Installation Manual 190-02246-10 - 13
Installation Manual 190-02246-10 - 13
Installation Manual 190-02246-10 - 13
Disclaimer
The AES file encryption software is provided “as is” with no explicit or implied warranties in respect of its
properties, including, but not limited to, correctness and/or fitness for purpose.
1. Definitions. The following capitalized terms shall have the meanings set forth below:
a. “Device” means any Garmin device that is delivered by or on behalf of Garmin to Licensee onto which the Licensed
Software is installed.
b. “Documentation” means Gamin's then-current instructional, technical or functional documentation relating to the
Devices or Licensed Software which is delivered or made available by Garmin in connection with this Agreement.
c. “Licensed Software” means the software in binary executable form that is embedded in the Devices and/or made
available for use on the Devices via a software loader card.
d. “Permitted Purpose” means operating and using the Device on which the Licensed Software is installed for the
Device's intended use.
2. License.
a. License Grant. Subject to the terms and conditions of this Agreement and Licensee's compliance with the terms and
conditions of this Agreement, Garmin hereby grants to Licensee a limited, royalty-free, non-exclusive, non-
sublicenseable, non-transferable and revocable right and license to use and perform the Licensed Software as installed
on the Devices and the Documentation solely for the Permitted Purpose and only during the term of this Agreement,
provided that the Licensed Software may only be used by Licensee on Devices on which the Licensed Software has
been installed or otherwise made available by Garmin.
b. Reservation of Rights. Garmin retains exclusive ownership of all right, title and interest in and to the Licensed
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Software or any rights in the Licensed Software.
6. General.
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WARNING
A Warning means injury or death is possible.
CAUTION
A Caution means that damage to the equipment is possible.
NOTE
A Note provides additional information.
WARNING
This product, its packaging, and its components contain chemicals known to the State of
California to cause cancer, birth defects, or reproductive harm. This notice is being
provided in accordance with California's Proposition 65. For questions or additional
information, refer to www.garmin.com/prop65.
WARNING
Perchlorate Material – special handling may apply.
Refer to www.dtsc.ca.gov/hazardouswaste/perchlorate.
WARNING
Failure to properly configure the EIS gauges per the POH/AFM and other approved data
could result in serious injury, damage to equipment, or death.
WARNING
This product contains a Lithium-ion battery that must be recycled or disposed of properly.
Battery replacement and removal must be performed by a licensed A&P technician.
This installation manual is intended for use by those authorized to perform maintenance and/or avionics
installations on approved aircraft. It includes installation data and checkout procedures for the GI 275
Multi-Function Instrument and refers to standards described in Title 14 CFR Part 43. Installation personnel
must be familiar with the contents of this manual prior to performing modifications to the aircraft.
Terms frequently used in this manual include:
• GI 275: Unless otherwise specified, refers equally to all variants of the GI 275
• References made to HSDB and Ethernet are used interchangeably.
• Standalone EIS: GI 275 EIS with no HSDB network connection to a GI 275 ADI.
• Metal aircraft: Aircraft with an aluminum (metallic) airframe, including exterior skin
• Non-metal aircraft: Aircraft with an airframe constructed from wood or composite, including
exterior skin, or aircraft with metal tubular truss airframe and fabric or composite exterior skin
• Primary EGT: Is the exhaust gas temperature that is displayed independently from the exhaust gas
temperature associated with each cylinder. This is typically a probe installed downstream in the
exhaust to detect temperature from multiple cylinders and is used for EGT limitations in some
aircraft
• X: An “X” denotes variations of LRUs. Examples include:
◦ “GTN 6XX” refers to the GTN 625/635/650“GTX 33X” refers to the GTX 33/33D/330/
330D/335
• ( ): Parenthesis denote an undetermined value. Examples include:
◦ “GI ( )” refers to GI 1, GI 2, etc. depending on the context
◦ “AHRS ( )” refers to AHRS 1, AHRS 2, or AHRS 3 depending on the context
• Throughout this manual references will be made to aircraft class. With regards to usage in this
manual, the classes are defined as follows:
◦ Class I: Single reciprocating engine airplane with GTOW of 6,000 lbs or less
◦ Class II: Multi reciprocating engine or turbine engine airplane with GTOW of 6,000 lbs or
less
◦ Class III: Airplane with GTOW of more than 6,000 lbs
◦ Class IV: Commuter category aircraft
Refer to AC 23.1309-1E for more information on airplane classes
• “Standby ADI” refers to any GI 275 configured as a Standby per Section 5.3.4 (i.g., MFD/Standby
ADI and HSI/Standby ADI) or a GI 275 configured as a secondary ADI for another system per
Section 3.2.2.
The following dedicated pages are available on a GI 275 MFD or MFD/Standby ADI:
• CDI (MFD only)
• ADI (MFD/Standby ADI only)
• HSI
• Stormscope
• Terrain
• Moving Map
• Radar Altimeter
• Traffic
• Weather
• Transponder
If the GI 275 is configured as a Primary ADI, no other pages can be displayed.
Primary instruments, such as the Standard Turn Rate Indicator, must be retained unless a Standby ADI is
installed. A GTP 59 OAT probe is required to be installed to display standard turn rate indices on the ADI.
Refer to Section 2 for limitations.
When the GI 275 provides altitude, airspeed, attitude, or heading, the internal ADAHRS is required as the
primary sensor. The backup battery is available for all GI 275 units as an option, and is required for
standby displays that are powered by the aircraft’s primary electrical power source.
The GI 275 EIS uses the GEA 24 or the GEA 110 adapter and sensors to replace various engine
instruments and provide indication of engine parameters. For a single engine, a single GI 275 with multiple
pages can be used; however, all alerting gauges must fit on the primary gauge page. If a GEA 110 is
installed as part of the GI 275 system, the -01 model of the GEA 110 must be used.
For twin-engine EIS, each engine must have a dedicated GEA 24/110 and each engine must have separate
GI 275 indicators. Only one indicator is permitted per engine. If multiple indicators are needed to display
all primary alerting gauges, then certain existing gauges must be retained instead.
EIS units may not share a GEA 110/24 interface with G500/600 TXi or G3X systems, respectively. If using
a GI 275 for EIS, then the EIS interface may only be connected and displayed on the GI 275 system, and
may not be connected or displayed on TXi or G3X systems.
GI 275 Base
The GI 275 Base unit has one 78-pin D-sub connector and is capable of functioning as an MFD or EIS unit.
If a GI 275 Base is configured in a system with a GI 275 ADAHRS or ADAHRS+AP unit, it may be
configured as an HSI.
GI 275 ADAHRS
The GI 275 ADAHRS unit includes all the functionality of the GI 275 Base unit with an additional 78-pin
D-sub connector, internal ADAHRS circuit board, and pitot/static port fittings. This allows the added
functionality of a Primary ADI, MFD/Standby ADI, HSI, or HSI/Standby ADI, excluding non-Garmin
autopilot outputs.
GI 275 ADAHRS+AP
The GI 275 ADAHRS+AP unit includes all the functionality of the GI 275 ADAHRS unit in addition to an
internal autopilot control/interface circuit board. This allows it to drive an approved non-Garmin autopilot
when configured as a Primary ADI or HSI. Garmin autopilots require only a GI 275 ADAHRS unit.
Table 1-4 GI 275 Variant Functionality
GI 275 GI 275
Function GI 275 Base
ADAHRS ADAHRS+AP
Primary ADI
MFD/Standby ADI
MFD
EIS
HSI *
HSI/Standby ADI
Autopilot Interface
*Requires interface to another GI 275 with an internal ADAHRS configured
Required and
installed per STC
GTP 59 Pitot/Static
Analog Mechanical
Optional and OAT Probe Plumbing
installed per STC [5] [6]
Internal ADAHRS
[ADAHRS or ADAHRS+AP units]
Backup GPS
Coaxial
Antenna
[2]
An internal backup battery is available for all GI 275 ADAHRS and ADAHRS+AP units. With the backup
battery installed, if the aircraft loses power, the battery is capable of providing power to the GI 275, backup
GPS antenna, GTP 59 OAT Probe, and magnetometer for at least 60 minutes.
In addition to the Primary ADI, the following additional information can be shown:
• Flight director
• Synthetic Vision Terrain
◦ Requires: Heading (ARINC label 320), GPS, Terrain database, Obstacle database, SVT
Enablement, and the GI 275 Terrain to be configured as Terrain-FLTA
• Standard turn rate indices (requires OAT interface)
• Slip/skid
• Vertical speed/tape/bug
• Altitude baro setting/bug/trends
• Airspeed bugs/trends
• Vertical and Lateral deviations
• Radar altimeter (for minimums)
Attitude
The GI 275 calculates aircraft attitude using information from its built-in inertial sensors and GPS data. If
the GI 275 senses that the attitude solution is valid, but not yet within the internal accuracy limits,
“ALIGNING” is displayed. The primary GI 275 attitude functions are comprised of pitch and roll.
Slip/Skid
The slip/skid information is located near the top of the display under the roll pointer and is indicated by the
small white trapezoid.
Heading
The GI 275 can provide stabilized heading based on ADAHRS and magnetometer data, which is displayed
as a linear scale along the bottom of the ADI display with a digital readout of the current heading in
degrees. Labels on the linear scale denote increments of 30°, with white markings indicating smaller
increments for increased awareness.
GPS
The GI 275 requires GPS for attitude aiding. The indicator contains an internal GPS receiver that can be
connected to a GPS antenna mounted on the glareshield, or it can receive an input from an external GPS, if
available. As installed in this STC, the GI 275 receives the GPS data for aiding via the following methods:
• Glareshield GPS antenna
• GTN 6XX/7XX or GTN Xi series navigator
• GNS 4XXW/5XXW series navigator
• GNS 480 series navigator
• GTX 3X5 transponder with internal GPS receiver (software v3.00 or later)
• GPS 175/GNX 375/GNC 355
Deviations
The GI 275 Primary ADI can display vertical and lateral deviations from a compatible GPS and/or NAV. If
an external GPS or NAV is not available, the internal VFR GPS (with installed glareshield antenna) can
display lateral deviations for VFR Direct-To navigation only.
Required and
installed per STC GTP 59 Analog Pitot/Static
Mechanical
OAT Probe Plumbing
Optional and [6]
installed per STC
GMU 11
RS‐232 (GMU 11) HSI
[3]
Magnetometer LRU Power
GSB 15 USB
Backup Battery
(Optional)
Required and
installed per STC
Optional and
installed per STC
Backup Battery
(Optional)
HSDB
HSDB or
Traffic or
GPS #1‐2
RS‐232 &
ARINC 429 ARINC 429
The configurable MFD pages that show the information listed in Table 1-7 can be independently enabled
or disabled to show applicable data from connected LRUs, which include:
• HSI (requires GPS or NAV source)
• CDI (requires GPS or NAV source)
• Traffic display (requires traffic source)
• Moving map with weather, terrain, and traffic overlays
• MFD data page with waypoint information (requires GPS/NAV)
• Secondary EIS display (only the Fuel page for installations with multiple primary EIS displays)
• Radar Altitude digital gauge display (requires radar altimeter)
• Transponder Control page (requires GTX 345 series transponder)
NOTE
When the GI 275 is configured as a standalone CDI, the HSI and Enhanced HSI pages
must be configured Off.
Required and
installed per STC
Optional and
installed per STC
GSB 15 USB
Backup Battery
(Optional)
[1]….Each GI 275 only supports one HSDB or HSDB or Analog or NAV #1‐2
analog NAV. GPS #1‐2
RS‐232 & ARINC 429 RS‐232 or ARINC 429 [1]
[2]….Supported on MFD
configuration.
NOTE
When the Standby ADI is in reversionary mode, all previously configured MFD or HSI
pages are unavailable. Only the ADI page will be displayed.
The Standby ADI monitors the primary indicator during normal operation. When the standby indicator
senses a discrepancy, it automatically reverts to displaying its secondary ADI data within 1 second.
Additionally, a display backup switch may be required to be installed. When this switch is set to AUTO, the
standby display functions as outlined above. When the switch is set to ON, the standby display will always
display the aircraft’s secondary ADI data whether or not there is a miscompare between the Primary ADI
and standby indicator. MFD/HSI pages are disabled when the switch is set to ON.
Required and installed per
STC
Optional and installed per GTP 59 Pitot/Static
Analog Mechanical
STC OAT Probe Plumbing
[7] [2]
Not installed per STC
Internal ADAHRS
[ADAHRS]
Backup GPS PFD
Coaxial HSDB
Antenna [1]
[3]
Various Analog/Digital
Outside Air Temp
(GTP 59)
Backup GPS
Antenna
Coaxial HSDB GI 275
[ADI/HSI/MFD]
[4]
GI 275
Base Unit
EIS #1
Single Engine
[1]….If equipped.
[2]….Required sensor for Lean Assist.
[3]….Refer to Section 2 for limitations.
[4]….Used for fuel distance estimations.
GPS HSDB
[5]….Required interface for GI 275
[4] or
RS‐232 software v2.40 or later.
Optional and
Turbine Inlet Temp installed per STC Turbine Inlet Temp
Oil Pressure Oil Pressure
(TIT) (TIT)
Cylinder Head Temp Comp Discharge Cylinder Head Temp Comp Discharge
(CHT) Probes Temp (CDT) (CHT) Probes Temp (CDT)
[6] [1]….If equipped. [6]
[2]….Required sensor for Lean Assist.
Exhaust Gas Temp Exhaust Gas Temp
(EGT) Fuel Pressure [3]….Refer to section 2 for limitations. (EGT) Fuel Pressure
[2] [6] [2] [6]
[4]….Used for fuel distance estimations.
Fuel Flow Fuel Quantity [5]….Connect the GTP 59 to either EIS #1 Fuel Flow Fuel Quantity
[2] Sensor(s) or EIS #2, but not both. [2] Sensor(s)
/Digital
Analog
/Digital
Analog
USB
GSB 15
GI 275 GI 275
Base Unit Base Unit
#1 Engine #2 Engine
NOTE
Updating databases is disabled in flight. Databases must be updated while the aircraft is
on the ground. The GI 275 is capable of “Fast Syncing” databases only when the aircraft
is stationary.
NOTE
Visit flyGarmin.com to purchase flight databases. The GI 275 System ID is required when
purchasing databases from Garmin. Refer to Section 5.3.2 for instructions on obtaining
the System ID.
NOTE
Credit is not taken for the GI 275 internal GPS for GPS navigation (NAV) in IFR flight;
the equipment and operational requirements for IFR must be met by other navigation
source(s) in the aircraft.
The VFR GPS will be capable of displaying moving map functions depicting ownship position, velocity,
ground speed, ground track, traffic overlay, weather, stormscope, and direct-to only functions in certain
instances.
The internal VFR GPS interfaces to a glareshield-mounted GPS antenna, which can be used in the event of
a failure of the primary GPS source or to provide VFR only situational information. Only one VFR GPS
antenna is needed for all GI 275s. The GPS data will be used by the interfacing GI 275 and it will forward
the data to any GI 275 configured to receive the data.
1.3.1.4 GMU 11
The GMU 11 Magnetometer senses magnetic fields and provides data to the ADAHRS to determine
aircraft magnetic heading. The GMU 11 receives power directly from the GI 275 and communicates with
the ADAHRS via RS-232. The GMU 11 is applicable for Class I & II aircraft only. Refer to Section 1 of
definition of aircraft classes.
1.3.1.5 GTP 59
The GTP 59 Outside Air Temperature (OAT) Probe is a remote-mounted sensor that interfaces to an ADC
or EIS adapter for OAT display and computations. OAT is used to produce true airspeed for AHRS aiding
as well as providing standard turn rate indices on the ADI. OAT is used to produce supplemental percent
power for the powerplant on EIS units. When interfaced to an ADC, Static Air Temperature (SAT) or Total
Air Temperature (TAT) can be displayed. When interfaced to a GEA, only Total Air Temperature (TAT) is
displayed as “OAT (EIS)”.
Figure 1-19 Fuel Flow Transducer FT-60 (Left) and FT-90 (Right)
The Garmin GPT and brass pressure sensors have NPT pressure ports and Packard style electrical
connectors. They are interchangeable, however the sensor configuration must be updated if they are
swapped. The mil-spec style sensors are a durable all-metal design featuring a 37 degree flared fitting and
round electrical connector.
Refer to Section 3.2.3 and Section 3.4.3 for more information.
1.3.3.2 GSB 15
The GSB 15 is an optional LRU that mounts into the instrument panel and provides two USB connections
to a GI 275 unit. Variants include dual USB Type-A ports, dual USB Type-C ports, and single USB
Type-A/single USB Type-C ports. Each variant also has the option to have the connector on the rear or side
of the unit.
The USB ports can be used in place of a USB dongle to update the software on the GI 275 system and to
charge devices while in-flight.
A decorative cover can optionally be installed.
Digital
Digital
Analog
Analog
RS‐232 (GEA 24) RS‐232 (GEA 24)
GTP 59 OR GEA 24/110 OR GEA 24/110
Analog RS‐485 (GEA 110) RS‐485 (GEA 110)
OAT Probe
[2] Internal ADAHRS
[ADAHRS or ADAHRS + AP units]
Backup GPS
Coaxial
Antenna GI 275 GI 275
[5] Base Unit
Base Unit
GMU 44B RS‐232 (GMU 44B) GI 275
RS‐485 (GMU 44B)
OR HSDB HSDB
GMU 11
OR
RS‐232 (GMU 11)
EIS EIS
Magnetometer LRU Power
Primary ADI #1 Engine #2 Engine
[3]
[Attitude, Altitude, Airspeed, and Heading]
USB
GSB 15
Backup Battery
(Optional)
NAV #1‐2
HSDB or Analog Analog External Flight Standby Standby
or RS‐232 or Director
ARIN 429 [1]….GI 275 ADAHRS+AP required to drive the
Attitude Airspeed
autopilot if equipped.
[2].…GTP 59 interface is optional but recommended. [6] [6]
Radar ARINC 429 HSDB or Autopilot If the system includes a GI 275 ADI(s), the GTP
Altimeter Discrete & ARINC 429 [1] 59 MUST ONLY be connected to the GI 275
ADI(s). For standalone GI 275 EIS installations,
connect the GTP 59 to the GEA 24/110. If
connected to EIS adapter in twin‐engine
aircraft, only connect to one, not both.
[3]....Required if used as compensated heading
Required and installed per STC source for HSI. Magnetic Standby
[4]….Reserved.
[5].…GPS source is required. Either backup
Compass Altimeter
Optional and installed per STC antenna or external GPS source. [7] [6]
[6]….Standby instrument not required for VFR
only aircraft.
Not installed per STC [7]….Must be retained.
[8]….Required connection for aiding AHRS.
GTP 59
OAT Probe
Analog Internal ADAHRS Internal ADAHRS
[2] [ADAHRS or ADAHRS + AP units] [ADAHRS]
Engine Inputs
RS‐232 (GEA 24) GEA 24/110
[2]
OR
RS‐485 (GEA 110) Analog
Autopilot HSDB or GPS #2 HSDB or HSDB or
[1] Discrete & [5]
Traffic Digital
RS‐232 & ARINC 429
ARINC 429 ARINC 429
[1]….GI 275 ADAHRS+AP required to drive the autopilot if equipped.
External Flight Analog HSDB or Analog or ARINC 429 Radar [2].…GTP 59 interface is optional but recommended. If the system
NAV #2 includes a GI 275 ADI(s), the GTP 59 MUST ONLY be connected
Director RS‐232 or ARINC 429 Altimeter
to the GI 275 ADI(s). For standalone GI 275 EIS installations,
connect the GTP 59 to the GEA 24/110. If connected to EIS Standby
adapter in twin‐engine aircraft, only connect to one, not both.
GPS #1
[5]
HSDB or
RS‐232 &
[3]....MFD pages limited to Class I‐II aircraft. Reversionary switch Instrument
required when Standby ADI has MFD pages. See section 3 for
ARINC 429
restrictions.
[4].…Nav can be connected to any unit.
Required and installed per STC
HSDB or Analog or [5].…GPS source is required. Either backup antenna or external GPS
NAV #1 RS‐232 or ARINC 429 source. Magnetic
Optional and installed per STC [6]….Must be retained.
[7]….Required connection for aiding AHRS.
Compass
[8]….A backup battery is required for Standby GI 275 units that do not [6]
utilize an electrical power source that is independent from the
Not installed per STC
aircraft’s primary electrical power source.
Figure 1-24 GI 275 Primary ADI, Reverting HSI/Standby ADI, and EIS
Internal ADAHRS
[ADAHRS or ADAHRS + AP units]
Backup GPS
Coaxial
Antenna GI 275 GI 275
[5]
Base Unit Base Unit
RS‐232 (GMU 44B) GI 275
GMU 44B RS‐485 (GMU 44B)
OR OR Primary ADI HSDB HSI HSDB
MFD
RS‐232 (GMU 11)
GMU 11
Magnetometer LRU Power
[Attitude, Altitude, Airspeed, and Heading} Backup Battery Backup Battery
(Optional) (Optional)
USB
GSB 15
Backup Battery
(Optional)
GTP 59
OAT Probe
Analog Internal ADAHRS Internal ADAHRS
[2] [ADAHRS or ADAHRS + AP units] [ADAHRS]
GSB 15 USB
GI 275 GI 275 GI 275
Base Unit
HSDB HSDB
HSDB [4]
Figure 1-26 GI 275 Primary ADI, Reverting MFD/Standby ADI, and HSI
Analog
Digital
Base Unit Base Unit
RS‐232 or HSDB [4]
GPS/NAV ARINC 429 or
Engine Inputs
Analog HSI EIS #1 [2]
Backup Battery
(Optional)
Pitot/Static
Mechanical Mechanical
HSDB Plumbing
HSDB [7]
GTP 59
OAT Probe
Analog GI 275 GI 275 ARINC 429 Radar
[2] Discrete Altimeter
HSDB
Primary ADI MFD/Standby ADI RS‐232
[3] Stormscope
[Attitude, Altitude, Airspeed, and Heading] [Attitude, Altitude, Airspeed, and Heading]
GSB 15 USB
HSDB Weather
Backup Battery Backup Battery
(Optional) (Required) [8]
Figure 1-27 GI 275 Primary ADI, Reverting MFD/Standby ADI, HSI, and Single-Engine EIS
Analog
Digital
HSDB MFD EIS #1
Weather Engine Inputs
[2]
Backup Battery
Analog or RS‐232 or (Optional)
GPS/NAV
ARINC 429 or HSDB
Discrete Reversionary
USB Internal ADAHRS Internal ADAHRS Switch
GSB 15 [ADAHRS] [3]
[ADAHRS or ADAHRS + AP units]
GTP 59
Analog GI 275 GI 275
OAT Probe Required and installed per STC
[2]
HSDB
Backup GPS Primary ADI HSI/Standby ADI Optional and installed per STC
Coaxial
Antenna [3]
[5]
[Attitude, Altitude, Airspeed, and Heading]
[Attitude, Altitude, Airspeed, and Heading] Not installed per STC
GMU 44B LRU Power
OR Backup Battery
GMU 11 RS‐232 (GMU 44B)
Backup Battery
RS‐485 (GMU 44B) (Optional) (Required) [8]
Magnetometer [1]….GI 275 ADAHRS+AP required to drive the autopilot
OR
if equipped.
RS‐232 (GMU 11)
[2].…GTP 59 interface is optional but recommended. If
the system includes a GI 275 ADI(s), the GTP 59
MUST ONLY be connected to the GI 275 ADI(s). For
standalone GI 275 EIS installations, connect the
Autopilot HSDB or HSDB or GPS #1 GPS #2 HSDB or GTP 59 to the GEA 24/110. If connected to EIS
[1] Discrete & ARINC 429 RS‐232 & [5] [5] RS‐232 & adapter in twin‐engine aircraft, only connect to
ARINC 429 ARINC 429
Standby one, not both.
[3]....HSI/Standby limited to Class I‐II aircraft.
NAV #1
HSDB or Analog or
RS‐232 or ARINC 429
Analog External Flight NAV #2
HSDB or Analog or
RS‐232 or ARINC 429
Instrument Reversionary switch required when Standby ADI is
an HSI. See section 3 for restrictions.
Director [4].…If HSDB ports are available, this connection is
optional as an HSDB failure redundancy.
[5].…GPS source is required. Either backup antenna or
Magnetic external GPS source.
[6]….Must be retained.
Compass [7]….Required connection for aiding AHRS.
[6] [8]….A backup battery is required for Standby GI 275
units that do not utilize an electrical power source
that is independent from the aircraft’s primary
electrical power source.
Figure 1-28 GI 275 Primary ADI, Reverting HSI/Standby ADI, MFD, and EIS
GI 275 GI 275
Lateral/Vertical
Pitch/Roll Attitude
Analog Flight Director
Independent ADI /
Flight Computer
Analog Flight Director Flight Command Flight Computer
Indicator
Pitch/Roll Attitude
KI 256 & KI 525 Replacement Note: The Primary ADI and HSI units are not shown with
interfaces to typical LRUs. Refer to the previous figures
for typical installations of Primary ADI and HSI units.
Internal ADAHRS + AP
Unit Base Unit
GI 275 GI 275
HSDB
AP Outputs to
Servos &
Pitch/Roll Attitude
HDG Sel / CRS Dat Annunciator
Flight Computer
Lateral/Vertical
CAUTION
The total weight of new equipment installed in the instrument panel must not exceed the total
weight of equipment removed from the panel, unless the total weight of all the equipment installed
in the instrument panel is within the weight limits established by the aircraft manufacturer.
The aircraft’s magnetic compass must be retained for all GI 275 installations.
2.1.5 EIS
The existing engine gauges can be replaced by an EIS display only if the functionality, markings, and
operational limits of the original gauges are capable of being replicated on the EIS display. The original
gauge must not be removed if any operating parameter, marking, or annunciation required by aircraft type
design, engine type design, or aircraft POH/AFM (or similar) cannot be replicated on the display or an
appropriate placard cannot be installed.
GI 275 EIS is limited to one EIS display for single-engine aircraft and one EIS display per engine for
twin-engine aircraft. In twin-engine aircraft with two GI 275 EIS displays and GI 275 MFD, the Fuel page
is the only EIS page approved to be displayed on the MFD. All other EIS pages must be disabled on the
MFD.
EIS is only approved for air-cooled 4- and 6-cylinder reciprocating engine equipped aircraft. Select aircraft
models on the AML have EIS limitations. Refer to notes in Table D-1.
All gauges with red and/or yellow markings, if intended to be replaced by a GI 275 EIS display, must be
identically configured on the Main EIS page. In some cases, one GI 275 will not have enough available
spaces for gauges on the Main EIS page. Any of the following cases will require the retention of the
original gauge(s):
• Three or more of the following gauges have red or yellow marks: Fuel Flow, Fuel Pressure, CDT,
IAT, Carb Temp, and CDT/IAT Diff
• Two of the following gauges have red or yellow marks: Fuel Flow, Fuel Pressure, CDT, IAT, Carb
Temp, and CDT/IAT Diff, and one of the following is true:
◦ Dual Aux Fuel Tanks are configured and one or more electrical gauges have a red or yellow
marking
◦ A Single Aux Fuel Tank is configured and two or more electrical gauges have a red or
yellow marking
• More than two electrical gauges have a red or yellow marking
3.1.1 Garmin
GI 275 components and applicable installation kits are supplied by Garmin. Refer to the Aviation Price
Catalog on flyGarmin.com for details once the selection for a particular aircraft installation is determined.
Refer to the latest revision of GI 275 Part 23 AML STC Equipment List (P/N 005-01208-42) for the
approved Mod Status of equipment. Engine sensors with Garmin part numbers listed in Table C-20 are
available from Garmin.
NOTE
MIL-W-22759/18 wire is recommended due to the insulation diameter being more
compatible with high-density connectors.
4. MIL-C-27500 shielded cable with M22759/16 wire (TE) or M22759/18 wire (TG) and ETFE
jacket (14).
5. MS25036 or MS20659 ring terminals.
6. M83519/2-X shield terminators.
7. A-A-59163 (MIL-I-46852C) silicone fusion tape.Wire bundle routing, securing, and management
supplies, as required.
8. 2024-T3 aluminum per AMS-QQ-A-250/5, or 6061-T6 aluminum per AMS 4025, AMS 4027, or
AMS-QQ-A-250/11, varying thickness.
9. Line and fittings, including 1/8-27ANPT male fitting for pitot and static connection and pneumatic
line. Refer to aircraft-specific parts catalog for approved pitot and static connector part numbers.
10. TSO-C53a Type C or D hose (e.g., Aeroquip 303 hose with AE102 sleeve and 900591B clamps or
Aeroquip AE466) for installation of fuel flow transducers and pressure sensors.
11. 22 or 24 AWG stranded thermocouple extension wire to match K-Type or J-Type probe, with a
minimum continuous temperature rating of 400 °F and ASTM E230 Standard Limits or NIST ITS
90 electrical qualifications (e.g., Watlow SERV-RITE P/Ns K24-3-507 and J24-3-507).
12. Ethernet cable, aircraft grade category 5 (required only for HSDB interfaces). Only Ethernet
cables listed in Table 3-5 can be used. 24 AWG is preferred.
Table 3-5 HSDB Cables
Manufacturer Cable Part Number Gauge
E10422 [1] 22 AWG
PIC WIRE AND CABLE E10424 24 AWG
E12424 24 AWG
EMTEQ D100-0824-100 24 AWG
THERMAX MX100Q-24 24 AWG
CARLISLE IT 392404 24 AWG
Notes:
[1] E10422 cable is not recommended because of the larger insulation diameter,
making it very hard to work with in the high density connectors. E1042x cable is
also not recommended due to insulation shrinkage that can occur.
14. For resistive fuel probe connection with GEA 24 EIS adapter: 2.2k Ω (± 1%), 0.25W (or
greater) resistors qualified to retain power rating at 70 °C and qualified to MIL-R-10509.
Acceptable resistors include:
• RN60D2201FB14 (ref. Garmin Kit P/N 011-05829-00)
• RN60C2201DB14
• RN65E2201FB14
15. Standard heat shrink tubing (M23053/5, X = color)
• M23053/5-104-X for single conductor wire
• M23053/5-105-X for insulating twisted-pair wire
• M23053/5-106-X for insulating triple conductor wire or RG-400 coax
Milliohm Meter
A milliohm meter with an accuracy of ±0.1 milliohm (or better) to perform continuity and power/ground
checks.
Crimp Tool
A crimp tool meeting MIL specification M22520/2-01 and a positioner/locator are required to ensure
consistent, reliable crimp contact connections for the rear D-sub connectors. Refer to Table 3-7.
GSB 15 Installation
A crimp tool is required for the GSB 15 installation. The recommended crimp tool is Molex Hand Crimp
Tool (P/N 638190000). For other options, refer to GSB 15 Installation Manual (P/N 190-00303-A3).
NOTE
The primary display (i.e., GI 275 Primary ADI or G500/G600 TXi) cannot share a
grounding location with the standby indicator.
CAUTION
Some installations do not permit MFD pages to be displayed on the standby. Refer to Table 3-12.
The markings on the standby airspeed indicator must match the TCDS, POH/AFM, or an applicable STC
AFMS for the specific aircraft. Verify that the existing airspeed indicator is correctly marked per the
applicable documents. The units on the standby altimeter (Hg or millibars) must match those on the current
altimeter in the aircraft.
CAUTION
Engine damage may occur if length of the oil temp probe is incorrect. Refer to Section 4.7.4.
1. Only install EIS in aircraft that comply with all limitations in Section 2.1.5.
2. Engine RPM, Oil Temperature, Oil Pressure, EGT, CHT, and Manifold Pressure (if installed) must
be displayed on the EIS display.
3. Optional EIS gauges listed in Table 3-15 that are not currently installed in the aircraft may be
added as approved in this STC.
4. No indication/parameter on the EIS display(s) can be duplicated by any other installed indicator
that is not connected to the GEA.
5. Ensure engine sensors can be installed and the corresponding gauges can be displayed. Refer to
Appendix F, Table 3-14, and Table 3-15 for gauge layout information. Depending on the number
of gauges, a second EIS display may be required (only permitted in single-engine aircraft). Refer
to Section 2.1.5.
6. Some turbocharged aircraft require a differential pressure sensor for fuel pressure. This STC
provides electrical interface for select differential pressure sensors (refer to Appendix Section
C.19), however installation approval is not provided and must be obtained separately.
7. Do not replace an existing gauge if the GI 275 will not provide the functions and markings
required by the POH/AFM, TCDS, or other aircraft model-specific data. Refer to Section 5.7.4.2
for available EIS gauge markings. If the EIS gauges cannot be configured as noted in the POH/
AFM, the installation does not qualify for EIS unless alternate airworthiness approval is obtained.
8. Annunciator lights, including alternator/generator annunciators operated by a sensor or switch
independent of the existing gauge, must remain operative and independent from the GI 275 EIS. If
an annunciator is operated by a gauge that might be replaced by the GI 275 EIS, the associated
annunciator can be deactivated only if the GI 275 Caution/Warning alert activates for the same
condition as the original. The GI 275 Caution/Warning alert is provided on the display or an
independent annunciator(s). However, if the new GI 275 EIS gauge does not support a Caution/
Warning alert for the same condition, the existing gauge and annunciator must remain installed.
9. If an annunciator is replaced by the GI 275 EIS display, deactivate the existing annunciator so it
does not illuminate and then install a placard over the deactivated lens or as close as practical
within view of the pilot that states: “X ANNUN DISABLD”, with “X” being the deactivated
annunciator(s). Modification of the existing annunciator panel is outside the scope of this STC.
10. All placards that were associated with any/all gauges being replaced (non-limitation data) must
remain in the proximity of the EIS display.
11. Reused sensors must function through the sensor’s entire range. For example, fuel tank floats may
have worn resistive elements that will result in performance issues with the gauge display.
12. If the aircraft POH or AFM has a fuel flow limit (i.e., red line), the installer must verify fuel flow
accuracy ±10% of the full scale range and adjust the K-Factor if necessary. Obtain the correct fuel
flow value using the engine or aircraft manufacturer manuals. If that data is not available, perform
a pre-installation static RPM ground check and document the pre-installation fuel flow using the
existing fuel flow indicator. Refer to Section 6.8.4 for post-installation K-Factor adjustment.
13. A single display that is a standalone EIS allows for the GPS connection to be optional. Standalone
EIS displays that do not have a GPS source connected will display dashes (---) for Fuel Endurance.
The following steps/figures are used as a guide in making HSDB connections (not all possibilities are
included):
1. The Primary ADI and the display with the second ADAHRS or standby (if applicable) must be
directly connected.
2. When multiple GI 275 indicators are installed, they must be connected to each other directly in
series.
3. The GTN 6XX/7XX, GTN Xi, GPS 175, GNX 375, or GNC 355, if installed, must be connected
directly to a GI 275 or a GMC 605 (GFC 600) that is directly connected to a GI 275.
4. LRUs not installed under this STC must still meet the installation requirements that are applicable
to those LRUs.
5. Choose the figure that most closely represents the aircraft’s equipment and cross out any LRUs not
installed. Apply the rules above to complete the HSDB connections, if necessary.
2 HSDB port 2
NOTE
The orientation of LRUs and HSDB ports in the following diagrams do not represent the
actual orientation of the installation in the aircraft.
Traffic Source
Traffic Source
GFC 600
Figure 3-3 HSDB Architecture: Primary ADI with GFC 600 Autopilot
Traffic Source
GPS Source #2
GI 275
GI 275
1 1 HSI/ 2 GPS Source
ADI
Standby ADI
Traffic Source
GMC 605
Figure 3-6 HSDB Architecture: Primary ADI with GFC 600 and HSI/Standby ADI
2 1
Traffic Source
2 2
GI 275
GI 275
HSI/ 1 1
EIS
Standby ADI
Figure 3-7 HSDB Architecture: Primary ADI with GFC 600, HSI/Standby ADI, and EIS
GI 275
GI 275 GI 275
1 1 MFD/ 2 2
ADI EIS
Standby ADI
2 1
2
1
GI 275 GI 275
1 GPS Source
HSI EIS
Traffic Source
Figure 3-8 HSDB Architecture: Primary ADI, MFD/Standby ADI, HSI, and EIS
2 2
2 1
Pilot’s Co-Pilot’s
HSI ADI
1 2
GPS Source
Pilot’s Pilot’s
2 1
EIS EIS
Traffic Source
Figure 3-9 HSDB Architecture: Primary ADI, MFD/Standby ADI, HSI, EIS, Co-Pilot ADI
3.3.4 Traffic
The GI 275 can receive data from an ADS-B/TIS/TAS/TCAS I traffic system to display traffic.
