GARMIN G500
3 OTHER ARINC 429 PORTS MAY BE USED IF THOSE SHOWN ARE ALREADY IN USE.
Figure B-47 Garmin G5 Standby Instrument Interconnect

Rev. 5 Page B-105
APPENDIX C EQUIPMENT COMPATIBILITY AND CONFIGURATION
C.1 Electronic Standby Indicator .......................................................................................................... C-2

C.2 2 ¼-inch Standby Airspeed Indicators and Altimeter .................................................................... C-3
C.3 GPS Source .................................................................................................................................... C-4
C.4 Navigation Receiver ....................................................................................................................... C-5
C.5 Analog Navigation Receiver Compatibility ................................................................................... C-7
C.6 ADF Receiver ................................................................................................................................. C-8
C.7 GAD 43e – Synchro ADF Receiver Compatibility ........................................................................ C-8
C.8 GAD 43e – DME Compatibility .................................................................................................... C-9
C.9 Radar Altimeter ............................................................................................................................ C-10
C.10 GAD 43e – Analog Radar Altimeter Compatibility .................................................................... C-10
C.11 GAD 43e – Marker Beacon Receiver Compatibility ................................................................... C-11
C.12 Autopilot ...................................................................................................................................... C-12
C.13 GAD 43/43e – Autopilot Compatibility - Attitude Source .......................................................... C-16
C.14 GAD 43e – Autopilot Compatibility – Altitude Preselect/Vertical Speed Select ........................ C-18
C.15 External Flight Director ............................................................................................................... C-20
C.16 Stall Protection and Warning Unit (Fast/Slow Indication) .......................................................... C-22
C.17 Miscellaneous Systems ................................................................................................................ C-22
C.18 Traffic Source ............................................................................................................................... C-23
C.19 Weather Radar Source .................................................................................................................. C-25
C.20 Data Link ...................................................................................................................................... C-26
C.21 Lightning/Electrical Discharge Source ........................................................................................ C-26
C.22 External TAWS Source ................................................................................................................ C-27
C.23 Audio Panel .................................................................................................................................. C-28
C.24 Video Devices .............................................................................................................................. C-29
C.25 GDU 1060/700P Serial Altitude (RS-232) .................................................................................. C-29
C.26 GEA 110 EIS Sensors .................................................................................................................. C-30
C.27 GEA 71B Enhanced EIS Sensors ................................................................................................. C-33
The following equipment listed in this appendix is compatible with the G500/G600 TXi system when
configured as described. For G500/G600 TXi configuration information, refer to Section 5.4.

Rev. 5 Page C-1
C.1 Electronic Standby Indicator
If an electronic indicator is used, it must be one listed in Table C-1. For electronic and electromechanical instrument requirements, refer to the following sections.
• Standby instruments Section 3.2.3
• Power distribution Section 3.2.1, Table 3-10
• Pitot-static plumbing Section 4.2
• Location and mounting Section 4
• Interface limitations Section 2.1.2
Table C-1 Electronic Standby Indicator

Manufacturer Model Notes Interfacing Equipment Configuration Information
If the aircraft has variable Vne/Vmo, the Vne/Vmo schedule must be
ESI-1000 [1] [3]
programmed into the ESI-1000.
L-3 Communications
If the aircraft has variable Vne/Vmo, the Vne/Vmo schedule must be
ESI-2000 [1] [3]
programmed into the ESI-2000.
Electronic
MD302 If the aircraft has variable Vne/Vmo, the Vne/Vmo schedule must be
Mid-Continent Instruments [2] [3] [4] [5]
MOD 1 or later programmed into the MD302.
Refer to Section 5.4.7 for configuration information when the G5 is
installed with a GAD 29/29B for baro and bug sync functionality.
Garmin G5 [3] [6]
Refer to Section 3.2.3.1 for additional information regarding the G5 as a
standby attitude, altitude, and airspeed instrument.
Electromechanical
2 ¼-inch electric Must be installed in accordance with the G500/G600 AML STC
4200
attitude indicator SA02153LA-D.
Mid-Continent Instruments
3 ⅛-inch electric Must be installed in accordance with the G500/G600 AML STC
4300-4XX
attitude indicator SA02153LA-D.
Notes:
[1] Must be installed per the requirements in this installation manual and AML STC SA02738CH, except the circuit breaker must be labeled “STBY
ATT” instead of “ATTITUDE”, as specified in the STC. If used, the ESI-1000/2000 Magnetometer must not be co-located with any GMU 44s.
[2] Must be installed per the requirements in this manual and AML STC SA01969SE.
[3] Installation approval for this indicator is not provided by this STC and must be obtained separately. This STC only approves compatibility of the
indicator as a standby instrument for the G500/G600 TXi system.
[4] For instructions to determine unit MOD level, refer to Mid-Continent Manual P/N 9017782, Revision J or later.
[5] The ARINC 429 BARO-SYNC interface for the MD 302 is not approved.
[6] Must be installed per the requirements in this manual and G5 AML STC SA0181WI.

Rev. 5 Page C-2
C.2 2 ¼-inch Standby Airspeed Indicators and Altimeter
The 2 ¼-inch airspeed indicators and altimeters listed in Table C-2 are suitable for use as standby instruments for the G500/G600 TXi.
Table C-2 Compatible 2 ¼-inch Airspeed Indicators and Altimeter

Mfr Model Data Format Notes Interfacing Equipment Configuration Information
25020-0179 200 knots maximum airspeed
Range markings must be added to match the current airspeed
indicator in the aircraft.
Aerosonic 25040-0180 400 knots maximum airspeed
N/A
Instruments 25020-1160 [2]
15035-0110x 35,000 ft
Inches or millibars must match the current altimeter in the
16550-11xx 50,000 ft
aircraft.
16450-1147 [2]
-xxx corresponds to the airspeed Range markings must be added to match the current airspeed
MD25-xxx
range [1] indicator in the aircraft.
Mid-Continent
N/A
Instruments MD15-2xx 20,000 ft [1] Inches or millibars must match the current altimeter in the
MD15-3xx 35,000 ft [1] aircraft.
Notes:
[1] Contact Mid-Continent Instruments for complete part number definition.
[2] Used on PA-46.

Rev. 5 Page C-3
C.3 GPS Source
The GPS position sources listed in Table C-3 are compatible with the G500/G600 TXi.
Table C-3 Compatible GPS Position Source

Main ARINC 429 Config: IN 1: Low, Garmin GDU

OUT: High, GAMA 429
Main software v3.30 or later is SDI: LNAV 1 (for GPS 1)
required. LNAV 2 (for GPS 2)
GNS 400W/500W ARINC 429
If a GNS 500W TAWS unit is VNAV: Enable Labels
series RS-232
installed, it must be Main RS-232 Config: CHNL 1: Off / MapMX
connected as GPS 1. For all PFD Installations
Main CDI/OBS Config: Ignore CDI Key
(i.e., CDI is GPS only)
Serial Setup: CH 1 (RX/TX): MapMX / MapMX

Software v2.30 or later is ARINC 429 Setup: CH 2 IN: Garmin GDU, Low
required. Sys 1 (for GPS 1)
Garmin ARINC 429 Sys 2 (for GPS 2)
GNS 480 GNS 480 can only be
RS-232 CH 1 OUT: GAMA 429
connected to RS-232 ports 1 For all PFD Installations
or 2 on the GDU 700/1060. Misc Setup: CDI SELECT: IGNORE
(i.e., CDI is GPS Only)
GPS 175/GNX 375 HSDB On the Interfaces page (reached from the Setup page), set GDU to Present.
On the Interfaced Equipment page (reached from the GTN Setup page), set
Software v6.30 or later is the GDU to “Present” and set the format to “GDU TXi” for each installed GDU.
required. For GDU software For v6.41 and earlier, the format should be set to “Format 2”.
GTN 6XX/7XX HSDB
v2.20 and later, GTN v6.50 or For all PFD Installations
later is required. Main Indicator (Analog) Config: CDI Key - Disabled
(i.e., CDI is GPS only)

Rev. 5 Page C-4
C.4 Navigation Receiver
The navigation receivers listed in Table C-4 are compatible with the G500/G600 TXi. For a list of analog navigation receivers compatible with the GDU, refer to
Table C-4 Compatible Navigation Receiver

If RS-232:
Serial Port: IO MODE: NMEA
With no external CDI connected to the GNC 255(A:
TYPE: SERIAL
With standard external CDI connected to the GNC 255(A):
One or two navigation receivers can TYPE: RESOLVER
RS-232 be connected. With composite external CDI connected to the GNC 255(A):
GNC 255( ) TYPE: NONE
ARINC 429 Typically connected via RS-232;
refer to Figure B-7 or Figure B-8. Filtered LOC/GS (if available): OFF
If ARINC 429:
NAV: ARINC 429:
Garmin TX: LO SPEED
SDI: VOR/ILS 1 (for NAV 1)
VOR/ILS 2 (for NAV 2)
VOR/LOC/GS ARINC 429 Config:
One or two navigation receivers can TX: Low
GNS 430W/530W ARINC 429
be connected. SDI: VOR/ILS 1 (for NAV 1)
VOR/ILS 2 (for NAV 2)
ARINC 429 Setup:
One or two navigation receivers can CH 2 OUT VOR/ILS Low
GNS 480 (CNX80) ARINC 429
be connected. Sys 1 (for NAV 1)
Sys 2 (for NAV 2)

Rev. 5 Page C-5
One or two navigation receivers can
GTN 650/750 HSDB HSDB Config: GDU Format 2
be connected.
With no external CDI connected to SL30:
Indicator Head Type: Serial
Garmin
One or two navigation receivers can With external “standard CDI” connected to SL30:
SL30 RS-232
be connected. Indicator Head Type: Resolver
With external “composite CDI” connected to SL30:
Indicator Head Type: Serial

Rev. 5 Page C-6
C.5 Analog Navigation Receiver Compatibility
Interface to analog navigation receivers not listed in Table C-5 can still be approved under the G500/G600 TXi if all of the following conditions are met:
• The navigation receiver is approved to TSO C36( ) (Localizer), TSO C40( ) (VOR), and optionally TSO C34( ) (Glideslope) if the glideslope is used
• If the glideslope is being used, the navigation receiver has a glideslope low-level flag output
• The installation of the navigation receiver was previously FAA-approved
• The calibration procedure for the analog navigation receiver described in Section 5.8.6 and the ground check in Section 6.3.8 have successfully been
completed.
Table C-5 Compatible Analog Navigation Receiver

Composite
Collins VIR-32/33 Can be NAV 1, NAV 2, or both
Analog
Composite
KX 155/155A/165/165A Can be NAV 1, NAV 2, or both
Analog
Honeywell Composite
KN 53 Can be NAV 1, NAV 2, or both
(Bendix/King) Analog
Composite
KX 170B/175B Can be NAV 1, NAV 2, or both
Analog

Rev. 5 Page C-7
C.6 ADF Receiver
The ADF receivers listed in Table C-6 are compatible with the G500/G600 TXi. For a list of synchro ADF receivers that are compatible with the GAD 43e, refer to
Table C-6 Compatible ADF Receiver

Collins ADF-60A/B Analog DC Sin/Cos
KR 87
Honeywell Analog DC Sin/Cos
KDF 806
C.7 GAD 43e – Synchro ADF Receiver Compatibility

Interface to ADF receivers not listed in Table C-7 can still be approved under the G500/G600 TXi AML STC if all of the following conditions are met:
• The ADF receiver is approved to TSO-C41( ) (Airborne Automatic Direction Finding (ADF) Equipment)
• The ADF receiver has a synchro bearing TO station output. This output must comply with the ARINC 407 synchro electrical specification
• The installation of the ADF receiver was previously FAA-approved
• The interface check for the ADF receiver described in Section 6.3.10 has successfully been completed
Table C-7 Compatible Synchro ADF Receiver Compatibility

Honeywell Existing KI 225-04 indicator
KR 85 Analog Only KI 225-04 indicator supported.
(Bendix/King) must be retained

Rev. 5 Page C-8
C.8 GAD 43e – DME Compatibility
Table C-8 Compatible DME
DME-42 ARINC 568 [1] Must be strapped to match tuning source.
Collins
DME-442/4000 ARINC 429
KDM 706(A) Digital [2] GDU 700P/1060 or GAD 43e is Master DME Display/Control.
Honeywell
KN 62/64 Digital
(Bendix/King)
KN 63 Digital [2] GDU 700P/1060 or GAD 43e is Master DME Display/Control.
Notes:
[1] Only installations that use CSDB tuning and have a single DME tuning source are supported (i.e., only one NAV radio can be used to tune the
DME).
[2] The GAD 43e can accept either serial or parallel tuning data, which it will forward to the KN 63 or KDM 706(A) DME. Refer to Table C-9 for a list of
approved tuning sources.
Acceptable Tuning Source (for use with KN 63 or KDM 706(A) DME)

Tuning sources not listed in Table C-9 can still be approved under the G500/G600 TXi AML STC if all of the following conditions are met:
• The VHF NAV receiver is approved to TSO C36( ) (Localizer) and TSO C40( ) (VOR)
• The VHF NAV receiver supports King serial tuning or 2x5/Slip Code/Shifted BCD parallel tuning
• The installation of the VHF nav receiver was previously FAA-approved
• The interface check for the DME receiver described in Section 6.3.11 has successfully been completed
Table C-9 Acceptable Tuning Source

Manufacturer Model Data Format Notes Interfacing Equipment Configuration Information
GNS 400W/500W
King Serial
Garmin series
GTN 6XX/7XX King Serial
Honeywell (Bendix/King) KX 170B/175B Parallel Slip Code Tuning

Rev. 5 Page C-9
C.9 Radar Altimeter
The radar altimeter transceivers listed in Table C-10 are compatible with the G500/G600 TXi.
Table C-10 Compatible Radar Altimeter

This is an analog to digital
Collins RAC-870 ARINC 429 converter specifically for use
with the ALT-55B rad-alt.
FreeFlight RA-4500 ARINC 429
Garmin GRA 55/5500 ARINC 429
Honeywell
KRA 405B ARINC 429
(Bendix/King)
C.10 GAD 43e – Analog Radar Altimeter Compatibility

Table C-11 Compatible Analog Radar Altimeter
Analog
ALT-50A
Discrete
Collins
Analog
ALT-55B
Discrete
Analog
KRA 10/10A
Honeywell Discrete
(Bendix/King) Analog
KRA 405 Auxiliary Output #1 must be used.
Discrete
Analog
AA-100 Precision Output must be used.
Discrete
Analog
Sperry AA-100A Precision Output must be used.
Discrete
Analog
AA-200 Precision Output must be used.
Discrete

Rev. 5 Page C-10
C.11 GAD 43e – Marker Beacon Receiver Compatibility
Interface to marker receivers not listed in Table C-12 can still be approved under the G500/G600 AML STC if all of the following conditions are met:
• The marker beacon receiver is approved to TSO-C35( ) (Airborne Radio Marker Receiving Equipment)
• The marker beacon receiver has Active-High discrete outputs for inner, middle, and outer marker lamps
• The installation of the marker beacon receiver was previously FAA-approved
• The interface check for the marker beacon receiver described in Section 6.3.9 has successfully been completed
Table C-12 Compatible Marker Beacon Receiver

Interfacing Equipment
Mfr Model Data Format Notes
Configuration Information
Collins VIR-32/33 Discrete
GMA 35(c)/340/342/345/
Garmin Discrete
347/350(c)
Honeywell
KMA 24/26/28/30 Discrete
(Bendix/King)
PS Engineering PMA 6000/7000/8000 Discrete

Rev. 5 Page C-11
C.12 Autopilot
The autopilots listed in Table C-13 are compatible with the G500/G600 TXi. For a list of which autopilots may use the GAD 43/43e as an attitude source, refer to
Appendix Section C.13. For a list of autopilots compatible with the Altitude Preselect function of the GAD 43e, refer to Appendix Section C.14.
NOTE
This section includes compatibility with the basic autopilot computer, but does not include compatibility with the flight director interface to the
autopilot computer. For compatibility with the autopilot computer flight director outputs, refer to Appendix Section C.15.
Table C-13 Compatible Autopilot

Interfacing Equipment Configuration
Information
Bendix M4C, M4D Analog Attitude-based autopilot [2] [7] Any variant of the 5536E/F Computer-Amplifier.
The G500/G600 TXi can interface with radio
II / III Analog Attitude-based autopilot [2]
coupler only.
Century IV Analog Attitude-based autopilot [2]

21 / 31 / 41 Analog Attitude-based autopilot [2] [10]
2000 Analog Attitude-based autopilot [2]
400B Analog Attitude-based autopilot [2]
For 400 IFCS, the mode control panel must be
300 IFCS / 400 IFCS / 800 IFCS Analog Attitude-based autopilot [2] [12] adjusted NOT to attenuate the heading or course
error signal.
Cessna
G519( ) attitude gyro may replace G550A or
300B / 400B / 800B IFCS Analog Attitude-based autopilot [2] [12] G1050A ADI to provide attitude information to the
autopilot system.
1000A IFCS Analog Attitude-based autopilot [2] [8] [12]
APS-65
(APC-65/65A/65B/65C/
Analog Attitude-based autopilot [2] [5]
Collins 65E/65F/65G/65H/65J
FGC-65( ), FYD-65)
AP-106 / 107 Analog Attitude-based autopilot [2]

Rev. 5 Page C-12
Information
Configure the G5 for the following settings:
• ARINC 429 Input: Garmin G500 NAV
• ARINC 429 Input: Garmin G500 Data
GFC 500 ARINC 429 Attitude-based autopilot • ARINC 429 Output: Garmin G500
Garmin
Configure the correct port number based on
which ARINC 429 port is connected to the
GAD 29/29B.
GFC 600 HSDB Attitude-based autopilot
KAP 100 / 150 / 200
Analog Attitude-based autopilot [1] [2] [3]
KFC 150 / 200 / 250
KAP 140 Analog Rate-based autopilot [2] [11]
Analog Attitude-based autopilot
KFC 225
ARINC 429 GPSS [2] [3] [11] [16]
Analog
KFC 275 Attitude-based autopilot [2] [3] [15]
ARINC 429 GPSS
Honeywell
(Bendix/King) Attitude-based autopilot.
Only KFC 300 autopilots without
KFC 300 Analog
VNAV functionality are supported
[2] [3] [4] [9]
KFC 325 (KCP 220 computers Attitude-based autopilot
Analog
with -12 suffix or lower) [2] [3] [13] [14] [15]
KFC 325 (KCP 220 computers Analog Attitude-based autopilot
with -15 suffix or higher) ARINC 429 GPSS [2] [3] [13] [15]
Sperry SPZ-200A/500 Analog Attitude-based autopilot [2] [6]

Rev. 5 Page C-13
Information
Analog Must be configured to operate with either the
20/30/40/50/55/60-1/60-2/65 Rate-based autopilot [2]
Discrete NSD-360 or KI-525 (KCS-55) heading system.
60 PSS Analog Pitch axis only autopilot [2]
Rate-based autopilot.
Must be configured to operate with either the
Altitude preselect/capture is NSD-360 or KI-525 (KCS-55) heading system.
available as an option using the
If the optional GDU RS-485 Altitude Preselect
Analog RS-485 interface. This requires an
function is activated:
Discrete optional enablement.
55X • 55X computer must have mod AC/AC
S-TEC ARINC 429 GPSS Altitude/VS preselect/capture is
RS485 (software/hardware)
available as an option using the
• 55X computer must be strapped for a 01282
GAD 43e (refer to Appendix
(SA-200) altitude selector/alerter (P2-23 must
Section C.14 for additional details)
be OPEN)
[2]
Analog
Attitude-based autopilot.
Discrete Must have either 01304-01, 01304-02, -01304-
Only dual PFD installations are
1500 / 2100 ARINC 429 GPSS 03, -01304-04, or -01304-07 ADC with Mod
allowed to interface to the
Attitude and Air Level L software or later.
1500/2100 [2]
Data
Notes:
[1] For KAP 150/KFC 150, EFIS-enabled KC-19X computer (P/N 065-0042-16) is not supported.
[2] The heading and course signal characteristics are determined by the autopilot that is selected in the Interfaces settings.
[3] An attitude source must be provided to the autopilot in order for it to function properly. The KVG 350 gyro or the KI 255/256 ADI may be retained, or
the KG 258 ADI may replace the KI 256 ADI to provide attitude information to the autopilot system. Optionally, the GAD 43/43e Adapter may be
used instead of the KI 255/256/KG 258 ADI or the KVG 350 gyro to provide attitude information to the autopilot system.
[4] For the KFC 300 autopilot, a synchro heading input is required. The existing KCS 305 compass system (KSG 105 slaved directional gyro) may be
retained, or the GAD 43/43e Adapter may be used instead of the KSG 105 to provide heading information to the autopilot system.
[5] The GAD 43/43e does not replace the attitude and yaw rate sensors.
[6] The original attitude and heading system must remain in the aircraft to provide attitude and heading inputs to the autopilot. The original Altitude Alert
Controller must be retained.
[7] The autopilot computer must be configured for a Collins PN-101 (FD-112C/V) HSI. If the autopilot had another HSI prior to the installation of the TXi
system, changes to the GDU emulation setting may be required (the installation that was evaluated was an M-4D that had a Collins FD-112 HSI/ADI
in the original configuration).

Rev. 5 Page C-14
[8] The CA-1050A autopilot computer must be configured for a Century NSD-360 HSI or equivalent (DC Heading and Course Error signals). The GDU
can emulate AC Heading and Course Error (Datum) signals; however, this has currently not been evaluated as part of this STC. Installers are
encouraged to utilize the NSD-360 DC setting to avoid the burden of additional installation approval efforts.
[9] The KCI 310 indicator contains a Test key that is used to initiate the KFC 300 self-test. If the KCI 310 indicator is removed, an external momentary
switch must be installed to replace the function of the KCI 310 Test switch.
[10] For the Century 31/41, ensure any jumpers at CD185 pins 8, 9, and 17 are removed to configure computer for an NSD 360A.
[11] For the KAP 140 and KFC 225, the GPS SELECT discrete configuration setting on the GNS 400W/500W or GTN 6XX/7XX must be set to “Prompt”
in accordance with GNS 400W/500W Series Installation Manual or GTN 6XX/7XX Part 23 AML STC Installation Manual.
[12] For Cessna autopilots with NAV 1/NAV 2 source switching on the autopilot mode controller, the NAV 1/NAV 2 source indication (lighted switch
caption) on the mode controller must be obliterated (hidden from view). All NAV source switching is accomplished from the GDU.
[13] Installation in an aircraft with a previously installed EFIS is supported.
[14] Autopilot does not support ARINC 429 roll steering.
[15] A placard reading, “DISENGAGE SOFT RIDE DURING ALTITUDE CAPTURE (ALTC)” must be installed near the autopilot mode controller. For
details, refer to Section 5.4.
[16] The KFC 225 must be configured for DC analog heading and A429 GPS steering.

