Beruflich Dokumente
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WARNING
A warning is used to bring to the installer’s immediate attention not only damage
to the equipment, but personal injury may occur if the instruction is disregarded.
CAUTION
A caution means damage to equipment is possible if procedural step is not followed.
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. If you have any questions or would like
additional information, please refer to our web site at 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.
NOTE
All screen shots used in this document are current at the time of publication. Screen shots
are intended to provide visual reference only. All information depicted in screen shots,
including software file names, versions and part numbers, is subject to change and may not
be up to date.
NOTE
Ensure no dust or grit accumulates at the bottom of the display glass. The GDU 4X0 display
uses invisible infrared beams for touch detection, this makes it very important to keep the
screen clean, especially along the edges.
LIST OF TABLES
TABLE PAGE
Table 1-1 – Garmin Installation Manuals and References .......................................................... 5
Table 1-2 – Technical References.............................................................................................. 5
Table 1-3 – GDL 5XR Data Link Features and Functions ..........................................................14
Table 3-1 – G3X System Kits and Optional LRUs .....................................................................21
Table 3-2 – Equipment Connector & Installation Kits.................................................................22
Table 3-3 – Power Distribution Bussing Requirements..............................................................24
Table 3-4 – Circuit Breakers Names and Ratings......................................................................24
Table 3-5 – EIS Gauges Engine Bar Display Space Usage.......................................................26
Table 3-6 – Features dependent on EIS Gauges ......................................................................27
Table 3-7 – Aircraft Eligibility Checklist .....................................................................................28
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page xiv Revision 2
Table 3-8 – Compatible Non-Garmin Autopilots ........................................................................34
Table 3-9 – LRU Current Draw..................................................................................................37
Table 3-10 – Example Load Calculation ....................................................................................38
Table 3-11 – Electrical Load Tabulation Form Page 1 of 2 ........................................................42
Table 3-12 – Electrical Load Tabulation Form Page 2 of 2 ........................................................43
Table 4-1 – GMU 11 (P111), GSU 25D (P251), GDU 4X0 (P4X01), GAD 29B (P291), GEA 24
(P241) 9 Pin Connector Parts ............................................................................................54
Table 4-2 – GDL5XR (P5X1) 15 Pin Connector Parts ...............................................................55
Table 4-3 – GEA24 (J242) and GAD 29B (P292) 25 Pin Connector Parts.................................56
Table 4-4 – GEA 24 P242 Connector Parts 37 Pin Connector ..................................................57
Table 4-5 – GDU4X0 (P4X02), GEA24 (P244), and GAD27 (P271) 50 Pin Connector Parts ....58
Table 4-6 – PN 010-12253-01 GDU configuration module kit parts ...........................................59
Table 4-7 – GDU configuration module installation parts...........................................................60
Table 4-8 – Bonding Strap Part Numbers..................................................................................70
Table 4-9 – GDU 460 Weight ....................................................................................................76
Table 4-10 – GDU 470 Weight and Dimensions ........................................................................78
Table 4-11 – GSU 25D Weight ..................................................................................................83
Table 4-12 – Support Bracket/Shelving Hardware .....................................................................86
Table 4-13 – Support Bracket/Shelving Hardware .....................................................................92
Table 4-14 – GDL 5XR Weight and Dimensions .......................................................................93
Table 4-15 – Support Bracket/Shelving Hardware .....................................................................95
Table 4-16 – GEA 24 Weight ....................................................................................................96
Table 4-17 – Support Bracket/Shelving Hardware .....................................................................99
Table 4-18 – GMU 11 Weight..................................................................................................100
Table 4-19 – Support Bracket/Shelving Hardware ...................................................................108
Table 4-20 – GAD 29B Weight ................................................................................................110
Table 4-21 – Support Bracket/Shelving Hardware ...................................................................113
Table 4-22 – GAD 27 Weight ..................................................................................................114
Table 4-23 – GPS Antenna Weight .........................................................................................121
Table 4-24 – Weight & Balance Calculations Example ............................................................133
Table 5-1 – Post-Install Calibration Procedure Summary for ADAHRS Calibration Page ........143
Table 5-2 – Post-Install Calibration Procedure Summary for Magnetometer Calibration Page 146
Table 5-3 – ARINC 429 Transmitted Labels ............................................................................162
Table 5-4 – COM Radio Supported Functions .........................................................................164
Table 5-5 – GTX RS-232 Port Configuration Options ..............................................................166
Table 5-6 – Fuel Flow K-Factor ...............................................................................................174
Table 5-7 – Record Mode Selections ......................................................................................178
Table 6-1 – LRU Status Indicators ..........................................................................................184
Table 6-2 – Airspeed Test Points ............................................................................................187
Table 6-3 – Magnetometer Interference Test Sequence Example ...........................................197
Table 6-4 – Heading Verification – ADAHRS Check ...............................................................201
Table 6-5 – EMI Victim/Source Matrix .....................................................................................208
Table C-1 – Compatible Equipment – GPS/VHF Nav Interfaces ............................................. C-1
1.1 Introduction
This manual is intended for use by those authorized to perform avionics installations on certified
aircraft. It includes installation data and checkout procedures for the G3X Touch Electronic
Flight Instrument System (EFIS) 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. For technical support contact Garmin Aviation Product Support at
913-397-8200 (toll free 1-866-739-5687) or by using the around-the-world contact information
on www.fly.garmin.com.
ADAHRS: Air data, Attitude and Heading AGL: Above Ground Level
Reference System. AHRS: Attitude and Heading Reference System
ADC: Air Data Computer ALT: Altitude Preselect
ADF: Automatic Direction Finder AML: Approved Model List
ADI: Attitude Directional Indicator AOPA: Aircraft Owners and Pilots Association
ADS-B: Automatic Dependent Surveillance - AP: Autopilot
Broadcast
ARINC: Aeronautical Radio, Incorporated
ADS-R: Automatic Dependent Surveillance -
Rebroadcast ARP: Aerospace Recommended Practice
Figure 1-2 – Dual GDU 470 (PFD & MFD, EIS Optional)
1.6.2 GDU 460
The Garmin Display Unit (GDU) 460 is a 10.6-inch landscape-oriented, panel mounted control
and display unit with a GPS receiver. The GDU features a high-resolution infrared touchscreen
user interface augmented by two dual-concentric knobs and dedicated buttons for commonly
used functions. The GDU 460 is mounted flush to the aircraft instrument panel on the left side
within the pilot’s primary field of view. Below is a list of some of the functions provided by the
GDU 460. Many of the listed functions depend on optional equipment interfaces and/or
subscription services.
Figure 1-4 – GDU 460 with GDU 470 (PFD & MFD, EIS Optional)
1.6.3 GSU 25D ADAHRS
The GSU 25D is an LRU that provides Air Data Computer and Attitude Heading Reference
System (ADAHRS) information. The GSU 25D interfaces to a remote mounted GMU 11
magnetometer for heading information, and computes OAT and TAS from inputs provided by
the GTP 59. The GSU 25D is connected to existing primary pitot/static system. Only one GSU
25D is approved for installation and interface by this STC.
CAUTION
Do not use the GAD 27 in 28-Volt installations.
NOTE
Reference section 2.1 for EIS limitations and section 3.3.5 for installation requirements of EIS.
1.6.8.1 Sensors
Reference Table C-6 for a complete list of sensor part numbers that are installed and/or
interfaced with this STC. Sensors that are installed by this STC are described in this section.
1.6.8.1.1 Oil Pressure Sensors
This STC provides data to install an oil pressure sensor that is a piezoresistive (PRT)
transducer in a brass housing with a 0 to 150 PSI operating range.
The GDL 5XR are remote mounted and require external antennas and power connections. No
battery is provided.
The GDL 50R/52R receives Traffic (ADS-B/ADS-R and TIS-B) on both Universal Access
Transceiver (UAT) and 1090 ES (Extended Squitter) frequency bands. When in range of a
ground station, these units will receive FIS-B weather over the UAT link.
The GDL 5XR products provide information to G3X Touch displays via RS-232 and to devices
running Garmin Pilot™ via a Connext® data connection (via Bluetooth®). Please see additional
information in the G3X Touch Pilot's Guide for Certified Aircraft (190-02472-00).
The GDL 52R is shown below.
A GPS antenna must be connected to the PFD. In a dual display G3X installation the PFD will
pass GPS data to the MFD. A second GPS antenna is not required but may optionally be
installed and connected to the MFD for redundancy.
There are other GPS antennas which are compatible with the GDUs, reference Table C-7 for
more information.
to S A P
GEA24 S P
GDU 4x0 GSU 25 G5 GSA 28 GSA 28 GSA 28
1 Trim Servo
PFD RS-232 ADAHRS Standby Pitch Servo Roll Servo
(Backup (Optional) (Optional) (Opt ional) (Optional)
ADAHRS)
RS-232
RS-232
CAN BUS
RS-232 2 2
RS-232 RS-232
Traffic
RS-232
GMU 11 (Backup EIS) GEA 24
GTS 8XX GTX GDU 4x0
EIS
TAS/TCAS A429 Transponder MFD 14 V from
(Optional)
(Optional) (Optional) Stereo (Optional) GAD27
Audio
RS-232
Connext WX-500 RS-232
(Flt Plan
Storm Engine/
Xfer)
2 scope
RS-232 Airframe
HSDB
(Optional)
Sensors
RS-232
RS-232 (ADS-B) RS-232
Mono MapMx MapMx
Audio
3
No. 1 GPS/COM
A429 Optional)
(NAV)
A429
RS-232
(GPS)
GAD 29B
A429
Data (Air Data)
Concentrator 3
(Optional) A429 No. 2 GPS/COM
(NAV) (Optional)
A429
(GPS) KEY:
Sta ndard
Analog
G3X Equip
CRS & HDG
Audio Panel
Optional
G3X Equip
Non-Garmin
Autopilot Garmin COM or
3 Inte rfa cing
(Optional) NAV/COM Equip
(Optional)
NOTE
It is the installer’s responsibility to verify that all required gauges will fit on the Engine Bar.
Reference section 3.3.5 for Engine Bar requirements and limitations prior to beginning a G3X
EIS installation.
TAWS
If an external terrain warning system is installed on the aircraft, the G3X must be configured to
disable SVX-Terrain aural alerts.
*Connector Kit and Mounting Kit are included in the Installation Kit
3.1.2 Materials Required but Not Supplied
• SanDisk brand SD card, 8GB or smaller
• Insulated stranded wire (MIL-W-22759/34, MIL-W-22759/35 (24 AWG only) MIL-W-
22759/16)
• Shielded wire (MIL-C-27500 cable utilizing M22759/34 wire (SD) and ETFE jacket or
MIL-C-27500 cable utilizing M22759/16 wire (TE) and ETFE jacket)
• Push/pull manually resettable circuit breakers qualified to MS26574 specifications or
Garmin P/N 355-00010-XX.
• Aircraft with 14 VDC electrical systems and with GAD 27 installed require the following
circuit breaker:
o MS3320-15, GAD 27 (Klixon P/N 2TC2-15)
• Cable ties (MS3367) or lacing cord A-A-52080 (MIL-T-43435)
• MS25036 or M7928 ring terminals
• Shield terminators (AS83519/1-X, AS83519/2-X or equivalent)
• Heat shrink tubing (M23053/5, X=color)
o M23053/5-104-X for single conductor wire
o M23053/5-105-X for insulating twisted-pair wire
o M23053/5-106-X for insulating triple conductor wire or RG-400 coax
• Silicone fusion tape, A-A-59163 (MIL-I-46852C or equivalent)
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page 22 Revision 2
• Environmental splice (AS81824/1-X, where X=size, or equivalent)
• Flat or tubular braid, 1/16” for the GMU (AA59569F36T0062, AA59569R36T0062, or
equivalent) and 0.171” and to be round or tubular for fuel flow transducer overbraid if
required (e.g. QQB575R36T171, AA59569R36N171, or equivalent).
• Tubing and fittings are required to connect pitot and static air to the GSU 25D. Pitot and
Static plumbing parts are aircraft specific.
• Fuses qualified to MIL-F-15160 size 3AG (i.e. F02A, F03A, F03B)
• Fuse holders qualified to MIL-PRF-19207 (FHN series holders)
• Current shunts qualified to A-A-55524
• 50Ω coax cable (MIL-DTL-17, i.e. RG-400)
• K-type or J-type Thermocouple extension wire (150°C or higher, stranded AWG 20,
colored per ASTM E 230, and tested in accordance with at least one of these STDS:
ASTM E 207, ASTM E 220, or AMS 2750, non-shielded.)