Table 3-18 Traffic Interface
Source Interface Details
The heading source for existing traffic systems can be the GI 275 (via ARINC 429) or from
Heading
another approved heading source in accordance with the traffic system installation guidance.
The altitude source for existing traffic systems can be the GI 275 (via ARINC 429) or from another
Altitude
approved altitude source in accordance with the traffic system installation guidance.
3.3.4.1 TIS-A
Traffic Information Service-equipped aircraft receive limited traffic information from nearby ground radar
uplinks. The GI 275 can interface with a GTX 33X to provide TIS-A. The traffic data can be crossfilled to
display on other GI 275 units.
3.3.9 Autopilot
Various autopilot systems can be interfaced to the GI 275. Compatibility of the autopilot system with the
GI 275 system must be verified before installation. This STC does not include data for autopilot system
installation. The autopilot must be installed per aircraft (or autopilot system) manufacturer data.
The GI 275 ADAHRS + AP can provide AC or DC heading and course datum (error) outputs based on the
HSI heading bug and course pointer setting. When enabled, the GI 275 ADAHRS + AP can drive the
heading datum output based on GPS steering (GPSS) from the selected navigator, acting as a roll steering
converter. The GI 275 will provide analog deviation, associated flags, and ARINC 429 GPSS information
based on the navigation source currently selected on the HSI.
Except when interfaced to Garmin autopilots, the GI 275 does not provide altitude preselect functionality.
Any existing altitude preselector must be retained and any altitude source being provided to the preselector
must also be retained.
Appendix
Verify an approved external GPS/navigation data source is installed.
Section C.4
Select the GI 275 equipment that will be installed. Section 3.4
Identify the equipment that will be interfaced, and verify each interface is approved. Appendix C
Determine if the STC limitations applicable to the aircraft are acceptable. Section 2
Determine if the aircraft electrical system is adequate. Section 3.5
Obtain the current aircraft weight and balance data. POH/AFM
Verify the total mass of equipment being installed in the instrument panel is not more
Section 4.4
than the total mass of the equipment being removed from the panel.
EQUIPMENT
Determine the GMU 11/44B location, if used, and complete the magnetometer Section 4.6.2
survey. Section 6.4.1
Determine the GTP 59 OAT Probe location(s), if used. Section 4.6.2
Determine if the backup battery is required and installed. Section 4.4.2
EIS
Perform Fuel Flow Baseline Check, if required. Section 3.2.3
Determine which parameters will be displayed on the EIS, and verify they can be Section 3.2.3
displayed. Appendix F
Determine the location of all gauges that must be retained and verify the operating
Section 3.2.3
limits for each.
Section 4.7.1
Determine the GEA 24/110 location(s).
Section 4.7.2
Select engine sensors for parameters determined to be displayed on the EIS. Section 3.4.3
GEA 110 #2
(required for twin-engine aircraft)
Engine Adapter
GEA 24 #1
GEA 24 #2
(required for twin-engine aircraft)
Engine Annunciation GI 275 Annunciator(s) Section 4.4.3
EGT probe for each cylinder [1]
Single EGT probe (i.e., Primary EGT) [1]
CHT probe for each cylinder [1]
Turbine Inlet Temp Sensor [1]
Induction Air Temp Sensor [1]
Engine Sensors [2]
Compressor Discharge Temp Sensor [1]
Manifold Pressure Sensor
Oil Pressure Sensor
Oil Temp Sensor
RPM Sensor
External data sources intended for use with the GI 275 must be checked for compatibility before
installation. These checks must be accomplished in accordance with procedures and data furnished by the
equipment manufacturer.
All thermocouple lead wires must match the thermocouple type (K- or J-Type). Do not crimp
connector pins to a single-strand thermocouple wire, as the wire is too thick; only use a multi-strand
lead wire for connector pins. Copper wire must never be used for thermocouples.
CAUTION
Ensure the oil temperature probe is the correct length. Installation of the incorrect probe
may result in engine damage.
9. Shunt
Compatible shunts are listed in Appendix Section C.19. The EIS configuration setting must match the
shunt rating and type. The shunt rating is the maximum current and is typically marked on the shunt.
The type is the voltage between the shunt posts at maximum current rating. The shunt rating and type
may also be found in the aircraft data.
If the shunt rating cannot be determined by part markings or the aircraft data, the following procedure
may be used for 50 mV shunts:
1. With the aircraft power ON, no ground-power applied, and a minimal electrical load ON,
measure the millivolts between the shunt terminals using a calibrated voltmeter. Record the
millivolt measurement (V1).
2. Apply an electrical load (L1) as follows:
a. If an alternator load meter is installed, the shunt will measure the charging current from
the alternator to the main bus. With the engine running, apply an electrical load and
measure the current (L1) from the alternator using a calibrated ammeter. Measure and
record the new shunt millivolt value (V2).
b. If a battery ammeter is installed, the shunt will measure the current from the battery to the
main bus. Without the engine running, apply an electrical load and measure the current
(L1) from the battery using a calibrated ammeter. Measure and record the new shunt
millivolt value (V2).
3. Record the millivolt change (Vchange) between steps 1 and 2. Vchange = V2 - V1.
4. Determine the shunt rating using the following calculation.
L1 (Amps) x 50mV
Shunt Rating (Amps) =
Vchange (mV)
If the shunt value cannot be determined, retain the existing gauge(s) or install an appropriately rated
compatible 50 mV shunt. Shunt installation is outside the scope of this STC and must be approved
using other means.
NOTE
Certain operating requirements (e.g., 14 CFR Part 135) may impose additional requirements in
the event of electrical power loss. It is the installer’s responsibility to ensure that the aircraft meets
the additional requirements if used for these operations.
Typical current draw of all GI 275 system components is summarized in Table 3-24.
Table 3-25 Net Electrical Load Change Calculation Example (14 VDC Aircraft)
Equipment Removed Equipment Added
Item Load [A] Item Load [A]
Garmin GI 275 ADAHRS+AP (PFD),
KI 227 ADF Indicator [1] 0.00 2.00
GMU 11, GTP 59
KI 525A Pictorial NAV Indicator (HSI) 0.36 Garmin GI 275 ADAHRS (HSI) 2.00
KA 51B Slaving Accessory [2] 0.00
KI 256 Horizon Indicator (ADI) 0.76
Mid-Continent MD 200-206 VOR/LOC/GS
0.30
Indicator
KG 102A Directional Gyro 3.00
Shadin ADC 200 1.30
SUBTOTAL 5.72 SUBTOTAL 4.00
NET CHANGE -1.72
Notes:
[1] Received power from ADF receiver, which was left in the aircraft.
[2] Received power from KG 102A, which was also removed. The load for the KA 51B is
included as part of the KG 102A load.
A complete Electrical Load Analysis must be performed to show adequate capacity of the alternator/
generator if the electrical load is increased with GI 275 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 (refer to Section 3.5.1).
NOTE
Class IV aircraft cannot measure the electrical loads and must perform an ELA.
NOTE
Circuits must be protected and LRU circuit breaker ratings must meet specifications in Section 3.2.
Additionally, follow guidelines in AC 43.13-1B, Chapter 11, Section 4.
CAUTION
To avoid damage to equipment, the ammeter must be capable of handling the anticipated load.
NOTE
Normal operation is when the primary electrical power generating system is operating
normally. Emergency operation is when the primary electrical power generating system is
inoperative.
3. Use the worst-case flight condition and identify which phase of flight each load is used in for
emergency flight operation. At a minimum, the list of equipment must include:
a. GI 275 ADI (includes GMU 44B or GMU 11 Magnetometer)
b. GI 275 HSI (if applicable)
c. GI 275 EIS (if applicable)
d. AHRS #1 (GRS 77/79) (includes GMU 44B Magnetometer)
e. COM radio #1
f. GPS #1
g. Audio panel [1]
h. Stall warning system (if applicable)
i. Pitot heat
j. Landing light (switched on during landing only)
k. Instrument panel lighting
l. Landing gear indication lights
m. Navigation lights
n. Strobe lights
Notes:
[1] If the landing gear warning or stall warning audio requires the audio panel, then the audio
panel must be included; otherwise, the audio panel is not essential for continued safe
flight/landing and may be omitted.
CAUTION
The pitot heat must be switched on long enough to take the current measurement and then
switched off. Since the pitot probe may get hot, ensure the probe cover is removed. Care
must be taken to avoid burns or damage to the unit.
4. The ammeter must be connected in line between the external power source and the master relay
circuit, as shown in Figure 3-10. This will eliminate errors due to the charging current drawn by
the battery.
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32:(5
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 ON
(b1)
Total current used (amps):
(a) (c) (d) (e)
Ldg Lt OFF
(b2)
%
Ldg Lt ON
(< 95%)
x 100% = Percent of alternator capacity used: % % N/A N/A
(< 80%) (< 80%)
%
Ldg Lt OFF
(< 80%)
Pass/Fail:
Notes:
60.0
Ldg Lt ON
(b1)
Total current used (amps): 45.7 43.5 34 48.1
(a) 44.7 (c) (d) (e)
Ldg Lt OFF
(b2)
86 %
Ldg Lt ON
(< 95%)
x 100% = Percent of alternator capacity used: 68 % 62 % N/A N/A
(< 80%) 64 (< 80%)
%
Ldg Lt OFF
(< 80%)
Notes:
[1] Duringtaxiphase,Dutopilotcircuitbreakerisclosedbutautopilotisnotengaged.
NOTE
A Battery Capacity Analysis is not required if only installing the GI 275 as an MFD.
The capacity of the aircraft battery must be verified if the GI 275 installation increases the electrical load
on the system. The capacity of the existing battery is adequate if it supports loads essential to the continued
safe flight and landing for a minimum of 30 minutes. For aircraft with a maximum service ceiling greater
than 25,000 feet and certified with FAR 23.1353(h) at amendment 23.62, the battery must support
60 minutes of continued safe flight. Otherwise, the battery must be replaced with a battery that has
sufficient capacity.
Refer to ASTM F 2490-05 Standard Guide for Aircraft Electrical Load and Power Source Capacity
Analysis for more information.
Verification of the battery capacity can be accomplished following these steps:
1. Battery Capacity (de-rated) – 75% of the battery capacity (as indicated on battery nameplate) is
assumed available (this value has units of Amp Hrs). Ensure the value is converted to Amp Mins.
2. Normal Operation Load – Worst-case cruise condition (cruise at night) during normal operation
is assumed with 5 minutes given to the pilot to shed non-essential loads. Any automatic load
shedding can be considered immediate and does not need to be considered in the calculations.
Multiply the normal operation load (Amps) by t1 (mins) [t1 = 5 min].
3. Emergency Landing Load – Electric load during the approach and landing with failed generator/
alternator. This load is assumed to drain the battery for 10 minutes and needs to be determined.
Multiply the emergency landing operation load (Amps) by t2 (mins) [t2 = 10 min].
4. Emergency Cruise Load – Minimum load necessary to maintain flight in cruise after the
generator/alternator has failed needs to be determined.
The following equation determines the battery capacity for emergency cruise expressed as time (t3):
Battery Capacity - Normal Operation - Emergency Landing (1) - (2) - (3)
t3 = =
Emergency Cruise Load (4)
The duration of the entire emergency flight on battery power is:
t = t1 + t2 + t3
t = 5 min + 10 min + t3
t = 15 min + t3
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
NOTE
Interconnect diagrams in this manual only show end-to-end connections and do not show
intermediate connections that may be present in an aircraft.
NOTE
Solder sleeves with pre-installed shield drains may be used instead of separate shield
terminators and individual wires.
4. Connect a 20 or 22 AWG wire (2) to the exposed shield of the prepared cable assembly. Refer to
Figure 4-1. Refer to AC 43.13-1B for termination techniques.
NOTE
Solder Sleeves with pre-installed lead: A preferred solder sleeve is the Raychem S03
Series with the thermochromic temperature indicator. These solder sleeves come with a
pre-installed lead and effectively take the place of items (2) and (3). For detailed
instructions on product use, refer to Raychem installation procedure.
0.17"
0.31" OF EXPOSED SHIELD
2
PREFERRED METHOD
2.5" MAX
0.17"
0.31" MAX OF EXPOSED SHIELD
CAUTION
Check connections for errors before operating the equipment. An incorrect connection can
result in equipment damage.
NOTE
Aircraft must retain the alternate static source selector switch, if it was previously equipped.
ANALOG
AIRSPEED
INDICATOR
GI 275 UNIT
TO AIRCRAFT TOTAL
PRESSURE SOURCE ;W/dKdͿ
TO AIRCRAFT STATIC
PRESSURE SOURCE
ANALOG
AIRSPEED
INDICATOR
GI 275 UNIT
TO SECONDARY AIRCRAFT
STATIC PRESSURE SOURCE
ANALOG
AIRSPEED
INDICATOR
GI 275 UNIT #2
GI 275 UNIT #1
TO AIRCRAFT TOTAL
PRESSURE SOURCE (PITOT)
TO AIRCRAFT STATIC
PRESSURE SOURCE
ANALOG
AIRSPEED
INDICATOR
GI 275 UNIT #2
GI 275 UNIT #1
TO SECONDARY AIRCRAFT
STATIC PRESSURE SOURCE
The instrument panel must be metal construction allowing a ground path for instrument panel installations.
For metal and tube-and-fabric aircraft, the ground path is inherently achieved through the metallic airframe
structure. For composite aircraft, a ground plane (or reference) must be used to achieve a comparable
ground.
The face sheet on honeycomb shelves must be metal when equipment is mounted to the shelf. The
honeycomb material between the face sheets is not conductive; therefore, care must be taken to ensure
proper bonding of the equipment. The top and bottom face sheets must be grounded to each other and at
least one of face sheets must be grounded to the airframe.
LEFT
UP EW
VI
F-
IEW D -O
F-V EL
D-O FI 21.0 MAX
IEL UM 35°
UMF XIM
AXIM MA F-V IEW
YM Y LD-O
IMA
R 40° AR ARY
FIE
PR IM PRIM 15° 8.0 MAX
HORIZONTAL PR PILOT
PRIMARY FIELD-OF-VIEW
FIELD-OF-VIEW
CENTERLINE
15°
8.0 MAX
15°
NORMAL 0°
21.0 MAX
20°
RIGHT
DOWN
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PER AC23.1311-1C , PRIMARY FIELD-OF-VIEW IS BASED ON THE VERTICAL ANDHORIZONTAL VISUAL FIELDS
FROM DESIGN EYE REFERENCE POINT THAT CAN BEACCOMMODATED WITH EYE ROTATION ONLY.THIS
AREA IS NORMALLY RESERVEDFOR PRIMARY FLIGHT INFORMATION AND HIGH PRIORITY ALERTS, E.G. GI
275PRIMARY ADI, GI 275 HSI AND EIS ANNUNCIATOR (IF INSTALLED).
PER AC23.1311-1C PRIMARY MAXIMUM FIELD-OF-VIEW IS BASED ON THE VERTICALAND HORIZONTAL VISUAL
FIELDS FROM DESIGN EYE REFERENCE POINT THAT CANBE ACCOMMODATED WITH EYE ROTATION AND
MINIMAL HEAD ROTATION. THESEAREAS IS NORMALLY USED FOR IMPORTANT AND FREQUENTLY USED
INFORMATION, E.G. GI 275 STANDBY, GI 275 MFD AND GI 275 EIS.
NOTE
Display 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
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 GI 275 system.
NOTE
If applicable for the installation, ensure the backup battery is installed prior to installation of the
GI 275 unit in the instrument panel. The backup battery is required if the GI 275 is installed as a
primary or standby attitude display. Refer to Section 4.4.2 for battery installation procedure.
When replacing existing “six pack” 3-inch diameter flight instruments, GI 275 displays can be positioned
at any location vacated by the existing instruments except for the GI 275 Primary ADI. The GI 275
Primary ADI must be installed at the top-center of the “six pack” arrangement. For aircraft instrument
panels that do not have a “six pack” type arrangement, the general rule is that the GI 275 ADI should
coincide with the pilot’s point-of-view centerline. The other GI 275 display(s) must be within the pilot’s
field-of-view. AC 23.1311-1C requires that the primary flight information instruments be installed within
the primary field-of-view. GI 275 EIS units in twin-engine aircraft must be located adjacent to each other
and oriented (i.e., vertically or horizontally) the same as the previously approved installation.
If required by the installation (refer to Section 3.2.2), the display backup toggle switch that allows for the
control of reversion between the primary and standby displays must be located in the vicinity of the
reverting display.
PILOT FIELD-OF-VIEW
GI 275 PRIMARY ADI CENTERLINE
GI 275HSI
21.00 MAX
PRIMARY FIELD-OF-VIEW
GI 275HSI
21.00 MAX
PILOT FIELD-OF-VIEW
CENTERLINE
GI 275 STANDBY
GI 275 MFD
GI 275 EIS
PRIMARY FIELD-OF-VIEW
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;
3,727$,5),77,1* 67$7,&$,5),77,1*
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)(0$/(7+5($' )(0$/(7+5($'
CAUTION
The instrument panel coating that surrounds the fastener holes and contacts directly with
the GI 275 unit must be removed prior to installation in accordance with Section 4.3.2.
If modification is required, typically it will be simply trimming the existing 3-inch cutout on the instrument
panel to accommodate the knob on the unit. It may also be necessary to enlarge the instrument panel
fastener holes. Refer to Figure 4-13 for the recommended fastener hole diameter.
GI 275FASTENER
HOLE 3 PLACES
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GI 275 REF
1
INSTRUMENT PANEL
REF
THE AREA ON THE BACK OF THE INSTRUMENT PANEL THAT COMES IN DIRECT CONTACT WITH THE GI 275
1 MUST BE PREPARED FOR ELECTRICAL BOND PER SECTION 4.3.2. PREPARE AREA 0.125 INCHES LARGER
THAN THE GI 275 METAL INSERTS.
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INSTRUMENT
PANEL
GI 275 ADAPTER
FASTENER HOLE
4 PLACES
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INSTRUMENT PANEL (REF)
1 GI 275 (REF)
THE AREA ON THE BACK OF THE INSTRUMENT PANEL THAT COMES IN DIRECT CONTACT WITH THE
1 ADAPTER MUST BE PREPARED FOR ELECTRICAL BOND PER SECTION 4.3.2. PREPARE AREA 0.125 INCHES
LARGER THAN THE ADAPTER METAL INSERTS.
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CAUTION
The battery end caps are required for installation of the backup battery in the GI 275.
3. Insert the battery into the GI 275 ensuring the battery connector aligns with the GI 275 connector.
4. Press down to fully seat the battery. It should be level with the top of the unit when fully seated.
5. When the battery is installed correctly, the GI 275 will power on. Power off the unit before
continuing with the installation.
6. Replace the cover and torque the screws to 8 ± 1 in-lbf. Ensure the cover is fully seated.
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0 0.00
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5($5 CONNECTOR (-00), WITH CONNECTOR KIT (011-05044-00) 6,'( CONNECTOR (-0), WITH CONNECTOR KIT (011-05044-00)
1.02 25.9
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.80 20.24
1.85 47.0
BACK OF MOUNTING SURFACE BACK OF MOUNTING SUFACE
NOTES:
1. DIMENSIONS: INCHES[mm]. METRIC VALUES ARE FOR REFERENCE ONLY.
2. DIMENSIONS ARE NOMINAL AND TOLERANCES ARE NOT IMPLIED UNLESS SPECIFICALLY STATED.
+.030 +0.76
1.000 - .005 25.40 - 0.13
2X .129±.003 3.26±0.08
(FOR PAN HEAD SCREWS)
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STANDARD HOLES
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(FOR 100° FLAT HEAD SCREWS)
OR OR
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INSTRUMENT
PANEL
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1
INSTRUMENT PANEL
REF.
2
THE AREA ON THE BACK OF THE INSTRUMENT PANEL THAT COMES IN DIRECT CONTACT WITH THE
1 GSB 15 MUST BE PREPARED FOR ELECTRICAL BOND PER SECTION 4.3.2. PREPARE AREA 0.125 INCHES
LARGER THAN THE GSB 15 METAL INSERTS.
CAUTION
The instrument panel coating that surrounds the fastener holes and contacts directly with
the GSB 15 Mounting Kit (Item 2) must be removed prior to installation.
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INSTRUMENT
PANEL
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2
4 INSTRUMENT PANEL
REF.
THE AREA ON THE BACK OF THE INSTRUMENT PANEL THAT COMES IN DIRECT CONTACT WITH THE
1 GSB 15 MUST BE PREPARED FOR ELECTRICAL BOND PER SECTION 4.3.2. PREPARE AREA 0.125 INCHES
LARGER THAN THE GSB 15 METAL INSERTS.
CAUTION
The instrument panel coating that surrounds the fastener holes and contacts directly with
the GSB 15 Mounting Kit (Item 2) must be removed prior to installation.
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INSTRUMENT
PANEL
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2
4 INSTRUMENT PANEL
REF.
THE AREA ON THE BACK OF THE INSTRUMENT PANEL THAT COMES IN DIRECT CONTACT WITH THE
1 GSB 15 MUST BE PREPARED FOR ELECTRICAL BOND PER SECTION 4.3.2. PREPARE AREA 0.125 INCHES
LARGER THAN THE GSB 15 METAL INSERTS.
NOTE
If using the unfinished version of the decorative cover, finishing methods that require less
than 120° C are recommended. If the finishing method (such as powder coating) exceeds
120° C, it is recommended to pre-heat the cosmetic piece to 200° C or greater before
applying a finish in order to prevent cosmetic defects.
Perform the following steps to install the Decorative Cover Kits listed in Table 3-4.
1. Install GSB 15 unit per Section 4.4.4.
2. Install the intermediate piece using the two provided screws.
3. Peel off the tape liners from the intermediate piece.
4. Install the cosmetic piece.
For best results, install the decorative cover as specified below:
• Recommended installation temperature: 70-100°F (21-38°C)
• Minimum installation temperature: 50°F (10°C)
• Recommended screw torque: 4-6 in-lbf
• After removing the tape liners from the intermediate piece, avoid touching the exposed adhesive
• Before installing, clean the inside of the cosmetic piece with a 50-90% isopropyl alcohol and water
mixture. Allow it to fully dry before proceeding
• When installing the decorative cover, apply an evenly distributed minimum force of 7 lbf (3 kgf or
30 N)
• The adhesive will fully cure within 72 hours (90% strength after 24 hours)
CAUTION
Place smooth side of strain relief (9) across cable bundle. DO NOT place grooved side
across cable bundle. Placing the grooved side of the strain relief across the cable bundle
may damage wires.
3. Terminate the ring terminals (6) to the tapped holes on the backshell (8) by placing items on the
8-32 x 0.312 pan head shield terminal screw (13) in the following order before finally inserting the
screw into the tapped holes on the shield block:
a. split washer (14)
b. flat washer (15)
c. first ring terminal (6)
d. second ring terminal (6) (if needed)
NOTE
Each tapped hole on the backshell (8) may accommodate only two ring terminals (6). It is
preferred that a maximum of two wires (2) be terminated per ring terminal. Two wires per
ring terminal will necessitate the use of a ring terminal, #8, insulated, 14-16 AWG
(MS25036-153). If only a single wire is left or if only a single wire is needed for this
connector a ring terminal, #8, insulated, 18-22 AWG (MS25036-149) can accommodate
this single wire. If more wires exist for the connector than two per ring terminal, it is
permissible to terminate three wires per ring terminal.
11
NOTE
For metal and tube-and-fabric aircraft, the GMU must be electrically bonded to the
aircraft metallic structure that forms the ground plane, with the exception of the GMU 11
when overbraid is not required.
NOTE
For composite aircraft, the GMU 11/44B must not be electrically bonded to the aircraft
ground plane. If the structure is conductive at the mounting location, provisions must be
made to electrically isolate the GMU from the conductive structure per instructions in this
section.
CAUTION
A Magnetic Interference Survey must be successfully accomplished for locations in which
a flux valve or flux gate was previously installed, as it may not be adequate for the GMU.
3. Ferromagnetic mass less than 1 kg total (e.g., control cables) 3.0 [1.0]
4. Electrical devices that draw a current of more than 100 mA 3.0 [1.0]
5. Electrical conductors that pass a current of more than 100 mA 3.0 [1.0]
6. Electrical devices that draw a current of less than 100 mA 2.0 [0.6]
7. Magnetic measuring device other than another GMU (e.g., existing flux gate, even
if not powered) 2.0 [0.6]
NOTE
Proper alignment of the GMU installation assures that the sensor points forward as
required.
NOTE
The GMU installation should be located in areas where there is minimal flex from the
installed orientation (e.g. aircraft with large wingspan may have significant wing flex
during flight and thus the wing tip is unsuitable for the GMU installation location).
The GMU 11/44B must not be mounted on an access panel or inspection cover. The GMU 11/44B can be
installed either in the wing or fuselage.
In general, wing mounting of the GMU is preferred. Fuselage mounting is less desirable because of
numerous potential disturbances that can interfere with the accurate operation of the GMU. To reduce the
effect of electric current in the wing skin:
1. The GMU 11/44B wiring must have a dedicated power ground return as a twisted pair with the
power source back into the fuselage.
2. The wingtip lights must not have a power ground referenced to the chassis of the light assembly
that would then be referenced back to the airframe ground via the light assembly mounting.
Electrically isolated light assembly can only be used if demonstrated to have adequate protection
against direct effects of lightning.
If installed in the fuselage, the preferred location is the fuselage tail section. However, it must maintain a
minimum of 2 feet of separation from the cabin or cargo compartments. Truss-type steel fuselage frames
are a significant source of magnetic interference and, therefore, are not recommended as a GMU 11/44B
installation location.
If the aircraft has wingtip tanks or removable fairings, the GMU 11/44B must be separated by at least a
single intermediate rib from the main fuel tank or tip tank, and the tip tank must be metallic in
construction.
For installations with dual GMU 11s or dual GMU 44Bs, co-locating the two GMUs close to each other in
the tail or in one wing is recommended, as this reduces the likelihood of heading splits or miscompares
when operating on the ground in the vicinity of local magnetic anomalies.
Required Materials
1. DC Power Source - A DC power source capable of supplying 7 - 34 VDC/1 A is required to
supply power to the GI 275 and magnetometer during the Magnetic Interference Test.
2. GI 275 - The GI 275 is required to run the Magnetic Interference Test in installations with a
GMU 11 and recommended in installations with a GMU 44B. Installations with a GMU 44B can
use the GMU 44 Location Survey Tool and a PC in lieu of the GI 275 display. Refer to AHRS/
Magnetometer Installation Considerations (P/N 190-01051-00).
3. Stopwatch or Watch with a Second Hand - During the survey test sequence, it is required to use
a stopwatch or watch with a second hand to measure the time for turning equipment on and off.
4. Magnetic Interference Test Cable - In order to perform the magnetic interference survey, it is
required to use a test cable fabricated by the installer. Fabricate a test cable in accordance with
Figure 4-27.
GI 275 w/ ADAHRS Fabricate length as necessary
OR
P111 GMU 11
OUT 38 24 AWG 4 MAGNETOMETER
RS-232 1 IN 57 24 AWG 5
GND 77 24 AWG 6
s s
1
AIRCRAFT POWER 1 2 22 AWG 2
AIRCRAFT GROUND 41 22 AWG
NOTES
POWER AND GROUND WIRES FOR THE GI 275 ARE NOT REQUIRED IF A CHARGED BACKUP BATTERY IS
1 INSTALLED PER SECTION 4.4.2.
THE GI 275 CAN BE CONNECTED TO AIRCRAFT POWER OR AN EXTERNAL DC POWER SOURCE CAPABLE
2 OF SUPPLYING 7 - 34 VDC / 1A.
CAUTION
Do not permanently install the GMU prior to successfully completing the Magnetic
Interference Test. An unsurveyed location may be unsuitable for permanent installation
and cause the GMU to function incorrectly.
Before beginning the survey, ensure that all items listed on the test sequence are in their pre-exercise states
(e.g., control surfaces neutral, flaps up, lights off). Perform the survey by completing the following steps:
1. Connect the test harness to the GI 275 and GMU as shown in Figure 4-27.
2. Power up the aircraft (master switch, avionics bus, etc.).
3. Power on the GI 275 in Configuration mode (refer to Section 5.1.1).
4. If prompted, set the Unit ID per Section 5.3.1.
5. Navigate to the Interfaces page from the Configuration mode home page.
6. Configure AHRS 1 per Section 5.5.4.
7. Perform the Magnetic Interference Test per the instructions in Section 6.4.4.
If the check fails, the installation is considered unreliable until the source of magnetic interference is
identified and fixed. The Magnetometer Interference Test must be repeated until passed. When the
Magnetometer Interference Test fails, record the three magnetometer maximum deviation values and their
corresponding timestamps. A maximum deviation value greater than 5.0 mGauss in either the X or Y axes,
or greater than 8.0 mGauss in the Z axis, indicates a problem that must be resolved. Compare the
corresponding timestamps with the prepared test sequence to identify which action produced the failure.
Contact Garmin Support for assistance.
Three common reasons for a failed Magnetometer Interference Test are:
• Equipment, wiring, or ferro-magnetic items are installed too close to the magnetometer
• An electronic device has become grounded through the aircraft structure instead of the proper
ground wire in a twisted shielded pair, especially if the ground return path through the aircraft
structure passes near the GMU 11/44B
• The Interference Test was not run for a long enough duration. At least 25 seconds are required for
the test to properly complete
NOTE
A minimum of 3.0 inches between the connector end of the GMU 11 and any object must
be maintained to ensure clearance for connector and wire harness.
Ø0.138 (4 PLACES)
1.50 MAX
2.00
2.28
0.50
MS20426AD4
AIRFRAME (REF)
MATERIAL:
2024-T3 PER AMS-QQ-A-250/4 OR 6061-T6
PER AMS-QQ-250/11
THICKNESS: MIN 0.032 IN
NOTE:
1 MINIMUM HEIGHT IS 1.0 INCH
2 MAXIMUM FASTENER SPACING IS 3.5 INCHES
NOTE
It is recommended that this procedure is completed prior to terminating wires to connector
P111. If this procedure is completed before assembly of P111, proceed to step 3.
Method A
1. Carefully separate overbraid wire strands by hand to create an opening in the overbraid for passage
of the GMU 11 connector and cables.
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.
Method B
1. Comb out a maximum of 2 inches of overbraid pigtail.
2. Twist the pigtail and terminate it in an appropriate terminal lug.
6;
NOTES
[1] Install #10 grounding hardware in accordance with AC 43.13-1B Section 11-189. If there is an
existing hole located in an appropriate area it may be utilized for the grounding hardware. If there
is no existing hole usable for this purpose, then drill and de-burr a 0.196-0.206 inch hole.
[2] MS25036-103 terminal lug (or equivalent).
[3] Terminal lug face or connecting hardware must not interfere with bend radius of rib edge or
stiffened holes. Stud hole must be located a minimum of 1 inch from unstiffened holes. Refer to
SAE AS25036 for lug dimensions.
[4] The exposed cable not having overbraid in the wingtip areas must be 6 inches or less.
The GMU 44B Universal Mount offers flexibility in installation. Combined with the GMU 44B Install
Rack, it allows for convenient heading and level alignments.
A custom bracket can be fabricated in lieu of using the GMU 44B Universal Mount. The bracket must be
fabricated in accordance with the requirements applicable to the replacement equipment shelf detailed in
Figure 4-35 and be a minimum of 0.032 inches thick. The GMU 44B install rack must be installed
regardless of whether the GMU 44B Universal Mount or custom bracket is used.
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NOTE
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In some installations, it is desirable to mount the GMU 44B Magnetometer in the wingtip of a metal
aircraft that has non-metallic (e.g., fiberglass) wingtip covers. If this is the case, the following
requirements must be met:
• The aircraft must have wingtip navigation lights installed
• Heavy overbraid must be installed over the wiring from the GMU 44B to where the wiring exits
the wingtip
• The overbraid must be terminated at this wingtip exit point using a #10 terminal lug and stud
• The resistance between the overbraid and that structure must be 2.5 mΩ or less
• The GMU 44B must be mounted to a metal rib that does not enclose a fuel bay
• There must be at least one intermediate rib between the rib that encloses the fuel bay and the rib on
which the GMU 44B is installed
• The GMU 44B mounting bracket must be electrically bonded to the wing using fasteners or rivets
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For metal and tube-and-fabric aircraft, if the GTP 59 is installed in an access panel in Lightning Zone 2A
(refer to Appendix G), the access panel must be at least 0.032-inch thick aluminum or, if the access panel
is less than 0.032-inch thick aluminum, a doubler that is at least 0.032-inch thick aluminum (per
Figure 4-38) must be installed.
For aircraft with metallic airframes, a doubler is required when the GTP 59 probe is installed in the skin.
The doubler must be a minimum of 2 inches and at least one gauge thicker than the skin with a minimum
doubler thickness of 0.032 inches. The doubler material and installation must be provisioned by the aircraft
structural repair manual or standard practices manual, or alternatively:
1. Use the same material as the aircraft skin. If the material used in the construction of the aircraft
skin is not known, 2024-T3 aluminum per AMS-QQ-A-250/5 can be used.
2. If corrosion protection methods are not specified by the model-specific aircraft standard practices
manual, the doubler material must be chemical conversion coated per MIL-DTL-5541 Type II or
MIL-DTL-81706 Type II and primed with a high-solids chemical and solvent resistant epoxy
primer per MIL-PRF-23377, Class N.
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NOTE
This STC does not approve any modifications to the engine firewall.
In addition to the data in this manual, the installation of each probe/sensor and wire must be accomplished
in accordance with the sensor manufacturer’s instructions or as recommended by the engine manufacturer.
Wire routing and clamping must follow procedures defined in the aircraft maintenance manual or standard
practices manual. Practices defined in Chapter 11, Electrical Systems, of AC 43.13-1B Aircraft Inspection
and Repair are acceptable.
Sensors must be connected using hoses and fittings approved as part of the aircraft or engine type
certificated design or standard aircraft parts (AN/MS).
Sensors must not be mounted directly to the engine or engine baffle unless otherwise instructed in this
manual.
CAUTION
Check hose routing for sharp bends. Check sensors and fittings for leaks during engine
run-up; correct any leaks prior to flight.
4.7.1 GEA 24
The GEA 24 must be installed in the fuselage cabin environment where it is protected from accidental
damage by occupants and rapid thermal change. It can be mounted directly or indirectly (i.e., via a support
structure) on the aircraft structure. It can be mounted in any orientation, but vertical with the connectors
pointing down is preferred. The unit should be mounted so that the connectors and status LED is viewable
and where it can be inspected and serviced.
CAUTION
The GEA 24 cannot be mounted in the engine compartment or where it could be exposed
to moisture or fluids.
If provisioned by the aircraft structural repair manual or standard practices manual, the GEA 24 can be
mounted on the engine firewall (opposite surface of the powerplant), fuselage frames, or stringers. The
GEA 24 wiring must be routed through existing pass-through holes in the firewall or use existing bulkhead
connectors; otherwise, separate airworthiness approval is required for added holes in the engine firewall.
The GEA 24 must not be placed directly below fluid lines (e.g., fuel lines, oil or hydraulic lines). It also
must be installed as far away as practical from heat sources.
NOTE:
1. DIMENSION: INCHES[mm]. METRIC VALUES ARE
FOR REFERENCE ONLY.