Rev. 5 Page C-15
C.13 GAD 43/43e – Autopilot Compatibility - Attitude Source
NOTE
Installation of the GAD 43/43e Adapter allows the existing attitude source for the autopilot to be removed, but will not improve autopilot
performance. Prior to starting a TXi system installation in which the GAD 43/43e is used to provide attitude to the autopilot, it is recommended that
a short flight test be conducted to baseline the autopilot performance. This short flight test is repeated after completion of the aircraft modification
to verify that the autopilot performance has not been affected.
The autopilots listed in Table C-14 are compatible with the GAD 43/43e when using the GAD 43/43e as an attitude source.
Table C-14 Compatible Autopilot

Mfr Model Data Format Notes Configuration
Information
Century 21/31/41/2000 Analog GAD 43/43e provides attitude information to autopilot [1] [9]
300B IFCS/400B IFCS/800B
IFCS (Type IF-550A)
Cessna 400B (Type AF-550A) Analog GAD 43/43e provides attitude information to autopilot [1]
1000A Series
(Types AF/IF-1050A)
APS-65 GAD 43/43e provides attitude information and yaw rate to
Collins Analog [10]
(APC-65/65A/65E/65H/65J) autopilot. GDU provides pitch rate and roll rate information.
KAP 100 Analog GAD 43/43e provides attitude information to autopilot [1] [3]
GAD 43/43e provides attitude information to autopilot [1] [3]
[8] - This note does not apply to the KAP 200
KAP 150/KFC 150 Analog
GAD 43/43e can also provide baro-correction directly to the
KAS 297B Altitude/Vertical Speed Selector [1] [4] [5]
Honeywell
(Bendix/King) KAP 200/KFC 200 Analog GAD 43/43e provides attitude information to autopilot [1] [3] [8]
GAD 43/43e provides attitude information to autopilot [1] [3]
KFC 225 Analog GAD 43/43e can also provide baro-correction directly to the
KC 225 computer [1] [4] [5] [6]
GAD 43/43e provides attitude information to the autopilot
KFC 250 Analog
(or KA 141 if installed) [1] [8]

Rev. 5 Page C-16
Mfr Model Data Format Notes Configuration
Information
GAD 43/43e provides attitude information to autopilot [1] [3] [7] [8]
KFC 275 Analog GAD 43/43e can also provide baro-correction directly to the
Honeywell KAS 297C Altitude/Vertical Speed Selector [1] [4] [5]
(Bendix/King) GAD 43/43e provides attitude information to autopilot (or KA 141 if
KFC 300 Analog
installed) [1] [8]
KFC 325 Analog GAD 43/43e provides attitude information to autopilot [1] [8]
Notes:
[1] Analog signal characteristics for the interfaces from the GAD 43/43e to the autopilot can be found in Section 4 of GAD 43/43e Installation Manual
(P/N 190-00899-00).
[2] Reserved.
[3] After installation of the GAD 43/43e, perform the Gyro Alignment Procedure or Attitude Gyro Calibration in accordance with the autopilot
manufacturer’s instructions. There is no need to remove the AHRS where the manufacturer’s procedure calls for the attitude gyro/indicator to be
removed and mounted on a tilt table. Instead, with the GDU in Configuration mode, use the GAD 43/43e page to set the GAD 43/43e Pitch and Roll
values as required by the autopilot check.
[4] If the GAD 43/43e is used to provide baro-correction to the KAS 297B/C, perform the KAS 297B/C checkout procedures (unit alignment and
operational check).
[5] If desired, the KEA 130/130A encoding altimeter may be removed and replaced with the GAD 43/43e and a separate blind encoder. The
GAD 43/43e will provide the baro-correction and the blind encoder will provide the Gray code altitude.
[6] If the GAD 43/43e is used to provide baro-correction to the KFC 225, perform an Altimeter Calibration and Altitude Selector Checkout Procedure per
the autopilot manufacturer’s instructions.
[7] Installation of the GAD 43/43e in place of an existing KI-254 attitude source is not supported.
[8] The GAD 43/43e can also be used to replace the KRG 331 rate gyro if desired.
[9] GAD 43 P/N 011-01970-00 cannot be used to provide attitude information. GAD 43 P/N 011-01970-01 must be used to provide attitude to Century
autopilots.
[10] Inductors are required if the existing APS-65 autopilot system did not use a digital AHRS (i.e., AHC-1000A/S or 3000A/S). For inductor
specifications, refer to Section 3.1.2. If installed, retain the NAC-80 vertical accelerometer and the SSS-65 lateral rate slip/skid sensor(s). If
removing the AHC-85 and the NORM ACCEL output (J1 pins 19 and 20) was connected, install and connect a NAC-80 vertical accelerometer. If the
AHC-85 LAT ACCEL output (J1 pins 11 and 12) was wired, install and connect an SSS-65 lateral accelerometer. If installing the NAC-80 and
SSS-65 sensors in accordance with the Collins APS-65 Autopilot Installation Manual (P/N 523-0771862) and AC 43.13-1b, a separate airworthiness
approval for installation of the sensor(s) is required.

Rev. 5 Page C-17
C.14 GAD 43e – Autopilot Compatibility – Altitude Preselect/Vertical Speed Select
Table C-15 Compatible Altitude Preselect/Vertical Speed Select
300B IFCS, 400B IFCS, 800B
Cessna Discrete AA801A
IFCS, 1000A IFCS
Autopilot must currently use the UI 5506L-S Altitude
APS-65 Preselector.
(APC-65/65A/65B/65C/65E/ Analog United Instruments 5506L-S
Collins APS-65 autopilots that currently have the PRE-80 Altitude
65F/ 65G/65H/65J, Discrete emulation
FGC-65( ),FYD-65) Preselector cannot use the GAD 43e Altitude Preselect
function.
KAP 150
Digital KAS 297B emulation
KFC 150
The flight director interface from the KFC 200/250 described
Honeywell in Appendix Section C.15 is required.
(Bendix/King) KFC 200/250 Discrete KAS 297 emulation Installations with the KNS 660 Flight Management System
are not supported. KC 295 flight control computer must be
serial number 4460 or higher.
KFC 275/325 Digital KAS 297C emulation
55/55X computer must be strapped for a 0140 / 01279PX

Analog
S-TEC 55/55X, 60-2, 65, 60PSS ST-360 emulation (ST-360) altitude/vertical speed selector altitude
Discrete
(P2-23 must be GROUNDED).

Rev. 5 Page C-18
C.15 External Flight Director
The flight directors listed in Table C-16 are compatible with the G500/G600 TXi.
Table C-16 Compatible External Flight Director

5536F computer must have 4007463-0501 Flight Director
Bendix M-4D Analog
Board (for Collins 329B7-R, FD-108 and FD112C/V indicators).
Autopilot computer must be previously compatible with the single cue
IV Analog
52C77( ) series indicator.
Century
41 Analog
2000 Analog
300B IFCS/400B
Analog
Cessna IFCS/800B IFCS
1000A IFCS Analog
APS-65
(APC-65/65A/65B/
65C/65E/65F/65G/ Analog N/A
65H/65J, FGC-65(),
FYD-65)
Collins
OUT OF VIEW+ signal from
autopilot must be inverted to
AP-106/107 Analog be Active-High for correct
operation with the
G500/G600 TXi.
GFC 500 ARINC 429 Refer to Appendix Section C.12.
Garmin
GFC 600 HSDB
For KFC 150, EFIS-enabled KC-19X computer
KFC 150/200/225 Analog
(P/N 065-0042-16) is not supported.
Honeywell KFC 250 Analog

(Bendix/King) Analog or
KFC 275/325
ARINC 429
KFC 300 Analog

Rev. 5 Page C-19
ST-645 Remote Annunciator panel must be installed (or retained) if the
flight director is displayed on G500/G600 TXi. This will provide the
required mode annunciations.
Only flight director pitch/roll outputs directly from 55X computer can be
55, 55X Analog
used for display on G500/G600 TXi (FD pitch/roll outputs from the
Remote Annunciator panel cannot be used).
S-TEC If FD Logic output from 55/55X P2-4 is connected to P1-20 input on
ST-645, it must be disconnected.
ST-670 Single Cue FD Interface Unit for King KI 256
60-2/65
Analog (P/N 01180) must be installed or retained to display flight director
(with ST-670)
information on the G500/G600 TXi.
1500 / 2100 Analog
Sperry SPZ-200A/500 Analog [1]
Notes:
[1] FZ-500 flight director computer must be strapped for low gain pitch/roll steering and pitch/roll bias out of view inputs must be connected.

Rev. 5 Page C-20
C.16 Stall Protection and Warning Unit (Fast/Slow Indication)
NOTE
Compatibility (G600 system only).
Table C-17 Compatible Stall Protection and Warning Unit

Refer to Section 5.4.24 for
EMCA SPWG92 ARINC 429
configuration settings. [1]
Notes:
[1] Prior to beginning installation, contact Garmin regarding availability of the ARINC 429 Fast/Slow Enablement Card.
C.17 Miscellaneous Systems

The system listed is compatible with the G500/G600 TXi.
Table C-18 Compatible Miscellaneous System

The GDU 700/1060 will not display
Meggitt (Cobham/S-TEC) MAGIC EIDS ARINC 429, Discrete any information from the EIDS.
[1] [2] [3]
Notes:
[1] For GDU 700/1060 setup items, refer to Section 5.4.13.1.
[2] A dual G500/G600 TXi installation required.
[3] The GDU 700/1060 provides air data for the engine trend monitoring system and a discrete to control whether System 1 or System 2 data is
displayed.

Rev. 5 Page C-21
C.18 Traffic Source
The traffic sources listed in Table C-19 are compatible with the GDU 1060/700P.
Table C-19 Compatible Traffic Source

The GTX 33( )/330( ) must be configured as follows:
TIS-A
429 OUTPUT CHANNEL 2: GARMIN w/TIS
The GDU can control the TIS
The GTX 335 must be configured as follows:
state; however, it does not
A429 OUTPUT: FORMAT 8
GTX 33( )/330( )/335 ARINC 429 provide control of the GTX 33.
EFIS AIR DATA, HIGH speed
[1]
If the GTX 33( )/330( ) will receive ARINC 429 data from
For GTX 335, General
the GDU, set the GTX 33( )/330( ) input as follows:
Purpose 2 should be used
EFIS W/ALT, LOW speed
ADS-B/TIS-B
Garmin The GTX 345 also provides HSDB INTERFACE: G500/600
GTX 345 HSDB
FIS-B weather data with this PRESENT: YES
interface. [3]
GDL 88 configuration is accomplished using a
GTN 6XX/7XX or the install tool if a GTN 6XX/7XX is not
GDL 88 HSDB ADS-B data source. [3]
installed. Refer to the GDL 88 AML STC SA02119SE.
GDL 88 software v3.00 or later is required.
TAS/TCAS I
GTS 800/820/825/850/ The GTS 8XX can receive heading and altitude from the
ARINC 429 This interface only displays
855 (GTS 8XX) GDU or directly from the AHRS and ADC.
TAS/TCAS targets.
KTA 810/KMH 820 ARINC 429 TAS [2] Intruder File Protocol: ARINC 735
Honeywell
KTA 910/KMH 920 ARINC 429 TCAS I [2] Controller Type: Discrete
For SKY 497, ARINC 735 Alternate Display type must be

L3 Communications set to “ARINC735 Type 1” (P1-80 must be grounded).
SKY497 / SKY899 ARINC 429 TAS
(Goodrich)
SKY 497 units must have software v1.6 or later installed.
TAS
External unit capable of displaying traffic and controlling
TAS 600/610/620 GDU does not provide any
Avidyne (Ryan) ARINC 429 the TCAD is required in addition to GDU (e.g., GNS
(9900BX) control of TCAD and will only 400W/500W or Avidyne display/controller).
display TCAD traffic.

Rev. 5 Page C-22
Notes:
[1] The GDU 700P/1060 provides altitude as part of the data transmitted to the GTX 33( )/330( ); however, it is recommended that a direct connection
from the ADC also be provided so that the GTX 33( )/330( ) will still receive altitude in the event of a GDU failure.
[2] Controller type is only required if GDU is used to control the traffic system.
[3] Only one ADS-B In source can be configured at a time.

Rev. 5 Page C-23
C.19 Weather Radar Source
The weather radar transceivers listed in Table C-20 are compatible with the G500/G600 TXi.
Table C-20 Compatible Weather Radar Source

No configuration of the GWX 68 is required to
GWX 68 communicate with the GDU. Software v2.12 or later
required.
[3]
GWX 70(R) software v2.20 or later required.
GWX 70(R) [4]
HSDB For GWX 70(R).
GWX 75
Garmin SiriusXM subscription is required. The Ethernet port that is connected to GDU 700/1060 must be
GDL 69 series GDU 700/1060 will also control GDL 69 enabled. GDL 69/69A SXM requires minimum software
series audio functions. v5.20. GDL 69/69A requires minimum software v4.01.
Iridium satellite transceiver—weather is
available for display on the GDU
RS-232,
GSR 56 (account required to activate service).
Discrete
Telephone, text, and position reporting
are not supported by the GDU.
RDS 81 (RS 811A) [1]
RDS 82VP model with vertical scan is
RDS 82 (RS 181A)
not currently supported. [1]
ARINC 429,
Honeywell Configured for Desired Antenna Sweep 100°, Map Gain
RDR 2000 (ART 2000) ARINC 708, [1] [2]
(Bendix/King) Change Accepted, Target Alert Disabled.
Discrete
Configured for Desired Antenna Sweep 100°, Wx Gain
RDR 2100 (ART 2100) Change Ignored, Map Gain Change Accepted, ARL
[1] [2]
Disabled, Auto Step Scan Disabled, Autotilt Disabled,
Target Alert Disabled.
Notes:
[1] The resistance between the radar and the airframe must be 10 mΩ or less. Refer to Appendix H.
[2] The AHRS may be used to provide ARINC 429 stabilization data to the weather radar.
[3] No other ARINC 453/708 displays (e.g., GMX 200) may be connected to the GWX 68 or GWX 70(R). This STC does not support the GWX 68 or
GWX 70(R) for simultaneous connection of HSDB and ARINC 453/708 display interfaces.
[4] GDU #1 and #2 have individual display and control capabilities.

Rev. 5 Page C-24
C.20 Data Link
The data link models listed in Table C-21 are compatible with the G500/G600 TXi.
Table C-21 Compatible Data Link Model

SiriusXM subscription is required. The Ethernet port that is connected to GDU 700P/1060 must be
GDL 69 series HSDB GDU 700P/1060 will also control enabled. GDL 69/69A SXM requires minimum software
GDL 69 series audio functions. v5.20. GDL 69/69A requires minimum software v4.01.
Garmin Iridium satellite transceiver – weather

is available for display on the GDU
RS-232,
GSR 56 (account required to activate service).
Discrete
Telephone, text, and position reporting
are not supported by the GDU.
C.21 Lightning/Electrical Discharge Source

The lightning/electrical discharge system listed in Table C-22 is compatible with the G500/G600 TXi.
Table C-22 Compatible Lightning/Electrical Discharge Source

L-3
WX-500 RS-232
Communications

Rev. 5 Page C-25
C.22 External TAWS Source
Refer to Section 3.3.15 for additional details regarding the external TAWS options and configuration.
Table C-23 External TAWS Source

HSDB Config: Connected
GTN 6XX/7XX HSDB
Terrain Mode: TAWS B
Garmin TAWS CONFIG: TAWS
GNS 400W/500W RS-232 [1] RS-232 Setup:
Out: MapMX
Notes:
[1] The TXi system provides all required TAWS annunciations, eliminating the need for a separate TAWS annunciator panel. The TXi system does not
provide PFD SVT terrain and obstacle shading or MFD map impact or pop-up alerts.

Rev. 5 Page C-26
C.23 Audio Panel
The connection of a GDU 700P/1060 to an audio panel is recommended but not required unless TAWS B and/or SVT is enabled.
The audio panels listed in Table C-24 are compatible with the GDU. However, interface to audio panels not listed below can still be approved under G500/G600 TXi
AML STC if all of the following conditions are met:
• The installation of the audio panel was previously FAA-approved
• The GDU 700/1060 audio must be verified as described in Section 5.5.4
For installations using G500/G600 TXi SVT, the audio panel must have an unswitched audio input that is used for the GDU audio.
NOTE
Audio alerts must be loud, attention-getting, and clearly intelligible under all cockpit noise conditions. Audio alerts should be slightly louder than
the normal volume of COM and intercom transmissions.
Table C-24 Compatible Audio Panel

KMA 24
Honeywell KMA 26
Analog
(Bendix/King) KMA 28
KMA 30
GMA 340
GMA 342
GMA 345
GMA 347
Garmin Analog GMA 35(c) requires a control panel, such as a GTN 7XX.
GMA 35(c)
GMA 350(c)
SL15
SL15M
PMA 6000
PMA 7000 Series
PS Engineering Analog
PMA 8000 Series
PAR 200

Rev. 5 Page C-27
C.24 Video Devices
The interface of a video device to a GDU 700/1060 is approved under this STC. The installation of a compatible video device is not approved by this STC and must
be done so by an FAA-approved method.
The video devices listed in Table C-25 are compatible with the GDU 700/1060. However, the GDU 700/1060 is capable of receiving the video input formats listed
in Section 3.3.16.
For more information regarding input pins/connector, refer to Appendix Section A.1.
Table C-25 Compatible Cameras

Max-Viz 1400 SD - NTSC or PAL [1]
Astronics
Max-Viz 2300 SD - NTSC or PAL [1] Compatible video format must be configured. See a section
Rugged HD 19 HD - NTSC or PAL [1]
Notes:
[1] Camera installation approval is not provided by this STC and must be obtained via separate airworthiness approval. This STC only approves
compatibility of these cameras to display video on the GDU 700/1060.
C.25 GDU 1060/700P Serial Altitude (RS-232)

The G500/G600 TXi can provide RS-232 serial altitude, Shadin altitude format, 9600 baud, to the systems listed in Table C-26.
Table C-26 RS-232 Serial Altitude

GTX 32 The RS-232 input that is used to provide altitude to the
Garmin RS-232
GTX 327 transponder must be set to “SHADIN ALT.”

Rev. 5 Page C-28
C.26 GEA 110 EIS Sensors
G500/G600 TXi reciprocating EIS gauges display data from the GEA 110 when approved sensors are configured in accordance with Table C-27. EIS sensors that
are authorized as Interface Only require a separate installation approval.
Table C-27 GEA 110 EIS Sensor Compatibility

Function Mfr Garmin P/N Description Sensor Configuration Authorization
Alcor 86252 or
Alcor 494-70008-00 Alcor 86252 (K Type)
Garmin 494-70008-00
CHT Interface only
Varies N/A K Type NIST ITS-90 K Type
Varies N/A J Type NIST ITS-90 J Type
Alcor 86255 or
EGT Garmin 494-70001-00 Interface only
Alcor 86245 [1] or
TIT & TIT 2 Garmin 494-70002-00 [1] Interface only
Varies N/A K Type NIST ITS-90 K Type [1]
Garmin 011-04202-30 150 PSIG (Brass) Garmin 011-04202-30
APT-20GX-1000-150G APT-20GX-1000-150G or Interface and installation
Kulite 494-30032-00
(SS) Garmin 494-30032-00
Oil Press Beech N/A 102-389017-1 Beech 102-389017 [1]
Beech N/A 102-389017-3 Beech 102-389017 [1]
Interface only
UMA N/A T1EU150G UMA T1EU150G
UMA N/A T1EU150G-CS UMA T1EU150G
UMA 494-70009-00 [5] T3B3-2.5G (K Type) UMA T3B3 Interface and installation
UMA N/A T3B3 UMA T3B3 Interface only
UMA N/A T3B3A UMA T3B3 Interface only
Oil Temp
UMA N/A T3B3-2.5 UMA T3B3 Interface only
Mil-Spec N/A MS28034 MilSpec MS28034
Interface only
Garmin 011-04202-00 Garmin 30 PSIA (Brass) Garmin 011-04202-00
Kulite 20GX-1000-25A [1] or Interface and installation
Kulite 494-30030-00 APT-20GX-1000-25A (SS)
Manifold Press Garmin 494-30030-00 [1]
UMA N/A T1EU50A UMA T1EU50A Interface only
UMA N/A T1EU50A-CS UMA T1EU50A Interface only
UMA T3B10-SG [1] or
UMA 494-70010-00 T3B10-SG (K Type) Interface and installation
Garmin 494-70010-00 [1]
Carb Temp
Mil-Spec N/A MS28034 Mil-Spec MS28034 Interface only
Varies N/A K Type NIST ITS-90 K Type Interface only

Rev. 5 Page C-29
Kulite 20GX-1000-50G [1] or
Kulite 494-30031-00 APT-20GX-1000-50G (SS) Interface and installation
Garmin 494-30031-00 [1]
Kulite 20GX-1000-15G [1] or
Fuel Press Kulite 494-30029-00 APT-20GX-1000-15G (SS)
Garmin 494-30029-00 [1]
Interface only
Varies N/A 30Amps 50mV 30Amps 50mV
Shunt - Varies N/A 60Amps 100mV 60Amps 100mV
Alternator Load & Varies N/A 75Amps 50mV 75Amps 50mV
Interface only
Battery Charge/ Varies N/A 80Amps 50mV 80Amps 50mV
Discharge Varies N/A 85Amps 50mV 85Amps 50mV
Bus Volts Varies N/A Aircraft Bus (80V Max) Bus Max 80 Volts DC Interface only
0-249Ohm Left Main or
0-249Ohm Single Main or
Varies N/A Left/Single Tank
0-620Ohm Left Main or
0-620Ohm Single Main [4]
0-249Ohm Right Main or
Varies N/A Right Tank
0-620Ohm Right Main [4]
Fuel Quantity Interface only
0-249Ohm Left Aux or
0-249Ohm Single Aux or
Varies N/A AUX Left/Single Tank
0-620Ohm Left Aux or
0-620Ohm Single Aux [4]
0-249Ohm Right Aux or
Varies N/A AUX Right Tank
0-620Ohm Right Aux [4]
Varies N/A K Type NIST ITS-90 K Type [1]
IAT Interface only
Varies N/A J Type NIST ITS-90 J Type [1]
CDT Varies N/A K Type NIST ITS-90 K Type [1] Interface only
Alcor 86255 [1] or
Alcor 494-70001-00 86255 (K Type) Interface only
Primary EGT Garmin 494-70001-00 [1]
Varies N/A K Type NIST ITS-90 K Type [1] Interface only

Rev. 5 Page C-30
EI FT-60 Hi or
Garmin 494-10001-00 Hi [2]
Electronics Intl 494-10001-00 EI FT-60 Interface and installation
or EI FT-60 Low or
Garmin 494-10001-00 Low [2]
EI FT-90 Hi or
Garmin 494-10001-01 Hi [2]
Electronics Intl 494-10001-01 EI FT-90 Interface and installation
EI FT-90 Low or
Garmin 494-10001-01 Low [2]
Fuel Flow & Beech 102-389012-11 Low or
Beech N/A 102-389012-11 Interface only
Return Fuel Flow Beech 103-389012-11 Hi [2]
Floscan 201 B-6 Low or
Floscan N/A 201 B-6 Interface only
Floscan 201B-6 Hi [2]
Floscan 231 Low or
Floscan N/A 231 Interface only
Floscan 231 Hi [2]
Floscan 201 B-6 Low or
JPI N/A 700900-1 (201) Interface only
Floscan 201B-6 Hi [2]
Floscan 231 Low or
JPI N/A 700900-2 (231) Interface only
Floscan 231 Hi [2]
Mag P-Lead or
Dual Mag P-Lead or
Geared 0.642:1 P-Lead or
N/A N/A P-lead (w/resistors) Geared 0.667:1 P-Lead or Interface and installation
RPM Geared 0.750:1 P-Lead or
Geared 16:25 P-Lead or
Geared 77:120 P-Lead [3]
UMA N/A T1A9-1 UMA T1A9-1 Slick Interface only
UMA N/A T1A9-2 UMA T1A9-2 Bendix Interface only
Notes:
[1] Select the connected General Purpose port to access the sensor configuration.
[2] Refer to Section 5.7.2 for fuel flow gauge smoothing filter and K-factor selection.
[3] Refer to Section 5.7.2 for P-lead magneto type and propeller-to-engine gear ratio selection.
[4] Refer to Section 3.4.7 for fuel quantity sensor selection.
[5] Use the engine manufacturer’s guidance for probe length/location.

Rev. 5 Page C-31
C.27 GEA 71B Enhanced EIS Sensors
G500/G600 TXi turboprop EIS gauges display data from the GEA 71B Enhanced when approved sensors are configured in accordance with Table C-28. EIS sensors
that are authorized as Interface Only require a separate installation approval.
Table C-28 GEA 71B Enhanced EIS Sensor Compatability

Kulite 20GX-1000-150G or
Garmin 494-30032-00
Oil Press
Kulite N/A APT-369-1000-150G Kulite 369-1000-150G [5]
Interface only
Kutlite N/A APTE-6R-1000-150G Kulite 6R-1000-150G
Oil Temp Mil-Spec N/A MS28034 MilSpec MS28034 Interface only
Kulite 20GX-1000-50G or
Fuel Pressure Garmin 494-30031-00
Kulite N/A APTE-6R-1000-50G Kulite 6R-1000-50G Interface only
Shadin N/A 660526A( ) Shadin 660526AS [1] [6]
Fuel Flow TFF2905-13 Interface only
Meggitt N/A Meggitt TFF2905-13 [1] [3]
P/N 9910338-6
TFF2905-13
Fuel Flow Temp Meggitt N/A Meggitt TFF2905-13 [3] Interface only
P/N 9910338-6
Shunt – Alternator
Load & Battery Interface only
Charge/Discharge
Bus, Battery, Alt/Gen
Varies N/A Aircraft Bus (80V Max) Bus Max 80 Volts DC Interface only
Volts
Kulite N/A APTE-438-1000-75D APTE-438-1000-75D [4]
Kulite N/A APTE51CF-70D APTE51CF-70D
Torque Interface only
Kulite N/A APT51CC-75D APT51CC-75D
Kulite N/A APTE-51R-1000-68.3D APTE-51R-1000-68.3D
Turbine Temperature
Varies N/A K Type NIST ITS-90 K Type Interface only
(ITT, etc.)

Rev. 5 Page C-32
MIL-PRF-26611
Mil-Spec N/A P/Ns 6002457220, QPL-TBM MIL-PRF-26611
6002457221
Prop RPM (NP) [2] Interface only
MIL-PRF-26611
Mil-Spec N/A QPL-208 MIL-PRF-26611
P/Ns 9912034-1, 9910378-1
Globe Motors N/A N22A703 QPL-DLX MIL-PRF-26611
MIL-PRF-26611
TBM P/N 6002457220,
6002457221
Gas Gen RPM (NG) Varies N/A QPL-NG MIL-PRF-26611 Interface only
208 P/N 9912034-1,
9910378-1
208 P/N N22A703
Notes:
[1] Refer to Section 5.7.2 for fuel flow gauge K-factor selection.
[2] Select the configuration file appropriate for the aircraft to ensure the correct sensor-to-engine gear ratio is chosen.
[3] Fuel flow and fuel flow temperature sensors are contained within the same part body.
[4] Select this configuration for TBM P/Ns 6007827220, 6007827221, 6053007235, and 7161772403.
[5] Select this configuration for TBM P/Ns 7161789010, 6053007229, and 7161772405.
[6] Select this configuration for TBM P/Ns 6082557246 and 6082557220.