• Fiberglass sleeving qualified to MIL-I-3190/6
• 400kΩ (±10%), 0.5W minimum resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN70C4023BB14)
• 1 kΩ (±1%), 0.5W resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN70C1001FRE15)
• Adel clamps of various sizes for routing new wiring in the engine cowl
(MS21919WDGXX)
• Connector, BNC/TNC Coaxial, male, crimp (MIL-PRF-39012)
• 120Ω CAN bus wire Carlisle IT P/N CAN24TST120
The following materials (or equivalents) are required to install the GMU 11 in a non-metallic
wingtip:
• Tinned copper flat braid, 1/4”, QQB575F36T0250
• Electrical tie-down strap, adjustable, MS3367-(1, 2, or 7)-X
• Terminal lug, #10, uninsulated, MS25036-108
• Terminal stud, #10
• Terminal lug, #8, uninsulated, MS25036-153
The circuit breakers installed by this STC must be mounted in a location that is readily
accessible to the pilot. Circuit breakers and switches added as part of a G3X system installation
must be labeled as shown in Table 3-4. Labels must be readable in all lighting conditions.
Ambient flood lighting is acceptable.
3.3.2 GPS
The GDU includes a connection for an external antenna which must be connected on the PFD.
GPS position data is shared between GDU displays via the CAN bus in dual GDU installations.
For a list of GPS antennas supported by the GDU displays refer to section C.8 GPS data is
also shared with the ADAHRS for improved performance. Multiple GPS antennas may be used
in systems with multiple GDUs to create a redundant GPS navigation system if desired.
3.3.3 Standby Instruments
Unless an aircraft is placarded as VFR Only, installations of a G3X PFD require standby
attitude, airspeed, and altimeter instruments. A Garmin G5 configured as an Attitude Directional
Indicator (ADI) can be used as the standby instrument. Alternatively, the existing pneumatic
instruments can be retained for use as standby instruments. However, they must be located
next to the PFD as described in section 4.3.1.
The existing non-stabilized magnetic compass must be retained and recalibrated once the G3X
system is installed and configured.
3.3.4 Display Lighting Control
Lighting on the GDU 4X0 display and keys can be controlled by either the GDU main menu,
lighting bus, or the GDU’s built-in light sensor (photocell). The preferred default method can be
selected in configuration mode.
3.3.5 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 minimum number of gauges required by the aircraft POH/AFM, TCDS, or
other aircraft model specific data. Each EIS gauge must be shown full time on the Engine Bar if
it has a limitation marking (i.e. yellow and red) in the POH/AFM, TCDS, or other aircraft model
specific data.
The number of engine gauges that can be displayed on the Engine Bar is dependent on the
GDU and type of gauges installed. Use the following guidance to determine whether all gauges
required by the EIS limitations in section 2.1 can be displayed on the Engine Bar.
For GDU 460 (10.6” display) the following gauge combinations can be displayed on the
Engine Bar:
a. With manifold pressure – Two round gauges (RPM and MAP) and six bar graphs.
b. Without manifold pressure – One round gauge (RPM) and eight bar graphs.
For GDU 470 (7” display) the following gauge combinations can be displayed on the
Engine Bar):
a. With manifold pressure: Two round gauges (RPM and MAP) and seven bar graphs.
b. Without manifold pressure: One round gauge (RPM) and nine bar graphs.
Table 3-5 shows the space usage requirement for each EIS gauge:
NOTE
If installed, the RPM, Manifold Pressure, Oil Pressure, Oil Temperature, and Fuel Quantity
gauges will automatically be displayed on the Engine Bar. All other gauges can be configured
to appear on the Engine Bar (provided there is adequate room) or be hidden. Hidden gauges
only appear on the Engine page. Reference the Display Option configuration setting in
section 5.30.1 for more information.
*Total Time calculation can be supported by RPM, or Oil Pressure, or Flight Time
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.
General
☐ Verify the aircraft is on the Approved Model List (AML). AML STC
SA01899WI
☐ Select the G3X system equipment that will be installed. Section 1.6
☐ Identify the equipment that will be interfaced and verify Section 3.3, 3.4
each interface is approved.
☐ Obtain the current aircraft weight and balance data. POH / AFM
Instrument Panel
☐ Select the standby instruments and their locations if used. Section 3.3.3
☐ Determine the location for each circuit breaker and its Section 3.3.1
placard.
Equipment
☐ Determine the GMU mounting location if used and Sections 4.8, &
complete the magnetic survey of the aircraft. APPENDIX F
☐ Determine the GTP 59 OAT probe location for remotely Section 4.11
mounted units.
EIS
☐ Determine which parameters will be displayed on the EIS Sections 3.3.5 &
and verify that they can be displayed on the GDU 4X0. 5.30
☐ Determine the location of all gauges that must be retained Section 3.3.5
and verify the operating limits for each.
3.4.2 Displays
Adequate space availability in the instrument panel needs to be verified before installation of the
GDUs. Ensure the GDU display and display control knobs do not interfere with the control yoke
when operated through its full range of movements or with the installation of any control locking
devices.
3.4.3 ADAHRS
ADAHRS function is provided by the GSU 25D. Ensure that adequate space and routing of
pneumatic lines from pitot and static ports exists for the installation of the GSU. When possible,
a remote mounted GSU 25D should be mounted to a rigid part of the aircraft structure to ensure
optimal performance of the AHRS. Routing and attachment of pneumatic lines may influence
this system installation. Reference section 4.5 for detailed installation information.
3.4.4 GEA 24 EIS
EIS sensor options and configurations are presented in section 5.30.1 and Table C-6. Select
the sensors required to support the EIS gauges. Specific sensors are discussed in this
subsection.
EGT/CHT
One CHT probe and one EGT probe is required for each cylinder. Compatible probes are listed
in Appendix C.7. If the aircraft has an EGT gauge with a limit marking (red line) and the EGT
probe is installed in the exhaust manifold (i.e. heated by more than one cylinder), that gauge
must be retained. If the exiting gauge does not have a limit marking or the POH does not
include operational limitations based on that gauge, it can be removed and replaced by the G3X
Touch EGT/CHT.
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.
Oil Temperature Sensor
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 another means.
3.5.7 Traffic
The G3X system supports a variety of airborne traffic data sources:
A G3X Touch system with GDU 4X0 displays can receive traffic data from a GDL 50R ADS-B
receiver or 52R dual ADS-B/SXM receiver via the same connection method used for FIS-B
weather data.
A G3X Touch system with GDU 4X0 displays can receive ADS-B traffic data from GTX
345/345R transponders via the same RS-232 connection used for FIS-B weather data. These
transponders can also simultaneously provide ADS-B traffic data to a GTN or GNS WAAS
navigator.
The GTS 8XX active traffic system is compatible with the G3X system. The GTS interface to the
G3X system requires an RS-232 connection to a GDU display. TCAS-capable GTS 8XX units
also require an ARINC 429 connection to the GTX transponder.
TIS-A traffic data can be provided by GTX 33, 330, and GTX 335/335R transponders. Traffic
data is provided to the G3X system via the CAN bus from the ADAHRS unit, to which the
transponder is connected.
Traffic data from various non-Garmin devices that emulate the Garmin TIS-A format is
supported via an RS-232 connection from the traffic device to a GDU display.
For any of the above data sources, traffic data is shared between GDU displays via the CAN
bus. If multiple sources of traffic data are available, the best source is selected automatically.
Refer to the Pilot’s Guide for further information on traffic data source selection.
In an installation that includes a GTN/GNS navigator and transponder with ADS-B or TIS-A
traffic capability, traffic data is provided to the GTN/GNS via an ARINC 429 or HSDB (High
Speed Data Bus) connection. For further information, refer to APPENDIX B, C.4 and the
transponder installation manual.
3.5.8 Weather Data
The G3X Touch EFIS supports a variety of airborne weather data sources:
The G3X Touch system can receive FIS-B weather data from GTX 345/345R transponders via
an RS-232 connection from the GTX to each GDU display. These transponders can also
simultaneously provide FIS-B weather data to GTN WAAS navigator when connected via
HSDB.
A G3X Touch system with GDU 4XX displays is also compatible with the GDL 50R ADS-B
receiver, GDL 51R SXM receiver, and the GDL 52R dual ADS-B/SXM receiver. The GDL
50R/51R/52R provide FIS-B weather data to each GDU 4X0 display via an RS-232 connection,
or wirelessly to portable electronic devices via Bluetooth.
A WX-500 or similar lightning detector can be used with the G3X Touch system via an RS-232
connection to a GDU 4X0 display. The G3X system displays lightning strike or cell data and
provides heading data output to the lightning detector.
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.
A complete electrical load analysis must be performed to show adequate capacity of the
alternator / generator if the electrical load is increased with a G3X 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 below.
3.6.1 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,
NOTE
Circuits must be protected and LRU circuit breaker ratings must meet specifications in section
3.1.2. 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 Amp or better precision. Continuous rate as indicated on the alternator and
the battery data plate/nameplate must be noted.
The tabulation form provided in Table 3-11 and Table 3-12 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 3-2 and Figure 3-3. Continuous
(e.g., GSU) or intermittent (e.g., COM, beacon light) loads must be identified.
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 such as pitot heat and air conditioning; use only the worst-case load conditions
for each phase of flight.
NOTE
Emergency operation is when the primary electrical power generating system is inoperative.
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:
• PFD
• ADAHRS
• COM radio #1
• GPS #1
• Audio panel
• Stall warning system (if applicable)
• Pitot heat
• Landing light (switched on during landing only)
• Instrument panel lighting
• Landing gear indication lights (if applicable)
• Navigation lights
• Strobe lights
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 and landing
and may be omitted.
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.
Ldg Lt.
Ldg Lt. Ldg Lt.
ON
ON ON
Total Current Used (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:
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 = five 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
Figure 3-6 – Correct CAN Bus Wiring Example and Node Connections
Daisy-chained LRU’s (LRU’s not at the extreme ends of the CAN bus) connect to the CAN
backbone through short “stub” or “node” connections as shown in Figure 3-6. The length of
each node connection splice should be kept as short as possible, and should not exceed 3
inches, the maximum allowed distance from a splice to a connector.
Multiple devices must not connect to the CAN bus backbone at the same point. Rather than
splicing two or more stub node connections together, the CAN bus should instead be daisy
chained from one device to the next as shown in Figure 3-6.
Shielding requirements for other LRU connectors are met by their specific interconnect
drawings. Interconnect diagrams in this manual only show end to end connections and do not
show intermediate connections that may be present in an aircraft.
9. Equipment that require bonding shall be bonded in accordance with the guidance in
section 4.2.
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.
NOTE
When a GSU 25D is mounted on the back of a GDU 4X0, no separate bonding is required for
the GSU; GDU bonding strap is sufficient for both LRUs.
2) Following equipment shall be bonded via bonding strap to its connector backshell per
section 4.2.3:
GDU 4X0, GMU 11, and GDL 5XR
For each LRU a bonding value of 2.5 milliOhms shall be achieved, when measured with a
calibrated 4 wire milliohm meter.
Brackets installed with four or more rivets can provide sufficient electrical bond to allow
equipment chassis or install rack to be bonded to the bracket. For the best results when creating
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page 63 Revision 2
an electrical bond, contact locations between the supporting structure and brackets should be
cleaned and prepared for bond. The following steps are an acceptable method for bonding
aluminum surfaces:
1. Clean grounding location with solvent.
2. Remove non-conductive films or coatings from the grounding location using a bonding
brush or equivalent tool.
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 brackets to supporting structure.
6. All areas must be refinished to the original finish specifications.
NOTE
The radius of the cleaned area must be 0.125” larger than the radius of the fastener head.
Ensure that there is no non-conductive finish under the head of the fastener.
After satisfactory electrical bond is achieved, when it has been necessary to remove any
nonconducting finish, the area from which the coating has been removed should be refinished
with the same finish as is on the rest of the part within 24 hours. In cases where the parts come
in with certain areas spot-faced, or if the there is no finish on the part (bare metal), apply
conformal coating over the bond joint and hardware per MIL-I-46058 or clear lacquer per
TT-L20-A in order to facilitate future inspection. Refer to the model specific Aircraft Maintenance
Manual or Standard Practices Manual for surface protection requirements applicable to affected
areas. The correct material finish is important when mating untreated or bare dissimilar metals.
They should be galvanically compatible. When corrosion protection is removed to make an
electrical bond, any exposed area after the bond is completed should be protected again.
Additional guidance can be found in AC 43.13-1B and SAE ARP 1870A. Typical electrical
bonding preparation examples are shown in Figure 4-7, Figure 4-9, and Figure 4-10.
NOTE
For bonding LRUs that have a metal chassis where bonding is performed in accordance with
Figure 4-8 and Figure 4-9, surface preparation is only required for the structure that contacts
the flat washer next to the lock nut.
1. Identify a location for the LRU which is close to the instrument panel or the grounding
structure for the instrument panel.
2. Identify a route between the LRU location and the instrument panel ground that will
accommodate a strip of aluminum tape with a width of at least four inches and a length-
to-width ratio of 7:1.
3. If the tape will come in contact with carbon composite material, the tape must be
electrically isolated from the carbon composite material to prevent corrosion due to
dissimilar materials. Secure a thin layer of fiberglass cloth to the carbon fiber with
fiberglass resin as shown in Figure 4-11
8. Fold the end of the tape over twice for added thickness at the prepared grounding
location. Refer to Figure 4-13. Apply 3-inch wide tape over the seam as shown.
9. The tape shall not have any tears in the joint or along the length of the tape as tears will
degrade the bonding performance.