2. DIMENSIONS ARE NOMINAL AND TOLERANCES
ARE NOT IMPLIED UNLESS SPECIFICALLY STATED
2.00 50.8
2X 0.42 10.7
4.98 126.6
2.94 74.7
3.4 86 0.2 4
CENTER OF GRAVITY CENTER OF GRAVITY
2.00 50.8
1.1 27
CENTER OF
GRAVITY
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1 4 CARBURETOR, EXISTING
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1 2 MS20995 WIRE, SAFETY OR LOCK
1 1 T3B10-SG PROBE, CARBURETOR TEMPERATURE
QTY ITEM PART NUMBER DESCRIPTION
NOTES
WHEN INSTALLED, FACE OF THE SENSOR THREADED BOSS IS FLUSH WITH THE INSIDE OF CARBURETOR BARREL. USE
WASHER(S) IF REQUIRED TO SPACE THE SENSOR ACCORDINGLY.
T3B10-SG TEMPERATURE SENSOR HAS 0.2500-28UNF-2A THREAD. INSTALL WITH MEDIUM STRENGTH THREADLOCKER.
EXERCISE CAUTION TO PREVENT FUEL CONTAMINATION.
SAFETY WIRE PROBE IN ACCORDANCE WITH SECTION 7, SAFETYING OF CHAPTER 7, AIRCRAFT HARDWARE, CONTROL
CABLES AND TURNBUCKLES OF AC43-13-1B, AIRCRAFT INSPECTION AND REPAIR.
SENSOR INSTALLATION IN EXISTING CARBURETOR PORT ONLY. ADDITION OF NEW TAPPED HOLES TO CARBURETOR
BARREL NOT ALLOWED.
Figure 4-50 Carburetor Temperature Sensor Installation Example
CAUTION
Fuel and air passages must remain free of contaminants during work near and around the
carburetor.
CAUTION
Severe engine damage may occur if the incorrect probe length or type is installed. Use the
engine manufacturer’s guidance for proper oil temperature probe length and type.
When installing the oil temperature sensor, use the engine manufacturer’s guidance for probe length and
location. The unbroken side of the crush washer must face the sensor flange. The sensor is torqued finger
tight plus one-half turn and safety wired in accordance with practices defined in Section 7, Safetying, of
Chapter 7, Aircraft Hardware, Control Cables and Turnbuckles, of AC 43.13-1B Aircraft Inspection and
Repair.
WARNING
Ensure the pressure sensor installation does not introduce thread sealant or debris into the
aircraft system.
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1 9 MS51533B SLEEVE, COMPRESSION, TUBE FITTING, 37Û FLARED
1 8 TUBE, Ø0.0 IN OD
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1 7 AN822- ELBOW, PIPE TO TUBE, 90Û-27 NPT TO 81-)$
AN823- ELBOW, PIPE TO TUBE, 45Û, 1/8-27 NPT TO 81-)$
1 6 AN910-1W COUPLING, PIPE, 1/8-27 ANPT
NUT, SELF-LOCKING, 450ÛF, REDUCED HEXAGON, REDUCED HEIGHT, RING
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1 1 011-05783-XX PRESSURE SENSOR, GPT
QTY ITEM PART NUMBER DESCRIPTION
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IN
FF Transducer
Fuel Pump / Fuel Flow
Fuel Filter OUT
Divider
Fuel Servo IN
Engine
Fuel Return Line
Fuel
Tank
(b) Fuel Injected Engine with a Fuel Return Line
#1 FF Transducer
Fuel Pump /
OUT
Fuel Filter
Pressure Carburetor Engine
IN
#2 FF Transducer
Fuel
OUT Fuel Return Line
Tank
IN
NOTE
The fuel flow sensor will introduce a small pressure drop. Refer to Appendix D to determine if
a fuel pressure test is required for the aircraft model.
WARNING
Ensure the fuel flow transducer installation does not introduce thread sealant or debris into
the fuel system.
CAUTION
Do not blow pressurized air through the flow transducer.
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NOTE
The installation of EI FT-60/90 fuel flow sensors must be checked for EMI in accordance
with the procedure defined in Section 6.7.
If the fuel flow gauge fluctuates during the EMI checkout procedure (refer to Section 6.7), an EI FT-60 or
EI FT-90 fuel flow sensor must be installed with shield bracket and wire overbraid. Refer to Figure 4-56
for the installation that illustrates how the fuel flow sensor cover plates are shielded by the bracket (7). The
overbraid must cover the unshielded portion of the sensor wiring and must be terminated such that the
overbraid is connected to the fuel flow sensor and the shielding of the wire. Refer to Figure 4-57 for
overbraid installation.
GEA 110
Total Length <6"
P2
~ +12V 1 EXCT 69 RED Orientation
FUEL FLOW 1 15 WHT EI optional
GROUND 74 BLK FT-60/90
s
Terminate
overbraid to Bracket
4.7.7 RPM
The GI 275 system can use the electrical signal generated by the primary magneto coils or “P-Lead” to
display RPM. Both magneto P-Lead signals, left and right, must be connected to the GEA 24/110. The
connection is made at the ignition switch if the magneto does not have a ring terminal stud; otherwise, the
connection can be made at the magneto or at the ignition switch, whichever minimizes the length of wire
required to connect the GEA 24/110. The wire length between the P-Lead connection and the resistors
must not exceed 6 inches. Shielded wires must be used as shown in Appendix B.
If the P-Lead on TCM/Bendix magnetos was used, torque the P-Lead nut between 15 and 17 in-lbf. If the
P-Lead on Slick magnetos was used, torque P-Lead nut between 13 and 15 in-lbf.
This STC only provides interface approval to magnetic pickup RPM sensors. It does not provide
installation approval for magnetic pickup sensors. For TCM/Bendix magnetos, the magnetic pickup must
be installed in the vent hole furthest from the distributor cap. Refer to Figure 4-58.
Following the installation of the P-Lead signal wires, verify the continuity of each magneto P-Lead to
ground while the ignition key is off. If there is evidence of discontinuity in the magneto P-Lead grounding
circuit, it must be corrected before further engine maintenance or checks. Continuity can only be measured
if the magneto points are open or the wire is disconnected from the magneto. Use a magneto timing light to
ensure the ohmmeter will not measure false continuity through the points or coil windings.
CAUTION
Do not turn the propeller and stay clear of the propeller arc when installing the P-Lead
signal wires.
WARNING
The P-Lead sensor wiring must include the resistors as shown in Appendix B. The resistors
prevent magneto shut-off in the event of a shorted RPM P-Lead wire. The resistors must be
installed as close as practical to the P-lead connection, near either the magneto or the
ignition switch.
NOTE
When making configuration selections on the GI 275, in many cases, there is no dedicated
Enter selection. The selections made are confirmed by touching the Back button to exit the
particular screen/page.
NOTE
When powering on the GI 275 in Configuration mode for the first time, a Unit ID must be
assigned before any configuration settings can be changed. Refer to Section 5.3.1.
NOTE
When connecting a USB drive to the GI 275 (whether via USB dongle or GSB 15), ensure that
the USB icon appears on the left side of the display before proceeding. If the icon doesn’t
appear after 1 minute, remove the drive, re-insert it, and wait for the icon to appear.
5.2.2.2 Summary
A configuration summary can be saved to a USB drive by touching the Save Summary button. The file
will detail configuration settings for all GI 275s in the system and can be viewed on a computer web
browser.
NOTE
Files will be saved to a “aircraft_cfg” folder on the USB drive.
NOTE
Unit ID must be set before importing configuration. Refer to Section 5.3.1.
2. Insert the USB drive containing the configuration files into the USB dongle or GSB 15 (if
installed).
3. Navigate to SW/Config → Config Options.
4. Touch the Import Configuration button.
5. Touch the Select Files button and select the configuration file to be imported.
6. Touch the Select Configuration button.
7. Select the applicable configurations and then touch the Back button.
8. Touch the Import Config ( ) button and then touch the Start button.
NOTE
Files will be saved to a “aircraft_cfg” folder on the USB drive.
5.3.1 Unit ID
CAUTION
Failure to follow the procedure to set Unit ID before performing any other configuration
steps may result in configuration errors or configuration settings being overwritten by
another display. Unit IDs must be unique for each unit in the system.
A Unit ID must be assigned to each installed GI 275 prior to configuring the function of each unit.
• Unit ID – A unique ID number between 1 – 6 for each GI 275 installed in the system. Unit ID is
set to a blank default at the factory and must be manually set. For a single GI 275 installation, set
the ID to GI 1. For multiple GI 275s, it is recommended that the Primary ADI (if applicable) be
set to GI 1. Whichever unit is assigned GI 1 should also be set as the Master display (refer to
Section 5.3.2). Each Unit ID must be unique and set using the following procedure:
When the GI 275 is powered on in Configuration mode for the first time (or after configuration settings are
cleared), it will automatically prompt the user to assign a Unit ID. This cannot be skipped.
Alternatively, the Unit ID can be configured by following the steps:
1. Verify all GI 275 units are powered off.
2. Power up a single GI 275 in Configuration mode, as described in Section 5.1.1.
3. From the home page, touch Unit Type → Unit ID → LRU and select a unique Unit ID between
1 and 6.
4. Touch Restart to apply the assignment.
5. Power down the display (do not power back on at this time).
6. Repeat steps 2 through 5 for the remaining installed GI 275s.
7. When all Unit ID assignments have been made, power up all displays in Configuration mode
before moving to the next configuration steps. The Unit ID assigned to each display is shown on
the left side of the display on the Configuration mode home page or on the Unit Type page.
CAUTION
For installations with more than one GI 275, all configuration settings made after the
steps in Section 5.3.1 must be done with all displays powered on and in Configuration
mode.
CAUTION
Once all GI 275s have been configured, the Unit ID should not be changed. Doing so will
result in a loss of configuration settings.
CAUTION
Changing the designated Master display will change the GI 275 System ID. This will
cause any previously unlocked features and installed databases to become unavailable.
New feature unlocks will be required for the new System ID. Databases will also have to
be re-installed; a new subscription may be required for some databases.
NOTE
Feature unlocks and databases will not become unavailable until the system is rebooted
after the designation is changed.
NOTE
Verify installation specifications for the instrument type are followed as described in
Section 4.4.
After the Unit ID has been selected, configure the instrument type. Refer to Section 5.6.3 for available
page configurations for each indicator/display type. To set the instrument type, touch the Instrument Type
button and then select the desired indicator/display. The options are:
• ADI
• MFD
• EIS
• HSI
Standby
If the Instrument Type is set to ADI or HSI, then the Standby selection will be available.
If the GI 275 was installed as a standby indicator in accordance with Section 2.1.4, and MFD pages are
desired and approved per Section 3.2.2, configure the unit as an ADI with the Standby selection On (i.e.,
illuminated green). If the GI 275 was installed as a standby indicator, but MFD pages are not desired or not
approved, configure as an ADI and leave the Standby selection configured Off.
If the GI 275 was installed as an “ADI Only” standby (e.g., only displays the ADI page) to a G500/G600
TXi, the GI 275 must be configured with the Standby selection enabled and all MFD pages must be
configured off (refer to Section 5.6.3.5).If the GI 275 was installed as an HSI/Standby ADI in accordance
with Section 2.1.4 and Section 3.2.2, configure as an HSI with the Standby selection On (i.e., illuminated
green).
Unit Location
Select the location of the display installation. Selections are:
• Pilot
• Co-Pilot
NOTE
When configured for Co-Pilot unit selection, the output of Baro correction is suppressed.
NOTE
When connecting a USB drive to the GI 275 (whether via USB dongle or GSB 15), ensure
that the USB icon appears on the left side of the display before proceeding. If the icon
doesn’t appear after 1 minute, remove the drive, re-insert it, and wait for the icon to
appear.
6. On the display connected to the USB drive, navigate to the Features page by touching the Feature
Enable button.
7. Touch the SVT button to enable the feature (it will be illuminated green).
8. A system message will appear alerting the user that SVT has been enabled.
9. Restart all GI 275s for the enablement to take effect.
The configuration tables in this section show available interface options as well as available ports. The port
assignments must be made to match the aircraft wiring.
NOTE
The port availability at each LRU configuration will vary depending on previous
configuration actions. If a port was previously configured for another LRU, then that port
will be grayed out and not available for selection.
NOTE
Interfaces not shown in the following tables are not approved per this STC.
5.5.2 Wireless
The Wireless page allows you to connect the GI 275 unit to a Bluetooth connection or to generate a Wi-Fi
signal. Refer to Section 5.14 or GI 275 Pilot’s Guide for more information on wireless functionality.
The Wi-Fi functionality should only be enabled on one Garmin LRU at a time.
NOTE
Inertial-Aided Vertical Speed must be disabled per this STC.
TAWS Installations
If a single TAWS-equipped GTN 6XX/7XX, GTN Xi, or GNS 500W unit is installed, it must be
configured as GPS 1. Only TAWS annunciations from GPS 1 are displayed on the GI 275.
5.5.7 NAV
Configure each GI 275 for a NAV source for NAV 1 or NAV 2 (if equipped) per the settings in Table 5-6.
Course Selection
Disabling Course Selection allows the GI 275 to slave to the Selected Course from an external source. Set
the Course Selection to Disabled when an external system is providing the primary Selected Course data.
Set the Course Selection to Enabled when the GI 275 is the primary source for selected course data. The
Pilot Control configuration setting for Course Selection is not currently approved under this STC.
5.5.9 Autopilot
All of the autopilots approved for installation per this STC have a dedicated selection/setting on the
GI 275. Make the applicable selections for autopilots listed in this section (organized in the order of
display presentation). During the GI 275 system configuration, leave the GPSS Scaler to HDG set to the
default value. If unsure whether the Scaler to HDG is set to the default setting, all the settings can be reset
to default by selecting any other autopilot and then re-selecting the installed autopilot.
NOTE
Changing the Autopilot Interface setting will reset all autopilot settings to default.
CAUTION
Only the discrete outputs from the P2752 connector can be connected to the autopilot. The
discrete outputs on the main connector cannot be used.
The followings settings should only be configured on the GI 275 ADAHRS+AP that is directly connected
to a third-party autopilot. All other GI 275s in the system should select Other GI 275 as the autopilot
interface. If a GFC 600 is installed, all GI 275s in the system must be configured to GFC 600.
5.5.9.2 Bendix
The autopilot computer must be configured for a Collins PN-101 (FD-112C/V) HSI in order to have the
correct heading and course error (datum) signals; otherwise, additional adjustments will be required. Refer
to Bendix I.B. 20004 M-4D AFCS Installation Manual Section II, paragraph 7, Flight Check and
Calibration, for adjustments that can be made in the 5487G or 5485A flight controller. Refer to Bendix I.B.
20004 Section II, paragraph 5, Post Installation Check-Out, for additional information.
5.5.9.5 Collins
Table 5-20 Collins AP-106/107 Autopilot Configuration
Autopilot Interface Ports/Config - Settings Value/Port Numbers
HSI Type Collins PN 101
Collins FD Discrete
Flight Director FD-106 Enabled
Other GI 275
Collins Collins Button Scaler to HDG 1.0
AP-106/107 AP-106/107 GPSS GPSS Discrete Discrete In 1 Thru 6
Discrete
Scaler to HDG 1.0
Yaw Rate Yaw Rate (mV/deg/sec) None
ILS/GPS
Discrete Out Lo 4 Thru 9
Approach
5.5.9.8 S-TEC
If the autopilot has been previously configured to operate with the NSD 360, the HSI Type must be set to
NSD 360 DC and not King KI 525. If the autopilot is configured to operate with any other heading system,
it must be configured to either NSD 360 or KI 525 (KCS-55) in order to be compatible with the GI 275.
5.5.11 Transponder
Configure the available interfaces for Transponder 1 and Transponder 2 per Table 5-34 to provide the
Transponder Control page. Only the GTX 345 series transponder is compatible for the Transponder
Control feature. Refer to the GTX 345 Installation Manual for configuration details for the GTX 345 unit.
5.5.14 GDL 69
Configure the data link interface per the settings in Table 5-38.
ADI Style
Configures the layout of the ADI. Choose between Basic, 3-in-1, or 4-in-1. If Basic is selected, the
following settings are not available.
FD Format
Sets the type of aircraft symbol displayed on the ADI page in Normal mode. The options are Chevron,
Standard, or Pilot Control, with Chevron being the default. If Pilot Control is selected, the symbol can be
changed in Normal mode.
If the GI 275 is interfaced to a non-GFC 500 autopilot, Chevron must be configured. Standard and Pilot
Control are only approved for installations without an autopilot or with a GFC 500 autopilot.
Altitude Bug
When enabled, allows an altitude bug (alert) to be set while in Normal mode. Enabled by default.
VS Min
Sets the minimum vertical speed. Not configured per this STC.
VS Max
Sets the maximum vertical speed. Not configured per this STC.
VS Range
Sets the range of the vertical speed tape. The vertical speed range must be set to match the range on the
V/S indicator that was previously installed. The V/S tape range can be configured for ±2000 fpm,
±3000 fpm, or ±4000 fpm. If a V/S indicator was not previously installed, and a V/S range is not specified
in the POH/AFM, set the vertical speed tape range to ±2000 fpm.
ALT/VS Units
Configures the units for altitude and vertical speed. Choose between Feet (feet per minute for VS) or
Meters (meters per second for VS) as indicated by the POH/AFM.
IAS Units
Configures the units for indicated airspeed. Choose between KPH (kilometers per hour), KT (knots), or
MPH (miles per hour) as indicated by the POH/AFM.
Airspeed Bug
When enabled, allows an airspeed bug (alert) to be set while in Normal mode. Disabled by default.
Figure 5-8 Basic (Left) and Advanced (Right) Airspeed Configuration Type Settings
The Basic setting values are generally found in the AFM/POH for each aircraft. Refer to Table 5-45 for
detailed information on obtaining Basic setting airspeed values. Refer to Appendix E for information on
obtaining advanced setting airspeed values.
With GI 275 software v2.11 and later, ten additional user-configurable airspeed markings are available
(default C0 through C9). All user-configurable markings must be at least 5 mph/kts apart from any other
airspeed marking.
CAUTION
The Mode field on the Airspeed Configuration page must be set to “Advanced” for
aircraft that have an altitude-variable maximum airspeed limitation.
NOTE
If the AFM or POH lists both indicated airspeed (IAS) and calibrated airspeed (CAS), use
IAS values.
Mach Settings
Used to configure display of Mach speed. Set Display to Secondary Display or None. If Activation is set to
Mach Threshold, configure On and Off settings. If Activation is set to Crossover ALT, configure Altitude
setting. Set Format to either M.000 or M0.00.
Mach Number display is not available if a GFC 500 is interfaced to the GI 275. Mach Number display is
for supplemental flight information only. It may not replace or duplicate existing Mach Number display
gauges and must be configured Off in such installations.
NOTE
All lighting conditions must be considered when configuring the display for photocell only. If the
aircraft is equipped with an instrument panel flood or wash lighting, the installation must be
evaluated to verify the flood/wash lighting does not affect the GI 275 lighting level. If the display
lighting level is adversely affected by the flood/wash lighting, then the GI 275 must be connected
to a lighting bus to control the display brightness.
To accurately configure the lighting, the ability to adjust ambient light conditions is required. The installer
must have the means to simulate complete darkness in the cockpit. Simply covering the photocells may not
allow the installer’s eye to properly judge whether the display brightness is too bright or too dim for night
use.
The following tables must be used for lighting configuration:
• Table 5-46 - Photocell for display/knob (Enhanced Lighting mode de-selected)
• Table 5-47 - Lighting bus for display/knob (Enhanced Lighting mode de-selected)
• Table 5-48 - Photocell for display/knob (Enhanced Lighting mode selected)
• Table 5-49 - Lighting Bus for display (Enhanced Lighting mode selected)
• Table 5-50 - Lighting Bus for knob (Enhanced Lighting mode selected)
5 Simulate night conditions in the cockpit by using blankets or a similar method, such that the cockpit can be
made progressively brighter for steps 6 and 7.
Under Lighting Curve Configuration → Display/Knob Lighting Day Mode, set the Min Level and
Vertex 1 while the panel is experiencing night conditions. The level adjustments can be made by selecting
6 Vertex ( ) and changing the values (refer to Figure 5-17). Seek consistency between all cockpit lighting.
NOTE: A vertex represents a specific output value based on a given input value, where the goal is to
customize the lighting curve by manipulating the vertices
Set the remainder of the vertices while progressively introducing light to the interior of the aircraft. Set the
7 Max Level as desired. It is recommended to configure the curve to such that the display reaches the
desired max output level (%) prior to 100% input. A linear curve for the photocell typically works well (refer
to Figure 5-14).
Figure 5-16 Selection Between Lighting Bus and Photocell Backup Curves
CAUTION
The display must be viewable under all anticipated lighting conditions, including:
• When the display is in direct sunlight
• When the cockpit is bright but the photocell is in heavy shadow (such as flight into a
setting sun)
• When the cockpit is very dim, the display must not be excessively bright
Figure 5-18 Page Config Page - MFD/Standby ADI (Left) and EIS (Right)
NOTE
When configured as a MFD/Standby ADI, the ADI page will be the configured as Page 1.
CAUTION
If the GI 275 is configured as a standby for a system that is not approved for MFD pages
per Table 3-12, ensure that all MFD pages are configured off.
• ADI page [3] — Displays pitch, roll, slip/skip, airspeed tape, altitude tape, and optional heading.
• CDI page — Displays lateral and vertical deviations.
• Standard HSI page — Provides magnetically stabilized primary heading.
• Enhanced HSI page — Provides map underlay capable of displaying ownship on a moving map
with traffic and weather overlays.
• Traffic page [1] — Provides depiction of traffic (ADS-B, TIS-A, TCAS).
• SXM Weather page [1] — Provides depiction of SXM weather (with valid subscription).
• FIS-B Weather page [1] — Provides depiction of FIS-B weather.
• Stormscope page [1] — Provides depiction of lightning strikes.
• Terrain page — Provides depiction of terrain.
• Map page — Displays moving map with ownship icon.
• Gauges Main page [2] [4] — Displays required EIS gauges (Main EIS page in Normal mode).
• Gauges AUX page [2] [4] — Displays additional EIS gauges (AUX EIS page in Normal mode).
• CHT/EGT page [2] [4] — Displays a graph depicting cylinder head temperature and exhaust gas
temperature for each cylinder.
• Fuel page [2] [4] — Displays additional fuel data.
• Summary page [2] — Displays supplementary EIS data, such as flight/engine timers and max
temperatures.
• MFD Data page [2] — Displays configurable navigation information. Requires interface to
external navigator to populate information.
• Radio Altimeter page [1] — Displays altitude above terrain.
• Transponder page [1] [5] — Provides control and display of GTX 345 transponders.
Notes:
[1] Page only available when the GI 275 is interfaced to an applicable LRU.
NOTE
When configured as a HSI/Standby ADI, the ADI page is always configured on.
• ADI page [1] — Displays pitch, roll, slip/skip, airspeed tape, altitude tape, and optional heading.
• Standard HSI page — Provides magnetically stabilized primary heading.
• Enhanced HSI page — Provides map underlay capable of displaying ownship on a moving map
with traffic and weather overlays.
Notes:
[1] The ADI style is configured on the Airframe Configuration page (refer to Section 5.6.1).
GI 1 GI 2
Voice Type
This makes the selection between Male and Female voices for alerts. The default is Female.
Alert Volume
This sets the audio level. Audio alerts must be loud, attention-getting, and clearly intelligible under all
cockpit noise conditions. Audio alerts should be set slightly louder than the normal volume of COM and
intercom transmissions. The default is 50%.
Audio Test
This allows the testing of associated audio clips. Touch the icon on any/all annunciations to verify
volume audibility set in the previous step. Adjust the Alert Volume as desired to match audio levels of
other systems installed in the aircraft.
5.6.6 Terrain/TAWS
If the GI 275 system does not have TAWS B enabled, then configure the Terrain/TAWS per Table 5-51.
When SVT is enabled, the GI 275 must have Terrain-FLTA configured. If the aircraft has multiple systems
capable of Terrain Alerting, such as a GTN Xi or GNS 5XXW, only one system can be set to generate the
Terrain Alert. Set Terrain Mode to Terrain-FLTA and set External TAWS to Installed (HSDB) for a GTN
6XX/7XX or GTN Xi interface or Installed (MapMx) for a GNS 4XXW/5XXW interface.
The GI 275 is capable of producing aural and visual TAWS alerts. The alerting algorithm relaxes the
terrain alerting criteria at nearby airports. An airport is considered to be a “nearby airport” if the runways at
the airport meet certain criteria. Select the runway Surface Type and Minimum Length for the aircraft, as
described in Table 5-52.
Altitude Alerter
When an altitude bug is configured, this sets the distance at which the GI 275 will flash when approaching
the altitude bug. Audio alerts require an interface to a compatible audio panel. Choose from 200 FT Chime,
1000 FT Chime, or OFF.
Database Sync
GI 275 and GTN 6XX/7XX or GTN Xi units synchronize databases using Database Sync in order to
minimize user effort when loading/updating databases. The user only has to insert an SD card with
databases to be loaded into the GTN 6XX/7XX or GTN Xi and the databases will be updated on all
connected LRUs for all displays with Database Sync enabled rather than having to update each unit
individually. The GI 275 system and GTN 6XX/7XX or GTN Xi will have different system IDs. The
databases being synchronized must be enabled for both system IDs in order to allow the Database Sync to
take place. Refer to Section 5.2 for more information on acquiring and loading databases.
The following databases are synchronized:
• Airport directory
• Aviation
• Obstacle
• SafeTaxi
• Basemap
The following databases are not synchronized:
• Terrain
Make the desired selection between Pilot Control and Disabled for Database Sync functionality. Selecting
Pilot Control enables Database Sync functionality.
5.7.1 Engine
Configure the EIS as a Single- or Multi-engine system, with a 4- or 6-cylinder engine, depending on the
aircraft.
Set the Engine Power parameters for supplemental Percent Engine Power indication if desired. The
following items under Engine Power must be configured for engine power to be available:
• Maximum Rated Engine Horsepower
• Maximum Manifold Pressure
◦ If normally-aspirated, defaulted to 29.92 in-Hg
• RPM at Maximum Rated Engine Horsepower
• Verify configured RPM value type matches the display RPM type (i.e., engine RPM vs propeller
RPM)
• Minimum Brake Specific Fuel Consumption
◦ Defaulted to 0.39 lb/hr/BHP
NOTE
Minimum BSFC should not be changed from the default value unless an alternate value
can be identified in a specific installation’s engine operator’s manual. Some engine
operator’s manuals graphically depict minimum BSFC on engine performance curves.
Refer to the aircraft time meter(s), tachometer, and the aircraft records to ensure the times are entered in
the correct field and are accurate.
Flight Hours accumulate when the aircraft is in the air. The EIS will increment this value when the engine
exceeds 1250 RPM. HOBBS Hours accumulate when the engine is running and the oil pressure exceeds
5 psi. Tach Hours increment at a normal rate when the RPM is equal to cruise RPM, slower when RPM is
less than cruise RPM, and faster when RPM is above cruise RPM.
Notes:
[1] Set Cruise RPM based on the removed tachometer. Refer to Table 5-54.
Obtain the required information for the Engine subsection using Table 5-53, and populate all fields on the Engine page.
If the Cruise RPM cannot be determined from Table 5-54 or from markings on the original tachometer, use the POH or AFM to find the cruise RPM for 65% HP,
6000 ft PA, Standard Temperature, at 21 in. Hg (if applicable). Verify the Cruise RPM value type matches the display RPM type (i.e. engine RPM or propeller
RPM).
An example configuration of a TIT sensor is shown in Figure 5-23. The selection sequence is highlighted.
4 6
7 8 9
Manifold Pressure
1. Select the sensor (Sensor→ Manifold PRESS).
2. For the Garmin 011-04202-00 and 011-05783-00 sensor configurations, if the displayed manifold
pressure value is incorrect, perform the calibration.
a. Reselect the manifold pressure sensor model, then touch the Calibration. button.
b. Enter the local Barometric Pressure, then touch the Current BARO button.
c. Enter the local field elevation, then touch the Field Elevation button.
d. Touch the Calibrate button.
Fuel Quantity
Select the fuel quantity sensor model (refer to Section 3.4.3 and Appendix C for sensor selection details).
Refer to Section 5.8.5.1 for the calibration procedure.
CAUTION
K-Factor must be in units of pulses per gallon. Different units will result in inaccurate fuel
flow and fuel computer results.
NOTE
Prop Sync will only display on one of the two EIS displays in a conventional twin-engine
installation. Percent Power must be configured off if the other EIS has Prop Sync
configured.
Advanced
Configures Lean Assist settings. Configure the settings per Table 5-56.
WARNING
Gauge markings, limitations, and units present in the AFM/POH, this manual, or other
approved data must be represented on the EIS gauge. No additional markings are permitted
on required gauges.
NOTE
The GI 275 EIS typically utilizes bar gauges instead of full radial gauges. Because of this,
colored “arcs” listed in the POH/AFM should be configured as colored “ranges” on the
GI 275 instead.
NOTE
Only red or yellow colors are capable of alerting. A red range will alert and can be used
for items such as low fuel quantity alerting. Refer to Appendix Section F.6.1.
Other Markings
Include the settings in Table 5-58 for the specific gauge. If the markings in Table 5-58 conflict with AFM/
POH or other approved data, use the AFM/POH or other approved data.
g. h. i.
If a gauge range is not specified by the AFM/POH or other approved data, an appropriate range must be
defined based on the gauge function, as specified in Table 5-59.
Table 5-59 Gauge Minimum and Maximum Ranges
Gauge Guidelines
If a new gauge is being added, configure the gauge range for the functional range of the parameter
General (refer to Figure 5-25).
Unless noted below, the gauge range must include all markings.
Configure the gauge range minimum and maximum based on the range of the tachometer being
Tachometer
replaced.
Manifold The minimum value must be the lower of the following: 10 inHg or 1 inch below the lowest range
Press marking. Use 1 inch above the highest marking as the maximum value.
Oil Press Use 0 psi as the range minimum. Use 5-10 psi above the highest marking as the range maximum.
Oil Temp Use 0°F as the range minimum. Use 10°F above the redline as the range maximum.
Fuel Use 0 as the range minimum. Use the same range maximum as the fuel indicator being replaced. It
(Main/Aux) is common for the fuel tank to hold more fuel than the system can measure.
Use 0 GPH as the range minimum. Use +10% of the highest marking or +10% of the highest takeoff
Fuel Flow
fuel flow at sea level as the range maximum.
Fuel Press Use 0.0 psi as the range minimum. Use +10% above the highest marking as the range maximum.
Use 25°F below the lowest marking as the range minimum. Use 25°F above the highest marking as
CHT
the range maximum. If no markings are present, use a range of 200°F-500°F.
Use 1000°F as the range minimum. Use 50°F above the redline as the range maximum. If no
Primary EGT
markings are present, use a range of 1000°F-1700°F.
5.7.5 Fuel
Main Tank
Configure to Single Main or Left & Right for the aircraft main tank.
AUX Tank
Configure to None, Single AUX/Tip, or Left & Right for the aircraft auxiliary tank.
AUX Label
Configure to AUX or Tip for the auxillary tank label.
Fuel Type
Configure to Avgas, Jet A, or Jet B for the aircraft fuel type.
Quantity Calibration
Refer to Section 5.8.5.1 for the Fuel Quantity Calibration procedure.
Full Capacity
Configure the full capacity of the main tank.
Tab Capacity
Configure the tab capacity of the main tank.
5.7.6 Diagnostics
Sensor Status
Displays information on installed GEAs, including temperature and port configurations. Select between
EIS 1 and EIS 2 (if applicable) in the Selected Unit field.
GEA Status
Displays status of configured EIS sensors.
NOTE
“YD” is only displayed if the aircraft has a yaw damper installed and configured.
4. Verify that the magenta flight director bars are displayed on the GI 275.
a. Move the pitch wheel on the GMC 605 and verify that the flight director bars displayed on the
GI 275 update accordingly.
5. Adjust the altitude bug on the GI 275.
6. Verify that the ALTS value in the armed section on the GMC 605 updates to the altitude bug value
on the GI 275.
2 TC101
A4 TOP TEST A4
4 1 19X1
22 22 ROLL ATT X FEED
Z Z VG REF
Y Y PITCH ATTITUDE HI
21 21 ROLL ATTITUDE HI
To KC 19X
mounting tray 4 1 P19X2
10 10 SIGNAL GROUND
A A CHASIS GROUND
B B AP DISCONNECT
2 2 POWER 14/28VDC
C C VG EXCITATION
1 1 POWER REF
NOTES
THE KC19X CARD EDGE CONNECTORS ARE BOTH ORIENTED SO THE LETTERED SIDE OF THE
1 CONNECTORS FACE UP.
A4 IS THE FOURTH CONNECTOR FROM THE LEFT ON THE TOP WHEN VIEWED FROM THE FRONT. TC101 IS
2 NOT APPLICABLE TO THE KC 190/KAP 100.
330-00360-00 CONNECTOR
(Tyco 206485-1)
<4"
PITCH REF 1
VERTICAL GYRO PITCH T.P. 2
GYRO ROLL CROSSFEED 3
LAT REF 4
ROLL ADJ 5 KC 295
PITCH ADJ 6 P2952
L PITCH REF
IF CONNECTED
P VERTICAL GYRO PITCH T.P.
KC 296
(YAW COMPUTER) P2961
GYRO ROLL CROSSFEED H X GYRO ROLL CROSSFEED
LAT REF F f LAT REF
KC 290
(MODE CONTROLLER) P2902
ROLL ADJ F K ROLL ADJ
PITCH ADJ A b PITCH ADJ
NOTE
The following procedure is only required if the GI 275 is used to provide analog attitude to
the autopilot.
NOTE
The Honeywell KFC 225 Flight Control System Installation and Maintenance Manual
specific to the aircraft being modified must be used whenever making flight director
adjustments.
The autopilot interface must be configured for a KFC 225. A voltmeter, accurate to 1 mV at a 5 VDC
range, is required for the procedure.
Complete the following procedure:
1. Power on the GI 275 the Configuration mode.
2. Navigate to the Gyro Output Test page (Calibration/Test → Autopilot → Gyro Output Test).
3. Perform the Attitude Gyro Calibration Procedure using KI 256 gyro emulation.
a. Use an extender harness for the KC 225 to gain access to the PIT/ROL adjustment
potentiometers on the side of the KC 225 as specified in Honeywell KFC 225 Flight Control
System Installation Manual.
b. Touch the Set Installation Offsets page on the KC 225 Remote Terminal Interface (RTI).
c. Refer to Honeywell KFC 225 Flight Control System Installation Manual for instructions
regarding how to connect and use the KC 225 RTI.
d. Verify that the internal AHRS test values are 0° UP for pitch, 0° RT for roll, and are valid
(i.e., Attitude Valid button is illuminated green).
e. Record the values for Pitch and Roll attitude that are displayed on the KC 225 RTI. These are
the Pitch/Roll Offset values.
Pitch Offset Roll Offset
f. Set the internal AHRS Output to 10° UP using the up PITCH arrow.
g. Adjust the PIT potentiometer on the side of the KC 225 until the Pitch value on the KC 225
RTI is equal to 10° plus the Pitch Offset value (tolerance ±0.5°). Refer to the example pitch
adjustment shown below.
h. Set the internal AHRS Output to 0° UP using the down PITCH arrow.
i. Set the internal AHRS Output to 20° RT using the right ROLL arrow.
j. Adjust the ROL potentiometer on the side of the KC 225 until the Roll value on the KC 225
RTI is equal to 20° plus the Roll Offset value (tolerance ±0.5°). Refer to the example roll
adjustment shown below.
k. Set the internal AHRS Output to 0° RT using the left ROLL arrow.
l. Engage the autopilot in the default modes (PIT and ROL).
m. On the KC 225 RTI, touch 3. Pitch Attitude.
n. To store the pitch attitude calibration, touch ENTER.
o. With the autopilot still engaged in the default modes, adjust the potentiometer on the front of
the KC 225 until the Roll value on the KC 225 RTI is equal to 0°.