Rev. 5 Page C-33
APPENDIX D MODEL-SPECIFIC DATA
Table D-1 Aircraft Model-Specific Data ...............................................................................................D-2
This appendix provides the following information (column description and applicability):
• G600 TXi Only: An “X” in this column indicates that only G600 display(s) are approved for this
model
• Fuel Pressure Check Required: An “X” in this column requires a fuel pressure check per
Section 3.4.7, item 7. The Fuel Pressure Check only applies to aircraft with fuel flow transducers
installed per this STC
• Lightning Zone Wing, Fuselage, & Empennage: Each column relates the lightning zoning
figures from Appendix H to the aircraft model
• GTP 59 & GMU 44 Location: Each column relates the suitable lightning zones for installation of
the GTP 59 Temperature Probe and the GMU 44 Magnetometer. Additionally, the GBB 54 Vent
Tube must be routed through the bottom of the metallic fuselage skin in Lightning Zone 2A or 3 or
an existing passage in the engine firewall. Refer to Section 4.6.2 for GTP 59, Section 4.6.1 for
GMU 44, and Section 4.5.7 for GBB 54 Vent Tube location and mounting
• Notes: Aircraft notes
NOTE
Any aircraft model listed in Table D-1 and not explicitly called out as nonmetallic by an
end note should be considered an all-metal aircraft.
NOTE
Table D-1 identifies aircraft with 14 CFR 23.954 fuel system lightning protection in the
original type specific data sheet (TCDS) certification basis. This STC does not approve
interfacing the GEA 110 to fuel quantity sensor(s) in these aircraft. For all other aircraft
in Table D-1, it is the responsibility of the installer to determine if any modifications have
included 14 CFR 23.954 fuel system lightning protection, which may require additional
installation requirements beyond the scope of this STC.

Rev. 5 Page D-1
Table D-1 Aircraft Model-Specific Data
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Aermacchi S.p.A Zone 3, Zone 3,
F.260, F.260B, F.260C, Figure H-9,
(Aermacchi S.p.A) Figure H-12 Figure H-23 Zone 2A Zone 2A
F.260D, F.260E, F.260F Figure H-11
[Siai Marchetti] [1] [2] [5] [7]
Aermacchi S.p.A S.205-18/F, S.205-18/R, Zone 3, Zone 3,
Figure H-9,
(Aermacchi S.p.A) S.205-20/F, S.205-20/R, Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
[Siai Marchetti] S.205-22/R, S.208, S.208A [1] [2] [5] [7]
Aero Commander Zone 3, Zone 3,
Figure H-9,
(Dynac Aerospace Corp) 10, 10A, 100, 100A, 100-180 Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
[Aero Commander; Volaire] [1] [2] [5] [7]
Aeronautica Macchi Aerfer
(Aeronautica Macchi S.p.A. & Zone 3, Zone 3,
Figure H-9,
Aerfer-Industrie Aerospaziali AM-3 X Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
Meridionali S.p.A.) [1] [2] [5] [7]
[LASA]
PA-60-600 (Aerostar 600),
Aerostar PA-60-601 (Aerostar 601), Zone 3, Zone 3, Ensure compliance with
Figure H-9,
(Aerostar Aircraft Corporation) PA-60-601P (Aerostar 601P), Figure H-16 Figure H-23 Zone 2A Zone 2A AD 74-25-02 if
Figure H-11
[Piper/Smith] PA-60-602P (Aerostar 602P), [1] [2] [5] [7] applicable.
PA-60-700P (Aerostar 700P)
Alexandria Aircraft
(Alexandria Aircraft, LLC) 14-19-3, 14-19-3A, 17-30, Zone 2A Zone 2A
Not Allowed Figure H-12 Figure H-23 [8]
[Bellanca Aircraft Corp; Viking 17-31, 17-31TC [1] [3] [5]
Aviation, Inc.; Bellanca, Inc.]
Alexandria Aircraft
(Alexandria Aircraft LLC) Zone 2A Zone 2A
17-30A, 17-31A, 17-31ATC Not Allowed Figure H-12 Figure H-23 [8]
[Bellanca Aircraft Corp.; Viking [1] [3] [5]
Aviation, Inc.; Bellanca, Inc.]
American Champion
(American Champion Aircraft Zone 3, Zone 3,
7ECA, 7GCAA, 7GCB, 7GCBA, Figure H-9
Corp.) Figure H-12 Figure H-23 Zone 2A Zone 2A [8]
7GCBC, 7KCAB [12]
[Aeronca Aircraft; Bellanca [1] [3] [5]
Aircraft-Corp]
American Champion
Zone 3, Zone 3,
(American Champion Aircraft Figure H-9
8KCAB, 8GCBC Figure H-12 Figure H-23 Zone 2A Zone 2A [8]
Corp.) [12]
[1] [3] [5]
[Bellanca Aircraft-Corp]

Rev. 5 Page D-2
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Atlantic Coast Seaplanes LLC
(Atlantic Coast Seaplanes LLC) Zone 3, Zone 3,
Figure H-9,
[A.G. McKinnon; Viking Air G-21C, G-21D, G-21E, G-21G X X Figure H-16 Figure H-23 Zone 2A Zone 2A
Figure H-11
Limited; Aero Planes, Inc; Aero [1] [2] [5] [7]
Planes, LLC]
Aviat Aircraft, Inc.
Interface to resistive
(Aviat Aircraft, Inc.) Zone 3, Zone 3,
A-1, A-1A, A-1B, A-1C-180, fuel quantity sensors is
[Sky International Inc.; Christen Figure H-9 Figure H-12 Figure H-23 Zone 2A Zone 2A
A-1C-200 not approved in this
Industries; Aviat, Inc.; White [1] [3] [5]
aircraft. [8]
International, LTD.; Pitts]
Aviat Aircraft, Inc.
(Aviat Aircraft, Inc.) Zone 3, Zone 3,
S-1S, S-1T, S-2A, S-2S, S-2B,
[Sky International Inc.; Christen Not Allowed Figure H-12 Not Allowed Zone 2A Zone 2A [8]
S-2C
Industries; Aviat, Inc.; White [1] [3] [5]
International, LTD.; Pitts]
B-N Group LTD. Figure H-23 Zone 3, Zone 3, BN2A-III cannot mount
Figure H-9,
(B-N Group Ltd.) BN-2, BN-2A Figure H-16 (refer to note Zone 2A Zone 2A the GTP on the
Figure H-11
[Pilatus Britten-Norman Limited] column) [1] [2] [5] [7] empennage.
BN-2A-2, BN-2A-3, BN-2A-6,
BN-2A-8, BN-2A-9, BN-2A-20,
B-N Group LTD. Zone 3, Zone 3,
BN-2A-21, BN-2A-26, Figure H-9,
(B-N Group Ltd.) X Figure H-16 Figure H-23 Zone 2A Zone 2A
BN-2A-27, BN-2B-20, Figure H-11
[Pilatus Britten-Norman Limited] [1] [2] [5] [7]
BN-2B-21, BN-2B-26,
BN-2B-27
B-N Group LTD. Zone 3, Zone 3,
Figure H-9,
(B-N Group Ltd.) BN-2T, BN-2T-4R X X Figure H-16 Figure H-23 Zone 2A Zone 2A
Figure H-11
[Pilatus Britten-Norman Limited] [1] [2] [5] [7]
B-N Group LTD.
Figure H-16 Interface to resistive
(B-N Group Ltd.) Zone 3, Zone 3,
BN2A MK. III, BN2A MK. III-2, Figure H-9, (bottom fuel quantity sensors is
[Pilatus Britten-Norman Limited; X X Not Allowed Zone 2A Zone 2A
BN2A MK. III-3 Figure H-11 fuselage not approved in this
Britten-Norman (Bembridge) [1] [2] [5] [7]
only) aircraft.
Limited]
Boeing
BC-1A, AT-6, AT-6A, AT-6B, Zone 3, Zone 3,
(The Boeing Company) Figure H-9,
AT-6C, AT-6D, AT-6F, SNJ-7, Figure H-12 Figure H-23 Zone 2A Zone 2A
[Rockwell International; North Figure H-11
T-6G [1] [2] [5] [7]
American Aviation]

Rev. 5 Page D-3
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Boeing
Zone 3, Zone 3,
(The Boeing Company) Figure H-9,
NOMAD NA-260 (T-28A) X X Figure H-12 Figure H-23 Zone 2A Zone 2A
[Rockwell International; North Figure H-11
[1] [2] [5] [7]
American Aviation]
Figure H-16
(for tube-and-
Cessna T-50 (Army AT-17, and UC-78 Zone 2A Zone 2A
X Not Allowed fabric; Not Allowed [8]
(Cessna Aircraft Company) series, and Navy JRC-1) [1] [3] [5]
otherwise,
not allowed)
150, 150A, 150B, 150C, 150D,
Zone 3, Zone 3,
Textron Aviation Inc. 150E, 150F, 150G, 150H, 150J, Figure H-9,
Figure H-12 Figure H-23 Zone 2A Zone 2A
(Cessna Aircraft Company) 150K, 150L, 150M, A150K, Figure H-11
[1] [2] [5] [7]
A150L, A150M, 152, A152
F150F, F150G, F150H, F150J,
Zone 3, Zone 3,
Cessna F150K, F150L, F150M, F152, Figure H-9,
(Cessna Aircraft Company) FA150K, FA150L, FA150M, Figure H-11
[1] [2] [5] [7]
FA152, FRA150L, FRA150M
Zone 3, Zone 3,
Textron Aviation Inc. Figure H-9,
170, 170A, 170B Figure H-12 Figure H-23 Zone 2A Zone 2A
(Cessna Aircraft Company) Figure H-11
[1] [2] [5] [7]
172, 172A, 172B, 172C, 172D,
Zone 3, Zone 3,
Textron Aviation Inc. 172E, 172F, 172G, 172H, 172I, Figure H-9,
(Cessna Aircraft Company) 172K, 172L, 172M, 172N, Figure H-11
[1] [2] [5] [7]
172P, 172Q, 172R, 172S
175, 175A, 175B, 175C, Zone 3, Zone 3,
P172D, R172E, R172G, Figure H-12 Figure H-23 Zone 2A Zone 2A
R172K, 172RG [1] [2] [5] [7]
Zone 3, Zone 3,
Cessna Figure H-9,
FR172E, FR172G, FR172K Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
F172D, F172E, F172F, F172G, Zone 3, Zone 3,
Cessna Figure H-9,
F172H, F172K, F172L, F172M, X Figure H-12 Figure H-23 Zone 2A Zone 2A
F172N, F172P, FP172D [1] [2] [5] [7]
Zone 3, Zone 3,
177, 177A, 177B Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]

Rev. 5 Page D-4
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, Zone 3,
177RG Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
Cessna Figure H-9,
F177RG Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
180, 180A, 180B, 180C, 180D, Zone 3, Zone 3,
180E, 180F, 180G, 180H, 180J, Figure H-12 Figure H-23 Zone 2A Zone 2A
180K [1] [2] [5] [7]
182, 182A, 182B, 182C, 182D,
182E, 182F, 182G, 182H, 182J,
Zone 3, Zone 3,
Textron Aviation Inc. 182K, 182L, 182M, 182N, Figure H-9,
(Cessna Aircraft Company) 182P, 182Q, 182R, 182S, Figure H-11
[1] [2] [5] [7]
182T, R182, T182, TR182,
T182T
Zone 3, Zone 3,
Cessna Figure H-9,
F182P, F182Q, FR182 Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
Textron Aviation Inc. 185, 185A, 185B, 185C, 185D, Figure H-9,
(Cessna Aircraft Company) 185E, A185E, A185F Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
190, 195, 195A, 195B Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
206, P206, P206A, P206B,
P206C, P206D, P206E, U206,
U206A, U206B, U206C,
U206D, U206E, U206F, Zone 3, Zone 3,
U206G, TP206A, TP206B, Figure H-12 Figure H-23 Zone 2A Zone 2A
TP206C, TP206D, TP206E, [1] [2] [5] [7]
TU206A, TU206B, TU206C,
TU206D, TU206E, TU206F,
TU206G, 206H, T206H
Zone 3, Zone 3,
207, 207A, T207, T207A Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]

Rev. 5 Page D-5
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, Zone 3,
Textron Aviation Inc. Figure H-9, fuel quantity sensors is
208A, 208B X Figure H-12 Figure H-23 Zone 2A Zone 2A
(Cessna Aircraft Company) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
210, 210A, 210B, 210C, 210D,
210E, 210F, T210F, 210G,
T210G, 210H, T210H, 210J,
Zone 3, Zone 3,
Textron Aviation Inc. T210J, 210K, T210K, 210L, Figure H-9,
(Cessna Aircraft Company) T210L, 210M, T210M, 210N, Figure H-11
[1] [2] [5] [7]
P210N, T210N, 210R, P210R,
T210R, 210-5 (205),
210-5A (205A)
Zone 3, Zone 3,
Cessna Figure H-9, fuel quantity sensors is
T303 (Crusader) Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
aircraft.
310, 310A, 310B, 310C, 310D,
310E, 310F, 310G, 310H,
Zone 3, Zone 3,
Textron Aviation Inc. E310H, 310I, 310J, 310J-1, Figure H-9,
(Cessna Aircraft Company) E310J, 310K, 310L, 310N, Figure H-11
[1] [2] [5] [7]
310P, T310P, 310Q, T310Q,
310R, T310R
320, 320A, 320B, 320C, 320D, Zone 3, Zone 3,
320E, 320F, 320-1, 335, 340, Figure H-16 Figure H-23 Zone 2A Zone 2A
340A [1] [2] [5] [7]
Zone 3, Zone 3,
336 Figure H-18 Not Allowed Zone 2A Zone 2A
[1] [2] [5] [7]
337, 337A, 337B, T337B,
M337B, 337C, T337C, 337D, Zone 3, Zone 3,
Textron Aviation Inc. Figure H-9, EIS not permitted for
T337D, 337E, T337E, 337F, Figure H-18 Not Allowed Zone 2A Zone 2A
(Cessna Aircraft Company) Figure H-11 these aircraft.
T337F, 337G, T337G, 337H, [1] [2] [5] [7]
P337H, T337H, T337H-SP
F337E, FT337E, F337F, Zone 3, Zone 3,
Cessna Figure H-9, EIS not permitted for
FT337F, F337G, FT337GP, Figure H-18 Not Allowed Zone 2A Zone 2A
(Cessna Aircraft Company) Figure H-11 these aircraft.
F337H, FT337HP [1] [2] [5] [7]

Rev. 5 Page D-6
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
401, 401A, 401B, 402, 402A, Zone 3, Zone 3,
402B, 411, 411A, 414, 421, X Figure H-16 Figure H-23 Zone 2A Zone 2A
421A, 421B [1] [2] [5] [7]
Zone 3, Zone 3,
402C, 414A, 421C X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
425 X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
[1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
[1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
[1] [2] [5] [7]
aircraft.
Textron Aviation Inc. Interface to resistive
(Cessna Aircraft Company) LC40-550FG, LC41-550FG, Figure H-9, Zone 3 Zone 3 fuel quantity sensors is
Figure H-12 Figure H-23
[Columbia Aircraft Manufacturing; LC42-550FG Figure H-11 [4] [6] not approved in this
The Lancair Company] aircraft. [8] [11]
Cirrus Design Corporation Figure H-9, Zone 3 Zone 3 fuel quantity sensors is
SR20, SR22, SR22T Figure H-12 Figure H-23
(Cirrus Design Corporation) Figure H-11 [4] [6] not approved in this
aircraft. [8] [11] [13]
Costruzioni Aeronautiche Tecnam Interface to resistive
Zone 3, Zone 3,
srl Figure H-9, fuel quantity sensors is
P2006T X Figure H-16 Figure H-23 Zone 2A Zone 2A
(Costruzioni Aeronautiche Tecnam Figure H-11 not approved in this
[1] [2] [5] [7]
srl) aircraft.

Rev. 5 Page D-7
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Costruzioni Aeronautiche Tecnam Interface to resistive
srl Figure H-9, Zone 3 Zone 3 fuel quantity sensors is
P2010 Figure H-12 Figure H-23
(Costruzioni Aeronautiche Tecnam Figure H-11 [4] [6] not approved in this
srl) aircraft. [8] [13]
CPAC, Inc.
(CPAC, Inc.)
[Commander Aircraft Company; Interface to resistive
Zone 3, Zone 3,
Gulfstream Aerospace 112, 112TC, 112B, 112TCA, Figure H-9, fuel quantity sensors is
Corporation; Gulfstream American 114, 114A, 114B, 114TC Figure H-11 not approved in this
[1] [2] [5] [7]
Corporation; Rockwell aircraft.
International, Commander Aircraft
Division]
Zone 3, Zone 3,
Cub Crafters Figure H-9, fuel quantity sensors is
CC18-180 Figure H-12 Figure H-23 Zone 2A Zone 2A
(Cub Crafters, Inc.) Figure H-11 not approved in this
[1] [3] [5]
aircraft. [8]
Zone 3, Zone 3,
Cub Crafters Figure H-9, fuel quantity sensors is
CC18-180A Figure H-12 Figure H-23 Zone 2A Zone 2A
(Cub Crafters, Inc.) Figure H-11 not approved in this
[1] [3] [5]
aircraft. [8]
Installation approved
for VFR operation only
Zone 3, if Diamond SB OSB 40-
Diamond Zone 2A 004/3 is not
DA 40, DA 40F VFR Version Figure H-10, Zone 3 incorporated.
(Diamond Aircraft Industries Figure H-12 Figure H-23 (fuselage
(with no lightning protection) Figure H-11 [4]
GmbH) only) Interface to resistive
[6] fuel quantity sensors is
not approved in this
aircraft. [8] [11]
Must have Diamond SB
Diamond
Figure H-9, Zone 3 Zone 3 OSB 40-004/3
(Diamond Aircraft Industries DA 40, DA 40F Figure H-12 Figure H-23
Figure H-11 [4] [6] incorporated.
GmbH)
[8] [11] [13]

Rev. 5 Page D-8
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, for VFR operation only.
Zone 2A
Diamond Figure H-10, Zone 3 Interface to resistive
DA20-A1, DA20-C1 Figure H-12 Figure H-23 (fuselage
(Diamond Aircraft Industries, Inc.) Figure H-11 [4] fuel quantity sensors is
only)
[6] not approved in this
aircraft. [8] [11]
Zone 3, Zone 3,
Dornier Figure H-9,
Do 28 A-1, Do 28 B-1 Figure H-16 Figure H-23 Zone 2A Zone 2A
(Dornier-Werke G.m.b.H.) Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
Dornier Figure H-9,
Do 27 Q-6 Figure H-16 Figure H-23 Zone 2A Zone 2A
(Dornier-Werke G.m.b.H.) Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
Dornier Luftfahrt GmbH Figure H-9,
Do 28 D, Do 28 D-1 X Figure H-16 Figure H-23 Zone 2A Zone 2A
(Dornier Luftfahrt GmbH) Figure H-11
[1] [2] [5] [7]
Zone 3,
Dornier Seastar for VFR operation only.
Zone 2A
(Dornier Seastar Gmbh & Co KG) Figure H-10, Zone 3 Interface to resistive
Seastar CD2 X Figure H-19 Figure H-23 (fuselage
[Dornier Composite Aircraft GmbH Figure H-11 [4] fuel quantity sensors is
only)
& Co. KG] not approved in this
[6]
aircraft. [8] [11]
EADS-PZL “Warszawa-Okecie” Interface to resistive
PZL-104 WILGA 80, PZL-104M Zone 3, Zone 3,
(EADS-PZL “Warszawa-Okecie” Figure H-9, fuel quantity sensors is
WILGA 2000, PZL-104MA X Figure H-12 Figure H-23 Zone 2A Zone 2A
S.A.) Figure H-11 not approved in this
WILGA 2000 [1] [2] [5] [7]
[Panstwowe Zaklady Lotnicze] aircraft.
EADS-PZL “Warszawa-Okecie” Interface to resistive
Zone 3, Zone 3,
(EADS-PZL “Warszawa-Okecie” PZL-KOLIBER 150A, Figure H-9, fuel quantity sensors is
X Figure H-12 Figure H-23 Zone 2A Zone 2A
S.A.) PZL-KOLIBER 160A Figure H-11 not approved in this
[1] [2] [5] [7]
[Panstwowe Zaklady Lotnicze] aircraft.
Extra Interface to resistive
(Extra Flugzeugproduktions-und Figure H-9, Zone 3 Zone 3 fuel quantity sensors is
EA-400 Figure H-12 Figure H-23
Vertriebs - GmbH) Figure H-11 [4] [6] not approved in this
[Extra Flugzeugbau GmbH] aircraft. [8] [13]
Zone 3, Zone 3,
(Extra Flugzeugproduktions-und EA-300, EA-300/L, EA-300/S, fuel quantity sensors is
Not Allowed Figure H-12 Figure H-23 Zone 2A Zone 2A
Vertriebs - GmbH) EA-300/200 not approved in this
[1] [3] [5]
[Extra Flugzeugbau GmbH] aircraft. [8]

Rev. 5 Page D-9
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, Zone 3,
(Extra Flugzeugproduktions-und fuel quantity sensors is
EA-300/LC X Not Allowed Figure H-12 Figure H-23 Zone 2A Zone 2A
Vertriebs - GmbH) not approved in this
[1] [3] [5]
[Extra Flugzeugbau GmbH] aircraft. [8]
Zone 3
for VFR operation only.
FFT-GmbH Zone 2A
SC01 B-160 Gyroflug Speed Figure H-10, Zone 3 Interface to resistive
(FFT Gesellschaft fur Flugzeug - & X Figure H-13 Not Allowed (fuselage
Canard Figure H-11 [4] fuel quantity sensors is
Faserverbund-Technologie mbH) only)
[6]
aircraft.
Zone 3, Zone 3,
Found Aircraft Canada, Inc. Figure H-9,
FBA-2C X Figure H-12 Figure H-23 Zone 2A Zone 2A
(Found Aircraft Canada, Inc.) Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
Found Aircraft Canada, Inc. Figure H-9, fuel quantity sensors is
FBA-2C1, FBA-2C2, FBA-2C3 X Figure H-12 Figure H-23 Zone 2A Zone 2A
(Found Aircraft Canada, Inc.) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
Found Brothers Figure H-9,
FBA Centennial “100” X Figure H-12 Figure H-23 Zone 2A Zone 2A
(Found Brothers Aviation Limited) Figure H-11
[1] [2] [5] [7]
GA8 Airvan (Pty) Ltd Zone 3, Zone 3,
Figure H-9, fuel quantity sensors is
(GA 8 Airvan (Pty) Ltd) GA8, GA8-TC320 Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11 not approved in this
[Gippsland Aeronautics Pty. Ltd] [1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
Airvan10 Pty Ltd. Figure H-9, fuel quantity sensors is
GA10 Figure H-12 Figure H-23 Zone 2A Zone 2A
(Gippsland Aeronautics Pty. Ltd] Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
GROB Figure H-9, Zone 3 Zone 3 fuel quantity sensors is
G120A X Figure H-12 Figure H-23
(GROB-WERKE) Figure H-11 [4] [6] not approved in this
aircraft. [8] [11] [13]

Rev. 5 Page D-10
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Aircraft may be IFR or
limited to VFR per prior
certification. For IFR
Figure H-9 or aircraft, use Wing
GROB Figure H-2. For VFR
G115, G115A, G115B, G115C, Figure H-10
(GROB-WERKE) Zone 3 Zone 3 only aircraft, use Wing
G115C2, G115D, G115D2, (refer to note Figure H-12 Figure H-23
[BURKHART GROB Luft- und [4] [6] Figure H-3.
G115EG column),
Raumfahrt GmbH & Co. KG]
Figure H-11 Interface to resistive
fuel quantity sensors is
aircraft. [8] [11] [13]
Grumman Zone 3, Zone 3,
Grumman G-21, Figure H-9,
[Gulfstream American X X Figure H-16 Figure H-23 Zone 2A Zone 2A
Grumman G-21A Figure H-11
Corporation] [1] [2] [5] [7]
Gulfstream American
Zone 3, Zone 3,
(Gulfstream American Figure H-9,
G-44, G-44A, SCAN Type 30 Figure H-16 Figure H-23 Zone 2A Zone 2A
Corporation) Figure H-11
[1] [2] [5] [7]
[Grumman]
35-33, 35-A33, 35-B33, 35-C33,
Textron Aviation Inc. 35-C33A, E33, E33A, E33C, GMU 44 installation in
Figure H-23 Zone 3, Zone 3,
(Hawker Beechcraft Corporation) F33, F33A, F33C, G33, H35, Figure H-9, empennage not
Figure H-12 (refer to note Zone 2A Zone 2A
[Beech Aircraft Corporation; G36, J35, K35, M35, N35, P35, Figure H-11 allowed for V-Tail
column) [1] [2] [5] [7]
Raytheon Aircraft Company] S35, V35, V35A, V35B, 36, models.
A36, A36TC, B36TC
D55, D55A, E55, E55A, 56TC,
Textron Aviation Inc.
A56TC, 58, 58A, G58, 95, B95, Zone 3, Zone 3,
(Hawker Beechcraft Corporation) Figure H-9,
B95A, D95A, E95, 95-55, Figure H-16 Figure H-23 Zone 2A Zone 2A
[Beech Aircraft Corporation; Figure H-11
95-A55, 95-B55, 95-B55A, [1] [2] [5] [7]
Raytheon Aircraft Company]
95-B55B, 95-C55, 95-C55A
Zone 3, Zone 3,
45, A45, D45 Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
50, B50, C50 Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]