10. Electrical bond preparation for all aluminum-to-aluminum interfaces per SAE ARP1870A
section 5.1 and 5.5.
11. If a bonding strap will be used to reach the grounding location, secure the end of the
tape to the secondary composite surface as shown in Figure 4-13. Note that the
procedure for installing mounting bolts applies only to secondary aircraft structures, not
to structural load-carrying members. The tape shall meet 5:1 length to width ratio if a
bonding strap is used. The bonding strap shall be one inch wide and no longer than five
inches. Refer to Figure 4-13.
12. Terminate both ends of the bonding strap with MS20659-130 terminal lugs.
13. Install AN960C10 washer between the terminal lug and the mating metal surface and
secure with a #10 steel bolt. Ensure that the lug and washer are centered and in full
contact with the mating surface with no overhang when secured.
14. Secure the end of the tape in place using a 0.063” piece of aluminum using three bolts
and nuts. Refer to Figure 4-13.
15. Secure the aluminum tape to the LRU or mounting rack as shown in Figure 4-14 (GAD
29B is shown as an example installation).
16. Verify that the resistance between tape and the local grounding location does not
exceed 2.5 mΩ.
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.
CAUTION
If the original pneumatic airspeed indicator displays aircraft operating limits that vary with
altitude (such as barber pole type airspeed indicators), the original pneumatic airspeed
indicator capable of replicating the variable limit must be used as the standby instrument.
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
G3X system.
NOTE
New instrument panels may be fabricated if the existing instrument panel is not part of the
aircraft primary structure.
The GDU 4X0 cutout and location of standby instruments must be the only differences
between the new and the replaced instrument panel assembly. This STC is not the basis for
airworthiness approval of instrument panel modifications.
NOTE
The GSU 25D ADAHRS unit may be installed on the back of the GDU. The total weight of the
new equipment installed in the instrument panel (GDU 4X0 and optionally attached ADAHRS)
must not exceed the total weight of the equipment that was removed from the instrument
panel.
The GDU 460 can be mounted using the included 115-01725-01 nut plate ring, see Figure 4-26
for details. Alternatively, 4 nutplates may installed on the instrument panel.
NOTE
The GSU 25D ADAHRS unit may be installed on the back of the GDU. The total weight of the
new equipment installed in the instrument panel (GDU 4X0 and optionally attached ADAHRS)
must not exceed the total weight of the equipment that was removed from the instrument
panel.
Figure 4-29 – GDU 470 Bezel and LRU Depths (in Inches)
Figure 4-32 – VFR Placard Installation (10.6” – GDU Example, 7” GDU Similar)
NOTE
This STC does not approve any modifications to the engine firewall.
Protection of G3X LRUs from Indirect Effects of Lightning (IEL) in aircraft with airframes
constructed from non-metallic materials require special precautions detailed in APPENDIX D.
When installing remote LRUs:
1. The combined weight of all added LRU’s, including racks, connectors, and 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 the installation.
3. When drilling fastener holes in the existing shelf, the added holes must maintain a
minimum of 2D edge distance (D is fastener hole diameter) from the shelf edges and 3D
minimum edge distance from existing holes.
If an existing shelf cannot meet these criteria, a new shelf needs to be procured from the aircraft
manufacturer or fabricated. The following sections provide LRU mounting specific information.
NOTE
The GSU 25D should not be mounted on a GDU installed in a shock-mounted instrument
panel. Even when the instrument panel is not shock-mounted, some panels may not be
sufficiently rigid to provide a stable platform for acceptable AHRS performance. If in doubt
about the suitability of panel mounting, the GSU 25D should be mounted remotely on a rigid
shelf per section 4.5.2.
It is required that the GSU 25D is mounted parallel to the centerline of the aircraft. Depending
on the chosen mounting orientation, one side of the GSU 25D must be aligned within 1° of
either the longitudinal or lateral axis of the aircraft for proper heading performance. The GSU
25D must also be level within 8° of the aircraft longitudinal axis (pitch) and 4° of aircraft lateral
axis (roll.)
Also, the GSU 25D must be mounted;
• No more than 6.5 feet laterally from the aircraft center of gravity.
• No more than 13 feet longitudinally from the midpoint of the aircraft center of gravity.
• Farther than 1 inch from magnetically mounted antennas, speaker magnets, or other
emitters of a strong magnetic fields.
• Near the aircraft pitot and static lines to reduce the length of added pneumatic lines.
• Such that it is not prone to severe vibration.
211-00090-05
Bolts Or
AN3-XA
212-00035-10
Washers Or
NAS1149F0363P
#10 Nutplates Standard Part; Any MS
(Mil-Spec) Part Number
Nuts MS21044N3 or
Rivets MS20426AD3-X
NOTE
Check connections for errors before operating the equipment. An incorrect connection can
result in equipment damage.
The GDL 5XR must be mounted to the aircraft structure with the hardware shown in Figure
4-41. If the countersunk hardware is used, the hardware must be oriented with the head of the
screw on the mounting shelf and the washer and nut on the GDL 5XR.
Screws MS35206-XX
Washers NAS1149FN632P
Washers NAS1149FN632P
Nuts MS21044N06
Figure 4-41 – GDL 5XR Mounting Hardware, GDL52R Shown, Use for GDL50R and
GDL51R
NOTE
Figure 4-46 shows the optionally installed CAN termination d-sub which may or may not be
needed depending on how the GEA 24 is integrated with the G3X system. Reference
sections B.6 and 3.7.2 for guidance on this aspect of the GEA 24 installation.
CAUTION
Care should be taken when tightening the mounting screws of the GMU 11. Excessive
tightening may damage the mounting flange or break the screws. Fasteners should be
tightened until snug plus one quarter-turn.
The GMU should not be mounted in a composite wing. It may be mounted in a wing
constructed of metal so long as any hardware used to attach the GMU or its bracket do not
penetrate the fuel tank. For installation in a composite wing tip of a metal wing, see section
4.8.1.
NOTE
It is recommended this procedure is completed prior to terminating wires to connector P111. If
this procedure is completed before assembly of P111, proceed to step 3.
CAUTION
Do not cut an opening in the overbraid strands. Loose overbraid wire ends can chafe the
cable and cause the GMU 11 to malfunction.
2. Trim the overbraid pigtail to a maximum length of two inches.
3. Terminate the braid pigtail in an appropriate terminal lug.
Method B
1. Comb out a maximum of two inches of overbraid pigtail.
2. Twist the pigtail and terminate it in an appropriate terminal lug.
4.8.1.5 Overbraid Terminal Bonding
Electrical bond preparation for all aluminum-to-aluminum interfaces must be done in accordance
with SAE ARP1870A section 5.1 and re-finished in accordance with section 5.5. The overbraid
terminal lug must be electrically bonded to a #10 stud installed in accordance with AC43.13-1B
Section 11-189, as well as the following restrictions:
1. If possible, use an existing tooling hole to install the stud.
2. If no suitable tooling hole exists, use an existing fastener (#10 or larger).
3. If there is no suitable fastener, install a new #10 stud as follows:
a. When adding a new stud hole to the rib, the center of the hole must be located a
minimum of one inch away from any existing, non-stiffened rib hole.
b. The new stud hole must be located such that the terminal lug face, neck, or
attaching hardware will not intrude into the flange bend radius of any rib edge or
stiffened rib hole. Refer to SAE AS25036 for terminal lug dimensions.
4. Verify overbraid terminal bonding by checking resistance between the overbraid and the
rib. Resistance should be less than 2.5 mΩ.
5. If the overbraid length is less than 10-inches, no additional bonding strap per Section 4.2
is required. For installations with overbraid length in excess of 10-inches refer to Section
4.2 for electrical bonding requirements.
The GAD 29B must be mounted to the aircraft structure with the hardware shown in Figure 4-55
If the countersunk hardware is used, the hardware must be oriented with the head of the screw
on the mounting shelf and the washer and nut on the GAD 29B.
Screws #8 MS35206-XXX
Washers NAS1149FN832P
Standard Part; Any MS
#8 Nutplates
Nuts MS21044N08 or (Mil-Spec) Part Number
Rivets MS20426AD3-X
4.10 GAD 27
The GAD 27 can be mounted in any orientation in the aircraft fuselage. The GAD 27 must be
mounted near the circuit breaker, as the power wire to the circuit breaker cannot exceed 7 feet.
The GAD 27 should be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the LRU weight.
If the GAD 27 is mounted such that the unused connector is facing up, install P/N 115-03134-00
cover over unused connector as illustrated in Figure 4-59.
Structural mounting requirements for the GAD 27 are as follows:
• The mounting structure, existing or new, must be electrically bonded to the airframe
per section 4.2.
• Any supporting structure must be rigidly connected to the aircraft structure capable of
supporting the added loads.
• Mounting platforms spanning greater than 12" in width or length require direct
attachment to structure. Stringers, doublers, bulkhead flange reinforcements, etc.,
shall be used to provide proper attachment to aircraft structure. Existing honeycomb
core sandwich panels with aluminum face sheets are adequate and do not require
additional reinforcement.
• A minimum of 3" between the connector end of the GAD 27 and any obstruction for
proper wire harness routing.
CAUTION
The GTP 59 probe must not be mounted in a fuel tank area (wet or dry). An air scoop or
ducted inlet is 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.
It is recommended the GTP 59 probe is installed in Lightning Zone 3, although Zone 2A may be
an acceptable location for certain aircraft, refer to APPENDIX G.
For composite aircraft, the GTP 59 probe cannot be mounted on the fuselage and must be
mounted on an access panel or inspection cover, in a zone 3 area of the aircraft per APPENDIX
D. 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 examples are shown in Figure
4-63 and Figure 4-64.
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 APPENDIX G. Refer to APPENDIX D for lightning zone
details.
Regardless of 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.
NOTE
This STC does not approve any modifications to the engine firewall.
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 in addition
to the data in this manual. 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 and correct any leaks prior to flight.
4.13.1 Carburetor Air Temperature
The carburetor air temperature sensor installation and 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.
CAUTION
Fuel and air passages must remain free of contaminants during work near and around the
carburetor.
4.13.2 Oil Temperature
When installing the oil temperature sensor, the unbroken side of the crush washer must face the
sensor flange. The sensor is torqued finger tight plus ½ turn and safety wired in accordance
with practices defined in Section 7, “Safetying” of Chapter 7, “Aircraft Hardware, Control Cables
and Turnbuckles” of advisory circular AC 43.13-1B, Aircraft Inspection and Repair.
CAUTION
Ensure the fuel flow transducer installation does not introduce thread sealant or debris into the
fuel system.
Do not blow pressurized air through the flow transducer.
If Fuel flow gauge fluctuates during the EMI checkout procedure (ref. section 6.20), of EI FT-60
or EI FT-90 fuel flow sensor, install an EMI shield and wire overbraid as follows.
1. Fabricate the U-shaped EMI shield as shown in Figure 4-71, item 7.
2. Determine length of transducer wire to be overbraided and add 4-inches for the ring
terminal lead. Use overbraid with a minimum internal diameter of 0.171” that is round or
tubular (e.g. QQB575R36T171, AA59569R36N171). Cut the overbraid to length.
CAUTION
Do not turn the propeller and stay clear of the propeller arc when installing the P-Lead signal
wires.
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 not
exceed six inches from the P-lead connection near either the magneto or the ignition switch.
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. Hall effect sensor
connections are made with triple twisted shielded wire from the GEA24 to the hall effect sensor
on the magneto. Reference APPENDIX B for specific interconnect information.
4.13.7 CHT & EGT Probes
Garmin offers certain probes to simplify the EIS sensor ordering process. Sensor part numbers
are cross-referenced with Alcor STC SA522SW part numbers. The G3X STC does not provide
NOTE
For error message troubleshooting specific to the G3X Touch System installation, refer to the
Garmin System G3X STC Maintenance Manual contains ICA, p/n 190-02472-02.
Garmin recommends SanDisk brand 8GB SD cards or smaller for use with the G3X system.
NOTE
When the extraction begins, the program automatically deletes all current files on the SD card
and copies the selected files to it, regardless of the file format on the SD card. Ensure files are
not necessary or card is empty before proceeding.
4. When extraction is complete, a window similar to one below will appear on the screen.
Verify “GDU 4xx” is correct and an SD card is in the card reader, and then select “Next”.
Follow instructions provided by the installer application.
Select drive
NOTE
Perform software updates on the ground only and remain on the ground while a software
update is in progress.
2. Power on the PFD in normal mode, then insert the properly formatted SD card into the
SD card slot.
NOTE
It is also acceptable to insert the SD card before powering on the unit.
3. A Software update window will appear on the screen; select YES to begin the update.
CAUTION
The System Type must be set to “Certified” and Advanced User Setup set to “Disabled” in a
G3X Touch EFIS Part 23 AML STC system.
Table 5-1 – Post-Install Calibration Procedure Summary for ADAHRS Calibration Page
Unit Orientation Configure the ADAHRS Required for all ADAHRS installations.
installation orientation
ADAHRS Static Altitude re-calibration Only used when an ADAHRS has failed a
Pressure periodic altimeter test
Calibration
NOTE
Prior to performing the following procedure, the aircraft must be leveled using the procedures
in the aircraft maintenance manual.