FD Alignment
1. Verify that the attitude input to the autopilot is level (i.e., zero pitch/roll).
a. If using the GI 275, verify that the output test values are 0° UP, 0° RT, and Attitude Valid on
the Gyro Output Test page (Calibration/Test → Autopilot → Gyro Output Test).
b. If using an analog gyro, verify the gyro is operational and level. This may require an extender
harness and tilt table.
2. Navigate to the GI 275 Flight Director Calibration page to view the FD Pitch and FD Roll values
(Calibration/Test → Autopilot → Flight Director).
3. Align FD Pitch as follows:
a. Verify the FD is engaged, and that the autopilot is not engaged.
b. Press and hold CWS.
c. Adjust the potentiometer on the front of the KC 225 until the FD Pitch value is as close to zero
as possible.
4. Align FD Roll as follows:
a. Verify the autopilot and flight director are disengaged.
b. Press and hold the FD button on the KC 225.
c. Adjust potentiometer on the KC 225 until the FD Roll value is as close to zero as possible.
NOTE
It is not necessary to use a Gyro Substitute Box as directed in the procedure.
a. To set the HDG Bug as directed in the procedure, use the AP Test page (Calibration/Test →
Autopilot → Test).
b. To set roll as directed in the procedure, use the Gyro Output Test page.
NOTE
The Battery Rundown Test may take up to 150 minutes to complete and is reported in UTC.
CAUTION
Ensure the correct Fuel Quantity sensor configuration before calibration. If using a
GEA 24 with resistive fuel probes, the fuel quantity sensor must be configured as 0-5 Volt.
Refer to Appendix C.
This procedure is used to calibrate the GI 275 fuel quantity gauges. It begins with drained fuel tanks, then
unusable fuel is added, and then fuel is added in specified quantities during the fueling process. Tank
calibration takes time and cannot be interrupted once initiated. The Fuel Quantity Calibration procedure is
not required to be performed immediately following the setup of the fuel quantity gauge; however, it must
be completed before flight.
When determining the number of calibration points and amount of fuel to add at each, it is recommended
to take the total usable fuel capacity of each tank and divide it by a number of points that results in an
easily measurable amount of fuel to be added at each point (e.g., for a 24 GAL (of usable fuel) tank, divide
24 (gallons of usable fuel) by 6 (calibration points) to equal 4 (gallons of fuel to be added at each point).
Take that number of points (6 in this example) and add 1 more for the unusable fuel (Point 1). So, a tank
that holds 24 gallons of usable fuel could perform the calibration with 7 points, adding 4 gallons at each
point after the unusable fuel is added in the first point.
Enter the
ACTUAL
amount of fuel
added this point
NOTE
It is recommended that the display configuration be saved to a USB drive immediately
after the Fuel Quantity Calibration is completed.
5.10.10 GDL69
The GDL 69 page shows information for a configured GDL 69/69A SXM.
5.10.12 RS-232
The RS-232 page shows the status (Active/Inactive) of each RS-232 connection. Yellow indicates that the
port is not actively receiving or transmitting data.
5.10.13 RS-485
The RS-485 page shows the status (Active/Inactive) of the RS-485 connection. Yellow indicates that the
port is not actively receiving or transmitting data.
CAUTION
Touching the Clear Config button will erase all configuration settings.
CAUTION
Touching the Factory Reset button will restore the unit to its factory defaults, including
reseting calibration results. It is not recommended to select this option when
troubleshooting.
Yellow Question Mark The LRU is configured, but the GI 275 is not receiving data.
5.12 Maintenance
Config Mode Fast Sync
Configure this setting on to expedite maintenance log downloads to a USB drive.
Export Logs
The GI 275 has maintenance and error logs that can be downloaded to a USB drive with the following
procedure:
1. Power on all GI 275s in the system in Configuration mode.
2. Insert a USB drive into the USB dongle or optional GSB 15 and wait for the GI 275 to recognize
the drive (a USB icon will appear in the bottom-left of the screen).
3. Navigate to the Maintenance page.
4. Touch the Export Logs button.
5. Touch the Download Log button and select the log type to download: Assert, Flight Data, Aircraft
Report, or Fault Log.
a. If Flight Data was selected, touch the Download Log Style button and select All or From
Date. If From Date was selected as the Log Style, enter the date in the fields below.
6. Touch the Start Download button and then the Begin Download button.
Logging Options
This gives the option to enable or disable the logging of flight data during operation. The default is
Enabled.
Clear Databases
This clears all flight databases. This cannot be undone.
GI ( )
Select restart options for the GI 275 unit. Options are Do Not Restart, Normal Mode, and Config Mode.
Restart
Restarts the GI 275 according to the above selection. If Do Not Restart is selected, the unit will not restart.
SSID
Enter the built-in Wi-Fi SSID. A maximum of eight characters is allowed.
The built-in Wi-Fi is used to transfer databases via Database Concierge. Refer to Section 5.15.
Password
Enter the Wi-Fi password. The password must be eight characters.
The built-in Wi-Fi is used to transfer databases via Database Concierge. Refer to Section 5.15.
Connext Features
• Database Update – Allows flight databases to be updated via the Bluetooth from Garmin Pilot. The
default is enabled
• Flight Plan Import – Allows flight plans to be synced from a GPS 175, GNX 375, or GNC 355.
The default is disabled
Pair a Device
Connect to a Bluetooth-enabled PED with the Garmin Pilot application. Refer to Garmin Pilot for iOS
User’s Guide or Garmin Pilot for Android User’s Guide for more information on the Garmin Pilot
application. To pair a device:
1. Open the Garmin Pilot application on the PED and follow in the instructions in the applicable
user’s guide to enable Bluetooth connectivity.
2. On the GI 275, touch the Pair a Device button.
3. Touch the Bluetooth Name button and select the device.
4. Touch the Pair button. The GI 275 can store up to 13 paired devices. Once a device is paired, it
can be connected to automatically in Normal mode to initiate database uploads.
Bluetooth Devices
Manage and delete paired devices. Auto-Reconnect can be enabled from this menu.
NOTE
When updating databases on the GI 275, ensure the aircraft has been on the ground since
the unit was powered on, otherwise certain database update options are disabled.
The GI 275 system uses several databases depending on its configuration. These databases (and database
updates) are available for purchase at flyGarmin.com. Databases are locked to a System ID and cannot be
used in more than one system. The system ID is the same for each GI 275 installed in the system.
Databases are typically updated using a portable electronic device (PED) with the Garmin Pilot
application.
After obtaining the appropriate databases from flyGarmin.com, they can be loaded to the GI 275 system by
USB drive, another Garmin LRU via Database Sync, or through the Database Concierge feature (Wi-Fi).
NOTE
The Basemap and Terrain databases will automatically update when the above conditions
are met without user input. In this case, a unit restart is not required.
NOTE
The GI 275 can receive database updates from other compatible LRUs, but it can only
provide database updates to GPS 175, GNX 375, GNC 355, and other GI 275 units.
NOTE
New databases with current effective dates will replace expired databases on the GI 275,
and databases with future effective dates will be added to the internal standby queue for
automatic updates in the future.
Ground Checkout
Configuration Ground Check
LRU status check Section 6.2
Device Info
ADI Ground Check (complete all applicable checks)
GPS Section 6.3.1
NAV Section 6.3.2
SVT Traffic Section 6.3.3.4
Autopilot Section 6.3.9
Databases Section 6.3.10
ADI-Specific Section 6.5.1
Airspeed Tape Section 6.5.1.1
Altimeter Section 6.5.1.1.3
OAT Section 6.5.1.3
SVT Section 6.5.1.4
Documentation
AFMS filled in Section 6.9.1
ICA filled in Section 6.9.2
NOTE
Throughout the configuration ground check section, references are made to particular
functions and screens. If a function or screen is not available, ensure that the system has
been configured correctly.
These ground checks must be performed on every GI 275. Before starting the checkout, ensure:
1. All GI 275 displays in the system are powered on in Configuration mode.
2. All system LRUs are be powered on.
3. All installed LRUs have been configured per Section 5.5.
CAUTION
Units configured as a standby indicator (ADI or HSI) must perform all applicable ADI ground
checks listed in Table 6-2, including indicator-specific checks. Additionally, the standby
checks in Section 6.5.4 must be completed.
Checks that are specific to the Primary ADI must also be completed by GI 275 standby indicators on their
ADI page.
NOTE
GPS satellite reception is required for the following steps.
NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station with available targets of opportunity. If this is not the
case, it is recommended that these checks be performed in-flight within range of an FAA
ground station.
NOTE
If the GI 275 system is configured for an external control (i.e., a display other than the MFD is
controlling the traffic system), then the Standby/Operate testing does not have to be completed.
If the interfaced traffic system is any of the following, then verify the interface per the instructions
included in this section:
• L3 Communications SKY497/SKY899 SkyWatch®
• Honeywell (Bendix/King) KTA 870/KMH 820, KTA 970/KMH 920
• Avidyne TAS 6XX (Ryan 9900BX TCAD)
• GTS 8XX
1. Power on the GI 275 in Normal mode.
2. HSI: Navigate to the HSI Map page.
MFD: Navigate to the Traffic page.
3. Verify that no TAS/TCAS failure annunciations (e.g., “NO DATA”, “TRFC FAIL”, “NO TRFC
DATA”, “DATA FAILED”, “FAILED”) are shown on the traffic map.
a. HSI: This completes the check.
NOTE
It may take up to a minute for the synthetic terrain data to be displayed on the ADI. Until
SVT is active, the horizon display will be the standard blue over brown.
NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station. If this is not the case, it is recommended that these checks
be performed in-flight within range of an FAA ground station.
NOTE
It may take up to 10 minutes after power-on for the system to begin receiving FIS-B
weather products.
7. MFD: Verify at least one of the selected products displays a valid time stamp by selecting the
Time Stamps button on the bottom of the display.
8. Verify there are no status fail messages regarding FIS-B weather.
NOTE
The GRA 55/5500 and FreeFlight RA4500 radar altimeters provide an automated self-test
during power cycles; therefore, no pilot-initiated self- test is required. After the power-up
sequence, verify that no faults are detected, “RA FAIL” is not displayed, and the RA value
displays “0” after the self-test is complete.
CAUTION
When entering a code to check the transponder, do not enter a code that begins with a “7”
to avoid accidentally triggering an alarm at an ATC facility.
5. Verify that the code that was entered is now displayed in the XPDR field.
6. If dual transponders are installed, select XPDR 2 as the active transponder and repeat steps 3
through 5.
7. If dual transponders are installed, with XPDR 1 set as the active transponder, pull the #1
transponder circuit breaker and verify that XPDR 1 shows a yellow “X”. Select XPDR 2 as the
active transponder and verify that it does not show a yellow “X”. If the behavior above does not
occur, verify that the wiring is correct.
WARNING
It is important the display be properly configured to prevent damage to the autopilot computer.
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.
NOTE
If the control yoke or stick moves in the opposite direction of what is expected, reverse the Left/
Right Course Polarity on the Autopilot Calibration page and continue the checkout process.
NOTE
Setting lateral and vertical flags will set both the low-level and superflag outputs simultaneously.
NOTE
The Heading and Course Error Check in Section 6.3.9.3 must be successfully completed
prior to checking the operation of the GI 275 Analog GPS roll steering.
GNS 4XXW/5XXW Series, GTN 6XX/7XX Series, and GTN Xi Series Units
The following steps are not required if the Heading Error Test has been successfully completed. Due to the
nature of the GNS 4XXW/5XXW, GTN 6XX/7XX, and GTN Xi self-test operation, it may be difficult to
observe the self-test response. It is recommended that the Heading Error Test be used in place of self-test
operation. Perform the following check for the GPS source that is providing navigation data to the HSI:
1. Power on the GPS unit is in Normal mode.
2. Proceed to the Instrument Panel Self-Test page.
3. Ensure that “GPSS” is displayed on the GI 275 (refer to Figure 6-4).
4. Engage the autopilot in HDG mode. If possible, engage only the flight director and not the
autopilot servos.
5. If available, verify that the flight director slowly moves back and forth between a right bank and
wings level. If the flight director is not available, verify that the autopilot rolls the control yoke or
stick to the right if AP is engaged.
NOTE
The Basemap and Terrain databases do not have expiration dates.
NOTE
The Pitch/Roll Offset Compensation Procedure in Section 5.8.1.2 must be completed prior
to performing this procedure.
Performing the magnetometer calibration removes any previously stored heading offset values. For
multiple AHRS installations, the calibration can be done simultaneously using multiple displays.
1. Start the aircraft engine per the POH/AFM.
2. Taxi the aircraft to a desired calibration area.
3. Power on the GI 275(s) in Configuration mode.
4. Navigate to the test page (Calibration/Test → Attitude/Heading → Calibrate Magnetometer).
5. Complete the Before Calibration steps listed on the display; touch Next after completing each step
to move to the next step.
6. Touch the Start button when it becomes available to start the calibration procedure.
7. Follow the on-screen commands to complete the calibration.
8. Repeat the steps 4 - 7 for each installed AHRS unit if not completed simultaneously.
A successful heading calibration point is a full 18-second countdown followed by instruction to move. Due
to the difficulties in executing smooth, accurate turns, the display may incorrectly interpret the approach
heading point and instruct to “HOLD POSITION” prior to full completion of a 36° turn. If this condition is
encountered, use outside references to complete the approximate 36° turn, instead of using the display
instructions of when to complete the turn (use the compass rose radial to make the 36° (±5°) turn
increments). Accurately completing each 36° heading point for the required time as instructed will result in
a successful calibration.
Due to high winds or excessive airframe vibration, the operator may encounter a condition where the
18-second countdown is restarted without full completion of the previous countdown. If this is experienced
more than once for a given heading point, the operator should begin turning to the next station
(approximately 36°). A minimum of two successful heading points per quadrant is required. It may
sometimes be required to hold at a station after a countdown restart. A maximum of 20 heading points are
allowed for the entire calibration procedure. If too many countdown restarts are encountered, the
calibration will fail with the message, “TOO MANY STATIONS”.
NOTE
If at least one Heading Error (A-B) is greater than 5°/less than –5°, DO NOT perform the
Heading Offset Procedure in Section 6.4.2.1 until the GMU 11/44B installation has been
physically corrected.
10. If at least one Heading Error (A-B) is greater than 5°/less than -5°, calculate the average error by
adding all errors and dividing by 12. This is the angle by which the GMU 11/44B must be
physically rotated to correct the installation.
11. Modify the installation to rotate the GMU 11/44B by the amount calculated in the previous step.
When looking down at the GMU 11/44B, rotate clockwise for positive values and
counterclockwise for negative values.
12. After physically correcting the GMU 11/44B installation, repeat the procedures in Section 6.4.1
and Section 6.4.2.
360° (North)
30°
60°
90°(East)
120°
150°
180°(South)
210°
240°
270°(West)
300°
330°
360° (North)
30°
60°
90°(East)
120°
150°
180°(South)
210°
240°
270°(West)
300°
330°
NOTE
This procedure is only needed when the GI 275 is interfaced to an external AHRS source.
The Heading Offset Compensation Procedure is not required if it was determined in Section 6.4.2 that all
calculated heading errors are between -3° and +3° inclusive. If at least one heading error was greater than
3° or less than -3°, but all heading errors were between - 5° and +5° inclusive, use the Heading Offset
Compensation Procedure to correct the errors. Otherwise, physically correct the appropriate GMU 11/44B
installation before performing the Heading Offset Compensation Procedure.
NOTE
If the Heading Offset Compensation Procedure must be performed on both AHRS #1 and
AHRS #2, it is permitted to run the procedure below simultaneously on two displays.
The Magnetometer Calibration Procedure must be performed before the Heading Offset Compensation
Procedure. Performing the magnetometer calibration removes any stored heading offset values.
1. Start the aircraft engine in accordance with the aircraft AFM/POH.
2. Power the displays on in Configuration mode.
3. Touch Heading Offset from the Procedure menu (Calibration/Test→ Attitude/Heading).
4. Select the desired AHRS unit to calibrate from the AHRS Unit selection.
5. Complete the Before Calibration steps listed on the display; touch each step when complete so that
a green check mark appears next to the selection.
6. Touch the Calibrate button when it becomes active to start the calibration procedure.
7. Follow the on-screen commands to complete the calibration.
NOTE
The second item on the checklist instructs the operator to “prepare a detailed test sequence”.
An example sequence is listed in Section 4.6.1.1 and Garmin document AHRS/Magnetometer
Installation Considerations (P/N 190-01051-00).
NOTE
The ADC may require a warm-up period of 15 minutes to reach full accuracy; however,
30 minutes may be required if the environmental temperature is below 0º C.
The airspeed tape display and settings must be verified using Section 6.5.1.1.1 or Section 6.5.1.1.2
depending on the airspeed tape configuration (Basic or Advanced, respectively). The airspeeds referenced
in the following sections were configured per the instructions in Section 5.6.1.1.
NOTE
If the ADC and standby airspeed indicator are on separate pitot-static systems, it is
recommended to set up the test set so that both systems can be tested at the same time, or
separate tests must be completed for each system.
NOTE
If the ADC and standby airspeed indicator are on separate pitot-static systems, it is
recommended to set up the test set so that both systems can be tested at the same time, or
separate tests must be completed for each system.
NOTE
It may take up to a minute for the synthetic terrain data to be displayed on the display.
Until SVT is active, the horizon display will be the standard blue over brown.
NOTE
If the engine has not had sufficient time to reach ambient temperature, it is necessary to
verify each temperature source independently.
4. Verify each CHT, EGT, TIT, and TIT2 (if installed) 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.
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
Estimate the ambient pressure by subtracting 1 inHg for every 1,000 ft of field elevation
from the current barometric pressure.
NOTE
An alternator load meter may indicate a small current if the alternator field is on.
NOTE
If the GI 275 EIS is interfaced to a PFD, the OAT sensor must be interfaced to that PFD
and not to a GEA.
1. In Normal mode, navigate to the AUX EIS page and touch a configurable field button.
2. Select OAT(EIS) and verify that the field displays the correct outside air temperature.
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.
NOTE
For separate annunciators, if the annunciator lights do not illuminate, verify the lamp
operation by pressing on the lens holder. If the lamp does not illuminate, inspect and/or
replace the lamps and repeat the check.
4. If the annunciator(s) do not illuminate, remove power from the aircraft and inspect the wiring.
)Communication Radio(s
Power Plant Instruments
Turn and Bank Indicator
Vertical Speed Indicator
Heading Indicator
Attitude Indicator
Radar Altimeter
Autopilot / SAS
Engine Relight
OAT Indicator
Transponder
Audio Panel
Eng Deicing
Hyd System
Pulse Light
TAS/TCAS
Anti Coll Lt
Fuel Valve
Generator
Pitot Heat
Altimeter
Ldg Lts
G,
Pos Lt
Clock
Attitude Indicator ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Airspeed Indicator ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Altimeter ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Vertical Speed
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Indicator
Turn and Bank
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Indicator
Heading Indicator ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Magnetic
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Compass
Clock ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
OAT Indicator ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Power Plant
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Instruments
SOURCE
Autopilot / SAS ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Navigation
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
)Radio(s
Communication
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
)Radio(s
Engine Relight ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Fuel Valve ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Pitot Heat ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Pulse Light ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Generator ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Pos Lt ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Anti Coll Lt ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Ldg Lts ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Gov RPM Incr /
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Decr
Eng Deicing ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Hyd System ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Radar Altimeter ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
TAS/TCAS ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Transponder ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
Audio Panel ܆܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
G, ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆ ܆
NOTE
This section applies only to installations in which the GI 275 ADAHRS+AP interfaces to
an autopilot.
Once the configuration and ground checks are performed, the autopilot system must be flight tested and
adjusted for the particular airframe, if necessary. This section provides general guidelines for verifying the
autopilot, flight director performance, and any necessary adjustments.
Use the Autopilot Performance Checkout Log in Figure 6-7 to document the autopilot performance before
and after the installation of the GI 275.
If the autopilot performance does not adhere to the criteria listed in the Autopilot Performance Checkout
Log, the autopilot must be serviced in order to meet these criteria or customer acknowledgment of the
performance must be obtained prior to proceeding with the installation.
7. Verify that the autopilot flies the airplane smoothly through the turn between the two legs.
NOTE
If the Analog Roll Steering function is utilized, the scaling of the output can be adjusted
using the Analog Roll Steering Scaling setting on the Autopilot Test page. If the autopilot
does not turn sharp enough while in Roll Steering mode, increase the GPSS Scaler to
HDG value. If the autopilot turns too sharp while in Roll Steering mode, decrease the
GPSS Scaler to HDG value.
Date: By:
General Notes
General Notes
This section provides troubleshooting flow charts for most system failures and alert messages. It is
recommended that system troubleshooting and repair only be completed by a Garmin authorized repair
facility. If a specific alert or fault condition is not listed, or the fault still exists after completing the given
corrective action, contact Garmin Aviation Technical Support at the number listed for your specific region
on the “Support” tab of the flyGarmin.com website.
Demo mode, Main touch screen Key stuck: Key knob Main board system
Backlight Service error is stuck fault
do not use in
calibration lost required
flight
One or more GI 275 Touch screen is not The display knob has been
Unit is in demo mode LRU in the system have responding pushed for more than
different software 30 seconds Corrupt software
versions image
Display knob is stuck in the
pushed position
Set unit to normal mode by Return GI 275 to Garmin Ensure all GI 275 units Return GI 275 to Release display knob Reload GI 275
deselecting “Simulate Inputs” for service are loaded with the Garmin for service software
from the main menu in same software version
configuration mode Free display knob from the
pushed position
If fault persists,
contact Garmin.
LRU replacement Expansion board: Internal comm. fault Expansion board Max temperature LCD board system
error Invalid config. system fault exceeded fault
LRU replacement Expansion board Expansion Board Expansion Board LCD Board System
error configuration error System Error Temp Error
Error between Incorrect expansion Internal hardware Bad expansion Expansion Board Missing LCD
GI 275 config board configuration failure system data has exceeded software region
module and temperature
installed GI 275 Failed expansion threshold LCD Board software
calibration CRC failure
Verify accuracy of Verify expansion Verify system Reload expansion Remove GI 275 from Reload LCD
configuration settings on board configuration configuration board software extreme temperature software
GI 275 environment
Replace configuration
module
If fault persists,
contact Garmin.
Invalid battery Battery operation Battery unavailable: Battery unavailable: Battery unavailable: Non-Garmin battery
detected warning Capacity test Capacity test Communication lost detected
GI 275's battery Battery has Battery capacity test Battery capacity test Battery not properly seated Non-Garmin battery
internal permanently failed failed has not been run for is installed
configuration is 392 days Battery is configured but not
corrupted installed
Replace battery Replace battery Replace battery Run battery Ensure battery is Replace battery with
capacity test properly installed authentic Garmin
battery
If fault persists,
contact Garmin.
Battery circuitry Battery short circuit Battery circuitry Battery charge was
failure failure failure low and left to
discharge further
GI 275 charging GI 275 charging GI 275 charging
circuitry failure circuitry failure circuitry failure
If error self clears, perform If error self clears, perform If error self clears, perform Ensure battery warmed to
battery rundown test, then battery rundown test, then battery rundown test, then room temperature
fully charge battery, ensure fully charge battery, ensure fully charge battery, ensure environment, attempt
alert does not reoccur alert does not reoccur alert does not reoccur charging
Battery operation Battery operation Battery warning: Battery warning: Battery operation
warning warning Charge inhibited Charge inhibited warning
Battery internal temperature Battery internal temperature Battery internal temperature Battery internal temperature Battery current overdraw
exceeds 80°C during below -20°C during exceeds 80°C during below -20°C during
Partial short in battery circuitry
discharge discharge discharge discharge
Partial short in GI 275 circuitry
Battery temperature sensor Battery temperature sensor Battery temperature sensor Battery temperature sensor
has failed has failed has failed has failed External LRU excessive current
draw with GI 275 overcurrent
circuitry failure
Allow battery to cool, remove Allow battery to warm up, Allow battery to cool, remove Allow battery to warm up, Replace battery
exposure to extreme remove exposure to extreme exposure to extreme remove exposure to extreme
temperature environment temperature environment temperature environment temperature environment
Return GI 275 to
Replace battery Replace battery Replace battery Replace battery Garmin for service
Battery operation Battery operation Battery operation Battery operation Battery operation
warning warning warning warning warning
Battery short circuit Battery short circuit Battery pre-charge Battery fast-charge Battery pack voltage
during discharge during charge timeout fault timeout fault out of range
protection fault protection fault
Battery circuitry failure Battery circuitry failure Battery charge extremely low; Too much time spent in fast Battery voltage is
led to additional time in charge mode before reaching full below 1.0V or
GI 275 charger circuitry GI 275 charger circuitry pre-charge mode charge above 3.9V
failure failure
Battery / GI 275 circuitry Battery / GI 275 circuitry
failure failure
Replace battery Replace battery Ensure GI 275 is at room Perform battery rundown Perform battery
temperature, re-attempt test; recharge fully rundown test;
charging (may take several recharge fully
attempts)
Replace battery
Return GI 275 to Return GI 275 to Replace battery
Garmin for service Garmin for service Perform battery rundown
test; recharge fully Return GI 275 to Garmin for
service
Replace battery
AHRS <1/2/3> AHRS <1/2/3> AHRS <1/2/3>: AHRS <1/2/3> not AHRS <1/2/3> Service required Magnetic variance Magnetic variance
MISSING MISCOMPARE Magnetic model receiving GPS reports service inaccurate unavailable
-or- -or- AHRS outdated aiding required
AHRS MISSING MISCOMPARE
Maintenance Maintenance
Maintenance Maintenance Maintenance Maintenance Maintenance Log Message Log Message
Log Message Log Message Log Message Log Message Log Message
Multiple AHRS are Multiple AHRS are configured, a Magnetic model is Not receiving GPS Bad AHRS calibration AHRS LRU is not
configured in the reported AHRS heading out of date data from a configured correctly
difference of 6 degrees or more No data from ADC Aviation database Aviation database is missing
system and the configured GPS out-of-date on
reported AHRS is not is detected
source GI 275 / Navigator Navigator / GPS source
detected unavailable
Multiple AHRS are configured, a
reported AHRS pitch or roll of
5 degrees or more is detected
Corrective Corrective
Action Action
Corrective Corrective Corrective Corrective Corrective Corrective
Action Action Action Action Action Action
Ensure the missing Determine if pitch, Update the IGRF Verify GPS Ensure ADC is Ensure aviation Ensure aviation
AHRS is powered roll or heading is out Magnetic Field configurations powered on database is up-to- database is loaded
of tolerance Model date on GI 275 and and up-to-date
Verify AHRS configured navigator
Ensure the missing Verify GPS antenna has a Perform AHRS configuration
AHRS configuration clear view of the sky and calibration settings
Heading out of Pitch or roll out of GPS source has a valid fix Verify GPS source
is correct
tolerance: perform tolerance: perform online
magnetic calibration pitch-roll offset Verify connections
Verify wiring is on all configured calibration on all Verify connections and wiring
correct heading sources configured sources and wiring
If fault persists,
contact Garmin.
ADC <1/2/3> ADC <1/2/3> ADC <1/2/3> ADC <1/2/3> Service required
MISSING MISCOMPARE reports service reports service
-or- -or- ADC required required
ADC MISSING MISCOMPARE
ADC <1/2/3> data is ADC <1/2/3> does not ADC <1/2/3> <AHRS>
missing and cannot be match other senosrs
reports configuration does
compared
All ADC sensors do not configuration error not match what the
Not enough ADC sensors to match unit expected
perform a comparison
Multiple ADCs are Multiple ADCs are configured, a ADC internal ADC is reporting a
configured in the reported ADC pressure altitude calibration configuration error AHRS LRU is not
system and the difference of 200ft or more is mismatch configured correctly
reported ADC is not detected
detected
Multiple ADCs are configured, a
reported ADC airspeed
difference of 7kts or more is
detected
Ensure the missing Ensure the altitude Perform ADC Verify ADC Verify AHRS
ADC is powered and airspeed units calibration configuration configuration
of measure are the procedure settings settings
same for all
Ensure the missing configured ADCs
ADC configuration
is correct
SVT could not be Obstacle database Obstacle database SVT not available Terrain not available Service TAWS.
TER FAIL TER N/A
enabled not yet effective expired due to databases due to databases Invalid Config
SVT could not be Obstacle database Obstacle database SafeTaxi database Terrain database Terrain/TAWS
enabled not yet effective expired unavailable unavailable alerting
configuration not
selected
Terrain database Preloaded database Obstacle database Database Database No valid GPS position
Database corrupted
missing or is not yet activated has expired out-of-date or out-of-date or
or missing Terrain data not available TAWS not properly
out-of-date on the system corrupted corrupted (out of coverage area)
configured
Bad feature GPS vertical position error
Internal failure
enablement estimate over max allowed
Verify Terrain Activate databases: Update to the Reload or update Reload or update Verify Terrain Verify GPS is
Check TAWS/Terrain
database is installed follow system current database database database database is loaded powered and has a
config settings
and up-to-date prompts version and current clear view of sky
If fault persists,
contact Garmin
UAT traffic/data 1090ES traffic ADS traffic alerting ADS-B In traffic TAS/TCAS function ADS traffic function
UAT fault
receiver fault receiver fault inoperative source mismatch inoperative inoperative
ADS-B LRU reports UAT LRU reports ADS-B LRU reports ADS-B LRU reports ADS-B In traffic ADS-B LRU reports ADS-B LRU reports
UAT traffic/data low WAAS battery 1090ES traffic CSA/TSAA failure source does not TAS/TCAS ADS-B Traffic In
receiver fault fault receiver fault match configuration inoperative or has failed
connection lost
Cause Cause
Troubleshoot device Troubleshoot device Refer to ADS-B Refer to ADS-B Troubleshoot device Troubleshoot device
LRU manual for LRU manual for Verify configuration
in accordance with in accordance with in accordance with in accordance with
ADS-B LRU UAT LRU troubleshooting troubleshooting ADS-B LRU ADS-B LRU
maintenance maintenance maintenance maintenance
manual manual manual manual
If fault persists,
contact Garmin
Maintenance Maintenance
Log Message Log Message
If fault persists,
contact Garmin
Audio clip failed to SiriusXM receiver Stormscope is Communication lost Stormscope is not
Audio device failed
play has failed reporting invalid with Stormscope configured or
heading operating properly
Audio clip failed to GDL 69/69A has Stormscope’s The GI 275 has lost Stormscope is
Audio device failed
play lost communication heading source is communication with reporting failed
with GI 275 or is missing the Stormscope
reporting a failed
condition
Verify audio device Verify audio device Ensure all LRUs in Verify control Verify power to Verify Stormscope
is online is online the system are source heading is Stormscope configuration
online valid settings
Inspect audio Inspect audio Inspect Stormscope
device connection device connection Verify configuration wiring and Inspect Stormscope
and wiring and wiring settings connections wiring and
connections
Troubleshoot in Troubleshoot in Inspect GDL 69/69A
accordance with accordance with wiring and
audio device audio device connectors
maintenance maintenance
manual manual
If fault persists,
contact Garmin
NAV source has lost NAV source is Multiple GI 275 units Preloaded database Navigation GPS source has
communication reporting failed have different NAV is not activated on database has lost communication
database expirations the system expired
GPS source is
reporting failed
Verify NAV source Troubleshoot in Update databases Activate databases: Update to the Verify GPS source is ON and
is on and not accordance with across all units to Follow system current database has a clear view of the sky
reporting failed NAV unit the same date prompts version
maintenance
manual Verify configuration settings
Verify configuration
settings Verify configuration Inspect GPS antenna, wiring
settings and connections
Autopilot fault Servo Clutch Fault Monitor fault AFCS Comm Fault Power fault GMC ESP
inoperative
Configured autopilot GFC 500 servo GI 275 Commanded GI 275 GI 275 internal Refer to Section 5.2
reference voltage clutch monitor has Pitch/Roll voltage communication with autopilot voltage of the GFC 600
does not match tripped does not match the the Autopilot has output is below AFCS Part 23 AML
actual voltage expected Autopilot failed threshold voltage STC Maintenance
voltage Manual
Verify GI 275 Use GFC 500 Verify Autopilot Verify Autopilot Ensure GI 275 is Refer to Section 5.2
reference voltage Diagnostics page to configuration interface wiring is not on backup of the GFC 600
matches the clear fault settings are correct correct battery power AFCS Part 23 AML
required autopilot STC Maintenance
reference voltage Manual
If fault persists,
contact Garmin.
Maintenance Maintenance
Log Message Log Message
Cause Cause
Corrective Corrective
Action Action
If fault persists,
contact Garmin.
Crosstalk error <External LRU> Service required Service soon Service soon
service required
GEA <1/2/3/4> did not GTX 345 reports System configuration module
Crosstalk Error
accept configuration config module has failed or is missing
needs service
Interfacing LRU is not powered System ID set on GI 275 GEA configuration Configuration module
is different from that on settings were not not installed correctly
Interfacing LRU not configured
the external LRU accepted
properly Configuration module
Interfacing LRU does not have has failed
compatible software version
Incorrect wiring
Verify power to unit Ensure configured Verify GEA Troubleshoot in Verify configuration
System ID on GI 275 configuration accordance with the module wiring
and external LRU are settings GTX 3X5
Verify configuration settings the same maintenance
manual Replace
configuration
module
Verify proper software version
Verify wiring
If fault persists,
contact Garmin.
This appendix contains connector information and a description of pin functions for all LRUs installed as
part of the GI 275 STC, with exception of the EIS sensors.
Refer to the LRU TSO installation manuals listed in Table 1-1 for more detailed signal information on each
LRU and manufacturer documentation for EIS sensor information.
All D-sub connectors follow a similar pin numbering scheme. Numbered layouts (as seen while looking at
the LRU) are provided for each connector in the orientation that it appears on the unit. Because
installations can vary, ensure the correct orientation of the connector and pins.
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21
59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40
78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60
CAUTION
Pins highlighted in gray are not present in GI 275 ADAHRS units (P/Ns 011-04489-10 and
011-04489-30) and should be treated as Not Connected. All pins listed in Table A-3 are
present in GI 275 ADAHRS+AP units (P/Ns 011-04489-20 and 011-04489-40).
GEA 24 UNIT
011-02848-00
J243
J242
J244
J241
CAUTION
Ensure the 15 pin HD D-Sub connector is orientated properly; if the connector is installed
upside down, it can cause damage to the GEA 110.
10 9 8 7 6
15 14 13 12 11
20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22 21
59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40
78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63 62 61 60
A.7 GSB 15
The GSB 15 has a 6-pin connector in either a vertical or horizontal position. The connector designation
(P201 or P202) is dependent on the part number but the pin numbers and functions are identical (refer to
Table A-17.
Figure B-1 GI 275 - Power, Lighting, Configuration Module, HSDB, USB Interconnect ................. B-3
Figure B-2 Attitude and Air Data Interconnect.................................................................................... B-5
Figure B-3 External Attitude and Air Data .......................................................................................... B-7
Figure B-4 GPS Interconnect ............................................................................................................... B-8
Figure B-5 NAV Interconnect.............................................................................................................. B-9
Figure B-6 Analog CDI Interconnect................................................................................................. B-11
Figure B-7 GEA 24 Power Interconnect ............................................................................................ B-13
Figure B-8 GEA 24 Sensor Interconnect ........................................................................................... B-14
Figure B-9 GEA 110 Power, Config Module Interconnect ............................................................... B-21
Figure B-10 GEA 110 Sensor Interconnect ......................................................................................... B-22
Figure B-11 Audio Interconnect .......................................................................................................... B-28
Figure B-12 Autopilot/Flight Director Interconnect - Bendix ............................................................. B-29
Figure B-13 Autopilot/Flight Director Interconnect - Century............................................................ B-31
Figure B-14 Autopilot/Flight Director Interconnect - Cessna ............................................................. B-38
Figure B-15 Autopilot/Flight Director Interconnect - Collins ............................................................. B-43
Figure B-16 Autopilot/Flight Director Interconnect - Garmin GFC 600............................................. B-45
Figure B-17 Autopilot/Flight Director Interconnect - Honeywell (Bendix/King)............................... B-46
Figure B-18 Autopilot/Flight Director Interconnect - S-TEC.............................................................. B-56
Figure B-19 Autopilot/Flight Director Interconnect - Sperry .............................................................. B-60
Figure B-20 External Switches and Annunciators ............................................................................... B-62
Figure B-21 GDL 69 Series Interconnect ............................................................................................ B-64
Figure B-22 Radar Altimeter Interconnect .......................................................................................... B-65
Figure B-23 Serial Altitude Output Interconnect................................................................................. B-66
Figure B-24 Stormscope Interconnect ................................................................................................. B-67
Figure B-25 Traffic Advisory System Interconnect............................................................................. B-68
Figure B-26 GSB 15 Interconnect........................................................................................................ B-71
Figure B-27 ARINC 429 Course Select Interconnect.......................................................................... B-72
Figure B-28 GDU 620 ARINC 429 Interface ...................................................................................... B-73
LEGEND
~ REPRESENTS INTERCHANGEABLE PIN OR PORT WITH SIMILAR FUNCTIONING PIN OR
PORT. SEE APPENDIX A FOR PIN DESCRIPTION. PINS OR PORTS WITHOUT ~ MUST BE
CONNECTED AS SHOWN.