Rev. 5 Page D-11
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
D50, D50A, D50B, D50C, Zone 3, Zone 3,
D50E, D50E-5990, E50, F50, X Figure H-16 Figure H-23 Zone 2A Zone 2A
G50, H50, J50 [1] [2] [5] [7]
Zone 3, Zone 3,
(Beechcraft Corporation) Figure H-9, fuel quantity sensors is
58P, 58PA, 58TC, 58TCA Figure H-16 Figure H-23 Zone 2A Zone 2A
[Hawker Beechcraft Corporation; Figure H-11 not approved in this
[1] [2] [5] [7]
Raytheon Aircraft Company] aircraft.
Zone 3, Zone 3,
(Hawker Beechcraft Corporation) Figure H-9, fuel quantity sensors is
60, A60, B60 X Figure H-16 Figure H-23 Zone 2A Zone 2A
[Beech Aircraft Corporation; Figure H-11 not approved in this
[1] [2] [5] [7]
Installation is not
65 (L-23F), A65, A-65-8200, Zone 3, Zone 3, compatible with aircraft
65-80, 65-A80, 65-A80-8800, X Figure H-16 Figure H-23 Zone 2A Zone 2A equipped with Rockwell
65-B80, 65-88 [1] [2] [5] [7] Collins ProLine 21
avionics.
65-90, 65-A90, 65-A90-1
(JU-21A, U-21A, RU-21A, Installation is not
RU-21D, U-21G, RU-21H), Zone 3, Zone 3, compatible with aircraft
65-A90-2 (RU-21B), 65-A90-3 X Figure H-16 Figure H-23 Zone 2A Zone 2A equipped with Rockwell
(RU-21C), 65-A90-4 (RU-21E, [1] [2] [5] [7] Collins ProLine 21
RU-21H), 70, C90, C90A, avionics.
C90GT, C90GTi, B90
Installation is not
compatible with aircraft
Textron Aviation Inc. equipped with Rockwell
Zone 3, Zone 3,
(Hawker Beechcraft Corporation) Figure H-9, Collins ProLine 21
E90, H90 (T-44A) X Figure H-16 Figure H-23 Zone 2A Zone 2A
[Beech Aircraft Corporation; Figure H-11 avionics. Interface to
[1] [2] [5] [7]
Raytheon Aircraft Company] resistive fuel quantity
sensors is not approved
in this aircraft.
Zone 3, Zone 3,
G17S Figure H-22 Figure H-23 Zone 2A Zone 2A [8]
[1] [3] [5]

Rev. 5 Page D-12
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, Zone 3,
18A, S18A X Figure H-16 Not Allowed Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
(Hawker Beechcraft Corporation) 18D, A18A, A18D, S18D, Figure H-9,
X Figure H-16 Not Allowed Zone 2A Zone 2A
[Beech Aircraft Corporation; SA18A, SA18D Figure H-11
[1] [2] [5] [7]
3N, 3NM, 3TM, JRB-6, D18C,
D18S, E18S, RC-45J, Zone 3, Zone 3,
E18S-9700, G18S, H18, X X Figure H-16 Not Allowed Zone 2A Zone 2A
C-45G, TC45G, C45H, TC-45H, [1] [2] [5] [7]
TC-45J
19A, B19, M19A, 23, A23, Zone 3, Zone 3,
A23A, A23-19, A23-24, B23, Figure H-12 Figure H-23 Zone 2A Zone 2A
C23, A24, A24R, B24R, C24R [1] [2] [5] [7]
Zone 3, Zone 3,
76 Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
[1] [2] [5] [7]
Zone 3, Zone 3,
F90 X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
(Hawker Beechcraft Corporation) 99, 99A, 99A (FACH), A99, Figure H-9,
[Beech Aircraft Corporation; A99A, B99, C99, 100 Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
A100, B100 X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]

Rev. 5 Page D-13
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
200, A200C (UC-12B), 200C,
B200, B200C, B200C (C-12F) Zone 3, Zone 3,
or (UC-12F) or (UC-12M) or X Figure H-16 Figure H-23 Zone 2A Zone 2A
(C-12R), A200 (C-12A), A200 [1] [2] [5] [7]
(C-12C), A100-1 (U-21J)
Zone 3, Zone 3,
(Hawker Beechcraft Corporation) D17S (Army UC-43, UC-43B, Figure H-9,
Figure H-22 Figure H-23 Zone 2A Zone 2A [8]
[Beech Aircraft Corporation; Navy GB-1, GB-2), SD17S Figure H-11
[1] [3] [5]
Zone 3, Zone 3,
(Hawker Beechcraft Corporation) 35, A35, B35, C35, D35, E35, Figure H-9,
Figure H-12 Not Allowed Zone 2A Zone 2A
[Beech Aircraft Corporation; F35, G35, 35R Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
T-34C (T-34C-1) (34C) Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
H-250, H-295 (USAF U-10D), Figure H-9, H-800 only: Neither
Helio Zone 3, Zone 3,
HT-295, H-391 (USAF YL-24), Figure H-11 GMU 44 nor GTP 59
(Helio Aircraft, LLC) Figure H-12 Figure H-23 Zone 2A Zone 2A
H-391B, H-395 (USAF L-28A or (refer to can be mounted on
[Alliance] [1] [2] [5] [7]
U-10B), H-395A, H-700, H-800 notes) aircraft wing.
Helio Zone 3, Zone 3,
Figure H-9,
(Helio Aircraft, LLC) HST-550, HST-550A Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
[Alliance] [1] [2] [5] [7]
DGA-15P (Army UC-70,
Howard Zone 3, Zone 3,
Navy GH-1, GH-2, GH-3, Figure H-9,
(Howard Aircraft Foundation) Figure H-12 Figure H-23 Zone 2A Zone 2A [8]
NH-1), DGA-15J Figure H-11
[Jobmaster Co] [1] [3] [5]
(Army UC-70B), DGA-15W
Interceptor
Zone 3, Zone 3,
(Interceptor Aircraft Corporation) Figure H-9,
200, 200A, 200B, 200C, 200D Figure H-12 Figure H-23 Zone 2A Zone 2A
[Prop-Jets, Inc.; Aero Figure H-11
[1] [2] [5] [7]
Commander; Meyers]
Interceptor Interface to resistive
Zone 3, Zone 3,
(Interceptor Aircraft Corporation) Figure H-9, fuel quantity sensors is
[Prop-Jets, Inc.; Aero Figure H-11 not approved in this
[1] [2] [5] [7]
Commander; Meyers] aircraft.

Rev. 5 Page D-14
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
JGS Properties, LLC
(JGS Properties, LLC)
Zone 3, Zone 3,
[Quartz Mountain Aerospace, Inc.; Figure H-9,
11A, 11E X Figure H-12 Figure H-23 Zone 2A Zone 2A
Luscombe Aircraft Corporation; Figure H-11
[1] [2] [5] [7]
Land-Air & Leasing, Inc.; Richard
S. Kettles]
Liberty Figure H-9, Zone 3 Zone 3 fuel quantity sensors is
XL-2 X Not Allowed Figure H-23
(Liberty Aerospace Incorporated) Figure H-11 [4] [6] not approved in this
aircraft. [8] [11]
Zone 3, Zone 3,
Lockheed 12A (Army UC-40, Figure H-9,
X X Figure H-16 Not Allowed Zone 2A Zone 2A
(Lockheed Aircraft) UC-40A,Navy JO-1, JO-2) Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
Lovaux Ltd Figure H-9, fuel quantity sensors is
OA7 Optica Series 300 X Not Allowed Not Allowed Zone 2A Zone 2A
(FLS Aerospace (Lovaux) Ltd.) Figure H-11 not approved in this
[1] [2] [5]
aircraft.
M7 Aerospace LLC
Zone 3, Zone 3,
(M7 Aerospace LLC) SA26-T, SA26-AT, SA226-T, Figure H-9,
[M7 Aerospace LP, Fairchild SA226-AT, SA226-T(B) Figure H-11
[1] [2] [5] [7]
Aircraft Incorporated]
M7 Aerospace LLC Limited to non-SFAR
Zone 3, Zone 3,
(M7 Aerospace LLC) SA227-AT Figure H-9, 41 aircraft with gross
[M7 Aerospace LP, Fairchild SA227-TT Figure H-11 takeoff weight of 12,500
[1] [2] [5] [7]
Aircraft Incorporated] lbs or less.

Rev. 5 Page D-15
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Bee Dee M-4, M-4, M-4C, M-4S,
M-4T, M-4-210, M-4-210C,
M-4-210S, M-4-210T, M-4-220,
M-4-220C, M-4-220S, M-4-220T,
M-4-180C, M-4-180S, M-4-180T,
M-5-210C, M-5-220C,
M-5-235C, M-5-180C,
M-5-210TC, M-6-235, M-6-180,
Maule M-5-200, M-7-235, MX-7-235, Zone 3, Zone 3,
Figure H-9,
(Maule Aerospace Technology, MX-7-180, MXT-7-180, Figure H-12 Figure H-23 Zone 2A Zone 2A [8]
Figure H-11
Inc.) MT-7-235, M-8-235, MX-7-160, [1] [3] [5]
MXT-7-160, MX-7-180A,
MXT-7-180A, MX-7-180B,
M-7-235B, M-7-235A, M-7-235C,
MX-7-180C, M-7-260, MT-7-260,
M-7-260C, MX-7-160C,
MX-7-180AC, M-4-180V,
M-9-235
Maule Zone 3, Zone 3,
MX-7-420, M-7-420AC, Figure H-9,
(Maule Aerospace Technology, Figure H-12 Figure H-23 Zone 2A Zone 2A [8]
M-7-420A, MT-7-420 Figure H-11
Inc.) [1] [3] [5]
MICCO Aircraft Co., Inc.
(MICCO Aircraft Company, Inc.)
[Meyers Aircraft Company;
Interceptor Corporation;
Zone 3, Zone 3,
Interceptor Corporation; Prop-Jets Figure H-9,
MAC-125C, MAC-145 X Figure H-12 Figure H-23 Zone 2A Zone 2A
Incorporated; Nydia Meyers Trust; Figure H-11
[1] [2] [5] [7]
Ralph Haven; The New Meyers
Airplane Company; Estumkeda,
Ltd., LanShe Aerospace, LLC;
Aero Acquisitions LLC]

Rev. 5 Page D-16
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
MICCO Aircraft Co., Inc.
(MICCO Aircraft Company, Inc.)
[Meyers Aircraft Company;
Interceptor Corporation; Interface to resistive
Zone 3, Zone 3,
Interceptor Corporation; Prop-Jets Figure H-9, fuel quantity sensors is
MAC-145A, MAC-145B X Figure H-12 Figure H-23 Zone 2A Zone 2A
Incorporated; Nydia Meyers Trust; Figure H-11 not approved in this
[1] [2] [5] [7]
Ralph Haven; The New Meyers aircraft.
Airplane Company; Estumkeda,
Ltd., LanShe Aerospace, LLC;
Aero Acquisitions LLC]
MU-2B, MU-2B-10, MU-2B-15,
Zone 3, Zone 3,
Mitsubishi MU-2B-20, MU-2B-25, Figure H-9,
(Mitsubishi Heavy Industries, Ltd.) MU-2B-26, MU-2B-30, Figure H-11
[1] [2] [5] [7]
MU-2B-35, MU-2B-36
Mitsubishi MU-2B-25, MU-2B-26,
(Mitsubishi Heavy Industries, Ltd.) MU-2B-26A, MU-2B-35, Zone 3, Zone 3,
Figure H-9,
[Mitsubishi Aircraft International MU-2B-36, MU-2B-36A, Figure H-11
[1] [2] [5] [7]
Inc.] MU-2B-40, MU-2B-60
Mooney
(Mooney Aviation Company, Inc.) M20, M20A, M20B, M20C,
Zone 3, Zone 3,
[Mooney Airplane Company, Inc., M20D, M20E, M20F, M20G, Figure H-9,
Mooney Aircraft Corporation, M20J, M20K, M20L, M20M, Figure H-11
[1] [2] [5] [7]
Aerostar Aircraft Corporation of M20R, M20S, M20TN
Texas, Mooney Aircraft Inc.]
Mooney Zone 3, Zone 3,
Figure H-9,
(Mooney Aircraft Corporation) M22 Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
[Mooney Airplane Company, Inc.] [1] [2] [5] [7]
MS 880B (Rallye, Ralley Club),
MS 885 (Super Rallye),
MS 894A, MS 894E (Rallye
Morane Saulnier Minerva 220), MS 892A-150
Zone 3, Zone 3,
(S.O.C.A.T.A. - Groupe (Commodore), MS 892E-150 Figure H-9,
Aerospatiale) (Rallye 150GT), MS 893A Figure H-11
[1] [2] [5] [7]
[Rallye] (Rallye Commodore), MS 893E
(Rallye 180 GT), Rallye 100S,
Rallye 150 ST, Rallye 150 T,
Rallye 235 E, Rallye 235C

Rev. 5 Page D-17
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, Zone 3,
Morane-Saulnier M.S. 760, M.S. 760 A, Figure H-9,
(SOCATA - Groupe Aerospatiale) M.S. 760 B Figure H-11
[1] [2] [5] [7]
Nardi Zone 3, Zone 3,
Figure H-9,
(Nardi S.A.) FN-333 X Figure H-14 Not Allowed Zone 2A Zone 2A
Figure H-11
[Siai Marchetti] [1] [2] [5] [7]
Navion
(Sierra Hotel Aero, Inc.)
[North American Aviation, Inc.;
Ryan Aeronautical Company;
Navion, Division of Tusco
Corporation; Base Industries,
Navion (L-17A), Navion A
Incorporated; Navion Aircraft Zone 3, Zone 3,
(L-17B, L-17C), Navion B, Figure H-9,
Corporation; Cedric R. Kotowicz; Figure H-12 Figure H-23 Zone 2A Zone 2A
Navion D, Navion E, Navion F, Figure H-11
Navion Rangemaster Corporation; [1] [2] [5] [7]
Navion G, Navion H
Jimmie Thompson; Charles L.
Klinger; Diamond Aero
Enterprises, Inc.; Navion Holdings,
Inc.; Navion Aircraft Company,
Ltd; Navion Aircraft LLC; Sierra
Hotel Aero, Inc.]
Pacific Aerospace Limited Interface to resistive

Zone 3, Zone 3,
(Pacific Aerospace Limited) Figure H-9, fuel quantity sensors is
750XL X Figure H-12 Figure H-23 Zone 2A Zone 2A
[Pacific Aerospace Corporation, Figure H-11 not approved in this
[1] [2] [5] [7]
Ltd.] aircraft.
Zone 3, Zone 3,
Piaggio Figure H-9,
P.136-L, P.136-L1 Figure H-17 Figure H-23 Zone 2A Zone 2A
(Piaggio & C.) Figure H-11
[1] [2] [5] [7]
Zone 3, Zone 3,
Piaggio Figure H-9,
P.136-L2 X Figure H-17 Figure H-23 Zone 2A Zone 2A
(Piaggio & C.) Figure H-11
[1] [2] [5] [7]
Piaggio
Zone 3, Zone 3,
(Industrie Aeronautiche e Figure H-9,
P.166, P.166B, P.166C X Figure H-17 Figure H-23 Zone 2A Zone 2A
Meccaniche) Figure H-11
[1] [2] [5] [7]
[Piaggio & Co.]

Rev. 5 Page D-18
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Piaggio Interface to resistive
Zone 3, Zone 3,
(Industrie Aeronautiche e Figure H-9, fuel quantity sensors is
P.166 DL3 X Figure H-17 Figure H-23 Zone 2A Zone 2A
Meccaniche) Figure H-11 not approved in this
[1] [2] [5] [7]
[Piaggio & Co.] aircraft.
Zone 3, Zone 3,
Piaggio Figure H-9, fuel quantity sensors is
PIAGGIO P-180 X Figure H-21 Figure H-23 Zone 2A Zone 2A
(Piaggio Aero Industries S.p.A) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
PC-6, PC-6-H1, PC-6-H2, Zone 3, Zone 3,
Pilatus Figure H-9,
PC-6/350, PC-6/350-H1, Figure H-12 Figure H-23 Zone 2A Zone 2A
(Pilatus Aircraft Ltd.) Figure H-11
PC-6/350-H2 [1] [2] [5] [7]
PC-6/A, PC-6/A-H1,
Zone 3, Zone 3,
Pilatus PC-6/A-H2, PC-6/B-H2, Figure H-9,
(Pilatus Aircraft Ltd.) PC-6/B1-H2, PC-6/B2-H2, Figure H-11
[1] [2] [5] [7]
PC-6/C-H2, PC-6/C1-H2
Zone 3, Zone 3,
Pilatus Figure H-9,
PC-6/B2-H4 X Figure H-12 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
The GDU 700/1060
connector that is
directly connected to
the SPWU must be
Zone 3, Zone 3, overbraided in
Pilatus Figure H-9,
PC-12, PC-12/45, PC-12/47 X Figure H-12 Figure H-23 Zone 2A Zone 2A accordance with
[1] [2] [5] [7] Appendix H.
aircraft. [9]
Zone 3, Zone 3,
Pilatus Figure H-9, fuel quantity sensors is
PC-7 Figure H-12 Figure H-23 Zone 2A Zone 2A
(Pilatus Aircraft Ltd.) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
Piper Zone 3, Zone 3,
PA-46-310P (Malibu), Figure H-9, fuel quantity sensors is
(Piper Aircraft, Inc.) Figure H-12 Figure H-23 Zone 2A Zone 2A
PA-46-350P (Malibu Mirage) Figure H-11 not approved in this
[The New Piper Aircraft, Inc] [1] [2] [5] [7]
aircraft.

Rev. 5 Page D-19
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
(Piper Aircraft, Inc.) PA-46-500TP (Malibu Meridian) Figure H-12 Figure H-23 Zone 2A Zone 2A
aircraft.
FS2003 Corporation
Zone 3, Zone 3,
(FS2003 Corp.)
PA-12, PA-12S Not Allowed Figure H-12 Not Allowed Zone 2A Zone 2A [8]
(Piper Aircraft, Inc.)
[1] [3] [5]
[The New Piper Aircraft, Inc]
PA-18, PA-18S, PA-18 “105”
(Special), PA-18S “105”
(Special), PA-18A, PA-18 “125”
Piper (Army L-21A), PA-18S “125”, Zone 3, Zone 3,
Figure H-9,
(Piper Aircraft, Inc.) PA-18AS “125”, PA-18 “135” Figure H-12 Not Allowed Zone 2A Zone 2A [8]
Figure H-11
[The New Piper Aircraft, Inc] (Army L-21B), PA-18A “135”, [1] [3] [5]
PA-18S “135”, PA-18 “150”,
PA-18A “150”, PA-18S “150”,
PA-19 (Army L-18C)
Figure H-9,
(Piper Aircraft, Inc.) PA-20, PA-20 “135” Figure H-12 Not Allowed Zone 2A Zone 2A [8]
Figure H-11
[The New Piper Aircraft, Inc] [1] [3] [5]
Piper PA-22, PA-22-108, PA-22-135, Zone 3, Zone 3,
Figure H-9,
(Piper Aircraft, Inc.) PA-22S-135, PA-22-150, Figure H-12 Not Allowed Zone 2A Zone 2A [8]
Figure H-11
[The New Piper Aircraft, Inc] PA-22S-150, PA-22-160 [1] [3] [5]
PA-23, PA-23-160, PA-23-235, Figure H-9,
PA-23-250, PA-E23-250 Figure H-11
PA-24, PA-24-250, PA-24-260, Figure H-9,
PA-24-400 Figure H-11

Rev. 5 Page D-20
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
PA-28-160 (Cherokee),
PA-28S-160 (Cherokee),
PA-28S-180 (Cherokee),
PA-28-235 (Cherokee Figure H-9,
Pathfinder), Figure H-11
PA-28-140 (Cherokee Cruiser),
PA-28-140 (Cherokee Cruiser),
PA-28R-180 (Arrow),
PA-28R-200 (Arrow),
PA-28R-200 (Arrow II)
PA-28S-180 (Archer),
PA-28-235 (Cherokee
Pathfinder),
PA-28-151 (Cherokee Warrior),
Piper PA-28-181 (Archer II), Zone 3, Zone 3,
Figure H-9,
(Piper Aircraft, Inc.) PA-28-181 (Archer III), Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
[The New Piper Aircraft, Inc] PA-28-161 (Warrior II), [1] [2] [5] [7]
PA-28-161 (Warrior II),
PA-28-161 (Warrior III),
PA-28R-201 (Arrow III),
PA-28R-201T (Turbo Arrow III)
PA-28-236 (Dakota),
PA-28RT-201 (Arrow IV),
PA-28RT-201 (Arrow IV), Figure H-9,
PA-28RT-201T Figure H-11
(Turbo Arrow IV),
PA-28-201T (Turbo Dakota)
(Piper Aircraft, Inc.) PA-38-112 (Tomahawk) Figure H-12 Figure H-23 Zone 2A Zone 2A
aircraft.
PA-44-180 (Seminole), Figure H-9, fuel quantity sensors is
PA-44-180T Figure H-11 not approved in this
aircraft.