NOTE
The GSU 25D pitch/roll offset procedure has a 30 second countdown timer that resets if the
aircraft moves.
6. When the calibration has completed “Success” or “Failure” will be displayed; select the
DONE softkey to return to the ADAHRS Calibration screen.
NOTE
Magnetometer Calibration must be completed after each ADAHRS pitch/roll offset calibration.
The Magnetic Interference Test must be performed according the procedure described in
Section 6.15.1. A GPS position fix is not required to complete the interference test.
The Magnetometer Calibration must be performed according to the procedure described in
Section 6.15.2. Note that valid GMU 11, Attitude Data and GPS Data must be present as
indicated by green checkmarks on the Magnetometer Calibration page in order to complete the
calibration procedure.
CAUTION
A repeat of the Pitch/Roll Offset Compensation (Section 5.8.2) requires a repeat of the
Magnetometer Calibration (Section 6.15.2).
NOTE
To use a downloaded .srf aircraft symbol, create a ‘Vehicle’ directory on the SD card(s), then
copy the .srf file to the new ‘vehicle’ directory. For installations with multiple GDUs, the .srf file
must be present on each SD card inserted into each of the GDUs. If the file is not present the
GDU will use the default black-and-white airplane symbol.
Flight planning fields: adjust the default values, using the aircraft’s Type Data such
as POH or AFM to enter fuel flow, and cruise speed used in normal mode for flight
planning calculations (ETE, Leg Fuel, etc.).
Reference Speed: using the aircraft’s POH/AFM, enter the applicable V-speeds. To properly
configure the airspeed tape to be representative of the existing removed ASI, the v-speeds must
be entered in accordance with aircraft data.
For Sink Rate at Vg: From the aircraft Pilot’s Operating Handbook, enter the Best Glide, Sink
Rate in feet per minute. This value is used to compute and display a Glide Range Ring on the
moving map. If a Sink Rate at Vg cannot be determined by the POH, the value should be left at
zero and a Glide Range Ring will not be displayed.
The aircraft's maximum speed limit can be configured in three different ways. All aircraft have a
maximum indicated airspeed limit (VNE) which is configured using the VNE - Indicated field.
This airspeed is marked on the PFD airspeed tape with a red line and does not change with
altitude. In this example, the value for VNE has been entered as 205 knots indicated airspeed.
The aircraft is below the never-exceed speed any time its indicated airspeed is below 205 knots.
WARNING
Some aircraft have maximum speed limitations defined in the POH/AFM that cannot be fully
depicted by a fixed VNE redline on the Airspeed Indicator. These aircraft may have a placard
which specifies any such additional speed limitations. If G3X cannot be configured to clearly
depict all airspeed limitations, the placard must be retained in the location specified by the
aircraft manufacturer. If that location is not available, the placard must be placed near the
PFD’s airspeed tape.
PFD G Meter: The G-meter may be displayed at any time via the PFD Setup page. Not
entering any values, or clearing the values, disables the G-Meter entirely. Any values entered
must be in accordance with the aircraft manufacturer’s specifications in the POH/AFM.
• Gauge G Max – The Gauge G Max field allows for setting the maximum G values
displayed on the PFD G-meter.
• Gauge G Min – The Gauge G Min field allows for setting the minimum G values
displayed on the PFD G-meter.
• Auto Display – The Auto Display setting (On) allows the G-Meter to appear in place of
the HSI when G-loads on the aircraft exceed a fixed threshold (setting Auto Display to
Off disables Auto Display of the G-Meter)
• Color Lines – When set to Enabled, this option allows the green, red, and yellow bands
and the red and yellow radial markings to appear on the G-Meter.
• Positive G Red Line – This sets the point at which the red line appears for positive G
values displayed on the PFD G-meter.
• Positive G Yellow Line – This sets the point at which the yellow line appears for
positive G values displayed on the PFD G-meter.
• Negative G Yellow Line – This sets the point at which the yellow line appears for
negative G values displayed on the PFD G-meter.
• Negative G Red Line – This sets the point at which the red line appears for negative G
values displayed on the PFD G-meter.
CAUTION
It is the installer’s responsibility to verify the accuracy of the data/values entered and the
resulting envelope graph depicted on the weight and balance configuration page.
The Pilot Operation Handbook (POH) for the aircraft being configured is required to configure
the weight and balance page.
NOTE
As many stations may be entered as required to accommodate various aircraft loading and
seating configurations.
To edit the envelope in “Advanced” envelope type mode, select “Edit Envelope”. The following
tabs will be displayed:
Display options: allows for configuring the display of the envelope as desired. Up to
four loading envelopes may be entered. Select data and add the category under name
as desired. If the aircraft is certified in two categories, one would be entered under
“Envelope Number 1” and the other under “Envelope Number 2”.
NOTE
If the POH loading graph is provided as a “Moment vs. Weight” envelope, it is necessary to
calculate the CG for each point on the envelope in order to configure it in G3X. If in doubt
about how to properly configure the envelope and verify that it is correct, the Weight &
Balance function should not be used.
NOTE
The following settings only appear if COM Radio is configured in the system.
PFD/MFD COM Radio Display Location: Controls which GDU will display the COM Radio in a
multi-display system.
• User Selected (default setting): This setting is recommended to allow the pilot/user to
select the desired COM Radio location in normal mode.
• MFD: The COM radio buttons/controls will always appear on the MFD in a multi-
display system. In reversionary mode, COM radio will default to remaining functional
GDU.
• PFD: The COM radio buttons/controls will always appear on the PFD even in a multi-
display system. In reversionary mode, COM radio will default to remaining functional
GDU.
• Both: The COM radio buttons/controls will appear on both displays in a two-display
system.
NOTE
The following settings only appear if a Garmin Transponder is configured in the system.
PFD/MFD Transponder Display Location: Controls which GDU will display the transponder in
a multi-display system.
• User Selected (default setting): This setting is recommended to allow the pilot/user to
select the desired transponder control location in normal mode.
• MFD: The transponder control will always appear on the MFD in a multi-display
system. In reversionary mode, transponder control will default to remaining functional
GDU.
• PFD: The transponder control will always appear on the PFD even in a multi-display
system. In reversionary mode, transponder control will default to remaining functional
GDU.
• Both: The transponder control will appear on both displays in a two-display system.
PFD or MFD Transponder Screen Side: Controls side of screen the transponder control is
displayed.
• User Selected (default setting) – Allows the pilot/user to select the desired location in
normal mode from the Display Setup page on the main menu.
• Left: Transponder control will be displayed on the left side of the screen.
• Right: Transponder control will be displayed on the right side of the screen.
Toggle Split Screen Layout with BACK Key: controls if the “BACK” key/button can be used to
switch between split or full screen modes.
• User Selected (default setting): Allows the pilot/user to select/change if the “BACK”
key can be used to switch back and forth from full to split screen modes.
• Enabled: allows the “BACK” key to be used to switch back and forth from full to split
screen modes. In this setting the split/full mode button may also be used.
• Disabled: disallows the “BACK” key from being used to switch back and forth from
full to split screen modes. With this setting the split/full mode button must be used to
toggle back and forth between the full and split screen modes.
CAUTION
It is the installer’s responsibility to verify that all G3X aural alerts and messages are
configured to an appropriate volume to ensure they can be clearly heard while the aircraft is
flying at maximum power and airspeed.
NOTE
Sound volume configuration settings will vary by aircraft and audio panel. If using a Garmin
audio panel such as the GMA 345, many installations will require increasing the audio panel
volume for the unswitched, unmuted aux input connected to the GDU (even after the G3X
Alert and Message volume levels are set to 100%).
The configuration options for the Sound Configuration Page are listed/described as follows:
Alert Volume: Controls the volume level (settings from 0-100%) of audio alerts for Altitude,
CAS, Integrated Autopilot, Terrain, and Traffic. For most installations, configure Alert Volume to
100%.
Message Volume: Controls the volume level (settings 1-10 or OFF) of message tones for
Airspace Advisory Messages, Approaching VNAV Target Altitude Message, etc. For most
installations, configure Message Volume to 100%.
Terrain Audio: Enables/disables terrain awareness audio alerts.
Traffic Audio: Enables/disables Traffic Audio alerts.
Traffic N/A Alert: Enables/disables Traffic Not Available alerts.
Altitude Alert: Enables/disables the Altitude Alert tone.
Altitude Alert Volume: Controls the volume level (settings from 0-100%) of the Altitude Alert
tone. For most installations, start by configuring Altitude Alert Volume to 60% and adjust as
needed.
Minimums Alert: Enables/disables the Altitude Minimums tone.
Alert Source: If more than one GDU 4XX is installed an Alert Source field will appear on the
SOUND Configuration page. For the G3X STC set to “PFD”.
Alert Output: If set to Mono & Stereo, alert tones and messages will be output on both the
mono and stereo outputs. If set to Mono Only, alert tones and messages will be output only on
the mono output. For the G3X STC set to “Mono Only”.
NOTE
The RS-232 port on connector P4x01 cannot be configured. It is hard-coded to be compatible
only with the GEA 24 and GSU 25D.
NOTE
Garmin recommends selecting the Roll Display configuration that represents the behavior of
attitude indicator previously installed in the airplane. In all cases the Roll Display must match
the standby attitude indicator used with the G3X system.
Vertical Speed Indicator Range: Allows the range of the vertical speed tape to be set as either
“+/- 2000 ft/min”, “+/- 3000 ft/min”, or “+/- 4000 ft/min”.
• Set configuration values and units to match the values indicated in the POH/AFM.
• If the AFM/POH does not provide any guidance for vertical speed indication, set the
values as determined by the existing instrument markings.
HSI Orientation: Allows for configuring the PFD HSI Orientation to either “Heading” or “User
Selected” (default). The Heading selection displays the HSI (on the PFD) in a heading-up
orientation. The “User Selected” setting enables an HSI Orientation option on the PFD Setup
page, see the G3X Touch Pilot’s Guide for Certified Aircraft (190-02472-00) for more info.
• Select “User Selected”.
Auto Declutter: Determines whether non-essential information will be removed from the PFD
display when the aircraft is in an unusual attitude.
• Select “Enabled”.
NOTE
A GPS antenna must be connected to the PFD in all G3X Touch installations under this STC.
If a second display is installed it may optionally be connected to its own antenna.
NOTE
GTR 20 and GTR 200 are not installed/supported by this STC.
• If an RS-232 format that supports remote COM radio data has been configured,
additional RS-232 connection methods will appear in the list (for example, PFD RS-232
4 (GNC 255)). On-screen COM radio control is supported by the following RS-232
formats: Garmin VHF Comm, Garmin VHF Nav/Com, and MapMX.
• The specific radio functionality that can be controlled via an RS-232 connection depends
on the features supported by the software version used by the COM radio, reference
Table 5-4.
On-screen Controls: this setting is used to show or hide COM radio controls on the GDU.
Other X
versions
Active Frequency: Displays the active frequency currently tuned on for the selected
communication radio.
PFD Page Controls: Can be set to Show or Hide the transponder controls on the PFD as
desired for a panel-mounted transponder.
ADS-B Transmit: Sets Automatic Dependent Surveillance-Broadcast (ADS-B) to DISABLE,
ENABLE, or PILOT SET. DISABLE is the default. When ADS-B is set to DISABLE the BDS
(refer to the applicable transponder installation manual for BDS information) items that are
marked “ES Enabled Units Only” are not active (no extended squitter). When ADS-B is set to
PILOT SET, ADS-B transmissions are active at power-on.
ADS-B Receive Capability: UAT should be enabled (green indicator) if the aircraft is equipped
with a receiver that provides ADS-B In capability using the 978 MHz UAT frequency, such as
the GDL 50R or 52R.
1090ES should be enabled (green indicator) if the aircraft is equipped with a receiver that
provides ADS-B In capability using the 1090 MHz frequency, such as the GDL 50R or 52R.
Position Integrity: This selection is only available for GTX 33ES units. Position Integrity is
automatically configured for GTX 335R/345R units. Refers to the integrity level of the separate
TSO WAAS GPS input that can be connected to the transponder. For the GTX 33ES set to 1E-7
when a certified GNS/GTN/GPS unit is providing ADS-B Out+ to the transponder. Set to "VFR
GPS" if none of these devices (certified GNS/GTN/GPS unit) are connected to the transponder.
NOTE
A "Configuration Error" indication is most commonly the result of one or more items on the
transponder configuration page which have been left un-configured. For proper transponder
operation, all items on this page must be properly configured.
2. Press the Back key to return to the Configuration Mode page when finished.
Input Calibration: Fuel Quantity, Fuel Flow, and Current require calibration to convert from raw
input values. Complete the calibration procedures for each of the installed or interfaced sensors
which require calibration.