EXAMPLES INCLUDE:
~ DISCRETE IN 7* → INDICATES ANY AVAILABLE ‘DISCRETE IN’ CAN BE USED.
~ RS-232 6 → INDICATES ANY AVAILABLE RS-232 PORT CAN BE USED.
~ GEN PURP → INDICATES ANY AVAILABLE GENERAL PURPOSE PORT CAN BE USED.
P2751 1
CONFIG MODULE PWR 21 28 AWG RED 4
CONFIG MODULE GND 1 28 AWG BLK 1 CONFIG
CONFIG MODULE DATA 40 28 AWG YEL 3 MODULE
CONFIG MODULE CLOCK 60 28 AWG WHT 2
LIGHTING BUS HI 22
LIGHTING BUS LO 42 2
OUT A 46
OUT B 47
~ETHERNET 1 IN A 65 5
IN B 66
s 3
AIRCRAFT POWER 2 3 22 AWG
AIRCRAFT POWER 1 2 22 AWG 4
3
AIRCRAFT GND 41 22 AWG
AIRCRAFT GND 61 22 AWG
DATA HI 58 GRN
DATA LO 39 WHT
USB USB
VBUS POWER 78 RED
GROUND 59 BLK 6 7
s
Figure B-1 GI 275 - Power, Lighting, Configuration Module, HSDB, USB Interconnect
Sheet 1 of 2
WIRE GAUGE SHOWN FOR POWER AND GROUND LENGTH LESS THAN 20 FEET. FOR POWER AND
3 GROUNDS GREATER THAN 20 FEET, REFER TO AC 43.13-1B, CHAPTER 11 TO DETERMINE THE
APPROPRIATE WIRE GAUGE.
AIRCRAFT POWER 2 IS USED FOR WIRING WITH INDEPENDENT POWER BUSSES AND IS NOT REQUIRED.
4 REFER TO SECTION 3.2.1 FOR BREAKER SIZING, BUSSING, AND LABELING.
P/N 325-00238-02 CABLE ASSY, USB-A RECPT TO PIGTAIL, 48” INCLUDED WITH GI 275 CONNECTOR KIT.
THE USB CONNECTOR IS FOR MAINTENANCE PURPOSES ONLY AND MUST BE CAPPED AND STOWED
6 PRIOR TO RETURNING THE AIRCRAFT TO SERVICE. PROTECT THE USB CONNECTOR SUCH THAT THE
USB CONNECTOR OPENING IS COMPLETELY COVERED. THEN SECURE THE USB CONNECTOR FOR
FUTURE MAINTENANCE ACCESS.
A GSB 15 USB DATABASE AND CHARGING HUB CAN BE INSTALLED IN PLACE OF THE USB PIGTAIL. REFER
7 TO FIGURE B-26.
Figure B-1 GI 275 - Power, Lighting, Configuration Module, HSDB, USB Interconnect
Sheet 2 of 2
OR
P111 GMU 11
OUT 38 4 MAGNETOMETER
RS-232 1 IN 57 5
2 3
GND 77 6
s s
OR
IN A 27
IN B 28
~HSDB 2 OUT A 8 5
OUT B 9
P2752
THE GMU MUST BE CONNECTED TO RS-232 PORT 1 OR PORT 2 ONLY (CONNECTOR 1 ON THE MAIN
2 BOARD).
WHEN THE GI 275 IS NOT THE PRIMARY HEADING INDICATOR, AN ARINC 429 INPUT FOR HEADING MAY BE
UTILIZED IN CLASS I - III AIRCRAFT FOR SUPPLEMENTAL DISPLAY/USE OF HEADING. THIS MUST BE
4 SOURCED FROM THE AIRCRAFT HEADING SOURCE WHICH MUST BE AN FAA APPROVED OR TSO-C201
APPROVED SYSTEM CAPABLE OF PROVIDING ARINC 429 LABEL 320 FOR MAGNETIC HEADING.
THE GI 275 HAS THE CAPABILITY TO CONSUME THE MAGNETIC HEADING DATA FROM THE SOURCE
CONFIGURED AS AHRS #1 IF THAT SOURCE HAS MAGNETIC HEADING DATA AVAILABLE. CONFIGURE
5 AHRS #2 OR #3 MAGNETIC HEADING INTERFACE FOR “PRIMARY” TO PROVIDE MAGNETIC HEADING DATA
FROM AHRS #1.
OUT A 46 16 - - - IN A
OUT B 47 31 - - - IN B
~ETHERNET 1 ETHERNET 1 ~
IN A 65 17 - - - OUT A
IN B 66 32 - - - OUT B
s s
1 2
TXi GSU GRS GRS GARMIN AHRS
75 79 77
P4 P751 P791 P771
A 72 - - 27 14 A
~ARINC 429 IN 2 ARINC 429 OUT
B 14 - - 7 29 B
s s
NOTES
ETHERNET CONNECTION MUST BE DIRECTLY CONNECTED WITH TXi. ANY PORT MAY BE USED.
1 ETHERNET INTERFACE PROVIDES ADC/AHRS/PFD SYNC.
2 CONNECTIONS TO THE GSU 75 USE ADAHRS ARINC 429 SO ONLY ONE CONNECTION IS REQUIRED.
3
A 52 - - - - - - - 4 46 46 GPS 429 OUT A (GAMA 429/
~ARINC 429 IN 1 GPS 429 OUT B 429 NO FP)
B 33 - - - - - - - 24 47 47
s
BACKUP
BNC CONNECTOR GPS ANTENNA
NOTES
1 FOR PINS IDENTIFIED WITH “GND”, CONNECT WIRE TO GROUND AT THE REAR OF THE UNIT.
3 SPLICES AT THE NAVIGATOR MAY BE REQUIRED FOR RS-232 AND ARINC 429 LINES.
IF NOT ENOUGH ARINC 429 CONNECTIONS ARE AVAILABLE IN THE SYSTEM, THE GENERIC MAPMX FORMAT MAY BE USED WITH ONLY THE RS-232 CONNECTION FROM
4 THE GNS 4XXW/5XXW OR GNS 480. REFER TO SECTION 5.5.5.
- - - - - - - 19 - - - - - - ILS COMMON
1 FOR GNC NAVIGATORS, CONNECT ALL SHIELDS TO SHIELD BLOCK GROUND, NOT AIRFRAME GROUND.
THE NAV RECEIVER DOES NOT PROVIDE A VLOC COMPOSITE LO PIN. CONNECT THE VLOC COMPOSITE
2 LO WIRE FROM THE GDU TO GROUND AT THE NAV RECEIVER.
KX 170B / KX 175B DO NOT HAVE A GLIDESLOPE OUTPUT. USE A SEPARATE GLIDESLOPE RECEIVER TO
3 DRIVE THESE INPUTS ON THE GDU.
KX155/165 NAV UNITS HAVE DUAL GLIDESLOPE OUTPUTS. USE “NUMBERED” OR LETTERED PINS, NOT
4 BOTH. WHENEVER POSSIBLE, USE AN UNUSED SET OF PINS.
GLIDESLOPE CONNECTIONS ARE ONLY REQUIRED IF THE NAV RECEIVER CONTAINS THE OPTIONAL
5 GLIDESLOPE RECEIVER.
THE GTN 6XX/7XX AND GTN Xi UTILIZE THE SAME INTERFACE SHOWN IN THE GPS INTERCONNECT;
6 THEREFORE, NOT SHOWN IN THE NAV INTERCONNECT.
IF THE GI 275 IS CONNECTED TO AN AUTOPILOT FOR HEADING AND COURSE ERROR, THE ANALOG
2 NAVIGATION SOURCE CANNOT BE USED. INTERFACE METHODS LISTED IN FIGURE B-5 MUST BE USED.
6 GROUND
NOTES
NIST ITS-90
NIST ITS-90
K TYPE
J TYPE
ALCOR
86252
3 3 4
P242
2 CHT 1 HI 24 YEL YEL WHT
CHT 1 LO 12 RED RED RED
(494-70001-00)
NIST ITS-90
K TYPE
ALCOR
86255
3 3
(494-30029-03) or
(011-04202-20 /
(011-04202-10 /
(494-30029-01)
011-05783-20)
011-05783-10)
T1EU70D-CS
T1EU70G-CS
T1EU35G-CS
GARMIN
GARMIN
UMA
UMA
P243
7 12
FUEL PRESS XCDR +5V 4 - - RED RED
FUEL PRESS XCDR +12V 3 RED RED - -
FUEL PRESS RX 2 WHT WHT GRN GRN
FUEL PRESS GND 1 BLK BLK BLK BLK
s
(011-04202-00 /
(494-30029-02)
011-05783-00)
T1EU50A-CS
GARMIN
UMA
011-05783-30)
102-389017-3
GARMIN
BEECH
UMA
11
(494-70002-00)
(494-70001-00)
(494-70010-00)
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
T3B10-SG
ALCOR
ALCOR
K TYPE
K TYPE
K TYPE
K TYPE
K-TYPE
J TYPE
86245
86255
MS28034
UMA
3 3 3 3 3 3 4 3 3
15 P243
GP 6 / MISC TEMP 1 HI 31 YEL A YEL YEL YEL YEL YEL WHT YEL WHT
GP 6 / MISC TEMP 1 LO 30 RED B RED RED RED RED RED RED RED RED
~GP GROUND 1 27
5
OAT
Garmin
GTP 59
18
15
NIST ITS-90
T3B3-2.5G
K-TYPE
MS28034
UMA
3 3
(494-10001-01)
102-389012-11
FLOSCAN
FLOSCAN
BEECH
201B-6
FT-60
FT-90
231
EI
EI
12
~FUEL XDCR +12V 1 24 RED RED RED RED A
~FUEL FLOW RX 23 WHT WHT WHT WHT B
~FUEL XDCR GND 1 20 BLK BLK BLK BLK C
s
(494-10001-00)
(494-10001-01)
102-389012-11
FLOSCAN
FLOSCAN
BEECH
201B-6
FT-60
FT-90
231
EI
EI
12
~FUEL XDCR +12V 2 25 RED RED RED RED A
~FUEL RETURN RX 21 WHT WHT WHT WHT B
~FUEL XDCR GND 2 22 BLK BLK BLK BLK C
s
T1A9-1
T1A9-2
UMA
UMA
1
12
~RPM XDCR +12V 1 9 ORG/WHT ORG/WHT
~RPM 1 RX 8 WHT WHT
~RPM XDCR GND 1 7 BLU/WHT BLU/WHT
s
OR
RPM 1 RX 8 10 (LEFT MAG P-LEAD)
s
9
8
13
1A
ALT LOAD - SHUNT 1 LO 36 AIRCRAFT BUS
OR
MASTER
SOLENOID
1A + -
BATT - SHUNT 2 LO 34
13
1A
BATT - SHUNT 2 HI 35 BATTERY BUS
P244
1A
VOLTS 1 25 BUS VOLTS
1A
VOLTS 2 28 BATT VOLTS
AT TANK MASTER
SENDER
20
0-5V ANALOG
CC284022
CC284022
DIGITAL
CiES
CiES
RIGHT MAIN
LEFT AUX /
SINGLE AUX
RESISTIVE
FLOAT
14 6
FUEL QTY 3 HI (0-5 VOLT) 12 HI
s
FUEL QTY 3 LO 13 LO
s
RIGHT AUX
GP +12V 50 17
RESISTIVE
FLOAT
14 6
FUEL QTY 4 HI (0-5 VOLT) 15 HI
s
FUEL QTY 4 LO 16 LO
s
GEA GROUND PIN ONLY REQUIRED FOR MS28034 CARB TEMP SENSOR AND GARMIN GTP 59 OAT
5 SENSOR.
EXISTING FUEL QTY WIRING MAY BE RE-USED. USE A STANDARD ENVIRONMENTAL CRIMP SPLICE TO
EXTEND THE SIGNAL TO THE GEA, IF REQUIRED. ALL ADDITIONAL WIRING MUST BE SHEILDED AND BOTH
6
SHEILD ENDS TERMINATED. THE SHEILD DRAIN LENGTH MUST BE AS SHORT AS PRACTICAL.
USE TWO 820 KΩ, 1/4 WATT, -55 C TO +125 C RESISTORS. TWIST PARALLEL RESISTOR LEADS TOGETHER,
SPLICE TO WIRES WITH ENVIRONMENTAL SPLICES, AND ENCAPSULATE SPLICES AND RESISTORS WITH
8
ADHESIVE LINED POLYOLEFIN HEAT-SHRINKABLE TUBING.
DO NOT EXCEED 6-INCH LENGTH BETWEEN END OF RESISTOR AND CONNECTION TO MAGNETO OR
9 IGNITION SWITCH.
CONNECT TO THE MAGNETO P-LEAD LUG. PERMISSIBLE TO USE IGNITION SWITCH INPUTS IF MAGNETO
10 USES COMPRESSION TYPE CONNECTORS.
DO NOT EXCEED 6-INCH LENGTH OF EXPOSED CORE WIRES BETWEEN END OF SHIELD AND
TRANSDUCER. THE LENGTH OF NON-METALLIC TRANSDUCER DISCONNECTS, IF INSTALLED, MUST BE
12
INCLUDED IN THIS LENGTH.
14
SOLDER SLEEVE (REF SECTION 4)
RING TERMINAL
USE EITHER GP 6/MISC TEMP 1 OR GP 7/MISC TEMP 2 PORTS FOR TIT, CDT, IAT, OAT, AND PRIMARY EGT
15 SENSORS. CARB TEMP SENSOR MUST BE CONNECTED TO GP 6/MISC TEMP 1.
WHEN USING THE DUAL 2.2K RESISTOR WIRING CONFIGURATION SHOWN IN THIS FIGURE, THE
RESISTIVE FUEL PROBE MUST BE CONFIGURED AS A 0-5 VOLT SENSOR. THE RESISTIVE SENSOR
16
CONFIGURATION MUST NOT BE USED. REFER TO APPENDIX C.
SPLICE OF THE +12V OUTPUT IS ONLY REQUIRED FOR INSTALLATIONS INTERFACING TO TWO AUX TANKS
WITH RESISTIVE PROBES.
RE
WI
OF
EN
D
N CH
)I CH
-0 IN
.2 5/ .5)
+0 (±0
(
.00 3.5
2
CONTACT
(P/O GEA24 CONNECTOR KIT)
JUMPER (22 AWG)
1.75(+0.25/-0) INCH
17
RESISTOR
1.75(+0.25/-0) INCH
RING TERMINAL
RING TERMINAL
THE WIRING SUPPLIED WITH THE GTP 59 MAY BE EXTENDED IF THE SUPPLIED WIRE LENGTH IS NOT
18 SUFFICIENT FOR A PARTICULAR INSTALLATION.
WIRE(S) WIRE(S)
NOTE 1: FOR POTENTIAL FUEL QUANTITY RESISTORS P/N REFERENCE SECTION 3.1.2. ALL RESISTORS ARE REQUIRED TO BE THE SAME PART NUMBER.
NOTE 2: SAE AS4461 REVISION C OR A LATER APPROVED VERSION IS TO BE USED IN THIS PROCEDURE.
STEP 4-6
WIRE(S) WIRE(S)
4. USE PROCEDURE IN AS4461 SECTION 5.1.6.1 ALONG WITH FIGURE 8 AND 9 GUIDANCE TO SOLDER RESISTOR LEAD TO STRANDED WIRE(S) AS
SHOWN ABOVE. ACCEPTABLE SOLDER TYPES ARE Sn60 OR Sn63.
5. CLEAN FLUX RESIDUES IAW AS4461 SECTION 4.11.2.
6. INSPECT SOLDER JOINT IAW AS4461 SECTION 5.1, JOINT CAN BE REWORKED IAW AS4461 SECTION 4.11.1. IF REWORK IS REQUIRED, INSPECT
JOINT AGAIN IAW AS4461 SECTION 5.1.
STEP 7
WIRE(S) WIRE(S)
0.5(±0.1) 0.5(±0.1)
INCH INCH
19
NOTE: DURING THE HEAT SHRINKING PROCESS ENSURE THE RESISTOR IS MINIMALLY EXPOSED TO DIRECT HEAT.
7. COVER SOLDER JOINTS IN 0.5(±0.1) INCH STANDARD HEAT SHRINK, REFERENCE SECTION 3.1.2 FOR P/N OF HEAT SHRINK. ENSURE THE HEAT
SHRINK CONSTRICTS AROUND THE SOLDER JOINT AND CONNECTING WIRE.
STEP 8
WIRE(S) WIRE(S)
1.25(+0.25/-0.00) INCH
NOTE: DURING THE HEAT SHRINKING PROCESS ENSURE THE RESISTOR IS MINIMALLY EXPOSED TO DIRECT HEAT.
8. COVER ASSEMBLY IN 1.25(+0.25/-0.00) INCH STANDARD HEAT SHRINK, CENTER HEAT SHRINK ON RESISTOR PRIOR TO SHRINKING. REFERENCE
SECTION 3.1.2 FOR P/N OF STANDARD HEAT SHRINK. ENSURE THE HEAT SHRINK CONSTRICTS AROUND THE HEAT SHRINK INSTALLED ON THE
SOLDER JOINTS.
4.5(±0.50)
2.00(±0.50) INCH
INCH
IN TANKS WHERE TWO OR MORE SENSORS ARE REQUIRED, THE MOST INBOARD SENSOR IS THE
MASTER, AND THE OTHER SENDERS ARE SLAVES. SEE APPLICABLE CiES STC FOR MULTI-PROBE AND
20
PWR/GND WIRING.
MULTI 3
SINGLE
#1 #2
P1101
A 49 5 A
RS-485 RS-485 1
B 69 10 B
s s
1 POWER IN 1
1 2
6 POWER IN 2
14 GND
NOTES
ENSURE THE 15 PIN D-SUB CONNECTOR IS ORIENTATED PROPERLY, DAMAGE WILL OCCUR IF THE
3 CONNECTOR IS INSTALLED UPSIDE DOWN.
(494-30029-03) or
(011-04202-20 /
(011-04202-10 /
(494-30029-01)
011-05783-20)
011-05783-10)
T1EU70D-CS
T1EU70G-CS
T1EU35G-CS
GEA 110
GARMIN
GARMIN
UMA
UMA
7 12
1 ~ +5V 1 EXCT 29 - - RED RED
+10V EXCT 9 RED RED - -
FUEL PRESS (+) (80V) 10 WHT WHT GRN GRN
GROUND 34 BLK BLK BLK BLK
s
(011-04202-00 /
(494-30029-02)
011-05783-00)
T1EU50A-CS
GARMIN
UMA
7 12
1 ~ +5V 2 EXCT 76 - RED
+10V EXCT 9 RED -
MAN PRESS (+) (80V) 50 WHT GRN
GROUND 54 BLK BLK
s
20GX-1000-150G
(011-04202-30 /
(494-30029-04)
(494-30032-00)
T1EU150G-CS
011-05783-30)
GARMIN
KULITE
UMA
7 12
1 ~ +5V 2 EXCT 76 - RED A
+10V EXCT 9 RED - -
OIL PRESS (+) (5/80V) 48 WHT GRN C
OIL PRESS (-) (5/80V) 68 - - D
GROUND 34 BLK BLK B
s
(494-70001-00)
NIST ITS-90
ALCOR
K TYPE
86255
3 3
NIST ITS-90
NIST ITS-90
ALCOR
J TYPE
K TYPE
86252
3 3 4
3 3
(494-70010-00)
NIST ITS-90
T3B10-SG
MS28034
K-TYPE
UMA
CARB TEMP (+) (5/80V) 46 YEL YEL A
CARB TEMP (-) (5/80V) 66 RED RED B
5
3 3
(494-70009-00)
NIST ITS-90
T3B3-2.5G
MS28034
K-TYPE
UMA
OIL TEMP (+) (5V) 47 YEL YEL A
OIL TEMP (-) (5V) 67 RED RED B
(494-10001-00)
(494-10001-01)
102-389012-11
FLOSCAN
FLOSCAN
BEECH
201B-6
FT-60
FT-90
231
EI
EI
12
1 ~ +12V 1 EXCT 69 RED RED RED RED A
FUEL FLOW 1 15 WHT WHT WHT WHT B
GROUND 74 BLK BLK BLK BLK C
s
102-389012-11
(494-10001-00)
(494-10001-01)
FLOSCAN
FLOSCAN
BEECH
201B-6
FT-60
FT-90
231
EI
EI
12
1
~ +12V 2 EXCT 17 RED RED RED RED A
FUEL FLOW 2 16 WHT WHT WHT WHT B
GROUND 14 BLK BLK BLK BLK C
s
T1A9-1
T1A9-2
UMA
UMA
12
1 ~ +12V 2 EXCT 17 ORG/WHT ORG/WHT
RPM 1(+) 18 WHT WHT
GROUND 74 BLU/WHT BLU/WHT
s
OR
9
RPM 1(+) 18 10 (LEFT MAG P-LEAD)
s
9
RPM 2(+) 19 10 (RIGHT MAG P-LEAD)
s
SHUNT
P1102
ALT
5A B G
ALT LOAD – SHUNT 1 HI 35
13
5A
ALT LOAD – SHUNT 1 LO 55 AIRCRAFT BUS
OR
MASTER
SHUNT
SOLENOID
5A + -
BATTERY – SHUNT 2 LO 56
13
5A
BATTERY – SHUNT 2 HI 36 BATTERY BUS
5A
BUS 1 57 BUS VOLTS
5A
BUS 2 58 BATT. VOLTS
3 3 3 4 3 3 3
(494-70001-00)
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
NIST ITS-90
ALCOR
ALCOR
K TYPE
K TYPE
K TYPE
K TYPE
J TYPE
86245
86255
(+) 7 YEL YEL YEL WHT YEL YEL YEL
~ GEN PURP
(-) 27 RED RED RED RED RED RED RED
OAT
Garmin
GTP 59
15
16
(+) 8 BLU
~ GEN PURP
(-) 28 ORG
s
CAP AND WHT
STOW
OIL
MAP FUEL PRESSURE
PRESS.
20GX-1000-50G
20GX-1000-15G
20GX-1000-25A
(494-30030-00)
(494-30031-00)
(494-30029-00)
102-389017-3
KULITE
KULITE
KULITE
BEECH
7 12
1 ~ +5V EXCT 29 - A A A
(+) 8 HI C C C
~ GEN PURP
(-) 28 LO D D D
~ GROUND 34 - B B B
s
11
CC284022
CC284022
(0-5 Volt)
(Digital)
CiES
CiES
17
6
FUEL QUANTITY 1 / (+) 12 BLUE GREEN
DIGITAL FUEL 1 (-) 32 BLACK BLACK
s
OR
LEFT MAIN /
SINGLE MAIN
6 RESISTIVE FLOAT
(+) 12 HI
FUEL QUANTITY 1 s
(-) 32 14 LO
s
RIGHT MAIN
RESISTIVE FLOAT
6
(+) 52 HI
FUEL QUANTITY 2 s
(-) 72 14 LO
s
LEFT AUX /
SINGLE AUX
6 RESISTIVE FLOAT
(+) 13 HI
FUEL QUANTITY 3 s
(-) 33 14 LO
s
LEFT MAIN /
SINGLE MAIN
6 RESISTIVE FLOAT
(+) 53 HI
FUEL QUANTITY 4 s
(-) 73 14 LO
s
EXISTING FUEL QTY WIRING MAY BE RE-USED. USE A STANDARD ENVIRONMENTAL CRIMP SPLICE TO
6 EXTEND THE SIGNAL TO THE GEA, IF REQUIRED. ALL ADDITIONAL WIRING MUST BE SHEILDED AND BOTH
SHEILD ENDS TERMINATED. THE SHEILD DRAIN LENGTH MUST BE AS SHORT AS PRACTICAL.
USE TWO 820 KΩ, 1/4 WATT, -55 C TO +125 C RESISTORS. TWIST PARALLEL RESISTOR LEADS TOGETHER,
8 SPLICE TO WIRES WITH ENVIRONMENTAL SPLICES, AND ENCAPSULATE SPLICES AND RESISTORS WITH
ADHESIVE LINED POLYOLEFIN HEAT-SHRINKABLE TUBING.
DO NOT EXCEED 6 INCHES OF LENGTH BETWEEN END OF RESISTOR AND CONNECTION TO MAGNETO OR
9 IGNITION SWITCH.
CONNECT TO THE MAGNETO P-LEAD LUG. PERMISSIBLE TO USE IGNITION SWITCH INPUTS IF MAGNETO
10 USES COMPRESSION TYPE CONNECTORS.
AIRCRAFT GROUND ON GENERAL PURPOSE --- PIN ONLY REQUIRED FOR BEECH 102-389017-3 OIL
11 PRESSURE SENSOR AND GARMIN GTP 59 OAT SENSOR. BEECH OIL PRESSURE AND GARMIN OAT
SENSORS MUST USE GENERAL PURPOSE PORT 1 AND/OR 2.
DO NOT EXCEED 6 INCHES OF LENGTH OF EXPOSED CORE WIRES BETWEEN END OF SHIELD AND
12 TRANSDUCER. THE LENGTH OF NON-METALLIC TRANSDUCER DISCONNECTS, IF INSTALLED, MUST BE
INCLUDED IN THIS LENGTH.
LEFT MAIN /
P1102 SINGLE MAIN
14 GEA 110 RESISTIVE FLOAT
(+) HI HI
FUEL QUANTITY X
(-) LO LO
s
THE WIRING SUPPLIED WITH THE GTP 59 MAY BE EXTENDED IF THE SUPPLIED WIRE LENGTH IS NOT
15 SUFFICIENT FOR A PARTICULAR INSTALLATION.
IN TANKS WHERE TWO OR MORE SENSORS ARE REQUIRED, THE MOST INBOARD SENSOR IS THE
17 MASTER, AND THE OTHER SENDERS ARE SLAVES. SEE APPLICABLE CIES STC FOR MULTI-PROBE AND
PWR/GND WIRING.
6 P2751
AUDIO INHIBIT IN X 2 GARMIN PS Engineering Bendix/King
(~DISCRETE IN X*)
AUDIO ACTIVE OUT X GMA 342 GMA 35(c) SL15 PAR PMA6000 PMA KMA 24
(~DISCRETE OUT X*)
3 GMA 345 GMA 350(c) SL15M GMA 340 GMA 347 200 PMA7000 8000 KMA 28 KMA 26 KMA 30
P3401 P3501 Bottom J1 J3471 J1 Bottom J1 Bottom P261 J1
HI 30 31 31 T 31 54 31 T 31 T 14 31 HI UNSWITCHED
AUDIO OUT AUDIO IN
LO 48 32 32 Gnd Lug 32 55 32 Gnd Lug 32 Gnd Lug 31 32 LO
s
4 5
NOTES
FOR MULTIPLE GI 275 INSTALLATIONS, ONLY CONNECT THE AUDIO OUTPUT AND ASSOCIATED DISCRETE FROM ONE GI 275. LEAVE THE AUDIO OUTPUT AND DISCRETES
1 FROM OTHER GI UNITS UNCONNECTED.
2 USE THE AUDIO INHIBIT IN DISCRETE INPUT TO INHIBIT GDU GI 275 AURAL ALERTS WHEN A HIGHER PRIORITY SYSTEM IS PLAYING AUDIO MESSAGES.
3 USE THE AUDIO ACTIVE OUT DISCRETE OUTPUT TO INHIBIT AURAL ALERTS FROM LOWER PRIORITY SYSTEMS WHENEVER THE GI 275 IS PLAYING AUDIO MESSAGES.
IT IS ACCEPTABLE TO USE OTHER AVAILABLE UNSWITCHED, UNMUTED PORTS. IF AUDIO PANEL DOES NOT HAVE AN AVAILABLE UNSWITCHED INPUT, AUDIO FROM GI 275
4 MUST BE MIXED WITH AN EXISTING AUDIO SOURCE USING RESISTORS TO ISOLATE THE AUDIO OUTPUT FROM EACH LRU. A TYPICAL VALUE FOR MIXING RESISTORS IS
390Ω 1/4 W. THE AUDIO LEVELS OF EXISTING AUDIO SOURCES WILL HAVE TO BE RE-EVALUATED AFTER MIXING RESISTORS ARE INSTALLED.
5 SHIELDING BETWEEN THE GI 275 AND AUDIO PANEL SHOULD ONLY BE GROUNDED AT THE GI 275. DO NOT GROUND THE SHIELD AT THE AUDIO PANEL.
6 WHEN INSTALLING THE GI 275 WITH A G500/G600 TXi, LEAVE THE GI 275 AUDIO AND AUDIO DISCRETES UNCONNECTED.
+28 VDC 6
N/C
- 51 - 51 - LOC + 28
ILS/GPS APPROACH
(~DISCRETE OUT 7 LO) 1
LOC RELAY
FLIGHT
DIRECTOR
ON
FD ENABLE HI 18 28VDC
OFF
1 ADI 2 8
(on copilot s side) Collins
FD-112V
P1 P2
FD PITCH DOWN - k
FD PITCH UP - F
FD ROLL LEFT - T
FD ROLL RIGHT - U
-
OFF MODE + Z - - 39 - - FD ENG
IF THE FLIGHT DIRECTOR IS BEING DISPLAYED ON THE CO-PILOT’S ADI, THIS FLIGHT DIRECTOR
2 ALIGNMENT MUST BE CORRECTLY ADJUSTED IN ACCORDANCE WITH THE MANUFACTURER’S
INSTRUCTIONS PRIOR TO MAKING ANY ADJUSTMENTS TO THE GI 275.
ADDITIONAL DROP DOWN RESISTORS MAY BE REQUIRED TO ENSURE THAT THE HEADING AND COURSE
ERROR SIGNALS TO THE 5536E( ) COMPUTER-AMPLIFIER ARE WITHIN THE CORRECT OPERATING RANGE.
3 REFER TO BENDIX “I.B. 2004 PART 1 INSTALLATION MANUAL M-4C AFCS PARAGRAPH 2-5
“TROUBLESHOOTING PROCEDURES FOR PREFLIGHT CHECKOUT.”
THE AUTOPILOT COMPUTER MUST BE CONFIGURED FOR A COLLINS PN-101 (FD-112C/V) HSI IN ORDER TO
HAVE THE CORRECT HEADING AND COURSE ERROR (DATUM) SIGNALS; OTHERWISE, ADDITIONAL
ADJUSTMENTS WILL BE REQUIRED. REFER TO BENDIX “I.B. 20004 M-4D AFCS INSTALLATION MANUAL”
4 SECTION II PARAGRAPH 7 “FLIGHT CHECK AND CALIBRATION” FOR ADJUSTMENTS THAT CAN BE MADE IN
THE 5487G OR 5485A FLIGHT CONTROLLER. REFER TO I.B. 20004 PARAGRAPH 5 “POST-INSTALLATION
CHECK OUT.” FOR ADDITIONAL INFORMATION.
IT IS NECESSARY TO INSTALL A RELAY TO INVERT THE POLARITY OF THE “ILS/GPS APPROACH” SIGNAL
6 FROM ACTIVE-LOW TO ACTIVE-HIGH FOR INPUT INTO THE 5536E/F COMPUTER AMPLIFIER.
THE 115VAC 400 Hz EXCITATION FOR THE AUTOPILOT (P2-40) AND THE 26VAC 400 Hz REFERENCE
7 VOLTAGE FOR THE GI 275 (P2752-65), MUST BE IN PHASE WITH EACH OTHER FOR PROPER FEEDBACK
OF THE HEADING AND COURSE ERRORS TO THE AUTOPILOT COMPUTER.
GI 275 27 CENTURY AP
(Pilot’s Primary ADI ) II/IIB III
P2752 CD-18 CD-18
(to horizon) (to horizon)
1 SP-13 4
PITCH AC OUT LO 64 - H PITCH HORIZON SIGNAL
2.2k
12 25
½W
PITCH AC OUT HI 6 - F PITCH MOTOR/COMMON
s 3 20k:800 6
1 SP-13 4
ROLL AC OUT LO 45 C C ROLL HORIZON SIGNAL
2.2k
12 25 ½W
ROLL AC OUT HI 26 D D ROLL MOTOR/COMMON
s 3 20k:800 6
NC 42
GYRO VALID (see autopilot disconnect
COM 3 options on following pages)
RELAY
NO 23
RADIO COUPLER
1C388 1C388C
1C388M 1C388MC
TO CONSOLE/AMPLIFIER/ CD 33
ARTIFICIAL HORIZON CD 33 TO DG CD33 TO DG
(EXISTING WIRING RETAINED) TO AMP (pigtail) (pigtail)
1 SP-66 4
10 VAC REF HI 27 C - D ROLL EXCITATION
10k 24 1
10 VAC REF LO 46 F - E ROLL EXCITATION
s 3 T1 6
10k:10k
1 SP-13 4
A/P HEADING ERROR HI 13 - A A HEADING SIGNAL
12 24 10k
1 SP-13 4
ROLL AC OUT LO 45 C C ROLL HORIZON SIGNAL
2.2k
12 25 ½W
ROLL AC OUT HI 26 D D ROLL MOTOR/COMMON
s 3 20k:800 6
1 SP-66 4
10 VAC REF HI 27 A A ROLL EXCITATION
10k
½W 24 1
10 VAC REF LO 46 B B ROLL EXCITATION
s 3 T1 6
10k:10k
NC 42
GYRO VALID
COM 3 (see autopilot disconnect
RELAY options on following pages)
NO 23
RADIO COUPLER
GI 275 1C388-2 1C388-3
(Pilot’s HSI)
CD 33 CD 33
(Must be -20 GI 275) CD33 TO DG
TO AMP TO DG
1 SP-66 4
10 VAC REF HI 27 - D E ROLL EXCITATION
10k
½W 24 1
10 VAC REF LO 46 - E D ROLL EXCITATION
s 3 T1 6
10k:10k
1 SP-66 4
- A A HEADING SIGNAL
1 2 10k
A/P HEADING ERROR HI 13 24 ½W
A/P HEADING ERROR LO 52 B - F ROLL COMMON
s 3 T1 6
10k:10k 11
1 SP-66 4
- B B COURSE SIGNAL
1 10k
2
A/P COURSE ERROR HI 32 24 ½W
A/P COURSE ERROR LO 71 B - C ROLL COMMON
s 3 T1 6
10k:10k
11
GI 275 CENTURY AP
(Pilot’s Primary ADI II III
or Pilot’s HSI (-20 unit only))
CD-34 CD-34 CD-58
P2752
LATERAL +LEFT OUT 48 B B - LAT DEV +LT
LATERAL +RIGHT OUT 10 A A - LAT DEV +RT
s
VERTICAL +UP OUT 9 - - B GS DEV +UP
VERTICAL +DOWN OUT 68 - - A GS DEV +DOWN
s
18 - K C LOC NORMAL
15 15
NO 61 11 - 3 - 3 - A/P DISC SW
AP INTERLOCK
NC 22 N/C
RELAY COM 41 12 - 5 - 5 - A/P DISC GND
TRIM CMD A/P DISC SW
A/P DISC (OPT. EXIST.)