Rev. 5 Page D-21
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Figure H-9,
(Piper Aircraft, Inc.) PA-30, PA-39, PA-40 Figure H-16 Figure H-23 Zone 2A Zone 2A
Figure H-11
Piper PA-31 (Navajo), PA-31-325 Zone 3, Zone 3,
Figure H-9,
(Piper Aircraft, Inc.) (Navajo C/R), PA-31-350 X Figure H-16 Figure H-23 Zone 2A Zone 2A
Figure H-11
[The New Piper Aircraft, Inc] (Chieftain) [1] [2] [5] [7]
Figure H-9,
(Piper Aircraft, Inc.) PA-31-300 (Navajo) Figure H-16 Figure H-23 Zone 2A Zone 2A
Figure H-11
PA-31P (Pressurized Navajo), Figure H-9, fuel quantity sensors is
(Piper Aircraft, Inc.) X Figure H-16 Figure H-23 Zone 2A Zone 2A
PA-31P-350 (Mojave) Figure H-11 not approved in this
aircraft.
PA-31T (Cheyenne/
Piper Cheyenne II), Zone 3, Zone 3,
(Piper Aircraft, Inc.) PA-31T1 (Cheyenne I/IA), X X Figure H-16 Figure H-23 Zone 2A Zone 2A
[The New Piper Aircraft, Inc] PA-31T2 (Cheyenne IIXL), [1] [2] [5] [7]
aircraft.
PA-31T3
PA-32-260 (Cherokee Six 260),
PA-32-300 (Cherokee Six 300),
PA-32S-300 (Cherokee Six
Seaplane), PA-32R-300
(Lance), PA-32RT-300
(Lance II), PA-32RT-300T
Piper (Turbo Lance II), PA-32R-301 Zone 3, Zone 3,
Figure H-9,
(Piper Aircraft, Inc.) (Saratoga SP), PA-32R-301 Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
[The New Piper Aircraft, Inc] (Saratoga II HP), PA-32R-301T [1] [2] [5] [7]
(Turbo Saratoga SP),
PA-32-301 (Saratoga),
PA-32-301T (Turbo Saratoga),
PA-32R-301T (Saratoga II TC),
PA-32-301FT (Piper 6X),
PA-32-301XTC (Piper 6XT)
Piper PA-34-200 (Seneca), Zone 3, Zone 3,
Figure H-9,
(Piper Aircraft, Inc.) PA-34-200T (Seneca II), Figure H-16 Figure H-23 Zone 2A Zone 2A
Figure H-11
[The New Piper Aircraft, Inc] PA-34-220T (Seneca III, IV, V) [1] [2] [5] [7]

Rev. 5 Page D-22
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Piper PA-42 (Cheyenne III), Zone 3, Zone 3,
(Piper Aircraft, Inc.) PA-42-720 (Cheyenne IIIA), X X Figure H-16 Figure H-23 Zone 2A Zone 2A
[The New Piper Aircraft, Inc] PA-42-1000 [1] [2] [5] [7]
aircraft.
Polskie Zaklady Lotnicze Spolka
zo.o Zone 3, Zone 3,
(Polskie Zaklady Lotnicze Spolka PZL M26 01 X Figure H-12 Figure H-23 Zone 2A Zone 2A
zo.o) [1] [2] [5] [7]
aircraft.
[PZL MIELEC]
Revo, Inc.
(Revo, Incorporated) Zone 3, Zone 3,
[Lake] Lake LA-4-200, Lake Model 250 Figure H-9 Figure H-15 Figure H-23 Zone 2A Zone 2A
[Global Amphibians LLC] [1] [2] [5] [7]
aircraft.
[Colonial Aircraft Company]
Zone 3, Zone 3,
Short Brothers & Harland Ltd Figure H-9,
SC-7 Series 2, SC-7 Series 3 X X Figure H-16 Not Allowed Zone 2A Zone 2A
(Short Brothers & Harland Ltd.) Figure H-11
[1] [2] [5] [7]
SOCATA Zone 3, Zone 3,
(SOCATA) TBM 700 (TBM850) X Figure H-12 Figure H-23 Zone 2A Zone 2A
[EADS SOCATA] [1] [2] [5] [7]
aircraft. [10]
SOCATA Interface to resistive
Zone 3, Zone 3,
(SOCATA) TB 9, TB 10, TB 20, TB 21, Figure H-9, fuel quantity sensors is
[S O C A T A - Groupe TB 200 Figure H-11 not approved in this
[1] [2] [5] [7]
Aerospatiale] aircraft.
SOCATA, S.A. Zone 3, Zone 3,
(SOCATA S.A.) GA-7 (Cougar) Figure H-16 Figure H-23 Zone 2A Zone 2A
[Grumman] [1] [2] [5] [7]
aircraft.
STOL
Zone 3, Zone 3,
(Sky Enterprises, Inc.) Figure H-9,
RC-3 (Sea-Bee) Figure H-14 Figure H-23 Zone 2A Zone 2A
[Republic; Sol Amphibian; Figure H-11
[1] [2] [5] [7]
Seabee; Trident; TwinBee]
STOL
Zone 3, Zone 3,
(STOL Aircraft Corporation) Figure H-9,
UC-1 (Twin-Bee) Figure H-16 Figure H-23 Zone 2A Zone 2A
[United Consultants; Republic; Figure H-11
[1] [2] [5] [7]
Twin-Bee]

Rev. 5 Page D-23
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Symphony Aircraft Industries Inc. Zone 3, Zone 3,
(Symphony Aircraft Industries Inc.) OMF-100-160, SA 160 X Figure H-12 Figure H-23 Zone 2A Zone 2A
[OMF] [1] [2] [5]
aircraft. [8] [11]
TKEF Interface to resistive
Zone 3, Zone 3,
(The King’s Engineering Figure H-9, fuel quantity sensors is
Model 44 Figure H-17 Figure H-23 Zone 2A Zone 2A
Fellowship) Figure H-11 not approved in this
[1] [2] [5] [7]
(TKEF) aircraft.
Zone 3, Zone 3,
Trident Figure H-9, fuel quantity sensors is
TR-1 X Figure H-14 Figure H-23 Zone 2A Zone 2A
(Viking Air, Ltd) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
True Flight Holdings LLC
(True Flight Holdings LLC)
[American Aviation Corporation;
Grumman American Aviation
Corporation; Gulfstream American Zone 3, Zone 3,
Figure H-9,
Corporation; Gulfstream AA-1, AA-1A, AA-1B, AA-1C Figure H-12 Figure H-23 Zone 2A Zone 2A
Figure H-11
Aerospace Corporation; American [1] [2] [5] [7]
General Aircraft Corporation;
American General Aircraft Holding
Company, Inc.; Tiger Aircraft LLC;
American General]
True Flight Holdings LLC
(True Flight Holdings LLC)
[American Aviation Corporation;
Grumman American Aviation
Corporation; Gulfstream American Zone 3, Zone 3,
Corporation; Gulfstream AA-5, AA-5A, AA-5B, AG-5B Figure H-12 Figure H-23 Zone 2A Zone 2A
Aerospace Corporation; American [1] [2] [5] [7]
aircraft.
General Aircraft Corporation;
American General Aircraft Holding
Company, Inc.; Tiger Aircraft LLC;
American General]
Zone 3, Zone 3,
Twin Commander Figure H-9,
500, 500-A, 520, 560, 560-A Figure H-16 Figure H-23 Zone 2A Zone 2A
(Twin Commander Aircraft LLC) Figure H-11
[1] [2] [5] [7]

Rev. 5 Page D-24
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Zone 3, Zone 3,
500-B, 500-U, 500-S, 560-E X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
Twin Commander 680, 680-E, 720, 680-F, 560-F, Figure H-9,
(Twin Commander Aircraft LLC) 680-FL, 680-FL(P), 685 Figure H-11
[1] [2] [5] [7]
680-T, 680-V, 680-W, 681, 690, Zone 3, Zone 3,
690A, 690B, 690C, 695, 695A, X X Figure H-16 Figure H-23 Zone 2A Zone 2A
690D, 695B [1] [2] [5] [7]
Zone 3, Zone 3,
Twin Commander Figure H-9, fuel quantity sensors is
(Twin Commander Aircraft LLC) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.
Zone 3, Zone 3,
Univair Aircraft Corporation Figure H-9,
108, 108-1, 108-2, 108-3 Figure H-12 Figure H-23 Zone 2A Zone 2A [8]
(Stinson) Figure H-11
[1] [3] [5]
Viking Air Limited
(Viking Air Limited)
Zone 3, Zone 3,
[deHavilland Aircraft of Canada, Figure H-9,
DHC-2 Mark I, DHC-2 Mark II Figure H-12 Figure H-23 Zone 2A Zone 2A
Limited; Boeing of Canada, Ltd. Figure H-11
[1] [2] [5] [7]
(de Havilland Div.); deHavilland
Inc.; Bombardier Inc.]
Viking Air Limited
(Viking Air Limited)
Zone 3, Zone 3,
[deHavilland Aircraft of Canada, Figure H-9,
DHC-2 Mark III X Figure H-12 Figure H-23 Zone 2A Zone 2A
Limited; Boeing of Canada, Ltd. Figure H-11
[1] [2] [5] [7]
(de Havilland Div.); deHavilland
Inc.; Bombardier Inc.]
Viking Air Limited
DHC-6-1, DHC-6-100, Zone 3, Zone 3,
(Viking Air Limited) Figure H-9,
DHC-6-200, DHC-6-300, X X Figure H-16 Figure H-23 Zone 2A Zone 2A
[Bombardier Inc.; de Havilland Figure H-11
DHC-6-400 [1] [2] [5] [7]
Inc.; Twin Otter]
Viking Air Limited
Zone 3, Zone 3,
(Viking Air Limited) Figure H-9,
DHC-3 X Figure H-12 Figure H-23 Zone 2A Zone 2A
[Bombardier Inc.; de Havilland Figure H-11
[1] [2] [5] [7]
Inc.; Twin Otter]

Rev. 5 Page D-25
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
Vulcan Air S.p.A. Zone 3, Zone 3,
(Vulcanair S.p.A.) SF600, SF600A X X Figure H-16 Figure H-23 Zone 2A Zone 2A
[Siai Marcheetti S.r.I.] [1] [2] [5] [7]
aircraft.
Vulcanair S.p.A. Interface to resistive
P.68, P.68B, P.68C, P.68C-TC, Zone 3, Zone 3,
(Vulcanair S.p.A.) Figure H-9, fuel quantity sensors is
P.68 “Observer”, P.68TC Figure H-16 Figure H-23 Zone 2A Zone 2A
[Partenavia Costruzioni Figure H-11 not approved in this
“Observer”, P.68 “Observer 2" [1] [2] [5] [7]
Aeronautiche S.p.A] aircraft.
Zone 3, Zone 3,
AP68TP-300 “Spartacus” X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
AP68TP-600 “Viator” X X Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
Zone 3, Zone 3,
P.68R Figure H-16 Figure H-23 Zone 2A Zone 2A
[1] [2] [5] [7]
[8]
Vulcanair S.p.A.
Zone 3, Zone 3, For main cabin tube
(Vulcanair S.p.A.) Figure H-9,
Vulcanair V1.0 Figure H-12 Figure H-23 Zone 2A Zone 2A structure, [3] applies;
[Partenavia Costruzioni Figure H-11
[1] [2] [3] [5] [7] for other areas, [2]
Aeronautiche S.p.A]
applies.
Zone 3, Zone 3,
WACO Figure H-9,
YMF X Figure H-22 Figure H-23 Zone 2A Zone 2A [8]
(The WACO Aircraft Company) Figure H-11
[1] [3] [5]
WSK “PZL-MIELEC” OBR
Zone 3, Zone 3,
(WSK PZL MIELEC and OBR SK Figure H-9,
PZL M20 03 X Figure H-16 Figure H-23 Zone 2A Zone 2A
MIELEC) Figure H-11
[1] [2] [5] [7]
[PZL]
Zone 3, Zone 3,
Zenair Figure H-9, fuel quantity sensors is
CH2000 Figure H-12 Figure H-23 Zone 2A Zone 2A
(Zenair Ltd.) Figure H-11 not approved in this
[1] [2] [5] [7]
aircraft.

Rev. 5 Page D-26
Check Required
[common name
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
G600 TXi Only

Aircraft Model
Fuel Pressure
Aircraft Make
Appendix H)
Appendix H)
Appendix H)
Designation
Empennage
or previous
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Location
GMU 44
GTP 59
make]
Notes
Wing
ZLIN Aircraft a.s. Zone 3, Zone 3,
(ZLIN Aircraft a.s.) ZLIN 526L Figure H-12 Figure H-23 Zone 2A Zone 2A
[Moravan National Corporation] [1] [3] [5]
aircraft. [8]
ZLIN Aircraft a.s. Zone 3, Zone 3,
(ZLIN Aircraft a.s.) Z-242L, Z-143L Figure H-12 Figure H-23 Zone 2A Zone 2A
[Moravan a.s.] [1] [2] [5] [7]
aircraft.
Notes:
[1] The GTP 59 cannot be installed on Zone 2A composite areas.
[2] The GTP 59 must be bonded to the aluminum skin. For details, refer to Section 4.6.2.
[3] The GTP 59 must be bonded to the metallic tube structure. For details, refer to Section 4.6.2.
[4] The GTP 59 must be isolated from the aircraft ground plane. For details, refer to Section 4.6.2.
[5] The GMU 44 must be bonded to the aircraft ground plane. For details, refer to Section 4.6.1.
[6] The GMU 44 must be isolated from the aircraft ground plane. For details, refer to Section 4.6.1.
[7] The GMU 44 may be mounted in the wingtip provided that certain criteria are met. For details, refer to Section 4.6.1.
[8] Nonmetallic aircraft.
[9] Prior to beginning the installation, contact Garmin regarding the availability of the ARINC 429 Fast/Slow Enablement Card.
[10] For RVSM eligibility, refer to Appendix G.
[11] Remote LRUs must be installed on existing structure designated by aircraft manufacturer for avionics installation.
[12] Only for aluminum wings. Not allowed for wooden wings.
[13] With the exception of GTP 59, GMU 44, GEA 110, GDU 700/1060 backup GPS antenna wires, and GDU 700/1060 video, all other installed wires
must be routed behind metallic substructure (i.e., routed behind instrument panel/pedestal/circuit breaker panel, along lightning ground bar/strip,
inside lightning ground tube, or along other airframe ground plane).

Rev. 5 Page D-27
APPENDIX E ADVANCED AIRSPEED SETTINGS
E.1 Overview ........................................................................................................................................ E-2

E.2 Configuration Page Layout ............................................................................................................ E-2
E.3 Arc Ranges ..................................................................................................................................... E-4
E.3.1 Configuration ......................................................................................................................... E-4
E.3.2 Example .................................................................................................................................. E-6
E.4 Markings and Bugs ........................................................................................................................ E-7
E.5 Overspeeds ..................................................................................................................................... E-9
E.5.1 Configuration ......................................................................................................................... E-9
E.5.2 Overspeeds Configuration Examples ................................................................................... E-10
E.6 GDU 700P/1060 Airspeed Tape Configuration Examples .......................................................... E-11
E.6.1 Beechcraft Bonanza A36 (Example) .................................................................................... E-11
E.6.2 Columbia 400 (Example) ..................................................................................................... E-13

Rev. 5 Page E-1
E.1 Overview
The Advanced Configuration Type allows the configuration of the Airspeed Tape to match any airspeed
indicator. Color bands, markings, and bugs may all be individually configured. As an additional option,
Vne may be configured as Fixed or Variable with up to ten altitude and IAS level pairs entered in Variable
mode.
E.2 Configuration Page Layout

Starting from the Home page in Configuration mode, navigate to the Advanced Airspeed Configuration
page (GDU Setup → PFD Airframe Configuration → Configuration Type → Advanced). Once the
configuration type has been set to Advanced, access the advanced airspeed tape settings by pressing the
Airspeed Configuration button. The following settings may be changed in the configuration pages:
• Airspeed Tape Ranges (PFD) - Set airspeed ranges
• GDU ( ) Overspeeds - Enter values (if Variable is selected for the Vne / Vmo / Mmo)
• Bugs/Markings - Set bugs and markings as required

Rev. 5 Page E-2
Figure E-1 Airspeed Configuration Page

Rev. 5 Page E-3
E.3 Arc Ranges
E.3.1 Configuration
The information listed in Table E-1 must be obtained for every installation. Figure E-2 illustrates airspeed
tape arc ranges for the GDU 700P/1060. The POH/AFM column lists a suggested location for obtaining
this information. Arc ranges are typically shown on the airspeed indicator that is being replaced, but should
be checked for accuracy if records indicate it has been replaced. Vne, whether fixed or variable, will be
displayed as the beginning of the red/white striped band (barber pole) on the IAS tape.
Figure E-2 shows a visual correlation between arcs defined in POH/AFM Type data and those configured
in the GDU 700P/1060.
NOTE
These ranges must match the Type Data (POH/AFM or aircraft specifications) for the
specific aircraft being modified.
NOTE
If the airspeed values are listed in the Type Data (POH/AFM or aircraft specifications) for
both IAS and CAS, use the IAS values.
NOTE
Do not configure two arc ranges to overlap each other in the configuration page. Gaps are
acceptable between ranges, but overlaps are not acceptable.
Table E-1 Advanced Airframe Specific Configuration Data – Arc Ranges
Arc Color Description POH/AFM Section Notes
If the aircraft has a defined WHITE or
GREEN arc, set the RED arc to ON. Set the
Max value of the RED arc to the lowest value
of the WHITE or GREEN arc (Vs0). A RED
RED low-speed awareness arc will appear below
Low speed awareness 2 - Limitations the lowest marked stall speed.
(LOW SPEED)
If the aircraft does not have a defined WHITE
or GREEN arc, set the RED arc to OFF, and
enter the lowest stall speed in the Stall
Speed setting at the bottom of the page.
Set the Min value to the bottom of the
POH/AFM defined range.
If WHITE and GREEN arcs overlap, set the
Max value to the beginning of the
WHITE/GREEN arc.
If WHITE and GREEN arcs do not overlap,
Full flap operational set the Max value to the top of the POH/AFM
WHITE 2 - Limitations or aircraft specification defined range.
range
If a WHITE arc is not defined by the
AFM/POH or aircraft specifications, set both
the Min and Max values to the aircraft stall
speed in the landing configuration (Vs0). This
setting will not display WHITE arc, but the
system needs it to characterize aircraft
performance.

Rev. 5 Page E-4
Table E-1 Advanced Airframe Specific Configuration Data – Arc Ranges
Arc Color Description POH/AFM Section Notes
If the HALF WHITE arc range is not defined
Standard operational by the AFM/POH or aircraft specification, set
HALF WHITE 2 - Limitations
range to OFF. This may sometimes be called a
“narrow WHITE arc.”
If a WHITE/GREEN arc is not defined by the
Overlap between AFM/POH or aircraft specification, set to
standard operational OFF.
WHITE/GREEN 2 - Limitations
and flaps operational
ranges If WHITE and GREEN arcs overlap,
configure to the range they overlap within.
If the GREEN arc is not defined by the
AFM/POH or aircraft specification, set to
OFF.
If WHITE and GREEN arcs overlap, set Min
Standard operational value to the Max of WHITE/GREEN.
GREEN 2 - Limitations
range
If the YELLOW arc is defined, set to the Min
of the YELLOW arc (Vno).
If the YELLOW arc is not defined, set Max
value to Vno/Vne.
If the YELLOW arc is defined by the
AFM/POH or aircraft specification, set to ON,
Caution / smooth air with Min value equal to Maximum structural
YELLOW 2 - Limitations speed (Vno). Max value should be configured
operational range
to Vne or the highest value of Vne if variable.
If the YELLOW arc is not defined, set to OFF.
If defined as a fixed value, set to Fixed, and
Never exceed speed / enter POH/AFM defined Vne/Vmo as the Min
max operating speed / value.
Vne/Vmo/Mmo 2 - Limitations
max operating mach If variable with altitude, set to Variable and
number set overspeeds in accordance with
Appendix Section E.5.

Rev. 5 Page E-5
Airspeed Tape Arc Ranges Airspeed Tape Arc Ranges
For Vne Aircraft For Vmo / Mmo Aircraft
(Not to Scale) (Not to Scale)
Vne Vmo
GDU POH / AFM GDU

YELLOW Defined YELLOW
ARC RANGE Yellow Arc ARC RANGE
Vno
GDU GDU
GREEN GREEN
ARC RANGE ARC RANGE
Vfe Vfe
POH / AFM
Defined
INCREASING IAS
INCREASING IAS
Green Arc
GDU GDU POH / AFM
WHITE/GREEN WHITE/GREEN Defined
ARC RANGE ARC RANGE Thin White Arc
POH / AFM
Defined
White Arc
Vs1 Vs1
GDU GDU POH / AFM

WHITE WHITE Defined
ARC RANGE ARC RANGE White Arc
Vs0 Vs0
GDU GDU
RED RED
ARC RANGE ARC RANGE
Figure E-2 Airspeed Tape Arc Range Diagrams
E.3.2 Example
For an example, Section 2 (Limitations) of the Beech Bonanza (A36) POH/AFM defines a white arc
(61-124 KIAS), green arc (68-167 KIAS), and a yellow arc (167-205 KIAS). As the white and green arcs
overlap, they must be entered in separately.
• Where there is no overlap in the POH/AFM defined white arc range, configure the WHITE field
to this range (61-68 KIAS)
• Where there is overlap of the POH/AFM defined white and green arcs, configure the
WHITE/GREEN field to this range (68-124 KIAS)
• Where there is no overlap in the POH/AFM defined green arc, configure the GREEN field to this
range (124-167 KIAS)
• As the POH/AFM defined yellow arc does not overlap any other arcs, configure the YELLOW
field to this range (167-205 KIAS)

Rev. 5 Page E-6
E.4 Markings and Bugs
The information obtained in Table E-2 and Table E-3 must be obtained for each installation. The
POH/AFM column lists a suggested location for obtaining this information. If a marking is not defined for
the aircraft, then it should be set as OFF.
NOTE
These markings must match the Type Data (POH/AFM or aircraft specification) for the
specific aircraft being modified.
NOTE
If the airspeed values are listed in the Type Data (POH/AFM) for both IAS and CAS, use
the IAS values.
Table E-2 Advanced Airframe Specific Configuration Data – Markings
POH/AFM
Marking Description Notes
Section
A small white triangle – If defined in POH/AFM, set to
WHITE TRIANGLE 2 - Limitations
meaning varies by airframe given value. Else, set to OFF.
Typically marks the minimum Lower red radial on ASI of
controllable airspeed for twin- 3 - Emergency light twins.
RED BAR
engine aircraft with only one Procedures Set to OFF for single-engine
engine operational (Vmca) aircraft.
Blue radial on ASI of light
Typically marks the single
3 - Emergency twins.
BLUE BAR engine best rate-of-climb
Procedures Set to OFF for single-engine
speed for a twin-engine aircraft
aircraft.
If a fixed Red/White bar (not a
Varies – sometimes used as a barber pole) is shown in the
RED/WHITE BAR 2 - Limitations
fixed point Vne marking POH/AFM, set to given value.
Else, set to OFF.
Maximum landing gear Set to OFF for fixed gear
Vle 2 - Limitations
extended speed aircraft.

Rev. 5 Page E-7
Table E-3 Advanced Airframe Specific Configuration Data – Bugs
POH/AFM
Bug Description Notes
Section
3 - Emergency Optional.
GLIDE Glide speed
Procedures Set to 0 KT if not listed in the POH/AFM.
Optional.
4 - Normal
Vr Rotation speed Typically set to rotation speed.
Procedures
Set to 0 KT if not listed in the POH/AFM.
Optional.
4 - Normal Set to 0 KT if not listed in the POH/AFM.
Vx Best angle-of-climb speed
Procedures If there are two speeds listed (gear up/gear
down), use the speed listed for gear down.
Optional.
4 - Normal Set to 0 KT if not listed in the POH/AFM.
Vy Best rate-of-climb speed
Procedures If there are two speeds listed (gear up/gear
down), use the speed listed for gear up.
Alternately, by pressing the Type buttons, the bugs can be changed to V1, V2, VR, and VREF.
Table E-4 Advanced Airframe Specific Configuration Data – Alternate Bugs

POH/AFM
Bug Description Notes
Section
3 - Normal
VREF Landing reference speed [1]
Procedures
4 - Normal
Vr Rotation speed [1]
Procedures
4 - Normal
V1 Commit to fly speed [1]
Procedures
4 - Normal
V2 Takeoff safety speed [1]
Procedures
Notes:
[1] These speeds generally apply to only high-performance airplanes and must be calculated
before each flight. The recommended default value is 0 KT.

Rev. 5 Page E-8
E.5 Overspeeds
NOTE
The Overspeeds window does not appear unless Vne/Vmo/Mmo is set to “Variable” in the
Airspeed Tape Ranges window.
E.5.1 Configuration
NOTE
If the POH/AFM defines multiple Vne points, and the last point defines Vne at the aircraft
operating ceiling, the POH/AFM defined points must be used to configure the GDU.
NOTE
If the Vne is defined as varying with altitude, and the Vne at the operating ceiling is not
defined, then the last ALT/IAS point entered must be calculated at the aircraft’s operating
ceiling as a linear line from the last ALT/IAS point. In all cases, the last point entered
must define Vne/Vmo at the operating ceiling.
If the aircraft has a designated Mmo and Mmo Level, or is specified as having a Vne/Vmo that varies with
altitude, set the Vne/Vmo/Mmo selection to Variable and configure the GDU 700P/1060 airspeed tape to
the aircraft specifications using the Enter Overspeeds selection, shown in Figure E-3. If only the
Mmo/Mmo Level or the variable Vne is defined, then those fields that are undefined, respectively, should
be set to OFF.
The Mmo and Mmo Level fields define a minimum altitude where Mmo is a limiting factor on
performance. Above the Mmo Level, Mmo may define the start of the barber pole. The Vne/Vmo altitude
and IAS section defines limitations on IAS at specified altitudes. The first ALT/IAS point entered will
define Vne/Vmo at all altitudes below the altitude specified.
If Vne/Vmo is only defined once, then this single point should be entered with the ALT field being the
aircraft’s operating ceiling.
However, if Vne/Vmo is defined as varying with altitude, then at least two points will be required – the last
two of which will define a linear line for all altitudes past the last point entered. As such, the last point
entered must define Vne/Vmo at the aircraft’s operating ceiling.
These overspeed configurations must match the Type Data (POH/AFM) for the specific aircraft being
modified.
Figure E-3 Overspeeds Window

Rev. 5 Page E-9
E.5.2 Overspeeds Configuration Examples
Example 1
An example Columbia 400 POH/AFM, in Section 2, Limitations, defines Vne as 230 KIAS and at FL250
as 174 KIAS. As such, the configuration should be entered as follows:
• 12,000FT at 230KT
• 25,000FT at 174KT
Example 2
Hypothetically, if the Vne was not defined at the operating ceiling, the configuration would then rely on the
POH/AFM Section 2, Limitations, statement that Vne decreases by 4.4 KT per 1,000 feet of altitude above
12,000 feet. Here the calculation for Vne at the aircraft operating ceiling would be:
Vne= 230 KT – [(25,000FT – 12,000FT) * 4.4 KT / 1,000 FT] = 172.8 KT
As such, the configuration entered would be:
• 12,000FT at 230KT
• 25,000FT at 172KT

Rev. 5 Page E-10
E.6 GDU 700P/1060 Airspeed Tape Configuration Examples
This section compares two examples of GDU 700P/1060 airspeed tape configuration with their respective
existing ASI configuration and tape definitions.
NOTE
In all cases, the specific aircraft’s Type Data (POH/AFM) must be considered the
definitive source for Arc Range, Marking, and Bug configuration values.
E.6.1 Beechcraft Bonanza A36 (Example)
AFM Definitions
Marking Value AFM Section
White arc 56-123 KIAS
Green arc 62-166 KIAS
2 - Limitations
Yellow arc 166-204 KIAS
Red line 204 KIAS
Vle 153 KIAS 2 - Limitations
3 - Emergency
Glide 110 KIAS
Procedures
Vr 70 KIAS
4 - Normal
Vx 78 KIAS
Procedures
Vy 96 KIAS
CURRENT ASI
Figure E-4 Current ASI and Tape Markings

Rev. 5 Page E-11
Figure E-5 Equivalent IAS Tape and Airspeed Configuration Page

Rev. 5 Page E-12
E.6.2 Columbia 400 (Example)
POH/AFM Definitions
POH/AFM
Marking Value
Section
White arc 60-117 KIAS
Green arc 73-181 KIAS
2 - Limitations
Yellow arc 181-230 KIAS
Red line 230 KIAS
3 - Emergency
Glide 108 KIAS
Procedures
Vr 110 KIAS
4 - Normal
Vx 82 KIAS
Procedures
Vy 110 KIAS
Vne [1] 230 KIAS
2 - Limitations
Vne @ FL250 174 KIAS
[1] Decrease 4.4 knots for each 1000 feet
above 12,000 feet (Press. Alt.)
CURRENT ASI
Figure E-6 Current ASI and Tape Markings

Rev. 5 Page E-13
Vne = 230 KT @ FL075
Vne = 213 KT @ FL160
Figure E-7 Equivalent IAS Tape and Airspeed Configuration Page

Rev. 5 Page E-14
APPENDIX F EIS GAUGE LAYOUT
F.1 EGT/TIT and CHT............................................................................................................................F-2

F.2 6-Value Electrical Gauge..................................................................................................................F-5
F.3 Example Instructions for GDU 700 layouts .....................................................................................F-6
F.4 GDU 700P EIS Single Reciprocating Engine...................................................................................F-8
F.5 GDU 700P EIS Twin Reciprocating Engines.................................................................................F-12
F.6 GDU 700L EIS Single Reciprocating Engine ................................................................................F-16
F.7 GDU 700L EIS Twin Reciprocating Engines.................................................................................F-20
F.8 Instructions for GDU 1060 Layouts and Similarly GDU 700 MFD/EIS Layouts .........................F-24
F.9 GDU 1060 Single Reciprocating Engine........................................................................................F-26
F.10 GDU 1060 Twin Reciprocating Engines ........................................................................................F-28
F.11 GDU 700L EIS & MFD Single Reciprocating Engine...................................................................F-30
F.12 GDU 700P EIS & MFD Single Reciprocating Engine...................................................................F-34
F.13 GDU 700P Single Turboprop Engine Layout.................................................................................F-38
F.14 GDU 1060 Turboprop EIS..............................................................................................................F-38
F.15 Unique Gauge Markings.................................................................................................................F-38
F.15.1 Range Markings Not Visible on EIS........................................................................................F-38
F.15.2 Gauge Range Minimum and Maximum...................................................................................F-39
F.15.3 Gauge with Varying Arc Width ...............................................................................................F-40
This appendix provides the approved EIS gauge layouts for the GDU 700/1060. Any deviation from these
layouts will require the installer to obtain additional approval. The gauge layouts will differ depending on
the display type and the number of engines. A default gauge layout is provided for when the Gauge page is
initially accessed. This default layout must be modified as instructed in this appendix.