5.30.1.1 RPM 1
1. Select the installed sensor for RPM 1 input on the input configuration tab:
o UMA T1A9 Magneto Port (4- cylinder)
Or
o UMA T1A9 Magneto Port (6-cylinder)
Or
o Left Magneto P-lead input (see Appendix C.7 for pulse/rev setting)
2. Configure the “Gauge Display Range” and “Gauge Markings”.
5.30.1.2 RPM 2
1. If P-Lead RPM input is used, select:
o Right Magneto P-Lead input (see Appendix C.7 for pulse/rev setting)
2. Select “Save” once configuration is complete.
5.30.1.3 Manifold Pressure
1. Select the installed sensor for Manifold Pressure input on the GEA 24:
o Kavlico P4055-5020-1 – for Garmin 011-04202-00 (0-30 PSI)
Or
o UMA T1EU50A
2. Configure the “Gauge Display Range” and “Gauge Markings”.
3. Select “Save” once configuration is complete.
5.30.1.4 Oil Pressure
1. Select the installed sensor for the Oil Pressure input on the GEA 24:
• Kavlico P4055-5020-4 – for Garmin 011-04202-30 (0-150 PSI)
Or
• Beech 102-389017 – for both Beech 102-389017-1 and 102-389017-3
NOTE
Lean Assist is a feature that monitors and detects peak temperatures for EGT or TIT as the
pilot leans the engine's air/fuel mixture. When configuring EGT or TIT inputs, Lean Assist can
be enabled or disabled. If Lean Assist is enabled, the LEAN softkey will appear on the ENG
page in normal mode. Lean Assist should be disabled for engines that do not have pilot-
controllable air/fuel mixture.
• Type K – for Garmin 494-70001-00 (Alcor 86255) any other Type K
thermocouple.
2. Configure the “Gauge Display Range” and “Gauge Markings”.
3. Select “Save” once configuration is complete.
5.30.1.8 Fuel Pressure
1. Select the installed sensor for the Fuel Pressure input to the GEA 24:
• Kavlico P4055-5020-3 – for Garmin 011-04202-20 (0-75 PSI).
Or
• Kavlico P4055-5020-2 – for Garmin 011-04202-10 (0-15 PSI)
Or
• UMA T1EU35G
Or
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page 170 Revision 2
• UMA T1EU70G
2. Configure the “Gauge Display Range” and “Gauge Markings”.
3. Select “Save” once configuration is complete.
5.30.1.9 Fuel Quantity
1. Select the installed fuel quantity probe: Resistive, Voltage, or Digital.
The GEA 24 supports four fuel quantity inputs (FUEL 1 through 4), any of which can be
used with an analog or digital fuel quantity sensor. Reference Table C-6 for input selection
nomenclature for approved interfaces.
NOTE
All fuel quantity gauges must be displayed on the Engine Bar. Reference section 2.1 EIS
Limitations for other required gauges and section 3.3.5 for Engine Bar requirements and
limitations to ensure all required gauges will fit on the Engine Bar prior to replacing an
aircraft’s existing fuel gauges with G3X EIS interfaces.
2. Select the fuel quantity configuration to match the POH and existing nomenclature (i.e.
Fuel Quantity or Main Fuel):
• Fuel 1 – Fuel Quantity 1/L, Main Fuel 1/L
• Fuel 2 - Fuel Quantity 2/R, Main Fuel 2/R
• Pos 3/GP 3/ Fuel 3 - Aux Fuel 1/L
• Pos 4/GP 4/ Fuel 4 - Aux Fuel 2/R
3. Configure “Gauge Display” and “Gauge Markings”.
4. Calibrate all fuel quantity inputs in accordance with section 5.30.1.9.1.
5. Select “Save” once configuration is complete.
NOTE
It is advised to back up calibration data to an SD card after performing fuel quantity
calibration. Changing the configuration for a fuel quantity input may reset calibration data.
5.30.1.9.1 Fuel Quantity Calibration
Calibration of fuel quantity sensors requires adding a known fuel quantity. Use a
calibrated/verified fueling system.
Two fuel calibration curves are supported: the standard ‘in-flight’ or normal flight attitude
calibration curve and an optional ‘on-ground’ or ground/taxi attitude calibration curve. The
ground/taxi calibration curve can be used for aircraft that have a significantly different attitude
when on the ground such as tailwheel aircraft. If no calibration data is entered for the
ground/taxi curve the normal flight calibration curve will be used when the aircraft is in flight and
on the ground. The calibration curve being used to display fuel quantity switches automatically
and is determined by GPS groundspeed, indicated airspeed, and height above ground.
NOTE
It is recommended that the fuel tank be lightly ‘thumped’ or ‘tapped’ several times after fuel is
added before entering each calibration point. This is performed to aid in overcoming the
friction of the float. This is especially important for resistive senders.
To perform the Fuel Quantity calibration:
1. Drain all fuel from the tank.
2. Orient the aircraft appropriately for the calibration curve (normal flight or ground/taxi)
being performed.
• For the normal flight curve, level the aircraft in accordance with the procedure in
the aircraft maintenance manual.
• For the ground/taxi curve, ensure the aircraft is sitting in a normal ground attitude
on a level surface.
3. Press the Calibrate button to display the Calibration Page for the selected fuel probe.
4. Add unusable fuel. This must be the amount defined by the aircraft manufacturer and is
typically available in the POH.
5. Manually vibrate the area near the fuel sensor to prevent the float from sticking and to
improve the sensor response. Select Store Calibration Point to set the first point with 0.0
gal of usable fuel.
6. At least 5 calibration points are required. Add a known quantity of fuel (e.g. 5.0 gallons)
into the fuel tank. Enter that same quantity in the Actual Fuel Quantity field.
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page 172 Revision 2
7. Note the resulting sensor value displayed in the Input Voltage (or Input Frequency) field
should change when fuel is added.
8. Manually vibrate the area near the fuel sensor to prevent the float from sticking and wait
at least two minutes for the reading to stabilize.
9. Press the Store Calibration Point button.
10. Repeat steps 6-9 until the fuel tank is full or until the input voltage/frequency is no longer
changing when fuel is added (the float may reach its upper limit of travel before the tank
is completely full). Verify at least 5 calibration points were used.
11. Select “Save” once calibration is complete.
A yellow line on the graph indicates potentially incorrect/invalid info.
Fuel quantity inputs configured for digital sensing are calibrated in the same manner as resistive
senders except that the resulting frequency in kHz from the sensor is displayed instead of the
voltage. Frequencies up to 50 kHz are supported.
To delete a calibration value, highlight the desired data point in the list, and press the Delete
Button.
Fuel Quantity Calibration Data Backup: This option allows the user to back up fuel calibration
data to an SD card placed in the SD card slot of the PFD. Access the Read/Write Calibration
File menu by pressing the Menu key when displaying the Fuel Quantity Calibration Page.
Write Calibration File: Stores fuel quantity calibration data to a file on the SD card.
Calibration data is saved to the /Garmin/cal/ directory on the card. This data storage must
be repeated for each calibrated tank if backup is desired.
Read Calibration File: Reads the stored fuel quantity calibration data from the SD card and
saves it as the calibration curve for the selected Fuel Quantity input.
5.30.1.10 Fuel Flow Configuration
1. Select the installed sensor(s) for the Fuel Flow input to the GEA 24:
• EI FT-60 – for Garmin P/N 494-10001-00
Or
• EI FT-90 – for Garmin P/N 494-10001-01
Or
• Beech 102-389012
Or
• Floscan 201B-6 – for JPI 700900-1 (201) and Floscan 201B-6.
Or
• Floscan 231 – for JPI 700900-2 (231) and Floscan 231
2. Configure the “Gauge Display Range” and “Gauge Markings”.
3. Select “Calibrate” and configure/calibrate using guidance of Section 5.30.1.10.1 and
5.30.1.10.2.
4. Select “Save” once the configuration/calibration is complete.
Select the FUEL FLOW 2 if a return Fuel Flow transducer was installed, and repeat steps 1
through 4 to configure FUEL FLOW 2.
Notes:
(1) Use the tag attached to transducer for 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.
The K-Factor represents the number of electrical pulses output by the sensor per gallon of fuel
flow. Aspects unique to each installation will affect the accuracy of the initial K-Factor, and as a
result, the K-Factor must generally be adjusted up or down to increase the accuracy of the fuel
flow calibration.
If the fuel usage reported by the G3X differs from the actual fuel usage, as measured at the fuel
pump or other trusted method of measurement, use the following formula to calculate a
corrected K-Factor which can then be used to calibrate the fuel flow.
Corrected K-Factor = ([G3X reported fuel used] x [previous K-factor]) / [actual fuel used].
If FUEL FLOW 2 is utilized, adjust FUEL FLOW 1 only.
5.30.1.10.2 Fuel Calculator Configuration
The Fuel Flow calibration page is used to configure the fuel calculator. Refer to the G3X Touch
Pilot’s Guide for Certified Aircraft (190-02472-00) for information on operation of the fuel
calculator.
Full Fuel: Sets the Full Fuel quantity for the fuel computer. Set according to the fuel tank
capacity; set to zero if not used.
Partial Fuel 1 & 2: The Partial Fuel values may be used if the fuel tanks have ‘tabs’ or some
other method of putting in a known quantity of fuel other than completely full tanks. If the Partial
Fuel function is not applicable or not desired, these settings can be left blank or set to zero.
Oil Pressure Records Total Time when engine oil pressure is greater than 5
PSI
NOTE
Perform database updates on the ground only and remain on the ground while a database
update is in progress.
NOTE
A single database update purchased from www.fly.Garmin.com will allow all displays in the
G3X system with matching System ID to be updated, therefore a database purchase is not
required for each display.
5.32.1 Updating Garmin Databases
Equipment required to perform the update is as follows:
• Windows-compatible PC computer
• SD Card Reader, SanDisk SDDR-99 or equivalent card reader
• Updated database obtained from the www.fly.garmin.com website
• SD Card, 8 GB recommended for GDU 4X0 units (Garmin recommends SanDisk®
brand)
• SDXC cards are not supported.
After the data has been copied to the SD card, perform the following steps:
1. Insert the SD card in the card slot of the GDU 4X0 to be updated.
2. Turn ON the GDU 4X0 to be updated.
3. Upon power up, a screen appears which lists the databases on the SD card. A green
checkbox indicates that the database already installed on the GDU 4X0 is up to date, an
empty checkbox indicates that the database on the SD card is more current and should
be installed. Alternatively, the Database Update page can be accessed via Main Menu
> Tools > Database > Menu > Update Databases.
4. The databases can be updated by either highlighting UPDATE ALL and pressing the
ENT key or by highlighting a single database and pressing the ENT Key.
5. When the update process is complete, the screen displays the database status.
6. Once the database(s) have been updated, the SD card can be removed from the unit.
7. The unit must be restarted by pressing the Back key.
8. Repeat steps 1-7 for each installed GDU 4X0.
NOTE
If the SiriusXM activation is not successful, an Activation Refresh may resolve the issue. An
Activation Refresh may be performed by visiting www.siriusxm.com/sxmaviation; select
“Refresh Now” and following the instructions listed there.
NOTE
The checklist file should be named with a ‘.ace’ file extension and placed in the root directory
of the SD card. Only one checklist file should be placed on the SD card.
NOTE
For G3X operational instructions, see the Garmin G3X Touch Pilot’s Guide for Certified
Aircraft (190-02472-00).
NOTE
Some procedures in this section require that the GPS receiver is receiving sufficient satellite
signal to compute a present position. This requires outdoor line-of-site to GPS satellite
signals or a GPS indoor repeater.
NOTE
As some of these procedures involve engine run-up and moving the aircraft, it is
recommended that the installer read this entire section before beginning the checkout
procedure.
NOTE
All test equipment should have current calibration records.
NOTE
The aircraft or instrument manufacturer’s data should be referenced for standby tolerances, if
available.
If the installed system is configured to receive ADS-B In data through an interface with an ADS-
B In capable unit (GTX 3X5 or GDL 50R/52R), the interface is verified as follows:
1. Verify the GDU is in normal mode.
2. Select the Traffic page on the home screen of the MFD or the multi-function pane on the
PFD.
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 or TRAFFIC FAIL messages are not displayed over or
below the “ownship” icon.
NOTE
If no other weather source is configured, the Stormscope button will be present instead of the
Weather button
3. On the 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.
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.
1. Verify the G3X Touch EFIS is in normal mode.
2. Verify the FIS-B source is in normal mode.
3. Allow up to five minutes for the system to obtain a GPS position fix.
4. On each installed GDU, navigate to the Weather page, and press MENU then select the
FIS-B under the “Data Source” field.
NOTE
It may take up to 10 minutes after power-on for the system to begin receiving FIS-B weather
products.
If the engine has not had sufficient time to reach ambient temperature, it is necessary to verify
each temperature source independently.
5. CHT, EGT - 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.
6.14.3 Manifold Pressure Sensor Check
1. Ensure GDU displaying EIS is in normal mode.
2. Navigate to the engine page on the MFD or multi-function pane of the PFD in split
format.
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.
6.14.4 Oil Pressure Sensor Check
1. Ensure GDU displaying EIS is in normal mode.
2. Navigate to the engine page on the MFD or multi-function pane of the PFD in split
format.
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.
6.14.5 Fuel Pressure Sensor Check
1. Ensure GDU displaying EIS is in normal mode.
2. Navigate to the engine page on the MFD or on multi-function pane of the PFD in split
format.