(EXIST.) IV 21 31 5 41 5
13
16 CD66 CD194 CD175 CD191 CD175 CD191 CD175 CD184
14
A/P HEADING ERROR HI 13 49 - 17 - 17 - 17 - DC HDG DATUM HI
A/P HEADING ERROR LO 52 - - - - - - - - DC HDG/CRS DATUM LO
s
A/P COURSE ERROR HI 32 48 - 2 - 2 - 2 - DC COURSE DATUM HI
A/P COURSE ERROR LO 71 - - - - - - - - COURSE DATUM LO
s
LATERAL +FLAG OUT 63 - 2 - 7 - 7 - - LAT DEV FLAG +
LATERAL -FLAG OUT 66 - 3 - 8 - 8 - - LAT DEV FLAG -
s
VERTICAL +FLAG OUT 24 - - - 2 - 2 - - GS DEV FLAG +
VERTICAL -FLAG OUT 5 - - - 1 - 1 - - GS DEV FLAG -
s
LATERAL +LEFT OUT 48 32 4 - 6 - 6 - - LAT DEV +LT
LATERAL +RIGHT OUT 10 31 5 - 5 - 5 - - LAT DEV +RT
s
VERTICAL +UP OUT 9 45 - - 4 - 4 - - GS DEV +UP
VERTICAL +DOWN OUT 68 46 - - 3 - 3 - - GS DEV +DOWN
s
ILS/GPS APPROACH
(~DISCRETE OUT 7 LO) 1 44 1 - 9 - 9 - - LOC SWITCH
7
10 VAC REF HI 27 39 - - - - - - - 5 kHz EXCITATION
10 10 VAC REF LO 46 40 - - - - - - - 5 kHz EXCITATION
s
FD ENABLE HI 18 NC
ADI
52C77/-2/-3/-4
(optional install on copilot’s side)
( )/-2 -3/-4
CD64 CD144
2 3 4
STEERING COMMON F 12
PITCH STEERING J 11
15
NO 61 3 - A/P DISC SW
AP INTERLOCK
NC 22 N/C
RELAY COM 41 TO CD221-9 11 - A/P DISC GND
15
2000
CD191 CD175 CD220
FD ENABLE HI 18 NC
ADI
52C77/-2/-3/-4
(optional install on copilot’s side)
( )/-2 -3/-4
CD64 CD144
2 3 4
STEERING COMMON F 12
PITCH STEERING J 11
FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A
STANDBY INSTRUMENT FOR THE GI 275. IF THIS INDICATOR IS BEING RELOCATED TO THE
2 CO-PILOT’S SIDE, WIRING MAY BE CONNECTED IN PARALLEL TO THIS ADI. THE WIRING TO THIS ADI MUST
BE CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS.
IF THE 52C77/-2/-3/-4 ADI IS CONNECTED WITH THE GI 275, THE 18.0 OR 30.0 Ω RESISTOR MUST NOT BE
3 INSTALLED.
IF THE FLIGHT DIRECTOR IS BEING DISPLAYED ON THE CO-PILOT’S ADI, THIS FLIGHT DIRECTOR
4 ALIGNMENT MUST BE CORRECTLY ADJUSTED IN ACCORDANCE WITH THE MANUFACTURER’S
INSTRUCTIONS PRIOR TO MAKING ANY ADJUSTMENTS TO THE GI 275.
ENSURE ANY JUMPERS AT CD185 PINS 8, 9, AND 17 ARE REMOVED TO CONFIGURE COMPUTER FOR
5 NSD 360A.
USE RESISTOR P/N RE65G() OR RE65N() (PER MIL-PRF-18546) CHASSIS MOUNT POWER RESISTOR
MEETING THE FOLLOWING SPECIFICATIONS:
• 18.0 Ω FOR CENTURY IV AND 14 VDC SYSTEMS WITH CENTURY 41 AND 2000, OR
30.0 Ω FOR 28 VDC SYSTEMS USING THE CENTURY 41 OR 2000 AUTOPILOTS
6 • MINIMUM POWER RATING OF 10 WATTS
• MAXIMUM TOLERANCE OF ± 5%
LOCATE RESISTOR ON METALLIC SECONDARY STRUCTURE WITHIN INSTRUMENT PANEL AREA NEAR
GI 275.
FOR CENTURY 21 AUTOPILOT: IF OPTIONAL AP DISC SWITCH IS INSTALLED, REMOVE THE EXISTING
13 CONDUCTOR FROM CD194 – 11. CONNECT CD194 – 11 TO THE GI 275 RELAY WIRING AS SHOWN.
REMOVE THE EXISTING CONDUCTOR FROM CD189-3 ON FLIGHT COMPUTER SIDE, AND CONNECT
15 CD189-3 TO THE GI 275 RELAY AS SHOWN.
19 RELOCATE EXISTING WIRE FROM CD-20 PIN 1 TO NEW AP DISC RELAY AS SHOWN.
RELOCATE EXISTING WIRE FROM CD-76 PIN B TO NEW AP DISC RELAY AS SHOWN. EXTEND EXISTING
20 WIRE IF NECESSARY.
ALL WIRES FROM RELAY TO AP DISC INPUT MUST BE OF THE SIZE SPECIFIED IN THE AUTOPILOT
22 INSTALLATION MANUAL TO SUPPORT THE CURRENT LOAD FROM THE DISCONNECT CIRCUIT.
AP DISC RELAY MUST BE CONNECTED TO THE CIRCUIT BREAKER FOR THE GI 275 THAT IS PROVIDING
23 ATTITUDE TO THE AUTOPILOT.
26 FOR NEW INSTALLATIONS, USE INDUCTOR P/N 5800-183-RC AND CAPACITOR P/N M39014/05-2273.
27 USE CD-18 THAT WAS DIRECTLY CONNECTED TO THE HORIZON INDICATOR BEING REPLACED.
- - - 15 - 15 - AC COURSE DATUM
6 - - - - 20 - 20 AC HDG GYRO IN
ILS/GPS APPROACH
(~DISCRETE OUT 7 LO) 1 - - - - - - 9 VOR/LOC RELAY RTN*
- 10 - - - - - NAV #1 LOC GND
- 19 - - - - - NAV #2 LOC GND 7
5
FD ENABLE HI 18 19 - - - - - - FD COMPUTER ON
4
ADI
(on copilot s side) CESSNA
G-1050A G-550A
P1 J1
CMD BAR N VIEW 24 8
GI 275 CESSNA
300B/400B/800B IFCS 400B AF AUTOPILOT
8
S-550A CA550A/FD CA550A/FD C-530A
J1 J2 J3 J1 J2 J1/P4 J2/P5 J1 J2
P2752 ATTITUDE
TEST SWITCH
PITCH AC OUT HI 6
NC C
PITCH AC OUT LO 64 - - - - 15 - - L - PITCH IN
s
NO
- - - 7 - 7 - - - PITCH/ROLL TEST
13
NO 23 - 3 - - - - - - A A/P DISABLE IN
GYRO
VALID RELAY
COM 3 9
FD ROLL RIGHT 38
FD ROLL LEFT 77 - - 22 - SIGNAL COM/ROLL +LT
13 s
ADI
4 (on copilot s side)
CESSNA
G-1050A G-550A
P1 J1
CMD BAR N VIEW 24 8
CA-1050A C-1050A AC-1050A CA-1050A C-1050A AC-1050A CA-1050A C-1050A AC-1050A CA-1050A C -1050A AC-1050A
13 Com puter Control Unit Air Data Com puter Control Unit Air Data Com puter Control Unit Air Data Com puter Control Unit Air Data
PK42 PK43 PK44 PK40 PK39 PK42 PK43 PK44 PK40 PK39 PK42 PK43 PK44 PK40 PK39 PK42 PK43 PK44 PK40 PK39
P2752
PITCH AC OUT HI 6 - 16 - - - - - - 11 - - 16 - - - - - - 11 - PITCH IN
PITCH AC OUT LO 64 - GND - - - - - - GND - - GND - - - - - - GND -
s
- 3 - 13 - - 16 - 12 - - 3 - 13 - - 16 - 12 - PITCH/ROLL TEST**
12
THE NAV1/NAV2 LIGHTED SWITCH LEGEND MUST BE OBSCURED SUCH THAT ANY NAV SOURCE
2 INDICATION ON THE AUTOPILOT MODE CONTROLLER IS HIDDEN FROM VIEW.
FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A
STANDBY INSTRUMENT FOR THE GI 275. THIS INDICATOR MUST BE LOCATED IN ACCORDANCE WITH
4 SECTION 3.2. IF THIS INDICATOR IS BEING RELOCATED TO THE CO-PILOT’S SIDE, WIRING MAY BE
CONNECTED IN PARALLEL TO THIS ADI AND MUST BE CONNECTED IN ACCORDANCE WITH THE
MANUFACTURER’S INSTRUCTIONS.
THE ILS/GPS APPROACH DISCRETE OUTPUT MUST ALSO BE CONNECTED TO THE BACK COURSE RELAY –
7 REFER TO MANUFACTURER’S DOCUMENTATION FOR ADDITIONAL DETAILS.
ATTITUDE TEST SWITCH NOT USED IN ALL INSTALLATIONS. FOR INSTALLATIONS THAT USE AN
8 ACCELERATION SENSOR TEST SWITCH CIRCUIT, THE GI 275 “PITCH AC OUT HI” PIN (P2752-6) MUST BE
DIRECTLY CONNECTED TO THE DEPICTED “PITCH INPUT” PIN ON THE AUTOPILOT.
REMOVE EXISTING WIRING FROM THE “A/P DISABLE IN” PIN AND CONNECT THIS REMOVED WIRING TO
9 THE GI 275 “GYRO VALID COMMON” PIN (P2752-3).
PIN 32 MUST BE UNCONNECTED FOR ALL INSTALLATIONS. IF A G-895A INDICATOR WAS PREVIOUSLY
10 INSTALLED, VERIFY THAT WIRING ON PIN 32 IS REMOVED.
GI 275 GYRO VALID RELAY BECOMES PART OF EXISTING INTERLOCK CIRCUIT AS DEPICTED. SPLICE INTO
EXISTING ACTUATOR INTERLOCK WIRING AS DEPICTED. GI 275 GYRO VALID RELAY IS REQUIRED FOR ALL
11 INSTALLATIONS, EVEN IF PREVIOUS GYRO DID NOT UTILIZE GYRO VALID CIRCUIT (I.E., G-519/550). REFER
TO AIRCRAFT WIRING DIAGRAMS TO ENSURE THAT ACTUATOR INTERLOCK CIRCUIT IS PROPERLY
RETAINED.
ILS/GPS APPROACH
(~DISCRETE OUT 7 LO) 1 2 27 - LOC FREQ GND 6
3 4
+28 VDC
8 FD ENABLE HI 18
N/C
P/N 1N4007 OR
EQUIVALENT
- - 33 OUT OF VIEW+
OUT OF VIEW+
RELAY
ADI
(on copilot s side) COLLINS
FD-112 C/V
1 2
P2
(OPTIONAL)
OFF MODE + Z
IF THE OPTIONAL CO-PILOT’S ADI IS INSTALLED, THE “OFF MODE+” SIGNAL MUST BE DISCONNECTED
4 FROM THE AUTOPILOT (J2-33) AND ISOLATED USING A RELAY AS SHOWN.
5 CONNECT LATERAL + FLAGS FROM 161H-1 TO 913K-1A FOR 913K-1A SYSTEMS ONLY.
REFER TO STRAPPING INFORMATION IN INSTALLATION BOOK 523-0764806, PAGE 4 (REVISED 27 JUNE 1984
- 913K-1/1A STRAPPING OPTIONS) AND PAGE 11 (REVISED 1 MARCH 1977 - 161H-1 STRAPPING OPTIONS).
6 STRAP FOR NEGATIVE-LOGIC LOCALIZER FREQUENCY SIGNAL INPUT. ALTERNATIVELY, CONNECT A
RELAY TO INVERT THE SIGNAL FROM THE GI 275 FOR ACTIVE-HIGH OUTPUT.
26 VAC 400Hz REFERENCE POWER FOR THE GI 275 AND AUTOPILOT MUST BE FROM THE SAME SOURCE
7 AND IN PHASE.
NOTES
THE GMC 605 CAN BE INTERFACED TO A GI 275 ADAHRS UNIT; IT DOES NOT REQUIRE A GI 275
2 ADAHRS+AP UNIT.
IF THE GMC 605 IS NOT INSTALLED WITHIN THE FIELD-OF-VIEW REQUIREMENTS, THE GI 285 MUST BE
3 USED FOR AUTOPILOT MODE ANNUNCIATIONS. REFER TO GI 285 INSTALL MANUAL (P/N 190-00303-98).
IF THE GI 275 IS INSTALLED WITH AND INTERFACED TO A GFC 600, THEN A THIRD PARTY HSI CANNOT
4 PROVIDE THE HEADING AND COURSE ERROR DATA TO THE GFC 600.
OR
20 TO TO A/P (TRIM)
AUTOPILOT WARNING 5
C/B A/P DISC / SONALERT
TRIM INTR DISENG
(EXISTING)
9 - B - B - - - AP DISC
12 ENG
NO 23
GYRO VALID 8
NC 42 N/C
RELAY 18 TO GI 275 C/B
COM 3 AP DISC
RELAY
(EXTERNAL)
ILS/GPS APPROACH
(~DISCRETE OUT 7 LO) 1 7 - ILS ENERGIZE (A/P IN)
P2751 P2951 P2952 P2902 P2901 P2902 P2951 P2952 P2961 P2251 P2252
A 16 - - - - - - - - 46 - A
~ARINC 429 OUT 1 ARINC 429 IN (GPS)
B 55 - - - - - - - - 47 - B
s
P2752
LATERAL +LEFT OUT 48 - C - - - - C - 25 - LAT DEV +LT
LATERAL +RIGHT OUT 10 - A - - - - A - 26 - LAT DEV +RT
s
PITCH AC OUT HI 6 - y
_ - - - - _y - 50 - PITCH ATTITUDE HI
PITCH AC OUT LO 64 - - - - - - - - 52 - PITCH/ROLL ATTD LO
s
ROLL AC OUT HI 26 - CC - - - - CC - 51 - ROLL ATTITUDE HI
20 ROLL AC OUT LO 45
s
10VAC REF HI 27 - w - - - - w - 38 - VG EXCITATION
10VAC REF LO 46 - s - - - - s - 39 - VG REF
s
A/P DISC /
TO A/P C/B TRIM ARM
(EXISTING)
NC A/P DISC RELAY
C (EXISTING)
NO
12 NO
C
DISENG NC
NO
C
20 9 TO GI 275 ENG
NC
- - D - D - - - - - AP DISC
18 C/B
NO 23 8
GYRO VALID
RELAY NC 42 N/C
AP DISC TO OPTIONAL
COM 3 RELAY YAW AXIS
(EXTERNAL)
TO A/P TO
SERVOS C/B SERVOS
20
REPLACES KRG 331
YAW RATE HI 15 - - - - - - - 2 - - YAW RATE (HIGH)
YAW RATE LO 73 - - - - - - - C - - YAW RATE (LOW)
s
20 11
REPLACES KEA 130A 13 N/C - - - - - - - - - 36 BARO EXCITATION
BARO CORR. HI 35 - - - - - - - - - 35 BARO SET (IN)
BARO CORR. LO 54 - - - - - - - - - 29 BARO/XPDR REF
s
KI 256 ADI
(copilot s side) KI 256
1 2 P2561
FD ENABLE IN HI 18 - p
_ - CMD BAR RETRACT
ADI
(copilot’s side)
KI 256
1 2
P2561
CMD BAR RETRACT P
ROLL CMD BAR IN M
PITCH CMD BAR IN L
CMD BAR REF N
W/ KA 141
NC - HH P - - PITCH/ROLL REF
ROLL AC OUT HI 26 - - 10 - - ROLL ATTITUDE HI
(cont d from previous page)
YAW RATE HI 15
REPLACES KRG 331 - X - - X YAW RATE (HIGH)
YAW RATE LO 73 - Z - - Z YAW RATE (LOW)
s
KA 136
P1362 TRIM ADAPTER
6 EMERG AP/YD DISC
PILOT
18 12 8
DISENG
TO GI 275 C/B
ENG
9
GYRO VALID NO 23
RELAY COM 3 AP DISC
RELAY
(EXTERNAL)
TO
NC NC KAC 325 TP-43
4 AND
KDC 380 J1-R
TO GI 275 - - - - - 40 - PRE-FLT TEST SWITCH
C/B NO NO
AP TEST
18
ONLY REQUIRED
WHEN KCI 310 IS NOT
CONNECTED
TO AUTOPILOT
CIRCUIT BREAKER
14 15 16
FUSE, 5A
OR LESS
100 K , ¼ WATT
FD ENABLE IN HI 18 - p
_ - 9 - - CMD BAR RETRACT
ADI
(copilot s side)
KCI 310
1 2
P1
CMD BAR RETRACT R
ROLL CMD BAR IN T
PITCH CMD BAR IN P
CMD BAR REF W
s NC - y
_ 13 - - PITCH GYRO (H) RTN
NC - s S - - PITCH GYRO (C) RTN
(cont d from previous page)
26 VAC 400 Hz
Source
26 VAC HI
19
26 VAC LO
9
COM 3 BB - - BB - VG VALID
GYRO VALID
NC 42 NC
RELAY
NO 23 GI 275 C/B 18
YAW RATE HI 15
REPLACES KRG 331 - X - - X YAW RATE (HIGH)
YAW RATE LO 73 - Z - - Z YAW RATE (LOW)
s
THE KCI 310 INDICATOR CONTAINS A TEST KEY THAT IS USED TO INITIATE THE KFC 300 SELF-TEST. IF THE
4 KCI 310 INDICATOR IS REMOVED, AN EXTERNAL MOMENTARY SWITCH MUST BE INSTALLED TO REPLACE
THE FUNCTION OF THE KCI 310 TEST SWITCH. THE SWITCH SHOULD BE LABELED “AP TEST.”
5 POWER TO THE SONALERT MUST NOT BE INTERRUPTED BY THE EXTERNAL GI 275 AP DISC RELAY.
IF THE GI 275 IS USED TO REPLACE THE ADI AND THE WIRING TO THE EXISTING ADI IS REMOVED,
6 ENSURE THAT GROUND REFERENCE PINS REMAIN JUMPERED AS SHOWN.
IF THE MODE CONTROL PANEL DOES NOT SUPPORT THE NAV FLAG, THESE OUTPUTS FROM THE GI 275
7 MAY BE LEFT UNCONNECTED.
ALL WIRES FROM RELAY TO AP DISC INPUT MUST BE OF THE SIZE SPECIFIED IN THE AUTOPILOT
8 INSTALLATION MANUAL TO SUPPORT THE CURRENT LOAD FROM THE DISCONNECT CIRCUIT.
WHEN THE KRG 331 RATE GYRO IS REMOVED AND REPLACED BY THE GI 275, P2962-7 MUST BE
10 CONNECTED DIRECTLY TO P19X1-15 AS SHOWN.
IF THE GI 275 IS USED TO PROVIDE BARO-CORRECTION TO THE AUTOPILOT, THE AUTOPILOT MUST BE
11 RECALIBRATED TO THE ALTITUDE SOURCE. REFER TO SECTION 5.5.9.
IF THE ENCODING ALTIMETER IS BEING REPLACED, A BLIND ENCODER MUST BE USED TO SUPPLY GRAY
13 CODE ALTITUDE TO THE AUTOPILOT.
GI 275 FD ENABLE INPUT MUST BE PULLED UP TO THE SAME CIRCUIT BREAKER AS THE AUTOPILOT
14 COMPUTER IN ORDER TO ENSURE THAT THE COMMAND BARS ARE REMOVED WHEN TH AUTOPILOT
COMPUTER IS NOT POWERED UP.
17 IF KA 141 IS INSTALLED.
AP DISC RELAY MUST BE CONNECTED TO THE CIRCUIT BREAKER FOR THE GI 275 THAT IS PROVIDING
18 ATTITUDE TO THE AUTOPILOT.
IF THE KVG 350 IS REMOVED, AN ALTERNATE 26 VAC 400 Hz SOURCE MUST BE UTILIZED. IF ONE DOESN’T
19 EXIST IN THE AIRCRAFT, IT MUST BE INSTALLED.
PIN F IS WIRED TO OTHER KFC 200 COMPONENTS (CONNECTOR J2901 PIN A) THAT USE THE LO
21 REFERENCE FOR OTHER AP FUNCTIONS. DO NOT INTERRUPT THE AP CIRCUIT OR CONNECTIONS WHEN
SPLICING TO THIS WIRE.
P1
A 16 - - - 36 A
~ARINC 429 OUT 1 429 GPSS DATA IN
B 55 - - - 37 B
s
TO SUPPORT THE FLIGHT DIRECTOR INTERFACE WITH THE GI 275, THE PILOT-ACCESSIBLE PARALLAX
2 POT CONNECTIONS MUST BE REMOVED.
THE FLIGHT DIRECTOR CANNOT BE DISPLAYED ON AN ADI ON THE CO-PILOT’S SIDE BECAUSE THERE IS
3 NO WAY TO ADJUST THE FLIGHT DIRECTOR OFFSET FOR THIS ADI AFTER THE PARALLAX POT IS
REMOVED.
IF THE GI 275 IS REPLACING A DIRECTIONAL GYRO, ENSURE THE “DG GROUND STRAP” JUMPER IS
4 REMOVED.
IF THE GI 275 IS BEING INSTALLED IN AN AIRCRAFT THAT HAD NO HEADING SYSTEM, ENSURE THAT THE
5 “NO HEADING SYSTEM” JUMPER IS REMOVED.
THE ST-670 (P/N 01180 FOR THE KI-256) IS REQUIRED TO SUPPORT THE FLIGHT DIRECTOR DISPLAY FROM
6 THE S-TEC 60-2 AND 65 AUTOPILOTS.
TO OTHER AVIONICS
s
FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A
STANDBY INSTRUMENT FOR THE GI 275. THIS ADI MUST BE LOCATED IN ACCORDANCE WITH
2 SECTION 3.2. IF THIS INDICATOR IS BEING RELOCATED TO THE CO-PILOT’S SIDE, WIRING MAY BE
CONNECTED IN PARALLEL TO THIS ADI AND MUST BE CONNECTED IN ACCORDANCE WITH THE
MANUFACTURER’S INSTRUCTIONS.
HDG
TO EIS DISPLAY
BREAKER 22 AWG 1 MS25041-4 (YEL)
~DISCRETE OUT 2 LO 22 AWG 2 WITH LAMP
43
(ENGINE CAUTION) MS25237-330 or -8918
22 AWG 3
TO EIS DISPLAY
BREAKER 22 AWG 1 MS25041-4 (YEL)
~DISCRETE OUT 2 LO 22 AWG 2 WITH LAMP
43
(ENGINE CAUTION) MS25237-327
22 AWG 3
IF AN AP HDG DATUM SWITCH IS INSTALLED, THE SWITCH MUST BE LOCATED AS NEAR AS PRACTICAL TO
2 THE AUTOPILOT MODE CONTROL PANEL.
29 OUT A
28 OUT B
1 ETHERNET 2
27 IN A
26 IN B
s
33 OUT A
32 OUT B
1 ETHERNET 3
31 IN A
30 IN B
s
59 OUT A
58 OUT B
1 ETHERNET 4
57 IN A
56 IN B
s
NOTES
2 ONLY THE SECOND GENERATION GDL 69/69A SXM MODELS ARE COMPATIBLE WITH THE GI 275.
WX-500
GI 275
P2751 P2 STORMSCOPE
GND 76 5 RS-232 GND
~RS-232 2 IN 37
OUT 18 s
P3
20 RS-232 TX
8 RS-232 RX
TO STORMSCOPE
CONTROL AND DISPLAY
A 73 - - 5 30 14 - 8 34 42 54 54 A
~ARINC 429 IN 4 11 11 15 15 ARINC 429 OUT
B 15 - - 6 28 - 9 33 43 55 55 B
s 3
(OPTIONAL)
A 35 - - 27 32 16 - 10 45 54 60 60 A ARINC 429 IN
~ARINC 429 OUT 2 9 9 3 11 7 8
B 74 - - 28 35 17 - 44 55 61 61 B (ALTITUDE/HEADING)
s
17 - - - - - - - 69 - - - STEPPER IN
16 - - - - - - - 70 - - - SYNCRO IN
(OPTIONAL) - - - - - - - 13 - - - CONFIG GND
AHRS SOURCE
5
GDU 700/1060
GI275
GRS 77 GRS 79 GSU 75 INTEGRATED
ADAHRS
ADAHRS
P771 P791 P751 P4 P1
(OPTIONAL)
A 13 49 49 77 16 - - 48 - - - - - - 62 62 A ARINC 429 IN
~ ARINC 429 OUT 8
B 28 50 50 78 55 - - 49 - - - - - - 63 63 B (ATTITUDE/HEADING)
s
14
ADC SOURCE
6
1 FOR HONEYWELL TRAFFIC SYSTEMS, DO NOT SPLICE “TAS TEST” OR “TIS/TAS STANDBY”.
TAS TEST AND TIS/TAS STANDBY DISCRETE CONNECTIONS ARE ONLY REQUIRED IF THE GI 275 IS
2 INTERFACED USING ARINC 429 AND CONFIGURED FOR “CONTROL TRAFFIC”. DISCRETE CONNECTIONS
ARE NOT REQUIRED FOR HSDB INTERFACE.
FOR THE TCAD TO ACCEPT ARINC 429 HEADING AND ALTITUDE, PROCESSOR P/N 70-2420-5 OR LATER IS
3 REQUIRED. THE BUS SPEED MUST BE THE SAME FOR ARINC 429 RX 1 AND RX 2.
IF DESIRED, ALTITUDE AND HEADING MAY BE PROVIDED BY THE GI 275 TO THE SKYWATCH SYSTEM. ANY
AVAILABLE ARINC 429 INPUTS ON THE TRAFFIC COMPUTER MAY BE USED IF THOSE SHOWN ARE
7 ALREADY USED. THE TRAFFIC SYSTEM MAY HAVE TO BE CONFIGURED TO ACCEPT ALTITUDE AND
HEADING VIA ARINC 429 (LOW-SPEED). REFER TO THE MANUFACTURER’S INSTALLATION MANUAL FOR
ADDITIONAL INFORMATION.
IF DESIRED, ALTITUDE, ATTITUDE, AND HEADING MAY BE PROVIDED BY THE GI 275 TO THE HONEYWELL
TRAFFIC SYSTEM. THE HONEYWELL TRAFFIC SYSTEM WILL NOT ACCEPT HEADING/ATTITUDE AND
ALTITUDE ON A SINGLE ARINC 429 INPUT. CONSEQUENTLY, HEADING/ATTITUDE (HIGH-SPEED) AND
8 ALTITUDE (LOW-SPEED) MUST BE PROVIDED TO SEPARATE INPUTS. THE TRAFFIC SYSTEM MUST BE
CONFIGURED TO ACCEPT ARINC 429 ALTITUDE, HEADING, AND ATTITUDE. REFER TO THE
MANUFACTURER’S INSTALLATION MANUAL FOR ADDITIONAL INFORMATION.
IF DESIRED, ALTITUDE, TEMPERATURE, HEADING, SPEED, AND SELECTED COURSE INFORMATION MAY
9 BE PROVIDED BY THE GI 275 TO THE TRANSPONDER.
IF THE GI 275 IS THE ONLY ALTITUDE SOURCE FOR THE GTX, IT IS RECOMMENDED THAT THE GTX ALSO
10 BE CONNECTED DIRECTLY TO AN EXTERNAL AIR DATA SOURCE SO THAT THE TRANSPONDER WILL
CONTINUE REPORTING ALTITUDE IN THE EVENT OF A GI 275 FAILURE.
IF ANOTHER TRAFFIC SOURCE IS WIRED TO THE GI 275, DO NOT WIRE THE GTX ARINC OUTPUT TO THE
11 GI 275.
DO NOT WIRE TO THE GI 275 IF A GTX 345 IS INSTALLED. THESE TRAFFIC SYSTEMS MUST BE WIRED IN
12 ACCORDANCE WITH THE GTX 345 INSTALLATION MANUAL FOR PROPER CORRELATION AND DISPLAY.
THESE STRAPS SET THE HEADING INPUT SOURCE TO ARINC 429. REFER TO THE MANUFACTURER’S
16 INSTALLATION MANUAL FOR ADDITIONAL STRAPPING INFORMATION.
THE HSDB CONNECTION TO THE GTX 345 SHOWN HERE ALSO PROVIDES THE TRANSPONDER CONTROL
18 INTERFACE, IF APPLICABLE.
4 s
6
1 AIRCRAFT POWER
2
1 5 BACKLIGHT ENABLE 3
6 POWER GROUND
NOTES
• GSB 15 DUAL TYPE-A UNITS (P/Ns 011-04937-00, -01) USE 20 OR 22 AWG FOR POWER AND POWER
GROUND WIRES, 25 FT MAX.
• GSB 15 TYPE-A & TYPE-C (P/Ns 011-04937-20, -30) AND GSB 15 DUAL TYPE-C (P/Ns 011-04937-40, -50)
UNITS INSTALLED IN 28V AIRCRAFT, USE 20 OR 22 AWG FOR AIRCRAFT POWER AND POWER GROUND
WIRES, 25FT MAX.
1
• GSB 15 TYPE-A & TYPE-C (P/Ns 011-04937-20, -30) AND GSB 15 DUAL TYPE-C (P/Ns 011-04937-40, -50)
UNITS INSTALLED IN 14V AIRCRAFT, USE 20 AWG FOR AIRCRAFT POWER AND POWER GROUND
WIRES, 8FT MAX. IF LONGER WIRE LENGTH IS NEEDED, USE 16 AWG FOR AIRCRAFT POWER AND
GROUND WIRES, 13FT MAX, SPLICED TO 2FT MAX 20 AWG POWER AND GROUND WIRES AT GSB 15
CONNECTOR.
THE GSB 15 IS APPROVED TO UTILIZE A 5 AMP FUSE OR CIRCUIT BREAKER OR A 7.5 AMP FUSE OR
2 CIRCUIT BREAKER. REFER TO SECTION SECTION 3.2.1 FOR BREAKER AND FUSE SIZING, BUSSING, AND
LABELING.
3 TO DISABLE BACKLIGHT, GROUND THE BACKLIGHT ENABLE PIN. USE 22 AWG WIRE.
PIN 78 ON CONNECTOR P2751 SHOULD NOT BE CONNECTED. WHEN REPLACING A USB PIGTAIL WITH THE
4 GSB 15, LEAVE THE PIN NOT CONNECTED.
5 MUST USE ETHERNET CABLE. REFER TO TABLE 3-5 FOR APPROVED CABLES.
TERMINATE SHIELDING 2.5 INCHES FROM THE GSB 15 CONNECTOR. GROUND GSB 15 SIDE TO RING
6 TERMINAL PER SECTION 4.5.2.
NOTES
ARINC 429 COURSE SELECT INTERFACE ALLOWS THE GI 275 TO SLAVE THE SELECTED COURSE FROM AN EXTERNAL SOURCE WHEN COURSE SELECTION IS DISABLED.
1 REFER TO SECTION 5.5.7 FOR CONFIGURING COURSE SELECTION.
1
~A429 IN 2A 72 2 A429 OUT 3A
~A429 IN 2B 14 24 A429 OUT 3B
s s
NOTES
SPLICING THE ARINC 429 CONNECTIONS WHEN NO OTHER ARINC 429 CHANNELS ARE AVAILABLE FOR
1 THE SYSTEM WIRING/CONFIGURATION IS ACCEPTABLE PROVIDED THE WIRE SHIELD CONTINUITY IS
MAINTAINED AS SHOWN.
DO NOT CONNECT THE ARINC 429 COURSE SELECT WIRING SHOWN IN FIGURE B-27 IF CONNECTING
2 ARINC 429 USING THE WIRING SHOWN HERE.
ENSURE THERE ARE AN ADEQUATE NUMBER OF ARINC 429 PORTS FOR INTERFACING SYSTEMS
4 (i.e. A DUAL GNS 4XX/5XX INTERFACE REQUIRES AN ADDITIONAL GI 275 TO PROVIDE THE REQUIRED
AMOUNT OF ARINC 429 PORTS).
The equipment listed in this appendix is compatible with the GI 275 system when configured as described
in the following sections. For GI 275 configuration information, refer to Section 5.5.
Notes:
[1] G500/G600 TXi software v3.11 or later requires GI 275 software v2.11 or later.
[2] GTX 345 Main v2.60 and ADS-B v3.21 software versions are required for Transponder
Control functionality.
[3] GI 275 software v2.42 or later requires GEA 110 software v2.21 or later.
Garmin GPS 175 HSDB Interfaced Equipment page Set GDU to Present. Software v2.02 or later required.
GNX 375 HSDB Interfaced Equipment page Set GDU to Present. Software v2.02 or later required.
GNC 355 HSDB Interfaced Equipment page Set GDU to Present. Software v3.01 or later required.
Notes:
[1] Does not provide precision GPS approach guidance.
NOTE
The GI 275 is an EZ zeroed resolver at 0 degrees.
NOTE
Refer to the GFC 500 installation manual for GI 275 to GFC 500 interface and configuration data.
NOTE
This section includes compatibility with the basic autopilot computer, but does not include compatibility with the flight director interface to the
autopilot computer. For compatibility with the autopilot computer flight director outputs, refer to Appendix Section C.9.
S-TEC Analog
Discrete Must be configured to operate with either the
55 / 55X Rate-based autopilot. [2]
ARINC 429 GPSS NSD-360 or KI-525 (KCS-55) heading system.
RS-485
Notes:
[1] SVT must be either Enabled or Disabled similarly on each display to prevent Flight Director pitch scaling differences.
HSDB Port Configuration page Ethernet Port ( ): Connected Software v20.10 or later
GTN Xi HSDB
Garmin Terrain Configuration page Enable Terrain Alerting required.
NOTE
Audio alerts must be loud, attention-getting, and clearly intelligible under all cockpit noise conditions. Audio alerts should be slightly louder than
the normal volume of COM and intercom transmissions.
This appendix provides the following information for every model listed on the AML:
• GI 275 Installation Limited to MFD/Standby ADI: An “X” in this column indicates that only
installations of the GI 275 as an MFD/Standby ADI are approved for this model; refer to
Section 2.1.13 for more information
• Fuel Pressure Check Required: An “X” in this column necessitates a Fuel Pressure Check be
performed per Section 3.4.3, item 7. The Fuel Pressure Check only applies to piston aircraft with
fuel flow transducers installed per this STC
• Lightning Zone Wing, Fuselage, and Empennage: Each column references the lightning zoning
figures from Appendix G that are applicable to a particular aircraft model
• GTP 59 and GMU 11/GMU 44B Location: Each column references the suitable lightning zones
for installation of the GTP 59 Temperature Probe and GMU 11/44B Magnetometer in a particular
aircraft model. For additional information, refer to Section 4.6.2 for GTP 59 and Section 4.6.1 for
GMU 11 and GMU 44B
• Notes: This column includes any notes related to a particular aircraft model
NOTE
Any aircraft model listed in Table D-1 and not explicitly called out as nonmetallic by an
end note should be considered an all-metal aircraft.
[common name or
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
AERMACCHI S.p.A F.260, F.260B, F.260C, Figure G-3, Zone 2A, Zone 2A,
A10EU Figure G-6 Figure G-18 [1] [2] [5] [7]
(AERMACCHI S.p.A) F.260D, F.260E, F.260F Figure G-5 Zone 3 Zone 3
S.205-18/F, S.205-18/R,
AERMACCHI S.p.A S.205-20/F, S.205-20/R, Figure G-3, Zone 2A, Zone 2A,
A9EU Figure G-6 Figure G-18 [1] [2] [5] [7]
(AERMACCHI S.p.A) S.205-22/R, S.208, Figure G-5 Zone 3 Zone 3
S.208A
AERO COMMANDER
(Dynac Aerospace 10, 10A, 100, 100A, 100- Figure G-3, Zone 2A, Zone 2A,
1A21 Figure G-6 Figure G-18 [1] [2] [5] [7]
Corp) 180 Figure G-5 Zone 3 Zone 3
[Volaire]
[1] [2] [5] [7]
PA-60-600 (Aerostar
Ensure compliance
600), PA-60-601
with AD 74-25-02 if
Aerostar (Aerostar 601), PA-60-
Figure G-3, Zone 2A, Zone 2A, applicable.
