G3X Rev 7 2020

Garmin G3X Touch
Electronic Flight Instrument System

Part 23 AML STC Installation Manual
190-02472-01 2020 Revision 7

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Garmin Ltd. or its subsidiaries
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Telephone: 503.581.8101
Installation Manual 190-02472-01

G3X Touch EFIS Part 23 AML STC Page i Revision 7
RECORD OF REVISIONS
Rev Revision Date Description
1 02/11/2019 Initial Release
Added STC number, LRU mod status, mounting kit part numbers,
2 03/14/2019 EIS requirements, minimum SW version, GTX 325, Piper
autopilots, updated App. B, D, and G
Added interface to GPS 175 / GNX 375, limitations for GTS 8XX
3 04/05/2019
and non-Garmin autopilots, corrected typos
Clarified requirements for non-Garmin autopilot interfaces,
equipment with installation approval, CAN bus length,
4 5/24/2019 transponder-navigator 232 interface, oil temp and carb temp
wiring, GNS config settings, GPS175/GNX375 configuration,
other minor improvements
Added installation and interface to GMA 245R w/ marker beacon,
GTR 20/200B and GAP 26. Added interface to GMA 342/345,
GNC 355(A), GAD 13, CO Detector and GAD 27 wig wag
5 11/22/2019
function. Added instrument panel fabrication for Cessna
182T/T182T models. Added approval for installation of up to four
GDUs and a Standalone MFD installation.
Updated Appendix G table, GTR 20/200B interconnect diagram
and config section, table 3-2, section A.5.3, figures B-20, B-36, B-
6 12/12/2019
37, & B-39. Added In-line fuse holder figures B-44 & 45. Table
formatting changes in Appendix C.
Added GI 275 standby App F, clarified standby requirements,
7 02/06/2020 updated GDU configurations, thermocouple wire specs, software
loading information, & wig-wag wiring diagram Fig B-54.

G3X Touch EFIS Part 23 AML STC Page ii Revision 7
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information which is subject to the Export Administration
Regulations (“EAR”) issued by the United States Department of Commerce (15 CFR, Chapter
VII, Subchapter C) and may not be exported, released or disclosed to foreign nationals inside or
outside the United States without first obtaining an export license. A violation of the EAR may be
subject to a penalty of up to 10 years imprisonment and a fine of up to $1,000,000 under section
2410 of the Export Administration Act of the 1979. The preceding statement/notice must be
included on all reproductions in whole or in part of this manual.
The information on this document is subject to change without notice. For updates and
supplemental information regarding the operation of Garmin products visit www.fly.garmin.com.

G3X Touch EFIS Part 23 AML STC Page iii Revision 7
SOFTWARE LICENSE AGREEMENT FOR GARMIN AVIATION PRODUCTS
BY USING THE DEVICE, COMPONENT OR SYSTEM MANUFACTURED OR SOLD BY GARMIN (“THE
GARMIN PRODUCT’), YOU AGREE TO BE BOUND BY THE TERMS AND CONDITIONS OF THE
FOLLOWING SOFTWARE LICENSE AGREEMENT. PLEASE READ THIS AGREEMENT CAREFULLY.
Garmin Ltd. and its subsidiaries (“Garmin”) grants you a limited license to use the software embedded in
the Garmin Product (the “Software”) in binary executable form in the normal operation of the Garmin
Product. Title, ownership rights, and intellectual property rights in and to the Software remain with Garmin
and/or its third-party providers. You acknowledge that the Software is the property of Garmin and/or its
third-party providers and is protected under the United States of America copyright laws and international
copyright treaties. You further acknowledge that the structure, organization, and code of the Software are
valuable trade secrets of Garmin and/or its third-party providers. You agree not to reproduce, decompile,
disassemble, modify, reverse assemble, reverse engineer, or reduce to human readable form the
Software or any part thereof or create any derivative works based on the Software. You agree not to
export or re-export the Software to any country in violation of the export control laws of the United States
of America.