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.
6.14.6 Tachometer Check
1. Ensure GDU displaying EIS is in normal mode.
2. Navigate to the engine page on the MFD or multi-function pane of the PFD in split
format.
3. Verify that the RPM Gauge does not have a red or amber X on it.
4. Verify that the gauge indicates 0 RPM.
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.
Obtain an optical tachometer to monitor propeller RPM.
1. Place the aircraft in an open and clear area appropriate for an extended engine run-up.
2. 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.
3. Verify the EIS RPM gauge(s) match the optical tachometer reading +/- 50 RPM.
4. Allow the engine to warm up and oil temperature to increase to at least 100°F.
5. Verify the engine oil pressure gauge is reading within the green arc.
6. Verify the EIS RPM gauge matches the optical tachometer reading ±50 RPM during all
phases of the engine run-up.
CAUTION
The real time readout displayed during the interference test is only valid for the location of the
GMU when the test was initiated. If using this procedure to evaluate multiple mounting
locations, the test must be started over for each location, failure to do so could provide
incorrect test results.
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time as
specified in the prepared test sequence.
6. After completing the prepared test sequence, press the Done softkey. Ensure that a
PASSED message appears on the display. The magnetic deviation value is displayed to
indicate the pass or fail margin of the test. Press the Done softkey to return to the
Magnetometer Page.
NOTE
Two common reasons for a failed magnetometer interference test are:
• new equipment is installed in close proximity to the GMU magnetometer or
• An existing or new electronic device has become grounded through the aircraft
structure instead of by proper ground wire in a twisted shielded pair.
6.15.2 Magnetometer Calibration
NOTE
The Pitch/Roll Offset Compensation procedure in section 5.8.2 must be completed prior to
performing this procedure.
Use a compass rose or calibrated magnetic sight compass to calibrate the magnetometer.
Ensure that the aircraft and compass are located away from magnetic interference sources
including buildings. The accuracy of the ADAHRS 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 above in section 6.15.1.
With the aircraft stationary, initiate the magnetometer calibration procedure as follows:
1. Start the aircraft engine per the POH/AFM.
2. Taxi the aircraft to a desired calibration area.
NOTE
Ensure that there are no nearby magnetic materials on or near the perimeter of the site. If
unavoidable, maneuver the aircraft to keep the magnetometer from passing within 20 feet of
such objects. Ensure that vehicles or other aircraft are a minimum of 40 feet away from the
aircraft during this procedure.
3. At the site, align the aircraft to a heading of magnetic north (+/- 5°). It is best to offset
the aircraft position to the left (west) of the North/South axis to allow turning clockwise
around the site as indicated below.
NOTE
Passing the Engine Run-Up Vibration test does not remove the requirement to rigidly mount
the GSU 25D. The Engine Run-Up Vibration Test is intended to help discover mounting
issues, but successful completion of the test does not validate the mounting of the GSU and
does not account for all possible vibration profiles that may be encountered during normal
aircraft operation.
1. Power on the PFD in configuration mode if it is not already in configuration mode.
2. Select the ADAHRS Calibration Page.
3. Ensure that all the required status boxes are checked.
4. Select Engine Run-Up Test.
5. Ensure that the aircraft has been properly positioned per the on-screen instructions, then
select the Start button to begin the test.
6. Gradually increase power from idle to full-throttle and back to idle over the course of one
to two minutes; the test data is displayed as the test progresses.
NOTE
If failures are indicated, the engine run-up test may be repeated up to three times. If the test
does not pass after three attempts, the installation should be considered unreliable until the
source of the vibration problem is identified and remedied. If the engine run-up test fails
repeatedly, record the values that are reported to be out of range for future reference.
NOTE
Some aircraft may have difficulty passing this test if performed in windy conditions. Windy
conditions do not provide evidence that the test would otherwise pass successfully; an actual
pass is required before the installation can be considered adequate.
WARNING
It is important that the PFD be properly configured in order to prevent damage to the autopilot
computer.
NOTE
The following procedures are general in nature and it may be necessary to reference the
autopilot manufacturers testing instructions to allow the autopilot to be tested properly.
6.17.1 Autopilot Engagement Check
This section verifies that the autopilot can be engaged.
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.
6.17.2.2 VOR Course Error
Some autopilot systems might not have course error capability; and this step is not necessary
for those systems.
1. Apply power to the aircraft and aircraft systems and allow the aircraft systems to
initialize.
2. Tune the VHF NAV to the NAV/COM Test Set frequency for VOR operation.
3. Set the Course pointer on the PFD HSI 15 degrees to the left of aircraft heading and
ensure that the PFD CDI is displaying VOR navigation information.
4. Simulate a VOR signal with a “TO” course equal to the aircraft heading.
5. Slowly adjust the course pointer on the PFD CDI toward the aircraft heading until VOR
captures.
6. Center PFD CDI course pointer on the aircraft heading.
7. Engage the autopilot in NAV mode.
8. Adjust the NAV ramp tester course and the PFD CDI course pointer 20 degrees to the
left of current aircraft heading.
9. Verify that the flight controls move toward the left.
10. Adjust NAV ramp tester course to aircraft heading.
11. Adjust the NAV ramp tester course and the PFD CDI course pointer 20 degrees to the
right of current aircraft heading.
12. Verify that the flight controls move toward the right.
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page 203 Revision 2
13. Adjust the NAV ramp tester course to aircraft heading.
14. Disengage the autopilot.
6.17.2.3 Localizer
1. Tune the VHF NAV to the NAV/COM Test Set frequency for LOC operation.
2. On the NAV ramp tester simulate centered LOC needle presentation.
3. Set the Course pointer on the PFD HSI to the current aircraft heading.
4. Verify the PFD CDI displays centered deviation for LOC.
5. On the NAV ramp tester simulate 0.093 DDM Left LOC.
6. Verify PFD CDI deviation bar is one dot left.
7. Verify that the flight controls turn to the left.
8. On the NAV ramp tester simulate 0.093 DDM Right LOC.
9. Verify PFD CDI displays one dot right.
10. Verify that the flight controls turn to the right.
11. On the NAV ramp tester simulate centered LOC needle presentation.
12. Disengage the autopilot.
6.17.3 GPSS Course
This test is only performed for installations that are interfaced to a GPS navigation source and
the interfaced autopilot did not previously have a GPSS function. Conduct this test with the
aircraft positioned where it can receive GPS signal.
1. On the GPS navigator, enter a simple Direct-To flight plan with a waypoint that is on the
current aircraft heading and select the PFD CDI to display GPS. If the navigator has the
capability to enter user waypoints, a user waypoint can be entered to facilitate this test.
It is suggested that the waypoint be within 5 miles of the current aircraft position for best
results.
2. On the PFD Attitude display, press the MENU button to display the 'PFD Options’ page,
select GPSS.
3. Verify the following:
On the PFD Attitude
• GPSS field is available when selected.
• The heading bug is a hollow cyan bug.
On the PFD CDI
• GPSS field is available when selected.
• The heading bug is a hollow cyan bug on the CDI.
4. On the navigator select OBS to enter GPS OBS mode.
5. Set the OBS course for the current aircraft heading (it is assumed the waypoint is on the
current aircraft heading).
6. Engage the autopilot in HDG mode.
7. Adjust the OBS course 20 degrees to the left of current aircraft heading.
8. Verify that the flight controls move toward the left.
9. Adjust the OBS course 20 degrees to the right of current aircraft heading.
10. Verify that the flight controls move toward the right.
11. Adjust the OBS course to aircraft heading.
12. Disengage the autopilot.
NOTE
EMI check of the fuel flow must be performed with the engine running.
10. Verify all other avionic systems are functioning properly.
Communication Radio(s)
GTP 59 (OAT indication)
GMU 11 (Mag. Heading)
Navigation Radio(s)
GEA24 (if installed)
Magnetic compass
Hydraulic System
Radar Altimeter
Anti-Collision Lt
Autopilot / SAS
Landing Lights
Transponder
Audio Panel
Pulse Light
TAS/TCAS
Fuel Valve
Generator
Pitot Heat
GDU #1
Pos Lt
GDU #1
GDU #2
(If installed)
GMU 11
(Mag. heading)
GAD 29B
(If installed)
GSU 25D
(PIT/ROLL)
GDL 5XR (if
installed)
GEA 24 (if
installed)
GTP 59 (OAT
Indication)
Magnetic
Compass
Navigation
Radio(s)
Communication
SOURCE
Radio(s)
Fuel Valve
Pitot Heat
Pulse Light
Generator
Pos Lt
Anti-Collision Lt
Landing Lights
Gov RPM Incr /
Decr
Hyd System
Radar Altimeter
TAS/TCAS
Transponder
Audio Panel
Autopilot / SAS
<add
equipment
here>
<add
equipment
here>
Aircraft Power
The GAD 29B operates using power from one 14 / 28 VDC input (J291 pin 7).
CAN Bus
The GAD 29B CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GAD 29B
is used to connect to other aircraft LRUs.
For specific wiring information refer to APPENDIX B.
ARINC 429
The ARINC 429 outputs conform to ARINC 429 electrical specifications when loaded with up to
5 standard ARINC 429 receivers. The G3X in conjunction with the GAD 29B can receive GPS
and VHF navigation data and send selected course when connected to a GPS, VHF or
GPS/VHF navigator.
For specific wiring information refer to APPENDIX B.
Autopilot Heading/Course
The GAD 29B can provide analog heading and course error outputs to non-Garmin analog
autopilots. In the case of an AC autopilot, the GAD 29B has an AC REFERENCE signal input.
For specific wiring information refer to APPENDIX B.
The GDL 5XR operates using power from one 14 / 28 VDC input (J5X1 pin 10). For specific
wiring information refer to APPENDIX B
There are two available RS-232 ports on a GDL 5XR. One port must be connected to each
display to provide ADS-B IN and/or SXM weather data.
For specific wiring information refer to APPENDIX B.
The MUSIC OUT signals are part of a differential pair (along with the MUSIC RIGHT and
MUSIC LEFT signals). The MUSIC OUT COMMON signal should be used as part of a
differential pair.
For specific wiring information refer to Section APPENDIX B.
The SXM antenna connection uses a TNC connector, see Section C.8 for compatible antennas.
See section B.14 for cable dB loss requirements and connections.
The GDL 52R ADS-B antenna connection uses a BNC connector, see Section C.8 for
compatible antennas. See B.14 for cable dB losses requirements and connections.
Video Input
This input can be connected to any applicable antenna listed in section C.8. If cable assembly is
required for this connection, use MIL-DTL-17 coax cable (e.g. RG-400) terminated with MIL-
PRF-39012 (e.g. BNC straight P/N M39012/16-0503) crimp terminals. Reference APPENDIX B
for details of cable creation.
Aircraft Power
The GDU 4X0 operates using power from one 14 or 28 VDC input. AIRCRAFT POWER 1,
P4X02 pin 32, is used for both 14VDC and 28VDC aircraft with P4X02 pin 16 used for ground.
AIRCRAFT POWER 2, P4X02 pin 31 is only used for 14V aircraft (if required) where it is
connected to the GAD27 TB273 terminal 3 as a secondary power source.
In a standalone PFD installation P4X02 pin 10 (CDU SYSTEM ID PROGRAM ID 1) and P4X02
pin 27 (SYSTEM PROGRAM GROUND) must be connected via a jumper wire (<4 inches in
length).
In a dual display installation, the PFD must have P4X02 pin 10 and P4X02 pin 27 connected via
a jumper wire. The MFD must leave both pins open.
For specific wiring information refer to APPENDIX B.
RS-232
The RS-232 port on P4X01 is hard coded for a connection to either a GSU 25D or GEA 24. Do
not use this connection for general RS-232 interface.
There are five general use RS-232 ports available on P4X02 for connections to G3X LRUs and
other Garmin navigators and transponders. The GDU can also interface to a WX-500 system for
control and display of weather information.
For specific wiring information refer to APPENDIX B.
CAN Bus
The GDU 4X0 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GDU is
used to connect to other Garmin LRUs. The GDU is equipped with an internal 120Ω resistor for
CAN bus termination. By splicing P4X02 pin 28 (CAN BUS TERMINATION) to the CAN LO
signal (P4X02 pin 45), this creates the required connections for CAN bus termination.
For specific wiring information refer to APPENDIX B.
Lighting
In addition to photocell and manual lighting control, there is a connection for GDU pilot-
controlled lighting input. For 14VDC aircraft connect P4X02 pin 43 (14V LIGHTING BUS HI) to
the already existing aircraft lighting control. For 28VDC aircraft connect P4X02 pin 26 (28V
LIGHTING BUS HI) to the already existing aircraft lighting control. It is recommended to match
the existing aircraft wire gauge for lighting control of the GDU.
For specific wiring information refer to APPENDIX B.
Audio
The alert audio out (P4X02 pins 1, 18) is a required connection for a G3X installation. This
connection provides all the alert audio out from the G3X system to an audio panel. This audio
panel input must be unswitched and unmuted. If the G3X is installed with a GFC 500, ensure
that the GFC 500 audio panel input is disconnected prior to connecting the G3X to an audio
panel.