A17WE (Aerostar Aircraft 601P (Aerostar 601P), Figure G-10 Figure G-18
Figure G-5 Zone 3 Zone 3 The Class I/II
Corporation) PA-60-602P (Aerostar
602P), PA-60-700P GI 275 variants can
(Aerostar 700P) be installed in this
airframe.
[1] [2] [5] [7]
Aircraft may be IFR
or limited to VFR
Figure G-3, per prior
Air Tractor Zone 2A, Zone 2A, certification. For
A17SW AT-401 Figure G-4, Figure G-6 Figure G-18
(Air Tractor, Inc.) Zone 3 Zone 3 IFR aircraft, use
Figure G-5
Wing Figure G-3.
For VFR only
aircraft, use Wing
Figure G-4.
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Air Tractor Figure G-4, Zone 2A, Zone 2A,
A17SW AT-502A , AT-502B N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
(Air Tractor, Inc.) Figure G-5 Zone 3 Zone 3
Air Tractor Figure G-4, Zone 2A, Zone 2A,
A19SW AT-602, AT-802, AT-802A N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
(Air Tractor, Inc.) Figure G-5 Zone 3 Zone 3
ALEXANDRIA
AIRCRAFT
17-30A, 17-31A, 17-
A18CE (Alexandria Aircraft Not Allowed Figure G-6 Figure G-18 Zone 2A Zone 2A [1] [3] [5] [8]
31ATC
LLC)
[Bellanca, Inc.]
ALEXANDRIA
AIRCRAFT 14-19, 14-19-2, 14-19-3,
1A3 (Alexandria Aircraft 14-19-3A, 17-30, 17-31, Not Allowed Figure G-6 Figure G-18 Zone 2A Zone 2A [1] [3] [5] [8]
LLC) 17-31TC
[Bellanca, Inc.]
ALPHA AVIATION
CONCEPT LTD
(Alpha Aviation Figure G-4, Zone 2A, Zone 2A,
A48EU R2160 X Figure G-6 Figure G-18 [1] [2] [5] [7]
Concept Limited) Figure G-5 Zone 3 Zone 3
[Alpha Aviation Design
Limited]
American Champion
(American Champion Zone 2A, Zone 2A,
A3CE 402 X Figure G-3 Figure G-10 Figure G-18 [1] [3] [5] [8] [12]
Aircraft Corp.) Zone 3 Zone 3
[Champion]
American Champion
(American Champion Zone 2A, Zone 2A,
A21CE 8KCAB, 8GCBC Figure G-3 Figure G-6 Figure G-18 [1] [3] [5] [8] [12]
Aircraft Corp.) Zone 3 Zone 3
[FRA Enterprises, Inc.]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
American Champion
7EC, 7ECA, 7FC, 7GC,
(American Champion Zone 2A, Zone 2A,
A-759 7GCA, 7GCAA, 7GCB, Figure G-3 Figure G-6 Figure G-18 [1] [3] [5] [8] [12]
Aircraft Corp.) Zone 3 Zone 3
7GCBA, 7GCBC, 7KCAB
[FRA Enterprises, Inc.]
APEX Aircraft
(APEX Aircraft) Figure G-3, Zone 2A, Zone 2A,
A66EU R 3000/160 X Figure G-6 Figure G-18 [1] [2] [5] [7]
[AVIONS PIERRE Figure G-5 Zone 3 Zone 3
ROBIN]
Atlantic Coast
Seaplanes LLC
Figure G-3, Zone 2A, Zone 2A,
4A24 (Atlantic Coast G-21C, G-21E, G-21G N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Seaplanes LLC)
[Aero Planes, LLC]
Atlantic Coast
Seaplanes LLC
Figure G-3, Zone 2A, Zone 2A,
4A24 (Atlantic Coast G-21D X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Seaplanes LLC)
[Aero Planes, LLC]
Aviat Aircraft, Inc.
A-1, A-1A, A-1B, A-1C- Zone 2A, Zone 2A,
A22NM (Aviat Aircraft Inc.) Figure G-3 Figure G-6 Figure G-18 [1] [3] [5] [8]
180, A-1C-200 Zone 3 Zone 3
[Sky International, Inc.]
Aviat Aircraft, Inc.
S-1S, S-1T, S-2A, S-2S, Zone 2A, Zone 2A,
A8SO (Aviat Aircraft, Inc.) Not Allowed Figure G-6 Not Allowed [1] [3] [5] [8]
S-2B, S-2C Zone 3 Zone 3
[Sky International, Inc.]
Bellanca
Zone 2A, Zone 2A,
A-773 (Bellanca Aircraft 14-13, 14-13-2, 14-13-3 Not Allowed Figure G-6 Not Allowed [1] [3] [5] [8]
Zone 3 Zone 3
Corporation)
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
[1] [2] [5] [7]
Fuselage lightning
zone for bottom of
fuselage only.
B-N Group LTD.
(B-N Group Ltd.) BN2A MK. III, BN2A MK. Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A29EU X X Figure G-10 Not Allowed
[Pilatus Britten-Norman III-2, BN2A MK. III-3 Figure G-5 Zone 3 Zone 3 for interface to
Limited] resistive fuel
quantity sensors.
Cannot mount the
GTP on the
empennage.
BN-2, BN-2A, BN-2A-2,
BN-2A-3, BN-2A-6, BN-
B-N GROUP LTD.
2A-8, BN-2A-9, BN-2A-
(B-N Group Ltd.) Figure G-3, Zone 2A, Zone 2A,
A17EU 20, BN-2A-21, BN-2A-26, Figure G-10 Figure G-18 [1] [2] [5] [7]
[Pilatus Britten-Norman Figure G-5 Zone 3 Zone 3
BN-2A-27, BN-2B-20, BN-
Limited]
2B-21, BN-2B-26, BN-2B-
27
B-N GROUP LTD.
(B-N Group Ltd.) Figure G-3, Zone 2A, Zone 2A,
A17EU BN-2T, BN-2T-4R N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Pilatus Britten-Norman Figure G-5 Zone 3 Zone 3
Limited]
BC-1A, AT-6 (SNJ-2), AT-
BOEING 6A (SNJ-3), AT-6B, AT-
Figure G-3, Zone 2A, Zone 2A,
A-2-575 (The Boeing Company) 6C (SNJ-4), AT-6D (SNJ- Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Rockwell International] 5), AT-6F (SNJ-6), SNJ-7,
T-6G
BOEING
Figure G-3, Zone 2A, Zone 2A,
1A18 (The Boeing Company) NOMAD NA-260 (T-28A) N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Rockwell International]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
[1] [3] [5] [8]
Installation using
CESSNA T-50 (Army AT-17, and Figure G-10 only
A-722 (Cessna Aircraft UC-78 series, and Navy N/A Not Allowed Figure G-10 Not Allowed Zone 2A Zone 2A allowed for tube
Company) JRC-1) and fabric;
otherwise, Not
Allowed
Cirrus Design
A00009C Corporation Figure G-3,
SR20, SR22, SR22T Figure G-6 Figure G-18 Zone 3 Zone 3 [4] [6] [8] [11] [13]
H (Cirrus Design Figure G-5
Corporation)
COMMANDER
112, 112TC, 112B,
(Commander Aircraft Figure G-3, Zone 2A, Zone 2A,
A12SO 112TCA, 114, 114A, Figure G-6 Figure G-18 [1] [2] [5] [7]
Corporation) Figure G-5 Zone 3 Zone 3
114B, 114TC
[CPAC, Inc.]
Costruzioni
Aeronautiche Tecnam
S.P.A.
(Costruzioni
Figure G-3, Zone 2A, Zone 2A,
A62CE Aeronautiche Tecnam P2006T N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
S.P.A.)
[Costruzioni
Aeronautiche Tecnam
srl]
[1] [2] [5] [7]
Cougar
(Cougar Aircraft Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A17SO GA-7 Figure G-10 Figure G-18
Corporation) Figure G-5 Zone 3 Zone 3 for interface to
[SOCATA, S.A.] resistive fuel
quantity sensors.
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
CUB CRAFTERS Figure G-4, Zone 2A, Zone 2A,
A00053SE CC19-180 Figure G-6 Not Allowed [1] [3] [5] [8]
(Cub Crafters, Inc.) Figure G-5 Zone 3 Zone 3
DAHER AEROSPACE
(DAHER Figure G-3, Zone 2A, Zone 2A,
A60EU TBM 700 (TBM850) N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
AEROSPACE) Figure G-5 Zone 3 Zone 3
[SOCATA]
[4] [6] [8] [11]
Installation
approved for VFR
operation only.
DIAMOND
Figure G-4, Zone 2A, Interface to
TA4CH (Diamond Aircraft DA20-A1, DA20-C1 Figure G-6 Figure G-18 Zone 3
Figure G-5 Zone 3 resistive fuel
Industries Inc.) quantity sensors is
not approved in this
aircraft.
GMU Zone 2A is for
fuselage only.
[4] [6] [8] [11] [13]
Diamond SB OSB
40-004/3
incorporated: use
DIAMOND Figure G-3
(Diamond Aircraft Figure G-3, Absent Diamond
A47CE Industries Inc.) DA 40, DA 40 F Figure G-4, Figure G-6 Figure G-18 Zone 3 Zone 3 SB OSB 40-004/3:
[Diamond Aircraft Figure G-5 use Figure G-4;
Industries GmbH] install limited to
VFR ONLY;
CANNOT interface
to resistive fuel
quantity sensors
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
DIAMOND [4] [6] [8] [11] [13]
(Diamond Aircraft Must have
Figure G-3,
A47CE Industries Inc.) DA 40 NG N/A Figure G-6 Figure G-18 Zone 3 Zone 3 Diamond SB OSB
Figure G-5
[Diamond Aircraft 40-004/3
Industries GmbH] incorporated.
DISCOVERY
A00008D (Discovery Aviation, Figure G-3,
XL-2 X Not Allowed Figure G-18 Zone 3 Zone 3 [4] [6] [8] [11]
E Inc.) Figure G-5
[Liberty Holdings, LLC]
EADS-PZL "Warszawa-
Okecie"
(EADS-PZL PZL-104 WILGA 80, PZL-
Figure G-3, Zone 2A, Zone 2A,
A55EU "Warszawa-Okecie" 104M WILGA 2000, X Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
S.A.) PZL-104MA WILGA 2000
[Panstwowe Zaklady
Lotnicze]
EADS-PZL "Warszawa-
Okecie"
(EADS-PZL
PZL-KOLIBER 150A, Figure G-3, Zone 2A, Zone 2A,
A69EU "Warszawa-Okecie" X Figure G-6 Figure G-18 [1] [2] [5] [7]
PZL-KOLIBER 160A Figure G-5 Zone 3 Zone 3
S.A.)
[Panstwowe Zaklady
Lotnicze]
Embraer S.A.
(Embraer S.A) Figure G-3, Zone 2A, Zone 2A,
A21SO EMB-110P1 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Empresa Brasileira de Figure G-5 Zone 3 Zone 3
Aeronáutica S.A.]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Embraer S.A. [1] [2] [5] [7]
(Embraer S.A) Figure G-3, Zone 2A, Zone 2A, GTP 59 installation
A59CE EMB-500 X N/A Figure G-17 Figure G-18
[Empresa Brasileira de Figure G-5 Zone 3 Zone 3 on engines is NOT
Aeronáutica S.A.] allowed
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
[4] [6]
Installation
approved for VFR
FFT-GmbH operation only.
(FFT Gesellschaft fur Interface to
SC01 B-160 Gyroflug Figure G-4, Zone 2A, resistive fuel
A58EU Flugzeug - & X Figure G-7 Not Allowed Zone 3
Speed Canard Figure G-5 Zone 3 quantity sensors is
Faserverbund-
Technologie mbH) not approved in this
aircraft. GMU 44B
and GMU 11 may
only be installed in
the fuselage.
FOUND BROTHERS
Figure G-3, Zone 2A, Zone 2A,
A13EA (Found Brothers FBA Centennial "100" X Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Aviation Limited)
Frakes Aviation
G-44 (Army OA-14 Navy
(Frakes Aviation) Figure G-3, Zone 2A, Zone 2A,
A-734 J4F-2), G-44A, SCAN Figure G-10 Figure G-18 [1] [2] [5] [7]
[Gulfstream American Figure G-5 Zone 3 Zone 3
Type 30
Corporation]
FS2003 Corp.
(FS 2003 Corporation) Zone 2A, Zone 2A,
A-780 PA-12, PA-12S Not Allowed Figure G-6 Not Allowed [1] [3] [5] [8]
[The New Piper Aircraft, Zone 3 Zone 3
Inc]
FUJI
FA-200-160 , FA-200-180 Figure G-3, Zone 2A, Zone 2A,
A4PC (Fuji Heavy Industries, Figure G-6 Figure G-18 [1] [2] [5] [7]
, FA-200-180AO Figure G-5 Zone 3 Zone 3
Ltd.)
GA8 Airvan (Pty) Ltd
(GA 8 Airvan (Pty) Ltd) Figure G-3, Zone 2A, Zone 2A,
A00011LA GA8, GA8-TC320 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Gippsland Aeronautics Figure G-5 Zone 3 Zone 3
Pty. Ltd.]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Gomolzig Flugzeug-
und Maschinenbau
GmbH AS 202/15 "BRAVO" , AS
Figure G-3, Zone 2A, Zone 2A,
A34EU (Gomolzig Flugzeug- 202/18A "BRAVO" , AS X Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
und Maschinenbau 202/18A4 "BRAVO"
GmbH)
[FFA Aircraft Bravo AG]
[4] [6] [8] [11]
Installation
GROB Aircraft AG approved for VFR
G115, G115A, G115B, operation only.
(GROB Aircraft AG) Figure G-4,
A57EU G115C, G115C2, G115D, Figure G-6 Figure G-18 Zone 3 Zone 3 Interface to
[GROB Aerospace Figure G-5
G115D2 resistive fuel
GmbH i.l.]
quantity sensors is
not approved in this
aircraft.
Grumman
Grumman G-21, Figure G-3, Zone 2A, Zone 2A,
TC 654 (Grumman American N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Grumman G-21A Figure G-5 Zone 3 Zone 3
Aviation Corporation)
Helio
(Helio Aircraft Figure G-3, Zone 2A, Zone 2A,
3A3 15A , 20 Figure G-6 Figure G-18 [1] [3] [5]
Corporation) Figure G-5 Zone 3 Zone 3
[Taylorcraft]
H-250, H-295 (USAF U-
HELIO
10D), HT-295, H-391
(Helio Aircraft, LLC) Figure G-3, Zone 2A, Zone 2A,
1A8 (USAF YL-24), H-391B, Figure G-6 Figure G-18 [1] [2] [5] [7]
[Alliance Aircraft Group, Figure G-5 Zone 3 Zone 3
H-395 (USAF L-28A or U-
LLC]
10B), H-395A, H-700
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
[1] [2] [5] [7]
HELIO
(Helio Aircraft, LLC) Figure G-3, Zone 2A, Zone 2A, Neither GMU
1A8 H-800 Figure G-6 Figure G-18
[Alliance Aircraft Group, Figure G-5 Zone 3 Zone 3 11/44B nor GTP 59
LLC] can be mounted on
aircraft wing.
HELIO
(Helio Aircraft, LLC) HST-550, HST-550A Figure G-3, Zone 2A, Zone 2A,
A4EA N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
[Alliance Aircraft Group, (USAF AU-24A) Figure G-5 Zone 3 Zone 3
LLC]
HOWARD DGA-15P (Army UC-70,
(Howard Aircraft Navy GH-1, GH-2, GH-3, Figure G-3, Zone 2A, Zone 2A,
A-717 Figure G-6 Figure G-18 [1] [3] [5] [8]
Foundation) NH-1), DGA-15J (Army Figure G-5 Zone 3 Zone 3
[Jobmaster Co.] UC-70B), DGA-15W
Interceptor
(Interceptor Aviation
200, 200A, 200B, 200C, Figure G-3, Zone 2A, Zone 2A,
3A18 Inc.) Figure G-6 Figure G-18 [1] [2] [5] [7]
200D Figure G-5 Zone 3 Zone 3
[Interceptor Aircraft
Corporation]
Interceptor
(Interceptor Aviation
Figure G-3, Zone 2A, Zone 2A,
3A18 Inc.) 400 N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Interceptor Aircraft
Corporation]
JET SET AVIATION
HOLDINGS
M.S. 760, M.S. 760 A, Figure G-3, Zone 2A, Zone 2A,
7A3 (Jet Set Aviation N/A Figure G-14 Figure G-18 [1] [2] [5] [7]
M.S. 760 B Figure G-5 Zone 3 Zone 3
Holdings SAS)
[SOCATA]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
King's Engineering
Fellowship
(The King’s 4500-300 , 4500-300 Figure G-3, Zone 2A, Zone 2A,
A17CE X Figure G-10 Figure G-18 [1] [2] [5] [7]
Engineering Series II Figure G-5 Zone 3 Zone 3
Fellowship)
[Evangel-Air]
[1] [2] [5]
LEARJET Figure G-3, Zone 2A, Zone 2A, GTP 59 installation
A5CE 23 N/A Figure G-17 Figure G-18
(Learjet Inc.) Figure G-5 Zone 3 Zone 3 on engines is NOT
allowed
Legend Aviation &
Marine
(Legend Aviation & Figure G-3, Zone 2A, Zone 2A,
A6EA UC-1 (Twin-Bee) Figure G-10 Figure G-18 [1] [2] [5] [7]
Marine, LLC) Figure G-5 Zone 3 Zone 3
[STOL Aircraft
Corporation]
LOCKHEED
(Lockheed Martin
Figure G-3, Zone 2A, Zone 2A,
A-723 Aeronautics Company) 18 X N/A Figure G-10 Not Allowed [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Lockheed Aircraft
Corporation]
Lockheed
12-A (Army UC-40, UC- Figure G-3, Zone 2A, Zone 2A,
TC 616 (Lockheed Aircraft N/A Figure G-10 Not Allowed [1] [2] [5] [7]
40A; Navy JO-1, JO-2) Figure G-5 Zone 3 Zone 3
Corporation)
Lovaux Ltd
Figure G-3, Zone 2A, Zone 2A,
A64EU (FLS Aerospace OA7 Optica Series 300 X Not Allowed Not Allowed [1] [2] [5]
Figure G-5 Zone 3 Zone 3
(Lovaux) Ltd.)
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
LUSCOMBE
(Good Earthkeeping 8, 8A, 8B, 8C, 8D, 8E, 8F, Figure G-3, Zone 2A, Zone 2A,
A-694 Figure G-6 Figure G-18 [1] [2] [5] [7]
Organization, Inc.) T-8F Figure G-5 Zone 3 Zone 3
[Team Luscombe, LLC]
M7 Aerospace LLC
Figure G-3, Zone 2A, Zone 2A,
A5SW (M7 Aerospace LLC) SA26-AT N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[M7 Aerospace LP]
M7 Aerospace LLC SA226-T, SA226-AT,
Figure G-3, Zone 2A, Zone 2A,
A5SW (M7 Aerospace LLC) SA226-T(B), SA227-AT, X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[M7 Aerospace LP] SA227-TT
M7 Aerospace LLC
SA226-TC, SA227-AC (C- Figure G-3, Zone 2A, Zone 2A,
A8SW (M7 Aerospace LLC) X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
26A), SA227-BC (C-26A) Figure G-5 Zone 3 Zone 3
[M7 Aerospace LP]
M7 Aerospace LLC
Figure G-3, Zone 2A, Zone 2A,
A18SW (M7 Aerospace LLC) SA227-DC (C-26B) X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[M7 Aerospace LP]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Bee Dee M-4, M-4, M-4C,
M-4S, M-4T, M-4-210, M-
4-210C, M-4-210S, M-4-
210T, M-4-220, M-4-
220C, M-4-220S, M-4-
220T, M-4-180C, M-4-
180S, M-4-180T, M-5-
210C, M-5-220C, M-5-
235C, M-5-180C, M-5-
Maule
210TC, M-6-235, M-6-
(Maule Aerospace
180, M-5-200, M-7-235, Figure G-3, Zone 2A, Zone 2A,
3A23 Technology, Inc.) Figure G-6 Figure G-18 [1] [3] [5] [8]
MX-7-235, MX-7-180, Figure G-5 Zone 3 Zone 3
[Maule Aircraft
MXT-7-180, MT-7-235, M-
Corporation]
8-235, MX-7-160, MXT-7-
160, MX-7-180A, MXT-7-
180A, MX-7-180B, M-7-
235B, M-7-235A, M-7-
235C, MX-7-180C, M-7-
260, MT-7-260, M-7-
260C, MX-7-160C, MX-7-
180AC, M-4-180V, M-9-
235
Maule
(Maule Aerospace
MX-7-420, M-7-420AC, Figure G-3, Zone 2A, Zone 2A,
3A23 Technology, Inc.) X Figure G-6 Figure G-18 [1] [3] [5] [8]
M-7-420A, MT-7-420 Figure G-5 Zone 3 Zone 3
[Maule Aircraft
Corporation]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
MICCO Aircraft Co.,
Inc.
(MICCO Aircraft MAC-125C, MAC-145, Figure G-3, Zone 2A, Zone 2A,
3A1 X Figure G-6 Figure G-18 [1] [2] [5] [7]
Company, Inc.) MAC-145A, MAC-145B Figure G-5 Zone 3 Zone 3
[Aero Acquisitions,
LLC]
Mitsubishi MU-2B, MU-2B-20, MU-
Figure G-3, Zone 2A, Zone 2A,
A2PC (Mitsubishi Heavy 2B-35, MU-2B-25, MU- X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Industries, Ltd.) 2B-36, MU-2B-26
Mitsubishi
MU-2B-25, MU-2B-35,
(Mitsubishi Heavy
MU-2B-26, MU-2B-36, Figure G-3, Zone 2A, Zone 2A,
A10SW Industries, Ltd.) X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
MU-2B-26A, MU-2B-36A, Figure G-5 Zone 3 Zone 3
[Mitsubishi Aircraft
MU-2B-40, MU-2B-60
International Inc.]
Mooney
Figure G-3, Zone 2A, Zone 2A,
A6SW (Mooney Aircraft M22 Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Corporation)
Mooney M20, M20A, M20B,
(Mooney International M20C, M20D, M20E,
Figure G-3, Zone 2A, Zone 2A,
2A3 Corporation) M20F, M20G, M20J, Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Mooney Aviation M20K, M20L, M20M,
Company, Inc.] M20R, M20S, M20TN
Nardi Figure G-3, Zone 2A, Zone 2A,
7A5 FN-333 X Figure G-8 Not Allowed [1] [2] [5] [7]
(Nardi S.A.) Figure G-5 Zone 3 Zone 3
Navion (L-17A), Navion A
Navion (L-17B, L-17C), Navion B,
Figure G-3, Zone 2A, Zone 2A,
A-782 (Sierra Hotel Aero, Inc.) Navion D, Navion E, Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Navion Aircraft LLC] Navion F, Navion G,
Navion H
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Pacific Aerospace
Limited
(Pacific Aerospace Figure G-3, Zone 2A, Zone 2A,
A50CE 750XL N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
Limited) Figure G-5 Zone 3 Zone 3
[Pacific Aerospace
Corporation, Ltd.]
Pacific Aerospace
Limited.
FBA-2C, FBA-2C1, FBA- Figure G-3, Zone 2A, Zone 2A,
A7EA (Pacific Aerospace Ltd.) X Figure G-6 Figure G-18 [1] [2] [5] [7]
2C2, FBA-2C3 Figure G-5 Zone 3 Zone 3
[Found Aircraft Canada,
Inc.]
Piaggio
(Industrie Aeronautiche
Figure G-3, Zone 2A, Zone 2A,
7A4 e Meccaniche P.166, P.166B Figure G-11 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Rinaldo Piaggio, S.p.A)
[Piaggio & Co.]
Piaggio
(Industrie Aeronautiche
Figure G-3, Zone 2A, Zone 2A,
7A4 e Meccaniche P.166C X Figure G-11 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Rinaldo Piaggio, S.p.A)
[Piaggio & Co.]
Piaggio
(Industrie Aeronautiche
Figure G-3, Zone 2A, Zone 2A,
7A4 e Meccaniche P.166 DL3 N/A Figure G-11 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Rinaldo Piaggio, S.p.A)
[Piaggio & Co.]
Piaggio P.136-L, P.136-L1, P.136- Figure G-3, Zone 2A, Zone 2A,
A-813 Figure G-11 Figure G-18 [1] [2] [5] [7]
(Piaggio & C.) L2 Figure G-5 Zone 3 Zone 3
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Piaggio
PIAGGIO P-180 Figure G-3, Zone 2A, Zone 2A,
A59EU (Piaggio Aero N/A Figure G-15 Figure G-18 [1] [2] [5] [7]
(PIAGGIO P-180) Figure G-5 Zone 3 Zone 3
Industries S.p.A)
PC-6, PC-6-H1, PC-6-H2,
Pilatus Figure G-3, Zone 2A, Zone 2A,
7A15 PC-6/350, PC-6/350-H1, Figure G-6 Figure G-18 [1] [2] [5] [7]
(Pilatus Aircraft Ltd.) Figure G-5 Zone 3 Zone 3
PC-6/350-H2
PC-6/A, PC-6/A-H1, PC-
6/A-H2, PC-6/B-H2, PC-
PILATUS Figure G-3, Zone 2A, Zone 2A,
7A15 6/B1-H2, PC-6/B2-H2, N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
(Pilatus Aircraft Ltd.) Figure G-5 Zone 3 Zone 3
PC-6/B2-H4, PC-6/C-H2,
PC-6/C1-H2
PILATUS
PC-12, PC-12/45, PC- Figure G-3, Zone 2A, Zone 2A,
A78EU (PILATUS AIRCRAFT N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
12/47, PC-12/47E Figure G-5 Zone 3 Zone 3
LTD.)
PILATUS Figure G-3, Zone 2A, Zone 2A,
A50EU PC-7 N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
(PILATUS Aircraft Ltd.) Figure G-5 Zone 3 Zone 3
PA-18, PA-18S, PA-18
"105" (Special), PA-18S
"105" (Special), PA-18A,
PA-18 "125" (Army L-
Piper Aircraft, Inc.
21A), PA-18S "125", PA-
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
1A2 18AS "125", PA-18 "135" Figure G-6 Not Allowed [1] [3] [5] [8]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
(Army L-21B), PA-18A
Inc]
"135", PA-18S "135", PA-
18 "150", PA-18A "150",
PA-18S "150", PA-19
(Army L-18C)
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Piper Aircraft, Inc.
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
1A4 PA-20, PA-20 "135" Figure G-6 Not Allowed [1] [3] [5] [8]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
Inc]
Piper Aircraft, Inc. PA-22, PA-22-108, PA-
(Piper Aircraft, Inc.) 22-135, PA-22S-135, PA- Figure G-3, Zone 2A, Zone 2A,
1A6 Figure G-6 Not Allowed [1] [3] [5] [8]
[The New Piper Aircraft, 22-150, PA-22S-150, PA- Figure G-5 Zone 3 Zone 3
Inc] 22-160
Piper Aircraft, Inc. PA-23, PA-23-160, PA-
(Piper Aircraft, Inc.) 23-235, PA-23-250, PA- Figure G-3, Zone 2A, Zone 2A,
1A10 Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, 23-250 (Navy UO-1), PA- Figure G-5 Zone 3 Zone 3
Inc] E23-250
Piper Aircraft, Inc.
(Piper Aircraft, Inc.) PA-24, PA-24-250, PA- Figure G-3, Zone 2A, Zone 2A,
1A15 Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, 24-260, PA-24-400 Figure G-5 Zone 3 Zone 3
Inc]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
PA-28-160 (Cherokee),
PA-28-150 (Cherokee),
PA-28-180 (Cherokee),
PA-28S-160 (Cherokee),
PA-28S-180 (Cherokee),
PA-28-235 (Cherokee
Pathfinder), PA-28-140
(Cherokee Cruiser), PA-
28R-180 (Arrow), PA-
28R-200 (Arrow), PA-
28R-200 (Arrow II), PA-
Piper Aircraft, Inc. 28S-180 (Archer), PA-28-
(Piper Aircraft, Inc.) 235 (Cherokee Figure G-3, Zone 2A, Zone 2A,
2A13 Figure G-6 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Pathfinder), PA-28-151 Figure G-5 Zone 3 Zone 3
Inc] (Cherokee Warrior), PA-
28-181 (Archer II), PA-28-
181 (Archer III), PA-28-
161 (Warrior II), PA-28-
161 (Warrior III), PA-28R-
201 (Arrow III), PA-28R-
201T (Turbo Arrow III),
PA-28-236 (Dakota), PA-
28RT-201 (Arrow IV), PA-
28RT-201T (Turbo Arrow
IV), PA-28-201T (Turbo
Dakota)
Piper Aircraft, Inc.
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
A18SO PA-38-112 (Tomahawk) Figure G-6 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
Inc]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Piper Aircraft, Inc.
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
A32SO PA-42-720R X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
Inc]
[1] [2] [5] [7]
Piper Aircraft, Inc.
(Piper Aircraft, Inc.) PA-44-180 (Seminole), Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A19SO Figure G-10 Figure G-18
[The New Piper Aircraft, PA-44-180T Figure G-5 Zone 3 Zone 3 for interface to
Inc] resistive fuel
quantity sensors.
Piper Aircraft, Inc.
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
A1EA PA-30, PA-39, PA-40 Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
Inc]
Piper Aircraft, Inc. PA-31 (Navajo), PA-31-
(Piper Aircraft, Inc.) 300 (Navajo), PA-31-325 Figure G-3, Zone 2A, Zone 2A,
A20SO Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, (Navajo C/R), PA-31-350 Figure G-5 Zone 3 Zone 3
Inc] (Chieftain)
[1] [2] [5] [7]
Piper Aircraft, Inc.
PA-31P (Pressurized
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A8EA Navajo), PA-31P-350 Figure G-10 Figure G-18
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3 for interface to
(Mojave) resistive fuel
Inc]
quantity sensors.
PA-31T
Piper Aircraft, Inc.
(Cheyenne/Cheyenne II),
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
A8EA PA-31T1 (Cheyenne I/IA), N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
PA-31T2 (Cheyenne
Inc]
IIXL), PA-31T3
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
PA-32-260 (Cherokee Six
260), PA-32-300
(Cherokee Six 300), PA-
32S-300 (Cherokee Six
Seaplane), PA-32R-300
(Lance), PA-32RT-300
(Lance II), PA-32RT-300T
Piper Aircraft, Inc. (Turbo Lance II), PA-32R-
(Piper Aircraft, Inc.) 301 (Saratoga SP), PA- Figure G-3, Zone 2A, Zone 2A,
A3SO Figure G-6 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, 32R-301 (Saratoga II HP), Figure G-5 Zone 3 Zone 3
Inc] PA-32R-301T (Turbo
Saratoga SP), PA-32-301
(Saratoga), PA-32-301T
(Turbo Saratoga), PA-
32R-301T (Saratoga II
TC), PA-32-301FT (Piper
6X), PA-32-301XTC
(Piper 6XT)
Piper Aircraft, Inc. PA-34-200 (Seneca), PA-
(Piper Aircraft, Inc.) 34-200T (Seneca II), PA- Figure G-3, Zone 2A, Zone 2A,
A7SO Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, 34-220T (Seneca III, IV, Figure G-5 Zone 3 Zone 3
Inc] V)
Piper Aircraft, Inc.
PA-42 (Cheyenne III), PA-
(Piper Aircraft, Inc.) Figure G-3, Zone 2A, Zone 2A,
A23SO 42-720 (Cheyenne IIIA), N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Figure G-5 Zone 3 Zone 3
PA-42-1000
Inc]
Piper PA-46-310P (Malibu), PA-
(Piper Aircraft, Inc.) 46-350P (Malibu Mirage), Figure G-3, Zone 2A, Zone 2A,
A25SO Figure G-6 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, PA-46R-350T (Malibu Figure G-5 Zone 3 Zone 3
Inc] Matrix)
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Piper
(Piper Aircraft, Inc.) PA-46-500TP (Malibu Figure G-3, Zone 2A, Zone 2A,
A25SO N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
[The New Piper Aircraft, Meridian) Figure G-5 Zone 3 Zone 3
Inc]
Polskie Zaklady
Lotnicze Spolka zo.o
Figure G-3, Zone 2A, Zone 2A,
A44CE (Polskie Zaklady PZL M26 01 X Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
Lotnicze Spolka zo.o)
[PZL MIELEC]
QUEST
Figure G-3, Zone 2A, Zone 2A,
A00007SE (Quest Aircraft Design, KODIAK 100 N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
LLC)
Reims Aviation SA Figure G-3, Zone 2A, Zone 2A,
A54EU F406 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
(Reims Aviation S.A.) Figure G-5 Zone 3 Zone 3
Revo, Inc.
(Revo, Incorporated) Lake LA-4, Lake LA-4- Zone 2A, Zone 2A,
1A13 Figure G-3 Figure G-9 Figure G-18 [1] [2] [5] [7]
[Global Amphibians 200, Lake Model 250 Zone 3 Zone 3
LLC]
RUAG Aerospace
Services GmbH
(RUAG Aerospace Figure G-3, Zone 2A, Zone 2A,
7A13 Do 28 A-1, Do 28 B-1 Figure G-10 Figure G-18 [1] [2] [5] [7]
Services GmbH) Figure G-5 Zone 3 Zone 3
[Fairchild Dornier
GmbH]
RUAG Aerospace
Services GmbH
(RUAG Aerospace Figure G-3, Zone 2A, Zone 2A,
A16EU Do 28 D, Do 28 D-1 X Figure G-10 Figure G-18 [1] [2] [5] [7]
Services GmbH) Figure G-5 Zone 3 Zone 3
[Fairchild Dornier
GmbH]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
RUAG Aerospace
Dornier 228-100, Dornier
Services GmbH
228-101, Dornier 228-
(RUAG Aerospace Figure G-3, Zone 2A, Zone 2A,
A16EU 200, Dornier 228-201, X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Services GmbH) Figure G-5 Zone 3 Zone 3
Dornier 228-202, Dornier
[Fairchild Dornier
228-212
GmbH]
RUAG Aerospace
Services GmbH
(RUAG Aerospace
Services GmbH) Figure G-3, Zone 2A, Zone 2A,
A8IN Do 27 Q-6 Figure G-10 Figure G-18 [1] [2] [5] [7]
[Fairchild Dornier Figure G-5 Zone 3 Zone 3
GmbH]
DORNIER
LUFTFAHRT GmbH]
DHC-1 Chipmunk Mk
Rust (de Havilland)
21, DHC-1 Chipmunk Figure G-3, Zone 2A, Zone 2A,
A44EU (Robert E. Rust, Jr.) Figure G-6 Figure G-18 [1] [2] [5] [7]
Mk 22, DHC-1 Chipmunk Figure G-5 Zone 3 Zone 3
[Robert E. Rust]
Mk 22A
[4] [6] [8] [11]
Installation
approved for VFR
operation only.
Slingsby Aviation Ltd.
A73EU T67M260 X Figure G-4 Figure G-6 Figure G-18 Zone 3 Zone 3 Interface to
(Slingsby Aviation Ltd.)
resistive fuel
quantity sensors is
not approved in this
aircraft.