Rev. 5 Page F-1
F.1 EGT/TIT and CHT
When configured for reciprocating engines, the GDU 700 MFD/EIS and GDU 1060 display all EGT/TIT/
CHT information on the MFD Engine page (see Figure F-2). As such, the Primary EGT/TIT (when
available) and CHT must be displayed on the EIS strip on a GDU 700 MFD/EIS or GDU 1060 unless they
are not required. Refer to Section 3.2.6 to determine if the Primary EGT/TIT or CHT is required.
NOTE
The GDU 700 MFD/EIS or GDU 1060 EIS strip will display the hottest individual
cylinder head temperature on the EIS strip.

Rev. 5 Page F-2
Figure F-1 EGT/CHT Graph on GDU 700 EIS
Figure F-2 EGT/CHT Graph on GDU 1060

Rev. 5 Page F-3
The engine temperature graph is configurable from the base EGT/CHT format and can include single TIT,
dual TIT, or Primary EGT. The EGT/TIT and CHT display options are laid out in Table F-1. The selections
available for each EIS installation will vary based on the sensors selected and configured.
Table F-1 EGT, CHT, and TIT Display Options for Single and Twin Engines
Single Engine Twin Engine
EGT/CHT
EGT/CHT/TIT
EGT/CHT/Primary EGT
EGT/CHT/Dual TIT N/A

Rev. 5 Page F-4
F.2 6-Value Electrical Gauge
The six values are broken into three rows of two, with each row having a common title (e.g., ALT).
Options for data rows will vary depending on configured sensors. Figure F-3 shows an example configured
for two alternator shunts, two bus voltages, one battery shunt, and one battery voltage. Each row should be
grouped by data type (i.e., battery, bus, or ALT/GEN) or by sensor units (i.e., amperage or volts). Row
configuration items ALT and GEN refer to the same sensor and are only a difference in title.
The Custom Titles page can be used to change the title of each row. Custom titles should match the
removed equipment labels. To restore the original title, delete the custom title entry and press Enter.
Use the Markings page to implement markings on electrical gauges per the POH.
Figure F-3 6-Value Electrical Gauge Configuration Example

Rev. 5 Page F-5
F.3 Example Instructions for GDU 700 layouts
Selecting the gauge layout for all GDU 700 EIS displays is accomplished in two steps. First, the dial type
gauges are placed on the EIS display. Next, depending on the placement of the dial type gauges, the
remaining gauges are placed on the display for the final layout.
The following example (of a GDU 700P single reciprocating engine) can be used as a guide for gauge
placement on GDU 700 EIS:
1. Select the dial type gauges that are applicable to the specific EIS installation from Table F-2.
2. Find the column that contains only the gauges selected in step 1.
3. Identify the sub-group (A.3) and then the main-group (A) of the column from step 2. This
determines the dial type gauge placement within the GDU 700 EIS.
Table F-2 GDU 700P Example (Steps 1 thru 3)

Group A B
Y/N
Sub-Group A.1 A.2 A.3 B.1 B.2 B.3 B.4 B.5 B.6 B.7 B.8 B.9
 Manifold
x x x x x x x
Pressure
 Propeller RPM x x x x x x x x x x
 Fuel Flow x x x x x x x x x x
 Oil Press x x x x x x x x x
 Oil Temp x x x x x x x x
 Fuel Press x x x x
IAT x x
CDT x
 Carb Temp x
4. Now using only the table associated to the main group (A) identified in step 3, select the
remainder of the gauges that are applicable to the installation.
5. Identify the sub-group (A.7) that only contains the gauges selected in step 4.
Table F-3 GDU 700P Example (Steps 4 and 5)

Y/N Sub-Group A.4 A.5 A.6 A.7 A.8
IAT/CDT Diff
Group A
Main Fuel Qty x x x x
Aux Fuel Qty x x
Volts Amps x x x
Y/N Sub-Group B.10 B.11 B.12 B.13 B.14

IAT/CDT Diff x x x x
Group B & C
Main Fuel Qty x x x
Aux Fuel Qty x x
Volts / Amps x

Rev. 5 Page F-6
6. Figure F-4 shows the final layout.
(A) Group
(A.3)
Sub Group
(A.7)
Sub Group
Figure F-4 GDU 700( ) Example Gauge Placement
The following notes apply when working through the layouts for the GDU 700 displays in this appendix.
• Unless noted otherwise, any/all gauges that are not a required gauge for EIS per the
G500/G600 TXi STC may be replaced by Pilot-Select gauges or empty gauge positions.
• Defined gauges, Pilot-Select gauges, and empty positions must not be intermixed during
placement, as shown in Figure F-5 as follows:
a. Shows Pilot-Select gauges incorrectly intermixed with defined gauges.
b. Shows Pilot-Select gauges incorrectly intermixed with empty gauge position.
c. Shows Pilot-Select gauges and defined gauges correctly placed together.
d. Shows empty positions correctly placed together.
Incorrect Layouts Correct Layouts
a. b. c. d.
Empty Empty
Gauge Gauge
Position Position
Empty
Gauge
Position
Figure F-5 GDU 700P Correct/Incorrect Layouts

• Unless shown otherwise, empty positions and Pilot-Select gauges (in that order) must occupy the
EIS display starting from the bottom right and moving upward and left
• Only a single instance of each engine parameter can be present (e.g., if the dial type IAT gauge is
selected then the IAT/CDT Diff gauge cannot also be selected)

Rev. 5 Page F-7
F.4 GDU 700P EIS Single Reciprocating Engine
Work through Table F-4 and Table F-5 as described in the GDU 700 example. Find the corresponding
layout using Figure F-6 through Figure F-8.
Table F-4 GDU 700P EIS Single Engine

Group A B C
Y/N
Sub-Group A.1 A.2 A.3 B.1 B.2 B.3 B.4 B.5 B.6 B.7 B.8 B.9 C.1 C.2 C.3 C.4
 Manifold
x x x x x x x x
Pressure
 Propeller RPM x x x x x x x x x x x x x x x x
 Fuel Flow x x x x x x x x x x x x x x x x
 Oil Press x x x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x x x
 Fuel Press x x x x x x x x
 IAT x x x x
 CDT x x x x
 Carb Temp x x x x
Table F-5 GDU 700P EIS Single Engine

Y/N Sub-Group A.4 A.5 A.6 A.7 A.8
IAT/CDT Diff
Group A
Main Fuel Qty x x x x
Aux Fuel Qty x x
Volts Amps x x x
Y/N Sub-Group B.10 B.11 B.12 B.13 B.14 B.15 B.16 B.17 B.18 B.19 B.20
 IAT/CDT Diff x x x x x x
Group B & C
 Main Fuel Qty x x x x x x x x

 Aux Fuel Qty x x x x
 Volts / Amps x x x x x x

Rev. 5 Page F-8
(A)
(A.4)
(A.1)
(A.5)
AUX / TIP
(A.2)
(A.6)
(A.)
(A.7) (A.8)
Figure F-6 GDU 700P EIS Single Engine Group (A)

Rev. 5 Page F-9
(B)
(B.1) (B.2) (B.3)
(B.10) (B.11) (B.12) (B.13)
(B.4) (B.5) (B.6)
Gauge Position Gauge Position

Left Empty Left Empty (B.14) (B.15) (B.16) (B.17) (B.18) (B.19) (B.20)
(B.7) (B.8) (B.9)
Figure F-7 GDU 700P EIS Single Engine Group (B)

Rev. 5 Page F-10
(C)
Same as the
(B.XX)
layouts
(C.1) (C.2) Gauge Position Left
Empty
Gauge Position Left Gauge Position Left
Empty Empty
(C.3) (C.4)
Gauge Position Left Gauge Position Gauge Position Left
Empty Empty
Left Empty
Figure F-8 GDU 700P EIS Single Engine Group (C)

Rev. 5 Page F-11
F.5 GDU 700P EIS Twin Reciprocating Engines
Table F-6 GDU 700P EIS Twin Engine

Group D E F
Y/N
Sub-Group D.1 D.2 D.3 E.1 E.2 E.3 E.4 F.1
 Manifold Pressure x x x x x x x x
 Propeller RPM x x x x x x x x
 Fuel Flow x x x x x x x x
 Oil Press x x x x x x x x
 Oil Temp x x x x x x x x
 Fuel Press x x x x
 IAT x x
 CDT x x
 Carb Temp x x
Table F-7 GDU 700P EIS Twin Engine

Y/N Sub-Group D.4 D.5 D.6 D.7
 IAT/CDT Diff
Group D
 Main Fuel Qty x x x

 Aux Fuel Qty x
 Volts / Amps x x
Y/N Sub-Group E.5 E.6 E.7 E.8 E.9 E.10 E.11 E.12 E.13 E.14
 IAT/CDT Diff x x x x x
Group E
 Main Fuel Qty x x x x x x x

 Aux Fuel Qty x x x
 Volts / Amps x x x x x
Y/N Sub-Group F.2 F.3 F.4 F.5 F.6 F.7 F.8 F.9 F.10 F.11 F.12
Group F

 Volts / Amps x x x x x x

Rev. 5 Page F-12
(D)
(D.1) (D.2)
(D.3)
(D.4) (D.5) (D.6) (D.7)
Figure F-9 GDU 700P EIS Twin Engine Group (D)

Rev. 5 Page F-13
(E)
(E.5) (E.6)
(E.1) (E.2)
(E.7) (E.8)
(E.3) (E.4)
(E.9) (E.10) (E.11) (E.12) (E.13) (E.14)
Figure F-10 GDU 700P EIS Twin Engine Group (E)

Rev. 5 Page F-14
(F)
(F.1)
(F.2) (F.3) (F.4) (F.5) (F.6)
(F.7) (F.8) (F.9) (F.10) (F.11) (F.12)
Figure F-11 GDU 700P EIS Twin Engine Group (F)

Rev. 5 Page F-15
F.6 GDU 700L EIS Single Reciprocating Engine
Table F-8 GDU 700L EIS Single Engine

Group G H K
Y/N
Sub-Group G.1 G.2 G.3 H.1 H.2 H.3 H.4 H.5 H.6 H.7 H.8 H.9 K.1 K.2 K.3 K.4
 Manifold
x x x x x x x x
Pressure
 Propeller RPM x x x x x x x x x x x x x x x x
 Fuel Flow x x x x x x x x x x x x x x x x
 Oil Press x x x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x x x
 Fuel Press x x x x x x x x
 IAT x x x x
 CDT x x x x
Table F-9 GDU 700L EIS Single Engine

Y/N Sub-Group G.4 G.5 G.6 G.7 G.8
 IAT/CDT Diff
Group G
 Main Fuel Qty x x x x

 Aux Fuel Qty x x
 Volts / Amps x x x
Y/N Sub-Group H.10 H.11 H.12 H.13 H.14 H.15 H.16 H.17 H.18 H.19 H.20
Group H & K
 Main Fuel Qty x x x x x x x x


Rev. 5 Page F-16
(G)
(G.1)
(G.4)
(G.2)
(G.5)
(G.6)
(G.3)
(G.7)
(G.8)
Figure F-12 GDU 700L EIS Single Engine Group (G)

Rev. 5 Page F-17
(H)
(H.10)
(H.1) (H.2) (H.3)
(H.11)
(H.4) (H.5) (H.6) (H.12) (H.13)
Gauge Gauge
Position Position
Left Empty Left Empty
(H.7) (H.8) (H.9) (H.14) (H.16)

(H.15)
(H.17) (H.18) (H.19) (H.20)
Figure F-13 GDU 700L EIS Single Engine Group (H)

Rev. 5 Page F-18
(K)
(K.1) (K.2)
Gauge Gauge Position
Gauge
Position Left Left Empty
Position Left
Empty Empty
Same as the (H.XX)

layouts
(K.3) (K.4)
Gauge Gauge Position Gauge
Position Left Position Left
Left Empty
Empty Empty
Figure F-14 GDU 700L EIS Single Engine Group (K)

Rev. 5 Page F-19
F.7 GDU 700L EIS Twin Reciprocating Engines
Table F-10 GDU 700L EIS Twin Engine

Group L M N
Y/N
Sub-Group L.1 L.2 L.3 M.1 M.2 M.3 M.4 N.1
 Manifold Pressure x x x x x x x x
 Propeller RPM x x x x x x x x
 Fuel Flow x x x x x x x x
 Oil Press x x x x x x x x
 Oil Temp x x x x x x x x
 Fuel Press x x x x
 IAT x x
 CDT x x
 Carb Temp x x
Table F-11 GDU 700L EIS Twin Engine

Y/N Sub-Group L.4 L.5 L.6 L.7
 IAT/CDT Diff
Group L
 Main Fuel Qty x x x

 Aux Fuel Qty x
 Volts / Amps x x
Y/N Sub-Group M.5 M.6 M.7 M.8 M.9 M.10 M.11 M.12 M.13 M.14
 IAT/CDT Diff x x x x x
Group M
 Main Fuel Qty x x x x x x x

 Aux Fuel Qty x x x
 Volts / Amps x x x x x
Y/N Sub-Group N.2 N.3 N.4 N.5 N.6 N.7 N.8 N.9 N.10 N.11 N.12
Group N


Rev. 5 Page F-20
(L)
(L.1)
(L.4) (L.5)
(L.6) (L.7)
(L.2)
(L.3)
Figure F-15 GDU 700L EIS Twin Engine Group (L)

Rev. 5 Page F-21
(M)
(M.1)
(M.5) (M.6)
(M.2)
(M.7) (M.8)
(M.9) (M.10)
(M.3)
(M.11) (M.12)
(M.13) (M.14)
(M.4)
Figure F-16 GDU 700L EIS Twin Engine Group (M)

Rev. 5 Page F-22
(N)
(N.2)
(N.1)
(N.3)
(N.4) (N.5) (N.6)
(N.7) (N.8) (N.9)
(N.10) (N.11) (N.12)
Figure F-17 GDU 700L EIS Twin Engine Group (N)

Rev. 5 Page F-23
F.8 Instructions for GDU 1060 Layouts and Similarly GDU 700 MFD/EIS Layouts
Selecting the gauge layout for all GDU 1060 EIS displays is accomplished in two steps. First, the dial type
gauges and the Fuel Flow strip are positioned within the EIS display. Next, the strip type gauges are placed
within the EIS display for the final layout. The following example can be used as a guide for the actual
gauge placement:
1. Select the gauges that are applicable to the specific EIS installation from Table F-12—up to three
total gauge selections.
2. Find the column that contains only the gauges selected in step 1.
3. Identify the group (T.2) of the column from step 2. This determines the dial type gauges and Fuel
Flow gauge placement within the GDU 1060 EIS.
Table F-12 GDU 1060 Single Engine Example (Step 1 thru 3)

Y/N Group T.1 T.2 T.3
Manifold Pressure x
 Propeller RPM x x x
 Fuel Flow x x x
 Fuel Press x
Carb Temp
4. Now using Table F-13 select the remainder of the gauges that are applicable to the EIS
installation—up to seven total gauge selections (six gauge selections for GDU 700 MFD/EIS).
5. Identify the very first column that contains all the gauges selected in step 4 (any additional gauges
present in the column will not be configured on the EIS strip).
Table F-13 GDU 1060 Single Engine Example (Step 4 and 5)

Y/N Group T.5 T.6
 Primary EGT x x
TIT
 CHT x x
 Carb Temp x x
 Oil Press x x
 Oil Temp x x
Fuel Press x
IAT
CDT
IAT/CDT Diff
 Main Fuel Qty x
Aux Fuel Qty
Volts / Amps x
In this example, group T.2 and group T.5 (see Figure F-18) determined the final layout of the EIS gauge
placement. The additional indication of fuel pressure from the strip format is removed from the
configuration.

Rev. 5 Page F-24
(T)
a. Incorrect Layout b. Correct Layout

(Empty position (Empty position
intermixed with placed at the
Group (T.5) defined gauges) bottom of EIS strip)
(T.2)
The additional
Fuel Pressure
indication is
not selected to
be displayed
Figure F-18 GDU 1060 Gauge placement
The following notes apply to all GDU 700 MFD/EIS and GDU 1060 gauge layouts:
a. Unless noted otherwise, any/all gauges that are not a required gauge for EIS per the
G500/G600 TXi STC may be replaced by empty (no gauge) positions.
b. Defined gauges and empty positions should not be intermixed during placement within the
EIS strip, as shown in Figure F-18 (a).
c. Empty gauge positions must occupy the GDU 700L MFD/EIS or GDU 1060 starting from
the bottom and moving upward within the EIS strip, as shown in Figure F-18 (b). Similarly,
empty gauge positions must occupy the GDU 700P MFD/EIS starting from the bottom-right
and moving upward and to the left within the EIS strip. When using empty (no gauge)
positions on the GDU 700P MFD/EIS, keep similar gauges adjacent to each other (e.g., Oil
Press and Oil Temp or Main Fuel Qty and Aux Fuel Qty).
d. Only a single instance of each engine parameter can be present (e.g., if the dial type IAT
gauge is selected, then the IAT/CDT Diff gauge cannot also be selected).
e. If no limitation markings are associated with the Fuel Flow gauge, it may be placed in the
MFD EIS page (instead of the main EIS strip), as shown in Figure F-19.
f. If the Oil Press and Oil Temp gauges are desired to be viewed as a dial style gauge (in
addition to being placed on the EIS strip), they can be placed in the MFD EIS (Engine)
page, as shown in Figure F-19.
Fuel Flow / CDT / IAT gauges w/o limitation markings Fuel Flow / CDT / IAT gauges w/o limitation markings
Single Engine Twin Engine
Gauge Position Left Empty
Gauge Position Left Empty
Figure F-19 Fuel Flow, IAT, or CDT with No Limitation Markings

Rev. 5 Page F-25
F.9 GDU 1060 Single Reciprocating Engine
Work through Table F-14 and Table F-15 as described in the GDU 1060 example. Find the corresponding layout using Figure F-20.
Table F-14 GDU 1060 Single Engine

Y/N Group T.1 T.2 T.3 T.4
 Manifold Pressure x
 Propeller RPM x x x x
 Fuel Flow x x x x
 Fuel Press x
 Carb Temp x
Table F-15 GDU 1060 Single Engine

Y/N Group T.5 T.6 T.7 T.8 T.9 T.10 T.11 T.12 T.13 T.14 T.15 T.16 T.17 T.18 T.19 T.20 T.21 T.22 T.23 T.24 T.25 T.26 T.27 T.28 T.29 T.30
 Primary EGT x x x x x x x x x x x
 TIT x x x x x x x x x x x x x x x
 CHT x x x x x x x x x x x x x x x x x x x x x x x x x x
 Oil Press x x x x x x x x x x x x x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x x x x x x x x x x x x x
 Fuel Press x x x x x x x x x x x x x x
 IAT x x x x x x x x
 CDT x x x x
 IAT/CDT Diff x x x x
 Main Fuel Qty x x x x x x x x x x x x x x x x x x x x x
 Aux Fuel Qty x x x x x x x x x
 Volts / Amps x x x x x x x x x x x x x x

Rev. 5 Page F-26
(T)
(T.1)
(T.5) (T.6) (T.7) (T.8) (T.9)
(T.2)
(T.10) (T.11) (T.12) (T.13) (T.14)
(T.3)
Gauge Position
Left Empty
(T.4) (T.15) (T.16) (T.17) (T.18) (T.19)
(T.20) (T.21) (T.22) (T.23) (T.24)
(T.25) (T.16) (T.27) (T.28) (T.29) (T.30)
Figure F-20 GDU 1060 Single Engine (Group T)

Rev. 5 Page F-27
F.10 GDU 1060 Twin Reciprocating Engines
Work through Table F-16 and Table F-17 as described in the GDU 1060 example. Find the corresponding layout using Figure F-21.
Table F-16 GDU 1060 Twin Engine

Y/N Group U.1
 Propeller RPM x
 Fuel Flow x
 Fuel Press
 Carb Temp
Table F-17 GDU 1060 Twin Engine

Y/N Group U.2 U.3 U.4 U.5 U.6 U.7 U.8 U.9 U.10 U.11 U.12 U.13 U.14 U.15 U.16 U.17 U.18 U.19 U.20 U.21 U.22 U.23 U.24 U.25 U.26 U.27
 Primary EGT x x x x x x x x x x x
 TIT x x x x x x x x x x x x x x x
 CHT x x x x x x x x x x x x x x x x x x x x x x x x x x
 Oil Press x x x x x x x x x x x x x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x x x x x x x x x x x x x
 Fuel Press x x x x x x x x x x x x x x
 IAT x x x x x x x x
 CDT x x x x
 IAT/CDT Diff x x x x
 Main Fuel Qty x x x x x x x x x x x x x x x x x x x x x
 Aux Fuel Qty x x x x x x x x x
 Volts / Amps x x x x x x x x x x x x x x

Rev. 5 Page F-28
(U)
(U.1)
(U.2) (U.3) (U.4) (U.5) (U.6)
(U.7) (U.8) (U.9) (U.10) (U.11)
(U.12) (U.13) (U.14) (U.15) (U.16)
(U.17) (U.18) (U.19) (U.20) (U.21)
(U.22) (U.23) (U.24) (U.25) (U.26) (U.27)
Figure F-21 GDU 1060 Twin Engine (Group U)

Rev. 5 Page F-29
F.11 GDU 700L EIS & MFD Single Reciprocating Engine
Work through Table F-18, Table F-19, Table F-20, and Table F-21 as described in the GDU 1060 example. Find the corresponding layout using Figure F-22.
Table F-18 GDU 700L Single Engine

Y/N Group V.1 V.2 V.3 V.4 V.5
 Propeller RPM x x x x x
 Fuel Flow x x x x x
 Fuel Press x
 Carb Temp x
 Main Fuel Qty x [1]
Notes:
[1] If Main Fuel Qty is configured, use Table F-21 to configure the Aux/Tip Fuel gauge.