For specific wiring information refer to APPENDIX B.
These pins provide an interface to the configuration module located in the GDU connector
P4X02 backshell. Interface to a configuration module is only required for the PFD. The wires
connected to the configuration module require special sockets to accept 26-30 AWG wire.
These sockets are provided in the Garmin GDU connector kit.
For specific wiring information refer to APPENDIX B.
A.5 GEA 24
Aircraft Power
The GEA 24 operates using power from one 14 / 28 VDC input. AIRCRAFT POWER 1, J241
pin 7, is used for both 14VDC and 28VDC aircraft (uses J241 pin 6 for ground). AIRCRAFT
POWER 2, J241 pin 8, is only used for 14V aircraft where it is connected to the GAD27 TB273
terminal 3 as a secondary power source.
For specific wiring information refer to APPENDIX B.
RS-232
There is one RS-232 port available on J241 for use as a backup data path to a GDU. This is a
required connection if the GEA is installed. For specific wiring information refer to APPENDIX B.
CAN Bus
The GEA 24 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN) 2.0-
B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GEA is used to
connect to other aircraft LRUs. The GEA requires a Garmin CAN bus terminator P/N 011-
02887-00 to be installed on connector J241 if the GEA is to be the termination of the CAN bus.
EGT, TIT, Oil, Carburetor Temperature
All EGT, TIT, oil, and carburetor temperature inputs must use K-type thermocouple extension
wire and K-type thermocouple sensors. Sensors connected to these thermocouples must be
grounded. Configurations for number of cylinders, naming convention, and gauge layout can be
found in section 5.
For specific wiring information refer to APPENDIX B.
CHT Temperature
CHT temperature inputs can be K-type or J-type thermocouples. The inputs must use
thermocouple extension grade wire for connection to the GEA. All thermocouples must be
grounded. Configurations for number of cylinders, naming convention, thermocouple type, and
gauge layout can be found in section 5.
For specific wiring information refer to APPENDIX B.
Figure B-20 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page B-19 Revision 2
Figure B-21 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interface Notes
Figure B-22 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page B-21 Revision 2
Figure B-23 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interface Notes
Figure B-34 – Century II, IIB, III Autopilot Interface to GAD 29B
Figure B-35 – Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B
NOTE
Make configuration changes only as described in this section, changing other configuration
settings is not recommended and may significantly alter the unit’s operation. Garmin
recommends recording all existing configuration settings (before making any changes) for
reference.
Notes:
(1) In installations with dual GTNs, GTN 1 must be connected to a lower number RS-232
port than GTN 2. In dual GDU installations GTN, #2 may be connected to any port on
the MFD)
(2) Only used when a Non-Garmin autopilot is interfaced, reference applicable interconnect
diagrams in APPENDIX B.
ADS-B/TIS-B
Notes:
(1) Set type on transponder configuration page of the GDU in configuration mode if remote
control of Transponder on G3X GDU is desired.
(2) Only one ADS-B Source maybe configured at a time.
(3) If a GDL 50R/52R is installed with a GTX 33ES or GTX 335R, ensure UAT and 1090ES
are enabled (green indicator). See Section 5 for detailed configuration information.
System 60 analog, Analog Autopilot Configuration Page: Must be configured to operate with
discrete KI-525 (KCS-55) heading system.
Autopilot Type: “S-Tec System 60”
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
System 65 Analog Analog Autopilot Configuration Page: Must be configured to operate with
discrete KI-525 (KCS-55) heading system.
Autopilot Type: “S-Tec System 65”
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
JPI N/A JPI 700900-1 (201) Fuel Flow → Floscan Interface Only
206 B6
JPI N/A JPI 700900-2 (231) Fuel Flow → Floscan Interface Only
231
Floscan N/A Floscan 201 B-6 Fuel Flow → Floscan Interface Only
206 B6
Floscan N/A Floscan 231 Fuel Flow → Floscan Interface Only
231
UMA N/A UMA T1A9-1 (Slick RPM 1 or 2 → UMA Interface Only
RPM Mag) T1A9 Mag Port (4 or 6-
Cylinder)
UMA N/A UMA T1A9-2 (Bendix RPM 1 or 2 → UMA Interface Only
Mag) T1A9 Mag Port (4 or 6-
Cylinder)
N/A Magneto P-lead, 4- RPM → Magneto P- N/A (No sensor
Cylinder Lead (1.000 pulse/rev) req’d)
N/A Magneto P-lead, 6- RPM → Magneto P- N/A (No sensor
Cylinder Lead (1.500 pulse/rev) req’d)
N/A Magneto P-lead, 6- RPM → Magneto P- N/A (No sensor
Cylinder, 0.64000:1 Lead (2.344 pulse/rev) req’d)
Prop Gear Ratio
N/A Magneto P-lead, 6- RPM → Magneto P- N/A (No sensor
Cylinder, 0.64167:1 Lead (2.337 pulse/rev) req’d)
Prop Gear Ratio
The GPS antenna interface on the GDL 5XR is not used in this STC.
Only the SXM connection to the GA 37 antenna is approved in this STC. The GPS connection
to the GA 37 is not compatible with any G3X LRUs but might be used for other installed
equipment under their respective interface approvals.
Also note that if a previously installed G5 is connected to a GPS antenna mounted externally on
the airframe, that antenna must be disconnected when the G5 is used as a standby instrument
for G3X. It may be possible to repurpose the external antenna for other avionics if it is
compatible under their respective interface approvals.
The GPS antenna should provide a gain of 16 to 25 dB. The GDU 4X0 supplies power to the
antenna at 4.5-5.5 VDC with a maximum current of 50 mA.
The following information describes antenna performance requirements for proper system
functionality.
* - For each 1 dB gain over 24 dB, add 1 dB of attenuation into the antenna cable path between
the antenna and the GDU.
The GDL 50R or GDL 52R requires an external monopole or blade-type ADS-B antenna for
reception. The antenna should be mounted on the bottom of the aircraft and located at least 3.3
feet from high power transmitting antennas such as VHF Comm, HF transmitter, DME,
Transponder, and Radar. The connection is made by attaching the coax cable from the external
antenna to the BNC connector on the GDL 50R/52R. The GDL 50R/52R requires a UHF
antenna that meets the following specifications:
• Standard 50 Ω vertically polarized antenna with a VSWR < 1.7:1 at 978 MHz and < 1.5:1
at 1090 MHz.
• TSO-C66, TSO-C74, or TSO-C112 antennas that also meet the VSWR specification.
D.1.1 Wings
The different zoning for wingtips and wings is described in the following subsections.
D.1.1.1 Wingtips
Aircraft Not Limited to VFR Operation
Zoning of various types of wingtips is shown in Figure D-1.
Figure D-1A shows zoning for straight wingtips. Figure D-1B shows zoning for curved wingtips;
whose zones are similar to those of straight wingtips. The main difference is that Zone 1 on
curved wingtips extends from the outboard edge of the wing past the tangent point of the chord
and 0.5m inboard.
Figure D-1C 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
0.5m inboard.
Figure D-1D 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 0.50m past the inboard edge of
the tip tank.
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 Zone 3 does not exist and the GTP 59 cannot be
installed on this particular aircraft. For those aircraft identified as VFR in APPENDIX G, the
following criteria is used to determine the Zone 3 area:
• Zone 1A/1B finishes as shown in Figure D-1 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 D-2.
• 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 D.1.2.
Installation Manual 190-02472-01
G3X Touch EFIS Part 23 AML STC Page D-2 Revision 2
Figure D-2 – Wingtip Zoning – Limited to VFR Operation
D.1.2 Fuselage
The empennage is zoned in Appendix Section D.1.3.
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 11
can be mounted there. In addition, neither the GTP 59 nor the GMU 11 can be mounted within
0.5 meters of the rear-most point of the fuselage. Section D.1.3 explains the conditions under
which the GTP 59 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”)
Figure D-4 shows zoning for both low and high-wing aircraft. The area of the nose immediately
aft of the propeller is Zone 3. The 0.6m distance should be measured from the outboard-most
edge of the fuselage or the tip of the propeller, whichever is longer. Figure D-6 show the case
of an aircraft with a curved fuselage. The portion of the fuselage that extends 1.3m aft of the
propeller blades is Zone 1C. The bottom centerline is Zone 2A, and it is an acceptable location
to mount the GTP 59.
D.1.3 Empennage
If the GTP 59 cannot be mounted in Zone 3 areas of the aircraft, it is acceptable for metal
aircraft with one of the three traditional empennages shown in Figure D-8 to mount the GTP 59
in the Zone 2A area of the tail.
However, the GTP 59 or GMU 11 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
D-8, 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
cannot be installed in the empennage.
Neither the GTP 59 nor the GMU 11 can be mounted in the tail of a composite empennage.
NOTE
It is allowable for only the horizontal stabilizer tips to differ from those shown in Figure D-8.
The GTP 59 cannot be installed in the horizontal stabilizer of the empennage.
The G5 as a standby flight display for G3X must have a GPS source other than from the GDU.
This must be either its own glareshield mounted GPS antenna (Garmin p/n 011-04036-00
connected using the 330-01754-00 TNC/BNC adaptor) or from a Garmin GTN 6XX/7XX, GNS
4XXW/5XXW, or GTX 3X5(R) with GPS option.
NOTE
If a previously installed G5 is connected to a GPS antenna mounted externally on the airframe,
that antenna must be disconnected when the G5 is used as a standby instrument for G3X. The
only acceptable GPS antenna for a G5 standby instrument is the glareshield mounted antenna.
E.3 Installation Guidance
The G5, when installed as a standby flight display, is to be installed within close proximity of the
G3X primary flight display. A maximum edge-to-edge distance between the G5 and a G3X PFD
should be no more than two inches. The G5 may be located above, below, or on either side of
the PFD. In dual display installations the standby instruments are required to be installed next
to the PFD only.
See Figure E-1 below for a typical example of an installation of a G5 and a G3X PFD.
DC Power Source
To perform the magnetic interference survey, it is required to use a DC power source capable of
supplying 8-36 VDC/350 mA to the G3X GDU for test purposes.
GDU
A G3X GDU 4X0 is required to run the magnetic interference survey. Use normal aircraft power
to power the GDU or an external power source capable of providing 9-32VDC power.
CAUTION
Do not permanently install the GMU 11 prior to successfully completing the GMU 11
location survey. A non-surveyed location may be unsuitable for permanent installation
and cause the GMU 11 to function incorrectly.
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Aermacchi S.p.A F.260, F.260B, F.260C, F.260D, Zone 3,
Figure D-1, Zone 2A ALL
(Aermacchi S.p.A) [Siai F.260E, F.260F Figure D-4 Figure D-8
Figure D-3 [1] [2]
Marchetti]
Aermacchi S.p.A S.205-18/F, S.205-18/R, S.205-20/F, Zone 3,
Figure D-1, Zone 2A
(Aermacchi S.p.A) [Siai S.205-20/R, S.205-22/R, S.208, S.208A Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Marchetti]
Zone 3,
Aero Commander (Dynac 10, 10A, 100, 100A, 100-180 Figure D-1, Zone 2A
Aerospace Corp) [Volaire] Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Aeronautica Macchi AM-3
Aerfer (Aeronautica Zone 3,
Figure D-1, Zone 2A
Macchi S.p.A. & Aerfer- X Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Industrie Aerospaziali
Meridionali S.p.A.)
Alexandria Aircraft 14-19, 14-19-2, 14-19-3, 14-19-3A, 17- Zone 2A ALL (Except
(Alexandria Aircraft, LLC) 30, 17-31, 17-31TC X Not Allowed Figure D-4 Figure D-8 [8]
[1] [3] Wing) [5]
[Bellanca]
Alexandria Aircraft 17-30A, 17-31A, 17-31ATC Zone 2A ALL (Except
(Alexandria Aircraft LLC) Not Allowed Figure D-4 Figure D-8 [8]
[1] [3] Wing) [5]
[Bellanca]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
American Champion 7ECA, 7GCAA, 7GCBC, 7KCAB Zone 3,
(American Champion Figure D-1 ALL (Except
Aircraft Corporation) Figure D-4 Figure D-8 Zone 2A [8]
[10] Wing) [5]
[1] [3]
American Champion 8KCAB, 8GCBC Zone 3,
(American Champion Figure D-1 ALL (Except
Aircraft Corporation) Figure D-4 Figure D-8 Zone 2A [8]
[10] Wing) [5]
[1] [3]
Aviat Aircraft, Inc. (Aviat A-1, A-1A, A-1B, A-1C-180, A-1C-200 Zone 3,
Aircraft, Inc.) [Sky
International] Figure D-1 Figure D-4 Figure D-8 Zone 2A ALL [8]
[1] [3]
Aviat Aircraft, Inc. (Aviat S-1S, S-1T, S-2, S-2A, S-2S,S-2B, S-2C Zone 3,
Aircraft, Inc.) [Sky ALL (Except
International] Not Allowed Figure D-4 Figure D-8 Zone 2A Figure D-4
Wing) [5]
[1] [2]
Bellanca (Bellanca Aircraft 14-13-2, 14-13-3W, 14-13-3, 14-13 Zone 3,
Corporation) Figure D-1 ALL (Except
Figure D-4 Figure D-8 Zone 2A
[10] Wing) [5]
[1] [3]
Boeing (The Boeing BC-1A, AT-6 (SNJ-2), AT-6A (SNJ-3), Zone 3,
Company) [Rockwell AT-6B, AT-6C (SNJ-4), AT-6D (SNJ-5), Figure D-1,
International] AT-6F (SNJ-6), SNJ-7, T-6G Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Cessna (Cessna Aircraft Cessna FR172E FR172F, FR172G, Zone 3,
Company) FR172H, FR172J, FR172K Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Cessna (Cessna Aircraft F172D, F172E, F172F, F172G, F172H, Zone 3,
Company) F172K, F172L, F172M, F172N, F172P, Figure D-1,
FP172D X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Cessna (Cessna Aircraft F177RG Zone 3,
Company) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Cessna (Cessna Aircraft F182P, F182Q, FR182 Zone 3,
Company) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Commander (Commander 112, 112TC, 112B, 112TCA, 114, 114A, Zone 3,
Aircraft Corporation) 114B, 114TC Figure D-1,
[CPAC, Inc.] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Cub Crafters (Cub CC19-180 Zone 3,
Crafters Inc.) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
DeHavilland Support Beagle B.121 Series 1, Beagle B.121 Zone 3,
Limited Series 2, Beagle B.121 Series 3
X Figure D-1 Figure D-4 Figure D-8 Zone 2A ALL
[1].[2]
Diamond (Diamond DA 40F, DA 40 Must have Diamond
Aircraft Industries, Inc.) Figure D-1, Zone 3 Zone 3 SB OSB 40-004/3
Figure D-4 Figure D-8
Figure D-3 [4] [6] incorporated. [8] [9]
[11].