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
MS 880B (Rallye, Ralley
Club), MS 885 (Super
Rallye), MS 894A, MS
894E (Rallye Minerva
220), MS 892A-150
SOCATA
(Commodore), MS 892E-
(SOCATA) Figure G-3, Zone 2A, Zone 2A,
7A14 150 (Rallye 150GT), MS Figure G-6 Figure G-18 [1] [2] [5] [7]
[S O C A T A - Groupe Figure G-5 Zone 3 Zone 3
893A (Rallye
AEROSPATIALE]
Commodore), MS 893E
(Rallye 180 GT), Rallye
100S, Rallye 150 ST,
Rallye 150 T, Rallye 235
E, Rallye 235C
SOCATA
(SOCATA) TB 9, TB 10, TB 20, TB Figure G-3, Zone 2A, Zone 2A,
A51EU Figure G-6 Figure G-18 [1] [2] [5] [7]
[S O C A T A - Groupe 21, TB 200 Figure G-5 Zone 3 Zone 3
AEROSPATIALE]
STOL Figure G-3, Zone 2A, Zone 2A,
A-769 RC-3 (Sea-Bee) Figure G-8 Figure G-18 [1] [2] [5] [7]
(Sky Enterprises, Inc.) Figure G-5 Zone 3 Zone 3
SWIFT
(Swift Museum
Figure G-3, Zone 2A, Zone 2A,
A-766 Foundation, Inc) GC-1A, GC-1B Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Univair Aircraft
Corporation]
SYMPHONY
AIRCRAFT
INDUSTRIES INC.
Figure G-3, Zone 2A, Zone 2A,
A46CE (Symphony Aircraft OMF-100-160, SA 160 X Figure G-6 Figure G-18 [1] [2] [5] [8] [11]
Figure G-5 Zone 3 Zone 3
Industries Inc.)
[Ostmecklenburgische
Flugzeugbau GmbH]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
200, A200C (UC-12B),
200C, B200, B200C,
B200C (C-12F), B200C
(UC-12F) , B200C (UC-
12M), B200C (C-12R),
A200 (C-12A), A200 (C-
12C), 200T, 200CT,
A200CT (C-12D),
Textron Aviation Inc A200CT (FWC-12D),
(Textron Aviation Inc.) A200CT (C-12F), A200CT Figure G-3, Zone 2A, Zone 2A,
A24CE X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft (RC-12G), A200CT (RC- Figure G-5 Zone 3 Zone 3
Corporation] 12H), B200T, B200GT,
A100-1 (U-21J), A200CT
(RC-12K), A200CT (RC-
12P), A200CT (RC-12Q),
1900, 1900C, 1900C (C-
12J), 300, 300LW, B300,
B300C, B300C (MC-
12W), B300C (UC-12W),
1900D
Textron Aviation Inc F172D, F172E, F172F,
(Textron Aviation Inc.) F172G, F172H, F172K, Figure G-3, Zone 2A, Zone 2A,
A4EU X Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft F172L, F172M, F172N, Figure G-5 Zone 3 Zone 3
Company] F172P, FP172D
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
210, 210A, 210B, 210C,
210D, 210E, 210F,
T210F, 210G, T210G,
Textron Aviation Inc 210H, T210H, 210J,
(Textron Aviation Inc.) T210J, 210K, T210K, Figure G-3, Zone 2A, Zone 2A,
3A21 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft 210L, T210L, 210M, Figure G-5 Zone 3 Zone 3
Company] T210M, 210N, P210N,
T210N, 210R, P210R,
T210R, 210-5 (205), 210-
5A (205A)
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A-768 120, 140 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
5A2 140A X Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
150, 150A, 150B, 150C,
Textron Aviation Inc.
150D, 150E, 150F, 150G,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A19 150H, 150J, 150K, 150L, Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
150M, A150K, A150L,
Company]
A150M, 152, A152
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A-799 170, 170A, 170B Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
172, 172A, 172B, 172C,
Textron Aviation Inc. 172D, 172E, 172F (USAF
(Textron Aviation Inc.) T-41A), 172G, 172H Figure G-3, Zone 2A, Zone 2A,
3A12 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft (USAF T-41A), 172I, Figure G-5 Zone 3 Zone 3
Company] 172K, 172L, 172M, 172N,
172P, 172Q, 172R, 172S
175, 175A, 175B, 175C,
Textron Aviation Inc.
P172D, R172E (USAF T-
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A17 41B,C,D), R172G (USAF Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
T-41C,D), R172J, R172K,
Company]
172RG
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A13CE 177, 177A, 177B Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A20CE 177RG Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
180, 180A, 180B, 180C,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
5A6 180D, 180E, 180F, 180G, Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
180H, 180J, 180K
Company]
182, 182A, 182B, 182C,
Textron Aviation Inc. 182D, 182E, 182F, 182G,
(Textron Aviation Inc.) 182H, 182J, 182K, 182L, Figure G-3, Zone 2A, Zone 2A,
3A13 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft 182M, 182N, 182P, 182Q, Figure G-5 Zone 3 Zone 3
Company] 182R, 182S, 182T, R182,
T182, TR182, T182T
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Textron Aviation Inc.
185, 185A, 185B, 185C,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A24 185D, 185E, A185E, Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
A185F
Company]
Aircraft with
Cessna Airspeed
Indicators P/N
0311015-1 or -3
(Kollsman Type
586CK-0187) are
limited to HSI,
MFD, EIS, and
Attitude-Only ADI.
Textron Aviation Inc. Installations can be
(Textron Aviation Inc.) 190, 195 (LC-126A,B,C), Figure G-3, Zone 2A, Zone 2A, identified by
A-790 Figure G-6 Figure G-18
[Cessna Aircraft 195A, 195B Figure G-5 Zone 3 Zone 3 airspeed indicator
Company] marking or long
straight harpoon-
style pitot probe.
ADI with Airspeed
Display is not
approved for
installation in
aircraft with this
pitot system.
[1] [2] [5] [7]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
206, P206, P206A,
P206B, P206C, P206D,
P206E, U206, U206A,
U206B, U206C, U206D,
Textron Aviation Inc. U206E, U206F, U206G,
(Textron Aviation Inc.) TP206A, TP206B, Figure G-3, Zone 2A, Zone 2A,
A4CE Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft TP206C, TP206D, Figure G-5 Zone 3 Zone 3
Company] TP206E, TU206A,
TU206B, TU206C,
TU206D, TU206E,
TU206F, TU206G, 206H,
T206H
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A16CE 207, 207A, T207, T207A Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A37CE 208, 208B N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
[1] [2] [5] [7]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A34CE T303 (Crusader) Figure G-10 Figure G-18
[Cessna Aircraft Figure G-5 Zone 3 Zone 3 for interface to
Company] resistive fuel
quantity sensors.
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
310, 310A (USAF U-3A),
310B, 310C, 310D, 310E
(USAF U-3B), 310F,
Textron Aviation Inc.
310G, 310H, E310H,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A10 310I, 310J, 310J-1, Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
E310J, 310K, 310L,
Company]
310N, 310P, T310P,
310Q, T310Q, 310R,
T310R
Textron Aviation Inc.
320, 320-1, 320A, 320B,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A25 320C, 320D, 320E, 320F, Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
335, 340, 340A
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A2CE 336 Figure G-12 Not Allowed [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
337, 337A (USAF 02B),
337B, T337B, M337B
Textron Aviation Inc. (USAF 02A), 337C,
(Textron Aviation Inc.) T337C, 337D, T337D, Figure G-3, Zone 2A, Zone 2A,
A6CE Figure G-12 Not Allowed [1] [2] [5] [7]
[Cessna Aircraft 337E, T337E, 337F, Figure G-5 Zone 3 Zone 3
Company] T337F, 337G, T337G,
337H, P337H, T337H,
T337H-SP
Textron Aviation Inc.
401, 401A, 401B, 402A,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A7CE 402B, 411, 411A, 421A, Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
421B
Company]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
[1] [2] [5] [7]
Textron Aviation Inc.
(Textron Aviation Inc.) 402, 402C, 414, 414A, Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A7CE Figure G-10 Figure G-18
[Cessna Aircraft 421, 421C Figure G-5 Zone 3 Zone 3 for interface to
Company] resistive fuel
quantity sensors.
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A7CE 425 N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
[1] [2] [5] [7]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A25CE 404 Figure G-10 Figure G-18
[Cessna Aircraft Figure G-5 Zone 3 Zone 3 for interface to
Company] resistive fuel
quantity sensors.
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A25CE 406 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A27CE 501, 551 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A28CE 441 N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Textron Aviation Inc. [1] [2] [5] [7]
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, GTP 59 installation
A00014WI 510 X N/A Figure G-17 Figure G-18
[Cessna Aircraft Figure G-5 Zone 3 Zone 3 on engines is NOT
Company] allowed
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A1WI 525, 525A, 525B, 525C N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) LC40-550FG, LC41- Figure G-3,
A00003SE Figure G-6 Figure G-18 Zone 3 Zone 3 [4] [6] [8]
[Cessna Aircraft 550FG, LC42-550FG Figure G-5
Company]
Textron Aviation Inc.
(Textron Aviation Inc.) Figure G-3,
A00003SE T240 X Figure G-6 Figure G-18 Zone 3 Zone 3 [4] [6] [8]
[Cessna Aircraft Figure G-5
Company]
Textron Aviation
(Textron Aviation Inc.) 45 (YT-34), A45 (T-34A, Figure G-3, Zone 2A, Zone 2A,
5A3 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Beechcraft B-45), D45 (T-34B) Figure G-5 Zone 3 Zone 3
Corporation]
50 (L-23A), B50 (L-23B),
Textron Aviation C50, D50 (L-23E), D50A,
(Textron Aviation Inc.) D50B, D50C, D50E, Figure G-3, Zone 2A, Zone 2A,
5A4 Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft D50E-5990, E50 (L-23D, Figure G-5 Zone 3 Zone 3
Corporation] RL-23D), F50, G50, H50,
J50
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
[1] [2] [5] [7]
Requires GEA 110
for interface to
Textron Aviation
resistive fuel
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A23CE 58P, 58PA, 58TC, 58TCA Figure G-10 Figure G-18 quantity sensors.
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation] The Class I/II
GI 275 variants can
be installed in this
airframe.
[1] [2] [5] [7]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A12CE 60, A60, B60 Figure G-10 Figure G-18
[Beechcraft Figure G-5 Zone 3 Zone 3 for interface to
Corporation] resistive fuel
quantity sensors.
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
TC 779 G17S Figure G-16 Figure G-18 [1] [3] [5] [8]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
TC 630 18A, S18A Figure G-10 Not Allowed [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
Textron Aviation
(Textron Aviation Inc.) 18D, A18A, A18D, S18D, Figure G-3, Zone 2A, Zone 2A,
A-684 Figure G-10 Not Allowed [1] [2] [5] [7]
[Beechcraft SA18A, SA18D Figure G-5 Zone 3 Zone 3
Corporation]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
3N, 3NM, 3TM, JRB-6,
Textron Aviation D18C, D18S, E18S, RC-
(Textron Aviation Inc.) 45J (SNB-5P), E18S- Figure G-3, Zone 2A, Zone 2A,
A-765 N/A Figure G-10 Not Allowed [1] [2] [5] [7]
[Beechcraft 9700, G18S, H18, C-45G, Figure G-5 Zone 3 Zone 3
Corporation] TC-45G, C-45H, TC-45H,
TC-45J/UC-45J (SNB-5)
Textron Aviation 19A, B19, M19A, 23, A23,
(Textron Aviation Inc.) A23A, A23-19, A23-24, Figure G-3, Zone 2A, Zone 2A,
A1CE Figure G-6 Figure G-18 [1] [2] [5] [7]
[Beechcraft B23, C23, A24, A24R, Figure G-5 Zone 3 Zone 3
Corporation] B24R, C24R
[1] [2] [5] [7]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A29CE 76 Figure G-10 Figure G-18
[Beechcraft Figure G-5 Zone 3 Zone 3 for interface to
Corporation] resistive fuel
quantity sensors.
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A30CE 77 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A31CE F90 N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
Textron Aviation
99, 99A, 99A (FACH),
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A14CE A99, A99A, B99, C99, 100 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
(U-21F), A100, B100
Corporation]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Textron Aviation
D17S (Army UC-43,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A-649 UC*43B, Navy GB-1, GB- Figure G-16 Figure G-18 [1] [3] [5] [8]
[Beechcraft Figure G-5 Zone 3 Zone 3
2), SD17S
Corporation]
Textron Aviation
(Textron Aviation Inc.) 35, A35, B35, C35, D35, Figure G-3, Zone 2A, Zone 2A,
A-777 Figure G-6 Not Allowed [1] [2] [5] [7]
[Beechcraft E35, F35, G35, 35R Figure G-5 Zone 3 Zone 3
Corporation]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A26CE T-34C (T-34C-1) (34C) N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
[1] [2] [5] [7]
35-33, 35-A33, 35-B33,
Textron Aviation GMU 11/44B
35-C33, 35-C33A, E33,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, installation in
3A15 E33A, E33C, F33, F33A, Figure G-6 Figure G-18
[Beechcraft Figure G-5 Zone 3 Zone 3 empennage not
F33C, G33, G36, 36, A36,
Corporation] allowed for V-Tail
A36TC, B36TC
models.
[1] [2] [5] [7]
Textron Aviation GMU 11/44B
H35, J35, K35, M35, N35,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A, installation in
3A15 P35, S35, V35, V35A, Figure G-6 Not Allowed
[Beechcraft Figure G-5 Zone 3 Zone 3 empennage not
V35B
Corporation] allowed for V-Tail
models.
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
D55, D55A, E55, E55A,
56TC, A56TC, 58, 58A,
Textron Aviation
G58, 95, B95, B95A,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A16 D95A, E95, 95-55, 95- Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
A55, 95-B55, 95-B55A,
Corporation]
95-B55B (T-42), 95-C55,
95-C55A
Textron Aviation
65 (L-23F), A65, A-65-
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A20 8200, 65-80, 65-A80, 65- Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
A80-8800, 65-88, 70
Corporation]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A20 65-B80 X Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
Textron Aviation
65-90, 65-A90, 65-A90-2
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A20 (RU-21B), 65-A90-3 (RU- X Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
21C), C90, B90
Corporation]
65-A90-1 (JU-21A, U-
Textron Aviation
21A, RU-21A, RU-21D, U-
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A20 21G, RU-21H), 65-A90-4 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
(RU-21E, RU-21H),
Corporation]
C90A, C90GT, C90GTi
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
3A20 E90, H90 (T-44A) N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
[Beechcraft Figure G-5 Zone 3 Zone 3
Corporation]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
F150F, F150G, F150H,
Textron Aviation
F150J, F150K, F150L,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A13EU F150M, F152, FA150K, Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
FA150L, FA150M, FA152,
Company]
FRA150L, FRA150M
Textron Aviation
FR172E, FR172G,
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A18EU FR172H, FR172J, Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
FR172K
Company]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A26EU F177RG Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation
(Textron Aviation Inc.) Figure G-3, Zone 2A, Zone 2A,
A42EU F182P, F182Q, FR182 Figure G-6 Figure G-18 [1] [2] [5] [7]
[Cessna Aircraft Figure G-5 Zone 3 Zone 3
Company]
Textron Aviation F337E, FT337E, F337F,
(Textron Aviation Inc.) FT337F, F337G, Figure G-3, Zone 2A, Zone 2A,
A23EU Figure G-12 Not Allowed [1] [2] [5] [7]
[Cessna Aircraft FT337GP, F337H, Figure G-5 Zone 3 Zone 3
Company] FT337HP
THRUSH AIRCRAFT,
INC. 600 S-2D, S2R, S2R- Zone 2A, Zone 2A,
A3SW Figure G-4 Figure G-6 Figure G-18 [1] [2] [5] [7]
(Thrush Aircraft, Inc.) R3S, S2R-R1340 Zone 3 Zone 3
[Quality Aerospace]
THRUSH AIRCRAFT,
INC. S2R-T34, S2R-T15, S2R- Zone 2A, Zone 2A,
A3SW N/A Figure G-4 Figure G-6 Figure G-18 [1] [2] [5] [7]
(Thrush Aircraft, Inc.) T11 Zone 3 Zone 3
[Quality Aerospace]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
THRUSH AIRCRAFT,
600 S-2D, S2R-R1340,
INC. Zone 2A, Zone 2A,
A4SW S2R, S2R-R1820, S2R- Figure G-4 Figure G-6 Figure G-18 [1] [2] [5] [7]
(Thrush Aircraft, Inc.) Zone 3 Zone 3
R3S
[Quality Aerospace]
S2R-G10, S2R-G5, S2R-
THRUSH AIRCRAFT, T34, S2R-T65, S2R-G1,
INC. S2R-T15, S2RHG-T65, Zone 2A, Zone 2A,
A4SW N/A Figure G-4 Figure G-6 Figure G-18 [1] [2] [5] [7]
(Thrush Aircraft, Inc.) S2RHG-T34, S2R-T45, Zone 3 Zone 3
[Quality Aerospace] S2R-T660, S2R-T11,
S2R-G6, S2R-H80
[1] [2] [5] [7]
TKEF
(The King’s Figure G-3, Zone 2A, Zone 2A, Requires GEA 110
A2WI 44 Figure G-11 Figure G-18
Engineering Fellowship Figure G-5 Zone 3 Zone 3 for interface to
(TKEF)) resistive fuel
quantity sensors.
TOPCUB AIRCRAFT,
Figure G-3, Zone 2A, Zone 2A,
A00006SE INC. CC18-180, CC18-180A Figure G-6 Figure G-18 [1] [3] [5] [8]
Figure G-5 Zone 3 Zone 3
(Topcub Aircraft, Inc.)
TRIDENT Figure G-3, Zone 2A, Zone 2A,
A19EA TR-1 X Figure G-8 Figure G-18 [1] [2] [5] [7]
(Viking Air, Ltd) Figure G-5 Zone 3 Zone 3
True Flight Holdings
LLC
AA-1, AA-1A, AA-1B, AA- Figure G-3, Zone 2A, Zone 2A,
A11EA (True Flight Holdings Figure G-6 Figure G-18 [1] [2] [5] [7]
1C Figure G-5 Zone 3 Zone 3
LLC)
[Tiger Aircraft LLC]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
True Flight Holdings
LLC
AA-5, AA-5A, AA-5B, AG- Figure G-3, Zone 2A, Zone 2A,
A16EA (True Flight Holdings Figure G-6 Figure G-18 [1] [2] [5] [7]
5B Figure G-5 Zone 3 Zone 3
LLC)
[Tiger Aircraft LLC]
Twin Commander
(Twin Commander 500, 500A, 500B, 500U,
Figure G-3, Zone 2A, Zone 2A,
6A1 Aircraft LLC) 500S, 520, 560, 560A, Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Twin Commander 560E
Aircraft Corporation]
Twin Commander
(Twin Commander 680, 680E, 720, 680F,
Figure G-3, Zone 2A, Zone 2A,
2A4 Aircraft LLC) 560-F, 680FL, 680FL(P), Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Twin Commander 685
Aircraft Corporation]
Twin Commander
680F(P), 680T, 680V,
(Twin Commander
680W, 681, 690, 690A, Figure G-3, Zone 2A, Zone 2A,
2A4 Aircraft LLC) X Figure G-10 Figure G-18 [1] [2] [5] [7]
690B, 690C, 695, 695A, Figure G-5 Zone 3 Zone 3
[Twin Commander
690D, 695B
Aircraft Corporation]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Univair
(Univair Aircraft Figure G-3, Zone 2A, Zone 2A,
A-718 415-C, 415-CD Figure G-6 Not Allowed [1] [2] [5] [7]
Corporation) Figure G-5 Zone 3 Zone 3
[Mooney]
Univair
(Univair Aircraft Figure G-3, Zone 2A, Zone 2A,
A-767 108, 108-1, 108-2, 108-3 Figure G-6 Figure G-18 [1] [3] [5] [8]
Corporation) Figure G-5 Zone 3 Zone 3
[Stinson]
Viking Air Limited
DHC-6-1, DHC-6-100, Figure G-3, Zone 2A, Zone 2A,
A9EA (Viking Air Limited) X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
DHC-6-200, DHC-6-300 Figure G-5 Zone 3 Zone 3
[Bombardier Inc.]
Viking Air Limited
Figure G-3, Zone 2A, Zone 2A,
A9EA (Viking Air Limited) DHC-6-400 X N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Bombardier Inc.]
Viking Air Limited
Figure G-3, Zone 2A, Zone 2A,
A-815 (Viking Air Limited) DHC-3 X Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Bombardier Inc.]
Viking Air Limited
DHC-2 Mark I, DHC-2 Figure G-3, Zone 2A, Zone 2A,
A-806 (Viking Air Limited) Figure G-6 Figure G-18 [1] [2] [5] [7]
Mark II Figure G-5 Zone 3 Zone 3
[Bombardier Inc.]
Viking Air Limited
Figure G-3, Zone 2A, Zone 2A,
A-806 (Viking Air Limited) DHC-2 Mark III N/A Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[Bombardier Inc.]
Viking Air Limited
(Viking Air Limited) SC-7 Series 2, SC-7 Figure G-3, Zone 2A, Zone 2A,
A15EU X N/A Figure G-10 Not Allowed [1] [2] [5] [7]
[Short Brothers & Series 3 Figure G-5 Zone 3 Zone 3
Harland Ltd.]
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
Vulcan Air S.p.A. Figure G-3, Zone 2A, Zone 2A,
A61EU SF600, SF600A N/A Figure G-10 Figure G-18 [1] [2] [5] [7]
(Vulcanair S.p.A.) Figure G-5 Zone 3 Zone 3
[1] [2] [3] [5] [7] [8]
A00075C Vulcanair S.p.A. Figure G-3, Zone 2A, Zone 2A, For main cabin tube
Vulcanair V1.0 X Figure G-6 Figure G-18
E (Vulcanair S.p.A.) Figure G-5 Zone 3 Zone 3 structure, [3]
applies; for other
areas, [2] applies.
GI 275 Installation
Limited to MFD or
GTP 59 Location
Check Required
Type Certificate
previous make]
Lightning Zone
Lightning Zone
Lightning Zone
(TCDS Holder)
Aircraft Model
Fuel Pressure
GMU 11 / 44B
Aircraft Make
Standby ADI
Appendix G)
Appendix G)
Appendix G)
Designation
Empennage
Type (Ref.
Type (Ref.
Type (Ref.
Fuselage
Location
Number
Notes
Wing
WSK "PZL-MIELEC"
OBR
Figure G-3, Zone 2A, Zone 2A,
A68EU (WSK PZL MIELEC PZL M20 03 X Figure G-10 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
and OBR SK MIELEC)
[PZL]
Zenair Figure G-3, Zone 2A, Zone 2A,
TA5CH CH2000 Figure G-6 Figure G-18 [1] [2] [5] [7]
(Zenair Ltd.) Figure G-5 Zone 3 Zone 3
ZLIN Aircraft a.s.
Figure G-3, Zone 2A, Zone 2A,
A76EU (ZLIN Aircraft a.s.) Z-242L, Z-143L Figure G-6 Figure G-18 [1] [2] [5] [7]
Figure G-5 Zone 3 Zone 3
[MORAVAN a.s.]
ZLIN Aircraft a.s.
(ZLIN Aircraft a.s.) Figure G-3, Zone 2A, Zone 2A,
A30EU ZLIN 526L Figure G-6 Figure G-18 [1] [3] [5] [8]
[Moravan National Figure G-5 Zone 3 Zone 3
Corporation]
Notes:
[1] The GTP 59 cannot be installed on Zone 2A composite areas.
[2] The GTP 59 must be bonded to the aluminum skin. For details, refer to Section 4.6.2.
[3] The GTP 59 must be bonded to the metallic tube structure. For details, refer to Section 4.6.2.
[4] The GTP 59 must be isolated from the aircraft ground plane. For details, refer to Section 4.6.2.
[5] The GMU 44B must be bonded to the aircraft ground plane. For details, refer to Section 4.6.1.
[6] The GMU 44B must be isolated from the aircraft ground plane. For details, refer to Section 4.6.1.
[7] The GMU 44B/GMU 11 may be mounted in the wingtip provided that certain criteria are met. For details, refer to Section 4.6.1.
[8] Nonmetallic aircraft.
[9] Reserved.
[10] Reserved.
[11] Remote LRUs must be installed on existing structure designated by aircraft manufacturer for avionics installation.
[12] For wing lightning zones, equipment installation only allowed in aluminum wings. Equipment installation is NOT allowed in wooden wings.
[13] Wires must be routed behind metallic substructure (i.e., routed behind instrument panel/pedestal/circuit breaker panel, along lightning ground
bar/strip, inside lightning ground tube, or along other airframe ground plane).
NOTE
These ranges must match the Type Data (POH/AFM or aircraft specifications) for the
specific aircraft being modified.
NOTE
If the airspeed values are listed in the Type Data (POH/AFM or aircraft specifications) for
both IAS and CAS, use the IAS values.
NOTE
Do not configure two arc ranges to overlap each other. Gaps are acceptable between
ranges, but overlaps are not.
Table E-1 Advanced Airframe-Specific Configuration Data – Arc Ranges
POH/AFM
Arc Color Description Notes
Section
If the aircraft has a defined WHITE or GREEN arc, set
the RED tape to ON. Set the Max value of the RED
tape to the lowest value of the WHITE or GREEN arc
(Vs0). A RED low-speed awareness tape will appear
RED Low speed below the lowest marked stall speed.
2 - Limitations
(LOW SPEEDS) awareness
If the aircraft does not have a defined WHITE or
GREEN arc, set the RED line to OFF, and enter the
lowest stall speed in the Stall Speed setting at the
bottom of the page.
Set the Min value to the bottom of the POH/AFM
defined range.
If WHITE and GREEN arcs overlap, set the Max value
to the beginning of the WHITE/GREEN arc.
If WHITE and GREEN arcs do not overlap, set the Max
Full flap value to the top of the POH/AFM or aircraft
WHITE 2 - Limitations
operational range specification defined range.
If a WHITE arc is not defined by the AFM/POH or
aircraft specifications, set both the Min and Max values
to the aircraft stall speed in the landing configuration
(Vs0). This setting will not display WHITE arc, but the
system needs it to characterize aircraft performance.
If the HALF WHITE arc range is not defined by the
Standard
HALF WHITE 2 - Limitations AFM/POH or aircraft specification, set to OFF. This
operational range
may sometimes be called a “narrow WHITE arc.”
Vne Vmo
Vno
GI 275 GI 275
GREEN GREEN
TAPE RANGE ARC RANGE
Vfe Vfe
POH / AFM
Defined
INCREASING IAS
INCREASING IAS
Green Arc
GI 275 GI 275 POH / AFM
WHITE/GREEN WHITE/GREEN Defined
TAPE RANGE ARC RANGE Thin White Arc
POH / AFM
Defined
White Arc
Vs1 Vs1
Vs0 Vs0
GI 275 GI 275
RED RED
TAPE RANGE ARC RANGE
NOTE
If the POH/AFM defines multiple Vne points, and the last point defines Vne at the aircraft
operating ceiling, the POH/AFM defined points must be used to configure the GI 275.
NOTE
If the Vne is defined as varying with altitude, and the Vne at the operating ceiling is not
defined, then the last ALT/IAS point entered must be calculated at the aircraft’s operating
ceiling as a linear line from the last ALT/IAS point. In all cases, the last point entered
must define Vne/Vmo at the operating ceiling.
If the aircraft has a designated Mmo and Mmo level, or is specified as having a Vne/Vmo that varies with
altitude, set the Vne/Vmo/Mmo selection to Variable and configure the GI 275 airspeed tape to the aircraft
specifications using the Enter Overspeeds button. If only the Mmo/Mmo Level or the variable Vne is
defined, then those fields that are undefined, respectively, should not be configured.
NOTE
The Enter Overspeeds button does not appear unless Vne/Vmo/Mmo Mode is set to
“Variable”.
NOTE
When Overspeeds are configured, the GI 275 ADI will display a variable red overspeed
range similar to a barber pole.
The Mmo Value and Mmo Level fields define a minimum altitude where Mmo is a limiting factor on
performance. Above the Mmo Level, Mmo may define the start of the red overspeed range. The Vne/Vmo
altitude and IAS section defines limitations on IAS at specified altitudes. The first ALT/IAS point entered
will define Vne/Vmo at all altitudes below the altitude specified.
If Vne/Vmo is only defined once, then this single point should be entered with the ALT field being the
aircraft’s operating ceiling.
However, if Vne/Vmo is defined as varying with altitude, then at least two points will be required – the last
two of which will define a linear line for all altitudes past the last point entered. As such, the last point
entered must define Vne/Vmo at the aircraft’s operating ceiling.
These overspeed configurations must match the Type Data (POH/AFM) for the specific aircraft being
modified.
Example 2
Hypothetically, if the Vne was not defined at the operating ceiling, the configuration would then rely on the
POH/AFM Section 2 statement that Vne decreases by 4.4 KT per 1,000 feet of altitude above 12,000 feet.
Here the calculation for Vne at the aircraft operating ceiling would be:
Vne= 230 KT – [(25,000FT – 12,000FT) * 4.4 KT / 1,000 FT] = 172.8 KT
As such, the configuration entered would be:
• 12,000FT at 230KT
• 25,000FT at 172KT
NOTE
These markings must match the Type Data (POH/AFM or aircraft specification) for the
specific aircraft being modified.
NOTE
If the airspeed values are listed in the Type Data (POH/AFM) for both IAS and CAS, use
the IAS values.
Alternately, by pressing the Type buttons, the bugs can be changed to VREF, V1, and V2.
NOTE
These markings must match the Type Data (POH/AFM or aircraft specification) for the
specific aircraft being modified.
NOTE
If the airspeed values are listed in the Type Data (POH/AFM) for both IAS and CAS, use
the IAS values.
NOTE
In all cases, the specific aircraft’s Type Data (POH/AFM) must be considered the definitive source
for Arc Range, Marking, and Bug configuration values.
AFM Definitions
Marking Value AFM Section
White arc 56-123 KIAS
Green arc 62-166 KIAS
2 – Limitations
Yellow arc 166-204 KIAS
Red line 204 KIAS
3 – Emergency
Glide 110 KIAS
Procedures
Vx 78 KIAS
4 – Normal
Vy 96 KIAS
Procedures
Vr 70 KIAS
Vle 153 KIAS 2 – Limitations
CURRENT ASI
Figure E-3 Beechcraft Bonanza A36 Current ASI and Tape Markings
POH/AFM Definitions
POH/AFM
Marking Value
Section
White arc 60-117 KIAS
Green arc 73-181 KIAS
2 – Limitations
Yellow arc 181-230 KIAS
Red line 230 KIAS
230 KIAS
Vne [1]
174 KIAS 2 – Limitations
Vne @ FL250
3 – Emergency
Glide 108 KIAS
Procedures
Vx 82 KIAS
4 – Normal
Vy 110 KIAS
Procedures
Vr 110 KIAS
[1] Decrease 4.4 knots for each 1000 feet
above 12,000 feet (Press. Alt.)
CURRENT ASI
Vne = 213 KT
@ FL 160
Figure E-6 Columbia 400 Equivalent IAS Tape and Airspeed Configuration
This appendix provides guidance for configuring EIS gauge layouts for the GI 275 EIS display. Any
deviation from the requirements contained within will require the installer to obtain additional approval.
The gauge layout of the GI 275 may differ between installations due to various factors. Gauge layouts are
generated automatically by the GI 275 depending on the selected engine sensors, specific gauge
configuration and markings, and the number of EIS displays installed. Guidelines for how the EIS gauge
layout is generated are given in the following sections.
Not all aircraft and the engine indications are compatible with the GI 275 EIS due to the installed engine
gauges and the associated markings. For incompatibility cases, the original gauge must be retained. Refer
to Section 2 for limitations.
The GI 275 EIS provides up to five different pages depending on the system configuration: Main EIS
page, AUX EIS page, CHT/EGT page, Fuel page, and Summary page. Each page has three distinct
display sections: top, middle, and bottom.
NOTE
The gauge minimum and maximum limits may be adjusted to optimize pilot interpretation
of the gauge; however, all limitations in the POH/AFM or other approved aircraft data
must be displayed on the gauge.
The nomenclature with examples shown below can be used to determine EIS gauge placement:
[S1] Oil Press, unless Aux Fuel and alerting digital gauges are configured; if so, shift this and the
subsequent gauges down.
[S2] Oil Temp
[S3] 1. Highest priority marked gauge
2. Fuel Pressure
3. Highest priority unmarked gauge
[S4] 1. Next highest priority marked gauge
2. Fuel Flow
3. Next highest priority unmarked gauge
Refer to Figure F-7 for more information.
All alerting (i.e., red or yellow markings) gauges must be shown on the Main EIS page of the EIS display.
Some aircraft may have more alerting gauges than the GI 275 can display on a single EIS unit. If not all
alerting gauges can be configured for display on the Main EIS page, the original gauges must be retained.
Zone 1B Zone 2B
Zone 1C Zone 3
Figure G-2 Lightning Zoning Legend
G.2.1 Wings
The different zoning for wingtips and wings are contained in the following subsections.
G.2.1.1 Wingtips
G.2.1.1.1 Aircraft Not Limited to VFR Operation
NOTE
This zoning section is applicable to those aircraft models that are not limited to VFR
operation only in Table D-1. For zoning of models limited to VFR operation only, refer to
Appendix Section G.2.1.1.2.
Zoning of various types of wingtips is shown in Figure G-3. Figure G-3A shows zoning for straight
wingtips. Figure G-3B shows zoning for curved wingtips. The zones are similar to those of straight
wingtips. The main difference is that Zone 1 extends from the outboard edge of the wing past the tangent
point of the chord and 0.5 meters inboard.
Figure G-3C shows zoning for winglets. Note that the winglet figure shows a flattened winglet. Winglet
classifications are very similar to those of curved wingtips. The main difference is that Zone 1 extends
from the outboard edge of the wing past the tangent point of the winglet and 0.5 meters inboard.
Figure G-3D shows zoning for tip tanks. The rule that applies to tip tanks is very similar to that of the
curved wing. The main difference is that Zone 1 extends 0.5 meters past the inboard edge of the tip tank.
0.15 m 0.15 m
0.6 m
0.6 m
0.5 m
0.5 m
Tangent Point
Tangent Point
0.15 m
0.15 m
Figure G-3 Zoning for Wingtips on Aircraft Not Limited to VFR Operation
NOTE
The aircraft must have a position light in the wing tip area as a prerequisite for this STC.
If there is no position light on the wing, then no Zone 3 exists and the GTP 59 cannot be installed on this
particular aircraft. For those aircraft identified as VFR in Appendix D, the following criteria is used to
determine the Zone 3 area:
• Zone 1A/1B finishes as shown in Figure G-3 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 G-4
• 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 G.2.2
2.1 m 0.5 m
0.15 m 0.15 m
2.1 m
2.1 m
0.5 m 0.5 m
Position Light Position Light
Tangent Point
Tangent Point
0.15 m
0.15 m
Figure G-7 Zoning for a Low- or High-Wing Canard with a Rear-Mounted Propeller
NOTE
The bottom centerline is Zone 2A, and it is acceptable to mount the GTP 59 there.
Figure G-8 Zoning for a Low- or High-Wing Aircraft with a Curved Lower Fuselage
B
Figure G-9 Zoning for a Single, Rear-Mounted Prop above Fuselage
NOTE
Although the engine nacelles are shown as Zone 3, they may be Zone 2A if the engine falls
within the Zone 2 area of the wing (within 0.6 meters outboard from fuselage edge).
NOTE
Nothing can be mounted in the tail boom of the aircraft.
Figure G-12 Zoning for Front- and Rear-Mounted Propellers (Low- or High-Wing)
Figure G-13 Zoning for High-Wing with Front and Rear Propellers Mounted Above
Fuselage
B
Figure G-14 Zoning for Low- or High-Wing Canard with Twin Jet Engines
0.15m
d2
0.5m 0.15m
d1
TOP (VIEW LOOKING DOWN)
BOTTOM (VIEW LOOKING UP)
0.5m 0.15m
0.15m
Figure G-15 Zoning for Low or High Wing Canard with Twin Rear-Facing Props
d2
0.5m
d1
TOP (VIEW LOOKING DOWN)
0.5m
d2
d1
B
Figure G-17 Single Jet Engines with Two Inlets Zoning, Low or High Wing
A B C