Y/N Group V.6 V.7 V.8 V.9 V.10 V.11 V.12 V.13 V.14 V.15 V.16 V.17 V.18 V.19 V.20 V.21 V.22 V.23 V.24 V.25 V.26 V.27 V.28
 Primary EGT x x x x x x x x x x
 TIT/Dual TIT x x x x x x x x x x x x x
 CHT x x x x x x x x x x x x x x x x x x x x x x x
 Carb Temp x x x
 Oil Press x x x x x x x x x x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x x x x x x x x x x
 Fuel Press x x x x x x x x x
 IAT x x x x x x
 CDT x x x
 IAT/CDT Diff x x x
 Main Fuel Qty x x x x x x x x x x x
 Volts /Amps x x x x x x x x x

Rev. 5 Page F-30
Figure F-22 GDU 700L Single Engine (Group V)
Sheet 1 of 3

Rev. 5 Page F-31
Y/N Group V.29 V.30 V.31 V.32 V.33 V.34 V.35 V.36 V.37 V.38 V.39
 Primary EGT
 TIT/Dual TIT
 CHT x x x x x x x x x x x
 Oil Press x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x
 Fuel Press x x x x x x
 IAT x x x x
 CDT
 IAT/CDT Diff
 Main Fuel Qty x x x x x x x x x
 Volts /Amps x x x x x x

Sheet 2 of 3

Rev. 5 Page F-32
Table F-21 GDU 700L Single Engine*
Y/N Group V.40 V.41 V.42 V.43 V.44 V.45 V.46 V.47 V.48 V.49 V.50 V.51 V.52 V.53
 Primary EGT x x x x
 TIT/Dual TIT x x x x x
 CHT x x x x x x x x x x x x x x
 Carb Temp x x x
 Oil Press x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x
 Fuel Press x x x x x
 IAT x x x x
 CDT x
 IAT/CDT Diff x
 Main Fuel Qty
 Aux Fuel Qty x x x x x x x x x x x x x x
 Volts /Amps x x x x x
*Only use this table if Main Fuel Qty is configured as shown in Table F-18, V.4.

Sheet 3 of 3

Rev. 5 Page F-33
F.12 GDU 700P EIS & MFD Single Reciprocating Engine
Work through Table F-22, Table F-23, Table F-24, and Table F-25 as described in the GDU 1060 example. Find the corresponding layout using Figure F-23.
Table F-22 GDU 700P Single Engine

Y/N Group W.1 W.2 W.3 W.4 W.5
 Propeller RPM x x x x x
 Fuel Flow x x x x x
 Fuel Press x
 Carb Temp x
 Main Fuel Qty x [1]
Notes:
[1] If Main Fuel Qty is configured as a primary dial gauge, use Table F-25 to configure the Aux/Tip Fuel gauge.

Y/N Group W.6 W.7 W.8 W.9 W.10 W.11 W.12 W.13 W.14 W.15 W.16 W.17 W.18 W.19 W.20 W.21 W.22 W.23 W.24 W.25 W.26 W.27 W.28
 Primary EGT x x x x x x x x x x
 TIT/Dual TIT x x x x x x x x x x x x x
 CHT x x x x x x x x x x x x x x x x x x x x x x x
 Carb Temp x x x
 Oil Press x x x x x x x x x x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x x x x x x x x x x
 Fuel Press x x x x x x x x x
 IAT x x x x x x
 CDT x x x
 IAT/CDT Diff x x x
 Main Fuel Qty x x x x x x x x x x x
 Volts /Amps x x x x x x x x x

Rev. 5 Page F-34
Figure F-23 GDU 700P Single Engine (Group W)
Sheet 1 of 3

Rev. 5 Page F-35
Y/N Group W.29 W.30 W.31 W.32 W.33 W.34 W.35 W.36 W.37 W.38 W.39
 Primary EGT
 TIT/Dual TIT
 CHT x x x x x x x x x x x
 Oil Press x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x
 Fuel Press x x x x x x
 IAT x x x x
 CDT
 IAT/CDT Diff
 Main Fuel Qty x x x x x x x x x
 Volts /Amps x x x x x x

Sheet 2 of 3

Rev. 5 Page F-36
Table F-25 GDU 700P Single Engine*
Y/N Group W.40 W.41 W.42 W.43 W.44 W.45 W.46 W.47 W.48 W.49 W.50 W.51 W.52 W.53
 Primary EGT x x x x
 TIT/Dual TIT x x x x x
 CHT x x x x x x x x x x x x x x
 Carb Temp x x x
 Oil Press x x x x x x x x x x x x x x
 Oil Temp x x x x x x x x x x x x x x
 Fuel Press x x x x x
 IAT x x x x
 CDT x
 IAT/CDT Diff x
 Main Fuel Qty
 Aux Fuel Qty x x x x x x x x x x x x x x
 Volts /Amps x x x x x
*Only use this table if Main Fuel Qty is configured as shown in Table F-22, W.4.

Sheet 3 of 3

Rev. 5 Page F-37
F.13 GDU 700P Single Turboprop Engine Layout
Update the automatic layout template to ensure the EIS gauges and layout match the POH/AFM and this
guidance. Arrange the Torque, Propeller RPM, Engine RPM, Turbine Temp, Oil Temp, Oil Press, and Fuel
Flow gauges in the same order as shown in the POH/AFM, TCDS, or other aircraft model-specific data. If
the original gauges were oriented horizontally, configure the left-most gauge in the top-left slot, the
second-from-the-left as the second-from-the-top. Repeat the translation for the remaining gauges. Populate
the left half of the gauges first and then the right half, starting from the top.
Configure the remaining fixed gauges at the top of the right half, followed by Pilot-Select gauges, and
finally the blank gauge slots at the bottom. Only a single instance of each parameter can be present in each
EIS.
F.14 GDU 1060 Turboprop EIS

Update the automatic layout template to ensure the EIS gauges and layout match the POH/AFM and this
guidance. Arrange the Torque, Propeller RPM, Engine RPM, Turbine Temp, Oil Temp, Oil Press, and Fuel
Flow gauges in the same order as shown in the POH/AFM, TCDS, or other aircraft model-specific data. If
the original gauges were oriented horizontally, configure the left-most gauge in the top slot, the second-
from-the-left as the second-from-the-top. Repeat the translation for the remaining gauges.
Configure the remaining fixed gauges at the top, followed by Pilot-Select gauges, and finally the blank
gauge slots at the bottom. Only a single instance of each parameter can be present in each EIS.
F.15 Unique Gauge Markings

F.15.1 Range Markings Not Visible on EIS
In some cases, the range marking on the EIS gauge may not be visible when configured per the aircraft
POH/AFM. This is generally due to the range being too fine. Figure F-24 provides general guidelines to
determine when a certain range may be considered too fine to be visible.
Does the Arc cross any gauge

tick marks?
YES Is the Arc width less than 4%

NO
of the gauge range?
Does the Arc start/end

coincide with a Radial Line? YES
NO
Configure normal Arc
YES AND NO
Is the Arc width less than 2%
configure a
of the gauge range?
Line / Radial
of matching color.
NO
Configure normal Arc
Figure F-24 Gauge Range Marking Flow Chart

Rev. 5 Page F-38
The example in Figure F-25 shows the tachometer markings on a Cessna 421C. The green arc between
2185 to 2235 RPM is not visible on the EIS display. To avoid this, the range is configured on the
tachometer as a Green Line No Alert and placed it at the lower limit of the arc range. Below are some
general guidelines to follow with gauge displays:
• If possible, adjust the gauge maximum and minimum range to make arc visible
• Red and Yellow Line/Radials are required to be minimum or maximum alert lines
• If the narrow arc is near the gauge maximum, configure the line/radial at the lower limit of the arc
range
• If the narrow arc is near the gauge minimum, configure the line/radial at the upper limit of the arc
range
(A) The range between

2185 -2235 RPM
configured as a Green
Arc per the POH/AFM is
not visible on the EIS
gauge
(B) The range is made

visible by configuring a
Green Line No Alert
at the center of the
range
Figure F-25 Cessna 421C Tachometer Example
F.15.2 Gauge Range Minimum and Maximum

The minimum and maximum limits of the gauge range may be adjusted to optimize pilot interpretation of
the gauge; however, all limitations in the POH/AFM or other approved aircraft data must be displayed on
the gauge.

Rev. 5 Page F-39
F.15.3 Gauge with Varying Arc Width
The G500/G600 EIS display does not provide varying gauge arc width configuration options, as seen in
Figure F-26. For a gauge being replaced that contains a varying arc width, the gauge must be configured so
that the arc length is continuous for the intended length of the colored arc. Refer to Figure F-26 as an
example.
Varying Gauge Arc Width Continuous Gauge Arc Width

Example Example
Figure F-26 Varying Gauge Arc

Rev. 5 Page F-40
APPENDIX G RVSM REQUIREMENTS FOR TBM 700 SERIES
G.1 Group Approval ..............................................................................................................................G-2

G.2 System Description .........................................................................................................................G-3
G.2.1 Architecture 1: G600 TXi & KFC 275/325 .............................................................................G-4
G.2.2 Architecture 2: G600 TXi (Pilot Side Only) & GFC 600 ........................................................G-5
G.2.3 Architecture 3: G600 TXi & GFC 600 .....................................................................................G-6
G.2.4 RVSM Feature Enablement .....................................................................................................G-7
G.2.5 RVSM Required Avionics Check ............................................................................................G-8
G.2.6 Required Interfaces and Functions for RVSM .........................................................................G-9
G.2.7 AM-250 Implementation ........................................................................................................G-10
G.2.8 Pitot-Static Connections .........................................................................................................G-11
G.2.9 Transponder ............................................................................................................................G-13
G.3 Checkout .......................................................................................................................................G-14
G.3.1 Electrical System ....................................................................................................................G-14
G.3.2 Pitot-Static Systems ................................................................................................................G-14
G.3.3 RVSM In-Flight Altitude Hold Check ...................................................................................G-18
G.4 Updating Aircraft Documentation ................................................................................................G-19
TBM 700 (850) series aircraft that comply with the installation guidance in this appendix are eligible for
RVSM Group approval. This section provides details for the RVSM requirements and installation guidance
for G600 TXi Only.

Rev. 5 Page G-1
G.1 Group Approval
The G600 TXi TBM700 series RVSM Group Approval is applicable to eligible aircraft that are modified in
accordance with this manual. Eligible aircraft for the G600 TXi TBM700 series RVSM Group Approval
are TBM700A, B, C and N (TBM850) series variants (S/N 014-433). TBM700 series aircraft with G1000
Integrated Flight Decks installed in accordance with Socata Modification Sheet MOD70-0276-00 used for
retrofit of A, B, and C series aircraft and MOD70-0176-00 used for N (TBM850) series aircraft are not
eligible for G600 TXi RVSM group approval.

Rev. 5 Page G-2
G.2 System Description
Three general architectures are approved for installation that make aircraft modified in accordance with the
requirements of the STC eligible to operate in RVSM airspace. Each architecture has specific prerequisites
and co-requisites that must be met for the aircraft to be eligible for operations in RVSM Airspace.
Aircraft modified in accordance with this STC, which comply with this appendix, qualify for operation in
RVSM airspace as a group in accordance with Title 14 of CFR Part 91, Appendix G, Operations in
Reduced Vertical Separation Minimum (RVSM) Airspace, and FAA AC 91-85A, Authorization of Aircraft
and Operators for Flight in Reduced Vertical Separation Minimum Airspace. Data in this appendix takes
precedence over other guidance in this manual. Other features or interfaces not specified in this appendix
may be installed in accordance with this manual.

Rev. 5 Page G-3
G.2.1 Architecture 1: G600 TXi & KFC 275/325
The following equipment must be previously installed.
• KFC 275 or KFC 325 autopilot
• AM-250 altitude measurement system installed on co-pilot’s side
• A transponder with altitude reporting capability
• Static ports identified in Table G-1 must be installed and comply with the required surface
conditions and alignment tolerances
• The pitot-static systems must pass the required service checks
Installation of this equipment is beyond the scope this document, and should be installed in accordance
with manufacturer instructions and Socata SB 70-120-34 or other approved data.
The following equipment must be installed per the installation data in this installation manual.
• GDU 700/1060 PFD on the pilot side
• GSU 75B or GDC74B with SSEC enabled
• GAD 43e
STANDBY
ALTIMETER ALTITUDE XPNDR 1
PILOT PFD GDU 700/1060

CO-PILOT
ADC 2 ALTIMETER
STANDBY
AIRSPEED AM-250
ALTITUDE
XPNDR 2
(OPTIONAL)
ALT PRESELECT ALT HOLD
ADC 1 SIGNALS OSCILLATOR
VS & ALT CAPTURE

GSU 75 B/GDC 74 B GAD 43 e KCP 220
ALT HOLD ENGAGE
AIR DATA &

ACCELERATIONS
TXi STC Equipment Existing Equipment
KDC 222
Figure G-1 TBM 700 RVSM System Diagram: Architecture 1

Rev. 5 Page G-4
G.2.2 Architecture 2: G600 TXi (Pilot Side Only) & GFC 600
• GFC 600 AFCS
• AM-250 altitude measurement system installed on co-pilot’s side
• GDU 700/1060 PFD on the pilot side
• GSU 75B or GDC74B with SSEC enabled
STANDBY
ALTIMETER
PILOT PFD GDU 700/1060
CO-PILOT
ADC 2 ALTIMETER
STANDBY
AIRSPEED AM-250
ALTITUDE
XPNDR 2
(OPTIONAL)
ALTITUDE
ADC 1
GSU 75 B/GDC 74 B XPNDR 1

AIR DATA
& MODE ANNUN.
Other STC
Equipment
GMC 605
GSA 87 SERVOS

Rev. 5 Page G-5
G.2.3 Architecture 3: G600 TXi & GFC 600
• GFC 600 AFCS
• GDU 700/1060 PFD on the pilot side.
• GDU 700/1060 PFD on the co-pilot side.
• GSU 75B with SSEC enabled as ADC Sensor 1.
• GSU 75B or GDC 74B with SSEC enabled as ADC Sensor 2.
STANDBY
ALTIMETER
PILOT PFD GDU 700/1060 HSDB CO-PILOT PFD GDU 700/1060

CROSSFILL
STANDBY
AIRSPEED
ADC 1 ALTITUDE ADC 2 ALTITUDE
XPNDR 2
GSU 75B XPNDR 1 GSU 75B/GDC 74B
(OPTIONAL)
AIR DATA
& MODE ANNUN.
GMC 605 Other STC

Equipment
GSA 87 SERVOS

Rev. 5 Page G-6
G.2.4 RVSM Feature Enablement
For RVSM operations, Static Source Error Correction (SSEC) must be enabled. To enable SSEC for
installations equipped with a GSU 75B, use the following procedure.
1. Insert an RVSM unlock card and restart the GDU in configuration mode.
2. Enable RVSM (System Management → Feature Enablement → RVSM → Enable)
3. Verify TBM 700/850 is shown and the lock turns green.
4. Copy airframe configuration to the ADC (Home → Interfaces → ADC1 Settings → Copy GDU to
ADC → OK).
5. Verify the configuration on the ADC now says GSU 75 Socata TBM 850 G600 2.
G.2.4.1 G600 TXi Upgrades

For aircraft that are upgrading to the G600 TXi system, the GDC 74B installed with the legacy G600 may
be retained. The enablement procedure for aircraft which have been previously enabled for RVSM and
aircraft which are equipped with a GDC 74B which has not been enabled for RVSM operations is the
same.
1. Insert an RVSM unlock card and restart the GDU in configuration mode.
2. Enable RVSM (System Management → Feature Enablement → RVSM → Enable).
3. Select aircraft type as TBM 850 (Home → Interfaces → ADC1 Settings → Aircraft → TBM 850).
CAUTION
For aircraft upgrading from the G600 to the G600 TXi, the ADC1/ADC2 switch must be
removed. ADC switching is completed through the PFD.

Rev. 5 Page G-7
G.2.5 RVSM Required Avionics Check
The following avionics and equipment are required for RVSM eligibility.
Table G-1 Required Equipment
Hardware [6] Minimum Number Installed
Description P/N Architecture 1 Architecture 2 Architecture 3
AM-250 70259N01D01 1 1 0
GAD 43e 011-02349-00 1 0 0
GSU 75B: 011-03094-40
ADC [1] 1 1 2 [7]
GDC 74B: 011-01110-00
GSU 75B: 011-03094-40
AHRS [1] 1 1 2 [7]
GRS 77: 011-00868-00
GDU 700: 011-03306-( )
PFD [1][5] 1 1 2
GDU 1060: 011-03308-( )
GMU 44: 011-00870-( )
GMU 1 1 2
GMU 44B: 011-04201-00
KCP-220 [2] 065-00064-0008 1 0 0
GMC 605 [3] 011-02967-02 0 1 1
Transponder [4] 1 1 1
Static Port T700A3415017101 2 2 2
Notes:
[1] Any of the LRUs shown are acceptable unless otherwise noted.
[2] Installed as part of the KFC 275 or KFC 325 autopilot system.
[3] Installed as part of the GFC 600 system.
[4] Transponder must have altitude reporting capability.
[5] Internal AHRS units are NOT approved for RVSM operation by this STC.
[6] Equipment software versions are defined in Appendix C.
[7] ADC 1 must be a GSU 75B

Rev. 5 Page G-8
G.2.6 Required Interfaces and Functions for RVSM
The G600 TXi must display the flight director, provide altitude preselect/vertical speed functionality,
provide altitude altering, and have the RVSM enabled per Table G-3 and Table G-4. This appendix only
applies to RVSM specific requirements; other G600 TXi interfaces specified in this manual are optional for
the installation.
Table G-2 RVSM Required Functions

G600 TXi Interfaces Configuration Notes
Altitude Alerter Section 5.5.6 200 FT Chime or 1000 FT Chime

Feature Enablement
Section 5.3.3 Enablement Card per Table 3-7
(TBM 700/850)
NOTE
The connection of a GDU 700P/1060 to an audio panel is required for Altitude Alert
tones. Refer to Appendix Section C.23 for approved audio panels.
G.2.6.1 Architecture 1 Interfaces
NOTE
The KAS 297C is removed and the Altitude Preselect function is provided by the GAD 43e.
Table G-3 RVSM Required Interfaces: Architecture 1
G600 TXi Interfaces Interconnect Drawing(s) Configuration
Section 5.4.11,
Autopilot Flight Director Figure B-32 and Figure B-33 Appendix Section
C.15
Section 5.4.6
GAD 43e for Altitude Preselect Appendix Section
C.14
G.2.6.2 Architecture 2 & 3 Interfaces

Table G-4 RVSM Required Interfaces: Architecture 2 & 3
G600 TXi Insterfaces Interconnect Drawings Configuration
Section 5.8.2.2
Autopilot Flight Director Figure B28
Appendix C.12

Rev. 5 Page G-9
G.2.7 AM-250 Implementation
The AM-250 must be retained or installed on the co-pilot’s side for architectures 1 and 2. Installation of the
AM-250 is beyond the scope of this document. Refer to the manufacturer’s instruction and Socata
SB 70-120-34. The co-pilot’s AM-250 altitude hold oscillator signal must be connected to the KCP-220
flight computer for architecture 1.
To connect the co-pilot’s AM-250 as required, remove and stow the previously installed altitude hold
oscillator signal wires from the KCP-220. Connect the co-pilot’s AM-250 Plug 1, Pins 26 and 34 to the
autopilot computer KCP-220 Plug 2, Pin 12 (Refer to Socata drawing T700 C 34 16 502).
If retained, the AM-250 must be configured as ADC 2 under 3rd Party ADC (Interfaces → ADC2 → 3rd
Party ADC).
GDU700/1060 GARMIN ADC #1

GSU GDC
PFD #1 75B 74B
P4 P751 P741
A 1 27 26 A
B 21 7 27 B
s s
IN 19 69 11 OUT
~RS-232 5 OUT 20 70 10 IN RS-232 1
GND 18 68 12 GND
s s
75 6 SYSTEM ID 1*
N/C 57 71 SYSTEM ID 2*
48 7 SIGNAL GROUND
P2501 AM-250 ADC #2 (M44)

(P1)
A 3 14 A
~ARINC 429 IN 3 ARINC 429 OUT
B 23 13 B
s s
P2202 N/C 23 LEFT/RIGHT

KCP 220 (A82)
(P2)
3
ALT OSCL IN 12 26 AUTO PILOT OUT
34 AUTO PILOT RET
1 ALL WIRES 24 AWG OR LARGER UNLESS OTHERWISE SPECIFIED
2 SHIELD LEADS MUST BE LESS THAN 3.0"
3 STOW OR REMOVE ALL OTHER 4.75MHz ALTITUDE OSCILLATOR WIRING PREVIOUSLY CONNECTED TO KDC 222, AM-
250#1 (REMOVED), OR KAS 297 (REMOVED). ONLY DEPICTED ALTITUDE OSCILLATOR WIRING MAY REMAIN
CONNECTED.
Figure G-4 ADC/AM-250 Interconnect

Rev. 5 Page G-10
G.2.8 Pitot-Static Connections
The G600 TXi and standby instruments must be connected per all the relevant sections contained in this
manual and the pitot-static systems as shown in Figure G-5 or Figure G-6.
G.2.8.1 Pitot-Static Connections: Architecture 1 & 2

To supply altimeter data for altitude display, altitude alerting, and altitude preselect, the ADC must be
connected to Pitot-static System 1. To supply altitude hold oscillator data to the autopilot system (KFC
275/325 only), the AM-250 altimeter must be connected to Pitot-static System 2. The standby instruments
must be connected to Pitot-static system 2.
FORWARD PRESSURE
BULKHEAD
OUT
(1) (4) #1
(2) EMG
INSTRUMENT PANEL
(5)
(3)
(1) STANDBY INSTRUMENTS

(2) ALT. DISPLAY #1
(3) AIR DATA SOURCE #1
(4) AIR DATA SOURCE/DISPLAY #2
(5) EMERGENCY STATIC
PITOT 1 SOURCE SELECTOR
PITOT 2
DRAWING
NOT TO SCALE
STATIC 2 STATIC 2
STATIC 1 STATIC 1
AFT PRESSURE BULKHEAD

EMERGENCY STATIC
Figure G-5 G600 TXi RVSM Pitot-Static Connections

Rev. 5 Page G-11
G.2.8.2 Pitot-Static Connections: Architecture 3
To supply altimeter data for altitude display, altitude alerting, and altitude preselect, ADC 1 (GSU 75B)
must be directly connected to Pitot-Static 1, ADC 2 must be connected to Pitot-Static 2. Standby
instruments must be connected to Pitot-Static 2.
FORWARD PRESSURE
BULKHEAD
OUT
(1) #1
(2) (4) EMG
INSTRUMENT PANEL
(6)
(3)* (5)*
(1) STANDBY INSTRUMENTS

(2) ALT. DISPLAY #1
(4) ALT. DISPLAY #2
(6) EMERGENCY STATIC
SOURCE SELECTOR
PITOT 1
* LOCATION MAY VARY
PITOT 2
DRAWING
NOT TO SCALE
STATIC 2 STATIC 2
STATIC 1 STATIC 1
AFT PRESSURE BULKHEAD

EMERGENCY STATIC
Figure G-6 G600 TXi RVSM Pitot-Static Connections

Rev. 5 Page G-12
G.2.9 Transponder
If only a single transponder is installed, it should be able to transmit altitude information from either air
data source. A means of accomplishing this is to wire the transponder to GDU #1 via RS-232 or
ARINC 429. The altitude output from the GDU will follow the sensor source selection on the GDU.

Rev. 5 Page G-13
G.3 Checkout
G.3.1 Electrical System
Perform interface and functional check-outs for all relevant G600 TXi electrical loads, interfaces and
functions installed per this manual and Table G-3 and Table G-4.
Check the power distribution wiring by selecting EMER using the ESS BUS TIE selector. The primary
flight data displayed on the GDU 700P/1060 must remain operational.
NOTE
G600 TXi display of ancillary functions (i.e., Rad Alt, MB, ADF, DME) may be lost when
EMER is selected.
For aicraft with a single PFD using the AM250 as ADC2, perform the following:
1. Power on the GDU 700P/1060 in Normal mode. Air data and GPS position must be valid.
2. Switch air data to ADC2 (Menu → Sensors → ADC2).
3. Verify OAT and TAS are dashed out on the PFD.
4. Switch air data back to ADC1 (Menu → Sensors → ADC1).
5. Verify OAT and TAS are available on the PFD.
For aircraft equipped with dual PFDs, perform the following on each display:
1. Power on the GDU 700P/1060 in Normal mode. Air data and GPS position must be valid.
2. Switch air data to ADC2 (Menu → Sensors → ADC2).
3. Verify Air Data is available on the PFD.
4. Switch air data back to ADC1 (Menu → Sensors → ADC1).
5. Verify Air Data is available on the PFD.
G.3.2 Pitot-Static Systems

Pitot-static System 1, Pitot-static System 2, and calibration of the AM-250, must meet the criteria in the
following sections. The air data tests and surface checks are required following the initial installation. The
G600 TXi system must be maintained per G500/G600 TXi Instructions for Continued Airworthiness.