Diamond (Diamond DA20-A1, DA20-C1 Installation approved
Aircraft Industries, Inc.) Zone 3, for VFR operation
Zone 3 only. Interface to
Figure D-2, Zone 2A
Figure D-4 Figure D-8 resistive fuel
Figure D-3 [4] (fuselage quantity sensors is
only) [6] not approved in this
aircraft. [8] [9]
Discovery XL-2 Figure D-2, Zone 3
X Figure D-4 Figure D-8 ALL
Figure D-3 [4]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
EADS-PZL "Warszawa- PZL-104 WILGA 80, PZL-104M WILGA Zone 3,
Okecie" (EADS-PZL 2000, PZL-104MA WILGA 2000 Figure D-1,
"Warszawa-Okecie" S.A.) X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
EADS-PZL "Warszawa- PZL-KOLIBER 150A, Zone 3,
Okecie" (EADS-PZL Figure D-1,
"Warszawa-Okecie" S.A.) PZL-KOLIBER 160A X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Extra (Extra EA-300L, EA-300S, EA-300/200, EA- Zone 3, Interface to resistive
Flugzeugproduktions- und 300, EA 300/LC X ALL (Except fuel quantity sensors
Vertriebs- GmbH) Not Allowed Figure D-4 Figure D-8 Zone 2A
(/LC Only) Wing) [5] is not approved in
[1].[3] this aircraft. [8]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
JGS (JGS Properties, LLC 11E Zone 3,
) [Quartz Mountain Figure D-1,
Aerospace; Luscombe X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Aircraft] [1].[2]
Luscombe (Good 8A, 8B, 8C, 8D, 8E, 8F, 8, T-8F Zone 3,
Earthkeeping Organization Figure D-1,
Inc) Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Mooney (Mooney M20, M20A, M20B, M20C, M20D, M20E,
International Corporation) M20F, M20G, M20J, M20K, M20L, Zone 3,
[Mooney Aviation M20M, M20R, M20S
Figure D-1,
Company, Inc.; Mooney Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Airplane Co.; Mooney
Aircraft Corporation; [1].[2]
Aerostar Aircraft Corp]
Mooney (Mooney Aircraft M22 Zone 3,
Corporation) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Nardi (Nardi S.A.) [Siai FN-333 Zone 3,
Marchetti] Figure D-1,
X Figure D-6 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Navion (Sierra Hotel Aero, Navion (L-17A), Navion A (L-17B, L- Zone 3,
Inc.) 17C), Navion B, Navion D, Navion E, Figure D-1,
Navion F, Navion G, Navion H Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Pacific Aerospace FBA-2C, FBA-2C1 (Bush Hawk), FBA- Zone 3,
Limited. (Pacific 2C2 (Bush Hawk XP) Figure D-1,
Aerospace Ltd.) [Found X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Aircraft Canada, Inc] [1].[2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Piper Aircraft, Inc. (Piper PA-16, PA-16S Zone 3,
Aircraft, Inc.) Figure D-1,
Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-18, PA-18 “105”, PA-18 "125" (Army
Aircraft, Inc.) L-21A), PA-18S, PA-18S “105”, PA-18S
"125", PA-18AS "125", PA-18 "135" Zone 3,
(Army L-21B), PA-18A, PA-18A "135", Figure D-1,
Figure D-4 Not Allowed Zone 2A ALL
PA-18S "135", PA-18AS "135", PA-18 Figure D-3
"150", PA-18A "150", PA-18S "150", PA- [1].[2]
18AS "150", PA-19 (Army L-18C), PA-
19S
Piper Aircraft, Inc. (Piper PA-20, PA-20S, PA-20 “115”, PA-20S Zone 3,
Aircraft, Inc.) “115” PA-20 “135”, PA-20S “135” Figure D-1,
Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-22, PA-22-108, PA-22-135, PA-22S- Zone 3,
Aircraft, Inc.) 135, PA-22-150, PA-22S-150, PA-22- Figure D-1,
160, PA-22S-160 Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-24, PA-24-250, PA-24-260, PA-24- Zone 3,
Aircraft, Inc.) 400 Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-28-140, PA-28-150, PA-28-151, PA-
Aircraft, Inc.) 28-160, PA-28-161, PA-28-180, PA-28- Zone 3,
235, PA-28S-160, PA-28R-180, PA-28S- Figure D-1, ALL
Figure D-4 Figure D-8 Zone 2A
180, PA-28-181, PA-28R-200, PA-28R- Figure D-3
201, PA-28R-201T, PA-28RT-201, [1].[2]
PA-28RT-201T, PA-28-201T, PA-28-236
Piper Aircraft, Inc. (Piper PA-38-112 Zone 3,
Aircraft, Inc.) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Piper Aircraft, Inc. (Piper PA-32-260, PA-32-300, PA-32S-300, PA- Zone 3,
Aircraft, Inc.) 32R-300, PA-32RT-300, PA-32RT-300T,
Figure D-1, ALL
PA-32R-301(SP), PA-32R-301(HP), PA- Figure D-4 Figure D-8 Zone 2A
Figure D-3
32R-301T, PA-32-301, PA-32-301T, PA-
32-301FT, PA32-301XTC [1].[2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation (Textron D17S (Army UC-43, UC-43B, Navy GB- Zone 3,
Aviation Inc.) [Beechcraft] 1, GB-2), SD17S Figure D-1,
Figure D-9 Figure D-8 Zone 2A ALL [8]
Figure D-3
[1].[2]
Textron Aviation (Textron G17S Zone 3,
Aviation Inc.) [Beechcraft] Figure D-1,
Figure D-9 Figure D-8 Zone 2A ALL [8]
Figure D-3
[1].[2]
Textron Aviation (Textron 19A, B19, M19A, 23, A23, A23A, A23-19, Zone 3,
Aviation Inc.) [Beechcraft A23-24, B23, C23, A24, A24R, B24R, Figure D-1,
C24R Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation (Textron 35-33, 35-A33, 35-B33, 35-C33, 35- Vertical Tail
Figure D-8 Zone 3, Depiction in Figure
Aviation Inc.) [Beechcraft C33A, E33, E33A, E33C, F33, F33A,
Figure D-1, (refer to D-8 is applicable to
F33C, G33, H35, J35, K35, M35, N35, Figure D-4 Zone 2A ALL
Figure D-3 note both V sections of
P35, S35, V35, V35A, V35B, 36, A36,
column) [1].[2] the V tail.
A36TC, B36TC
Textron Aviation (Textron 35, A35, B35, C35, D35, E35, F35, G35 Zone 3, Vertical Tail
Figure D-8
Aviation Inc.) [Beechcraft Depiction in Figure
Figure D-1, (refer to
Figure D-4 Zone 2A ALL D-8 is applicable to
Figure D-3 note
both V sections of
column) [1].[2] the V tail.
Textron Aviation (Textron 45 (YT-34), A45 (T-34A, B-45), D45 (T- Zone 3,
Aviation Inc.) [Beechcraft 34B) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation (Textron 77 Zone 3,
Aviation Inc.) [Beechcraft Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation Inc. 140A Zone 3,
(Textron Aviation Inc.) Figure D-1,
[Cessna Aircraft Company] X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 120, 140 Zone 3,
(Textron Aviation Inc.) Figure D-1,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 150, 150A, 150B, 150C, 150D, 150E, Zone 3,
(Textron Aviation Inc.) 150F, 150G, 150H, 150J, 150K, A150K, Figure D-1,
[Cessna Aircraft Company] 150L, A150L, 150M, A150M, 152, A152 Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 170, 170A, 170B Zone 3,
(Textron Aviation Inc.) Figure D-1,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 172, 172A, 172B, 172C, 172D, 172E, Zone 3,
(Textron Aviation Inc.) 172F (USAF T-41A), 172G, 172H (USAF Figure D-1,
[Cessna Aircraft Company] T-41A), 172I, 172K, 172L, 172M, 172N, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
172P, 172Q, 172R, 172S [1].[2]
Textron Aviation Inc. 175, 175A, 175B, 175C, P172D, R172E Zone 3,
(Textron Aviation Inc.) (USAF T-41B), (USAF T-41C or D),
Figure D-1, ALL
[Cessna Aircraft Company] R172F (USAF T-41D), R172G (USAF T- Figure D-4 Figure D-8 Zone 2A
Figure D-3
41C or D), R172H (USAF T-41D), R172J,
172RG, R172K [1].[2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation Inc. 180, 180A, 180B, 180C, 180D, 180E, Zone 3,
(Textron Aviation Inc.) 180F, 180G, 180H, 180J, 180K Figure D-1,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 182, 182A, 182B, 182C, 182D, 182E, Zone 3,
(Textron Aviation Inc.) 182F, 182G, 182H, 182J, 182K, 182L, Figure D-1,
[Cessna Aircraft Company] 182M, 182N, 182P, 182Q, 182R, 182S, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
182T, R182, T182, TR182, T182T [1].[2]
Textron Aviation Inc. 185, 185A, 185B, 185C, 185D, 185E, Zone 3,
(Textron Aviation Inc.) A185E, A185F Figure D-1,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 190, 195 (LC-126A,B,C), 195A, 195B Zone 3,
(Textron Aviation Inc.) Figure D-1,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 206, P206, P206A, P206B, P206C,
(Textron Aviation Inc.) P206D, P206E, TP206A, TP206B, Zone 3,
[Cessna Aircraft Company] TP206C, TP206D, TP206E, U206, ALL
Figure D-1,
U206A, U206B, U206C, U206D, U206E, Figure D-4 Figure D-8 Zone 2A
Figure D-3
U206F, U206G, TU206A, TU206B,
TU206C, TU206D, TU206E, TU206F, [1].[2]
TU206G, 206H, T206H
Textron Aviation Inc. 210, 210A, 210B, 210C, 210D, 210E,
(Textron Aviation Inc.) 210F, T210F, 210G, T210G, 210H, Zone 3,
[Cessna Aircraft Company] T210H, 210J, T210J, 210K, T210K, Figure D-1, ALL
Figure D-4 Figure D-8 Zone 2A
210L, T210L, 210M, T210M, 210N, Figure D-3
T210N, 210R, T210R, 210-5 (205), 210- [1].[2]
5A (205A)
Trident (Viking Air, Ltd.) TR-1 Zone 3,
Figure D-1,
X Figure D-6 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
True Flight Holdings LLC AA-1, AA-1A, AA-1B, AA-1C Zone 3,
(True Flight Holdings LLC) Figure D-1,
[American General] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
True Flight Holdings LLC AA-5, AA-5A, AA-5B, AG-5B Zone 3,
(True Flight Holdings LLC) Figure D-1,
[American General] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Univair (Univair 108, 108-1, 108-2, 108-3, 108-5 Zone 3,
Corporation) [Stinson] Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL [8]
Figure D-3
[1].[3]
WACO (The WACO YMF Zone 3,
Aircraft Company) Figure D-1,
X Figure D-9 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Zenair (Zenair Ltd.) CH2000 Zone 3,
Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
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 4.11.
[3] The GTP 59 must be bonded to the metallic tube structure. For details, refer to Section 4.11.
[4] The GTP 59 must be isolated from the aircraft ground plane. For details, refer to Section 4.11.
[5] The GMU 11 must be bonded to the aircraft ground plane. For details, refer to Section 4.8.
[6] The GMU 11 must be isolated from the aircraft ground plane. For details, refer to Section 4.8.