Rev. 5 Page G-14
G.3.2.1 Air Data Test
The air data systems must be tested and maintained in accordance with Socata Maintenance Manual
except as follows.
The following altimeter checks must be used in lieu of the Socata Maintenance Manual 34-11-00,
table 503 and Section 6.3.1.3 with the following exceptions:
• For paragraph (b)(1)(i) Scale Error, use of Table G-5 instead of 14 CFR 43, Appendix E, Table I.
• Do not perform paragraph (b)(1)(iv), Friction.
• Do not perform paragraph (b)(1)(vi), Barometric Scale Error.
The following Air Data and Altitude Alerter Tests are to be performed in conjunction with any other
regulated tests. The Air-Data test must be performed on both pilot and co-pilot systems with a calibrated
Pitot-static test set with a combined accuracy/repeatability specification of less than ±20 feet for the test
altitude range.
NOTE
The standby altimeter is connected to the co-pilot side static system and it is not SSEC
corrected.
1. Connect the Pitot-static tester to the aircraft left and right Pitot and static ports in accordance with
Socata Maintenance Manual section 34-11-00.
2. Perform a Pitot-static system leak check of each system as described in Socata Maintenance
Manual section 34-11-00.
3. File the results with the aircraft maintenance records.
4. Verify that the altimeter baro-setting is 29.92 in Hg (1013.25 millibar) on both sides.
5. Verify the Altitude Alerter annunciation and alert tones at test level of 29,000 feet during the Air
Data test.
a. To set the altitude alerter to the current altitude navigate to the ALT menu and press the inner
PFD knob.
6. Simulate the altitudes and airspeeds for each condition shown in Table G-5.
7. Record the altitude displayed on each GDU 700P/1060 or AM-250 for each condition on Table G-
5.
8. Verify that the indicated altitudes are within allowable tolerances.
9. File the results with the aircraft maintenance records.
If either the pilot or co-pilot air data system does not meet the tolerances specified, maintenance checks
should be performed on the air data system or the Pitot-static system.

Rev. 5 Page G-15
Table G-5 Air Data Test Points
Test Point Altitude Tolerance Range (ft)
Nominal
Altitude Airspeed Altitude Air Data 1 Air Data 2
(ft) (kts) (ft)
GSU 75B GDC 74B GSU 75B GDC 74B AM 250
-20 to 20 -20 to 20 -20 to 20 -20 to 20 -20 to 20
0 0
0
24 to 64 24 to 64 24 to 64 24 to 64 24 to 64*
150 44*
980 to 1020 980 to 1020 980 to 1020 980 to 1020 980 to 1020
1000 40 1000
2007 to 2057 2007 to 2057 2007 to 2057 2007 to 2057 2007 to 2057
2000 120 2032
4009 to 4059 4009 to 4059 4009 to 4059 4009 to 4059 4009 to 4059
4000 120 4034
8008 to 8068 8008 to 8068 8008 to 8068 8008 to 8068 8013 to 8063
120 8038
8000 8129 to 8249 8129 to 8249 8129 to 8249 8129 to 8249 8194 to 8244
300 8219
10029 to 10089 10029 to 10089 10029 to 10089 10029 to 10089 10034 to 10084*
10000 150 10059*
11007 to 11077 11007 to 11077 11007 to 11077 11007 to 11077 11012 to 11072
11000 120 11042
13025 to 13105 13025 to 13105 13025 to 13105 13025 to 13105 13035 to 13095
13000 150 13065
14027 to 14107 14027 to 14107 14027 to 14107 14027 to 14107 14037 to 14097
14000 150 14067
16060 to 16140 16055 to 16145 16060 to 16140 16055 to 16145 16070 to 16130
16000 180 16100
18105 to 18185 18100 to 18190 18105 to 18185 18100 to 18190 18115 to 18175
18000 210 18145
20016 to 20096 20009 to 20103 20016 to 20096 20009 to 20103 20026 to 20086
120 20056
20042 to 20122 20035 to 20129 20042 to 20122 20035 to 20129 20052 to 20112*
20000 150 20082*
20284 to 20364 20277 to 20371 20284 to 20364 20277 to 20371 20294 to 20354
300 20324

Rev. 5 Page G-16
Table G-5 Air Data Test Points
Test Point Altitude Tolerance Range (ft)
Nominal
Altitude Airspeed Altitude Air Data 1 Air Data 2
(ft) (kts) (ft)
GSU 75B GDC 74B GSU 75B GDC 74B AM 250
29035 to 29119 29005 to 29149 29035 to 29119 29005 to 29149 29042 to 29112
120 29077
29071 to 29155 29041 to 29185 29071 to 29155 29041 to 29185 29078 to 29148*
29000 150 29113*
29405 to 29489 29375 to 29519 29405 to 29489 29375 to 29519 29412 to 29482
300 29447
33041 to 33139 33018 to 33162 33041 to 33139 33018 to 33162 33049 to 33131
120 33090
33082 to 33180 33059 to 33203 33082 to 33180 33059 to 33203 33090 to 33172*
33000 150 33131*
33470 to 33568 33447 to 33591 33470 to 33568 33447 to 33591 33478 to 33560
300 33519
* Test points and tolerances correspond with Socata maintenance manual, 34-11-00, table 503.

Rev. 5 Page G-17
G.3.2.2 Surface Checks
The TBM700 series aircraft with RVSM privileges require external checks per Socata Maintenance
Manual 05-10-01, ATA 53 for Standard and Progressive inspection intervals. Refer to Socata Maintenance
Manual 53-00-00 for fuselage surface check procedures.
G.3.3 RVSM In-Flight Altitude Hold Check

In addition to the autopilot performance checks specified in this manual, RVSM operation requires that the
autopilot system accurately maintain the acquired altitude during non-turbulent, non-gust cruise
conditions. The autopilot must be shown to meet the performance specification of the following in-flight
altitude hold test.
1. Verify the following conditions (normal RVSM cruise flight):
◦ Altitude FL290 to FL310
◦ Altimeter setting 29.92 in Hg (1013 HPA)
◦ Autopilot altitude hold engaged
◦ Non-turbulent, non-gust conditions
2. Record the data specified in Table G-6 from the primary cockpit displays every 5 minutes for a
minimum flight segment of 30 minutes in length. The maximum altitude deviation shown on the
display throughout the test should not exceed ±65 feet.
If the aircraft fails to hold altitude to this tolerance, repeat the check ensuring that the airspeed remains
constant and the air remains stable during the entire test. If the test still fails, perform maintenance checks
on the G600 TXi system, then repeat the test. RVSM operations are prohibited until the autopilot is capable
of maintaining altitude within ±65 feet of the selected cruise altitude.
Table G-6 Altitude Hold Check Log
Aircraft S/N: Pilot:
Date: En route to:
Pilot Co-pilot
Time (hr:min)
Altitude (ft) Airspeed (kt) Altitude (ft) Airspeed (kt)
0:00
0:05
0:10
0:15
0:20
0:25
0:30
0:35
0:40
0:45
0:50
0:55
1:00

Rev. 5 Page G-18
G.4 Updating Aircraft Documentation
In the aircraft logbook, make an entry recording installation of the G600 TXi MFD/PFD System per
Appendix G of 190-01717-B3 for the Airworthiness Approval of TBM700 Series Aircraft in RVSM
Airspace.
Ensure that the correct G600 TXi TBM 700 RVSM Airplane Flight Manual Supplement
(P/N 190-01717-B4) revision is inserted in the Airplane Flight Manual (AFM) or Pilot’s Operating
Handbook (POH).

Rev. 5 Page G-19
APPENDIX H HIRF AND LIGHTNING PROTECTION
H.1 Shielded Wire and Harness Overbraiding ......................................................................................H-2

H.2 PC-12 Stick Pusher and Warn-tone Interface (G600 TXi System Only) .......................................H-4
H.2.1 Materials Required but Not Supplied .....................................................................................H-4
H.2.2 Overbraid Installation Procedure ............................................................................................H-5
H.3 Lightning Zones for GTP 59 and GMU 44 ....................................................................................H-9
H.3.1 Wings .....................................................................................................................................H-9
H.3.2 Fuselage ................................................................................................................................H-13
H.3.3 Empennage ...........................................................................................................................H-24
H.4 Example Lightning Zoning Diagrams ..........................................................................................H-25

Rev. 5 Page H-1
H.1 Shielded Wire and Harness Overbraiding
When extending existing sensor wiring, it is required to maintain continuity of the wire shield and the
existing harness overbraid. The following section outlines a method for maintaining shield and harness
overbraid continuity.
Refer to Figure H-1 and Figure H-2 for examples.
For the shielded wire(s), the shield on both sides of the open segment must be reconnected after the splice
is complete with a spacing of approximately 3 inches or less in total length.
1. Use solder sleeves with an insulated shield drain to jumper the shield ends together.
2. Protect the open segment of wire with fusion tape.
3. Start the wrap by making a complete turn of the tape around the cable approximately 0.5 inches
from the repair area.
4. Overlap the preceding wrap by 50%.
5. Extend the tape over the repair area by approximately 0.5 inches.
6. Use lacing tape to spot tie the end of the fusion tape.
1/2" 3" Segm ent O pening 1/2"

Insulated Shield D rain
Shielded wire Fusion tape Lacing Cord Shielded w ire

Figure H-1 Shielded Wire Splice

Rev. 5 Page H-2
For harness overbraid extensions, the joining section must maintain a full circular continuity around the
cross-sectional area of the overbraid.
NOTE
Approximately 1 inch of fusion tape must be placed on the wire under the frayed end of
overbraid that contacts the wire(s) to protect from chaffing.
1. Wrap approximately 1 inch of fusion tape around the wire(s) near the end where the overbraid
contacts the wire(s).
2. Spot tie the overbraid with lacing cord at the point where the ovrbraid contacts the fusion tape.
3. Extend the overbraid so that it overlaps the existing overbraid at least 3 inches.
4. Secure the overlapped overbraid with lacing cord approximately 0.5 inches from the end.
5. Apply fusion tape to cover the end of the overbraid.
6. Start the wrap by making a complete turn of the tape around the overbraid approximately
0.5 inches from the repair area.
7. Overlap the preceding wrap by 50%.
8. Extend the tape past the spliced overbraid by approximately 0.5 inches.
9. Use lacing tape to spot tie the end of the fusion tape.
Overbraid Lacing Cord Lacing Cord Overbraid
Fusion tape 1/2" 1/2"
3" minimum of overlap

Figure H-2 Harness Overbraid Splice

Rev. 5 Page H-3
H.2 PC-12 Stick Pusher and Warn-tone Interface (G600 TXi System Only)
Each GDU connector that interfaces directly to the Stick Pusher and Warn-tone Generator (SPWG) must
be terminated and overbraided as described in this section (e.g., Figure B-40, EMCA SWPG).
H.2.1 Materials Required but Not Supplied

The following materials are required to install overbraid:
• Tinned copper flat braid, 3/4”, QQB575F36T781 (recommended)
OR
Tinned copper tubular braid, 7/16”, QQB575R30T437
• Shield terminators (P/N S03-XX-R-9035-100 (Raychem))
• Silicone fusion tape (Garmin P/N 249-00114-00)
• Lacing Cord

Rev. 5 Page H-4
H.2.2 Overbraid Installation Procedure
1. Cut a piece of overbraid to a length of 12 inches ± 1 inch.
2. Slide this overbraid over the wire bundle and down out of the way of future work.
NOTE
These steps may be performed after the wire bundle is terminated to the GDU connector.
3. Terminate the shields as described in Section 4.1 and the general notes in Appendix B. Use shield
terminators (P/N S03-xx-R-9035-100 (Raychem)). These terminators use shield drain wires that
are uninsulated and braided.
4. Insert all of the required wires into the GDU connector. Refer to Figure H-3.
5. Separate the individual wires entering the connector into two halves. Wrap each half in silicone
fusion tape (Garmin P/N 249-00114-00) where the wires will be underneath the strain relief. Refer
to Figure H-3.
6. Wrap the bundle with three layers of silicone fusion tape approximately 3-5 inches from the back
of the connector. Refer to Figure H-3.
Figure H-3 Wire Termination at GDU Connector

Rev. 5 Page H-5
7. Fold the connector end of the overbraid out and back so it can be positioned close to the plug, as
shown in Figure H-4. Slide the overbraid back up into its final position and fasten its end to the
wire bundle with three layers of silicone fusion tape. Refer to Figure H-4.
8. Approximately 3 inches from where the braid is fastened with silicone fusion tape, poke a series of
holes around (circumferentially) the overbraid and pull the individual shield terminations out. Pull
them out so that they are evenly distributed around the bundle. Refer to Figure H-4.
Figure H-4 Shield Termination and Overbraid Preparation
9. Cut the braided shield drains to a length of 3 inches ± 0.5 inches. Arrange the individual braids
circumferentially around the bundle. Use three layers of silicone fusion tape to secure them. The
shield braid must be in direct contact with the overbraid. Refer to Figure H-5.
Figure H-5 Shield Termination Placement

Rev. 5 Page H-6
10. Fold the excess braid back so that the connector strain relief will clamp over the folded end. The
open end must enclose the shield terminations. Trim off any frayed overbraid. Using the three
strain relief screws, fasten the folded end of the braid to the connector strain relief being careful
not to pinch any wires. The middle screw of the strain relief should go through the overbraid. Refer
to Figure H-6.
Figure H-6 Overbraid Placement
11. Secure the end of the fold with three layers of silicone fusion tape and continue to wrap the
overbraid with silicone fusion tape 1.5 inches back from the strain relief. Refer to Figure H-7.
12. Use lace cord 2 inches back from the connector strain relief. The lacing cord should compress the
individual shield drains to the overbraid. Refer to Figure H-7.
Figure H-7 String Tie Placement

Rev. 5 Page H-7
13. Wrap the lacing cord with a layer of silicone fusion tape to prevent chafing against adjacent
harnesses. Refer to Figure H-8.
Figure H-8 Final Assembly

Rev. 5 Page H-8
H.3 Lightning Zones for GTP 59 and GMU 44
This section provides lightning zoning diagrams for various types of aircraft to facilitate correct placement
of the GMU 44 and GTP 59. Additional restrictions related to the placement of the GMU 44 and GTP 59
can be found in Section 4.6.1 and Section 4.6.2, respectively.
The zoning levels correspond to the severity of lightning strikes and probability of occurrence on the
aircraft. The order of severity starting with the safest zone is Zone 3, 2A, 2B, 1C, and 1A/1B. The GMU 44
and GTP 59 cannot be installed in Zones 1A, 1B, 1C, or 2B.
All diagrams in this appendix use the legend shown in Table H-1. The zoning described is split into the
following: wings, fuselage, and empennage. For the particular airframe, the applicable wings, fuselage,
and empennage zoning should be merged to get a complete zonal definition. The zoning figures applicable
to any particular model are found in Table D-1. If there is a region of overlapping zones, the more severe
zone should always be applied (i.e., if Zone 2A and 1A overlap in a region, then the overlapping region
should be considered Zone 1A). Examples of complete lightning zoning diagrams can be found in
Appendix Section H.4.
Table H-1 Lightning Zoning Legend

Shading Zone Shading Zone
Zone 1A Zone 2A
Zone 1B Zone 2B
Zone 1C Zone 3
H.3.1 Wings
The different zoning for wingtips and wings are contained in the following subsections.
H.3.1.1 Wingtips
H.3.1.1.1 Aircraft Not Limited to VFR Operation
NOTE
This zoning section is applicable to those aircraft models that are not limited to VFR
operation only in Table D-1. For zoning of models limited to VFR operation only, refer to
Appendix Section H.3.1.1.2.
Zoning of various types of wingtips is shown in Figure H-9. Figure H-9A shows zoning for straight
wingtips. Figure H-9B shows zoning for curved wingtips. The zones are similar to those of straight
wingtips. The main difference is that Zone 1 extends from the outboard edge of the wing past the tangent
point of the chord and 0.5 meters inboard.
Figure H-9C shows zoning for winglets. Note that the winglet figure shows a flattened winglet. Winglet
classifications are very similar to those of curved wingtips. The main difference is that Zone 1 extends
from the outboard edge of the wing past the tangent point of the winglet and 0.5 meters inboard.
Figure H-9D shows zoning for tip tanks. The rule that applies to tip tanks is very similar to that of the
curved wing. The main difference is that Zone 1 extends 0.5 meters past the inboard edge of the tip tank.

Rev. 5 Page H-9
.
A (STRAIGHT WINGTIP) B (CURVED WINGTIP)
C (WINGLET) D (TIP TANKS)

Figure H-9 Zoning for Wingtips on Aircraft Not Limited to VFR Operation

Rev. 5 Page H-10
H.3.1.1.2 Aircraft Limited to VFR Operation
This zoning section is applicable to those aircraft models that are limited to VFR operation only in
Appendix D. For zoning of models that are not limited to VFR operation only, refer to
Appendix Section H.3.1.1.1.
NOTE
The aircraft must have a position light in the wing tip area as a prerequisite for this STC.
If there is no position light on the wing, then no Zone 3 exists and the GTP 59 cannot be installed on this
particular aircraft. For those aircraft identified as VFR in Appendix D, the following criteria is used to
determine the Zone 3 area:
• Zone 1A/1B finishes as shown in Figure H-9 or 0.5 meters inboard from the inboard edge of the
position light, whichever is the greater distance from the outboard edge of the wing tip, as shown
in Figure H-10
• Zone 2A/2B extends a total of 2.1 meters inboard of Zone 1A/1B
• Zone 3 extends inboard of Zone 2A/2B from the wing tip and stops at another Zone 1A/1B or
2A/2B determined from other areas of Appendix Section H.3.2

Rev. 5 Page H-11
.
A (STRAIGHT WINGTIP) B (CURVED WINGTIP)
C (WINGLET) D (TIP TANKS)

Figure H-10 Zoning for Wingtips on Aircraft Limited to VFR Operation

Rev. 5 Page H-12
H.3.1.2 Landing Gear
The landing gear is considered Zone 1A. The struts that connect the landing gear to the wings are Zone 2A.
Each side of landing gear is zoned individually. If there is a single strut connecting the landing gear to the
wing, then the inboard and outboard edges of the landing gear should be used for zoning instead of using
the connection point of the wing and the strut. In addition to the zoning shown in Figure H-11, the zoning
described for the fuselage and wings also applies. The floats for a float-mounted fuselage have not been
zoned because they do not influence the zoning of the bottom of the fuselage. Neither the GTP 59 nor the
GMU 44 can be mounted on landing gear, including floats, or its struts.
Figure H-11 Zoning for Wings Affected by Landing Gear
H.3.2 Fuselage
This section describes the zoning for several different types of fuselages. The empennage is zoned in
Appendix Section H.3.3. Aft of every Zone 2A is a 0.15 meter Zone 2B (i.e., Zone 2A is followed by a
0.15 meter Zone 2B). Although Zone 2B areas are marked on the diagrams, sometimes their widths are not
defined (0.15 meters should be used in these cases). The horizontal stabilizer of the tail is NOT zoned
because neither the GTP 59 nor the GMU 44 can be mounted there. In addition, neither the GTP 59 nor the
GMU 44 can be mounted within 0.5 meters of the rear-most point of the fuselage. Appendix Section H.3.3
explains the conditions under which the GTP 59 or GMU 44 can be mounted on the vertical stabilizer.
Although all diagrams show low wing aircraft, the same zoning can be applied to high wing aircraft. The
values d1 and d2 are defined as follows:
d1 = 1.3m (51.2”)
d2 = 2.6m (102.4”)

Rev. 5 Page H-13
H.3.2.1 Single-Propeller Aircraft
Zoning of low- or high-wing aircraft with single propellers is shown in Figure H-12. The area of the nose
immediately aft of the propeller is Zone 3. The 0.6 meter distance should be measured from the outboard-
most edge of the fuselage or the tip of the propeller, whichever is longer. Figure H-14 shows the case of an
aircraft with a curved fuselage. The portion of the fuselage that extends 1.3 meters aft of the propeller
blades is Zone 1C. However, the bottom centerline is Zone 2A, and it is acceptable to mount the GTP 59
there.
Figure H-12 Zoning for a Single Propeller (Low- or High-Wing)

Rev. 5 Page H-14
A
Figure H-13 Zoning for a Low- or High-Wing Canard with a Rear-Mounted Propeller

Rev. 5 Page H-15
A
NOTE
The bottom centerline is Zone 2A, and it is acceptable to mount the GTP 59 there.
Figure H-14 Zoning for a Low- or High-Wing Aircraft with a Curved Lower Fuselage

Rev. 5 Page H-16
A
B
Figure H-15 Zoning for a Single, Rear-Mounted Prop above Fuselage

Rev. 5 Page H-17
H.3.2.2 Aircraft with Multiple Propellers
Zoning of low- or high-wing aircraft with twin front-mounted propellers is shown in Figure H-16. The text
below assumes the aircraft fuselage and wing are constructed of metal. Note that Zone 2A can overlap onto
the nacelles if they are within 0.6 meters outboard of the fuselage.
Zoning of low- or high-wing aircraft with rear-mounted twin propellers is shown in Figure H-17. The text
below assumes the aircraft fuselage and wing are constructed of metal.
For an empennage with a third engine, the GTP 59 cannot be located in the empennage. Therefore, the
zoning for this third engine area has been omitted from the diagrams below. The GTP 59 and GMU 44 for
this aircraft should be located in Zone 3 or Zone 2A on the bottom of the fuselage and wings.
Figure H-16 Zoning for Front-Mounted Twin Propellers (Low- or High-Wing)

Rev. 5 Page H-18
A
NOTE
Although the engine nacelles are shown as Zone 3, they may be Zone 2A if the engine falls
within the Zone 2 area of the wing (within 0.6 meters outboard from fuselage edge).
Figure H-17 Zoning for Rear-Mounted Twin Propellers (Low- or High-Wing)

Rev. 5 Page H-19
A
NOTE
Nothing can be mounted in the tail boom of the aircraft.
Figure H-18 Zoning for Front- and Rear-Mounted Propellers (Low- or High-Wing)

Rev. 5 Page H-20
A
Figure H-19 Zoning for High-Wing with Front and Rear Propellers Mounted Above
Fuselage

Rev. 5 Page H-21
A
B
Figure H-20 Zoning for Low- or High-Wing Canard with Twin Jet Engines
0.15m
d2
0.5m 0.15m
d1
TOP (VIEW LOOKING DOWN)
BOTTOM (VIEW LOOKING UP)
0.5m 0.15m
0.15m
Figure H-21 Zoning for Low or High Wing Canard with Twin Rear-Facing Props

Rev. 5 Page H-22
H.3.2.3 Biplanes
Figure H-22 shows how biplanes can be classified using the figures from above. The top and bottom of
both wings will be zoned using Figure H-10, while the fuselage and the mid-sections of the wing can be
zoned using Figure H-12.
Figure H-22 Zoning for Single-Propeller Biplane

Rev. 5 Page H-23
H.3.3 Empennage
If the GTP 59 and GMU 44 cannot be mounted in other areas of the aircraft that are Zone 3 locations, it is
acceptable for metal aircraft with one of the three traditional empennages shown in Figure H-23 to mount
the GTP 59 or GMU 44 in the Zone 2A area of the tail. However, the GTP 59 or GMU 44 cannot be
mounted on/under any non-conducting surfaces. If the complete empennage of the aircraft being
considered does not match those shown in Figure H-23, then it should be mounted in allowed areas defined
for the fuselage and wings. If only portions of the empennage shown below match, then the same rule
applies and the GTP 59 or GMU 44 cannot be installed in the empennage. Note that it is allowable for only
the horizontal stabilizer tips to differ from those shown in Figure H-23. The GTP 59 cannot be located in
the horizontal stabilizer of the empennage. Neither the GTP 59 nor the GMU 44 can be mounted in the tail
of a composite empennage.
A B C
D (APPLIES TO A) E (APPLIES TO B AND C)
Figure H-23 Zoning for Empennage

Rev. 5 Page H-24
H.4 Example Lightning Zoning Diagrams
This section contains sample lightning zoning diagrams for typical aircraft.
Figure H-24 Example Lightning Zoning for Single-Engine Aircraft

Rev. 5 Page H-25
Figure H-25 Example Lightning Zoning for Twin-Engine Aircraft

Rev. 5 Page H-26

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G500/G600 TXi Part 23 AML STC

190-01717-B3 July 2019 Revision 5

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

CURRENT REVISION DESCRIPTION

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

INFORMATION SUBJECT TO EXPORT CONTROL LAWS

Software License Notification

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

1.1 STC Applicability .............................................................................................................................1-2

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Figure 1-1 TXi System Installation (Before and After Example)

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Table 1-3 Technical References

FAA Advisory Circular, Acceptable Methods, Techniques, and Practices –

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Equipment Installed per this STC GPS Antenna

Standby Instruments [2]

NAV GDL 69(e)(A)

Audio Panel Radar Altitude

Figure 1-2 G500/G600 TXi PFD Interfaces

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Weather Radar GDL 69(e)(A)

Stormscope FIS-B Weather

[1] Used only as an option on GDU 700P displays on metal aircraft.

Figure 1-3 G500/G600 TXi MFD Interfaces

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

3. Sensors for engine parameters.

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Voltmeter RPM RPM Voltmeter

CHT Probes CHT Probes

Turbine Inlet Turbine Inlet

Turbine Inlet Carb/Engine

Fuel Quantity Manifold Manifold

Engine No.1 Engine No.2

Figure 1-4 G500/G600 TXi Reciprocating EIS Interfaces

190-01717-B3 G500/G600 TXi Part 23 AML STC Installation Manual

Voltmeter Propeller RPM

Torque Oil Temperature