G3X Touch EFIS Part 23 AML STC Page iv Revision 7
WARNING, CAUTION, and NOTE DEFINITIONS
WARNING
A warning is used to bring to the installer’s immediate attention not only damage
to the equipment, but personal injury may occur if the instruction is disregarded.
CAUTION
A caution means damage to equipment is possible if procedural step is not followed.
NOTE
A note provides additional information.
WARNING
This product, its packaging, and its components contain chemicals known to the State of
California to cause cancer, birth defects, or reproductive harm. This Notice is being provided
in accordance with California's Proposition 65. If you have any questions or would like
additional information, please refer to our web site at www.garmin.com/prop65.
WARNING
Perchlorate Material – special handling may apply. Refer to
www.dtsc.ca.gov/hazardouswaste/perchlorate.
WARNING
Failure to properly configure the EIS gauges per the POH/AFM and other approved data could
result in serious injury, damage to equipment, or death.
NOTE
All screen shots used in this document are current at the time of publication. Screen shots
are intended to provide visual reference only. All information depicted in screen shots,
including software file names, versions and part numbers, is subject to change and may not
be up to date.
NOTE
Ensure no dust or grit accumulates at the bottom of the display glass. The GDU 4X0 display
uses invisible infrared beams for touch detection, this makes it very important to keep the
screen clean, especially along the edges.

G3X Touch EFIS Part 23 AML STC Page v Revision 7
TABLE OF CONTENTS
PARAGRAPH PAGE
1. GENERAL .............................................................................................................................. 1
1.1 Introduction ...................................................................................................................... 1
1.2 STC Applicability .............................................................................................................. 1
1.3 Acronyms and Abbreviations ........................................................................................... 1
1.4 System Overview ............................................................................................................. 3
1.5 Reference Documents ..................................................................................................... 6
1.6 Equipment Description ..................................................................................................... 8
1.7 System Architecture Examples ...................................................................................... 20
2. LIMITATIONS ...................................................................................................................... 24
2.1 Installation Limitations.................................................................................................... 24
2.2 Operational Limitations .................................................................................................. 28
3. PREPARATIONS ................................................................................................................. 29
3.1 Materials and Parts ........................................................................................................ 29
3.2 Test Equipment .............................................................................................................. 33
3.3 G3X Installation Requirements ...................................................................................... 33
3.4 Selection of G3X System Components.......................................................................... 38
3.5 Installation Consideration............................................................................................... 42
3.6 Electrical Load Analysis ................................................................................................. 48
3.7 Cable and Wiring Consideration .................................................................................... 58
4. INSTALLATION ................................................................................................................... 61
4.1 Wire Routing and Installation ......................................................................................... 61
4.2 Equipment Bonding........................................................................................................ 75
4.3 Panel Mounted Displays ................................................................................................ 83
4.4 Remote LRU’s................................................................................................................ 99
4.5 GSU 25D ADAHRS...................................................................................................... 100
4.6 GDL 50R/51R/52R Datalink ......................................................................................... 108
4.7 GEA 24 Engine Airframe Adapter ................................................................................ 113
4.8 GMU 11 Magnetometer ............................................................................................... 117
4.9 GAD 29B ARINC 429 Adapter ..................................................................................... 126
4.10 GAD 27 Electronic Adapter Unit .................................................................................. 130
4.11 GMA 245R Remote-Mount Audio Panel ...................................................................... 134
4.12 GTR 20 Remote-Mount COM Radio ............................................................................ 139
4.13 GTR 200B COM Radio ................................................................................................ 145
4.14 GTP 59 Temperature Probe ........................................................................................ 151
4.15 GAP 26 AOA Probe ..................................................................................................... 155
4.16 GPS Antenna ............................................................................................................... 165
4.17 EIS Sensors ................................................................................................................. 169
4.18 Weight and Balance ..................................................................................................... 178
5. SYSTEM CONFIGURATION ............................................................................................. 179
5.1 System Configuration Overview................................................................................... 179
5.2 Wire Harness Mounting, Continuity and Power Checks .............................................. 179
5.3 Software Loading Information ...................................................................................... 180
G3X Touch EFIS Part 23 AML STC Page vi Revision 7
5.4 Configuration Mode & Data Entry ................................................................................ 184
5.5 System Information Page............................................................................................. 185
5.6 System Options Page .................................................................................................. 186
5.7 Configuration Files Page.............................................................................................. 186
5.8 LRU Configuration Page .............................................................................................. 188
5.9 ADAHRS (Air Data Attitude/Heading Reference System) Calibration Page ................ 189
5.10 Magnetometer Calibration Page .................................................................................. 193
5.11 AOA (Angle of Attack) Configuration Page .................................................................. 194
5.12 Autopilot Configuration Page ....................................................................................... 194
5.13 Flight Director Page ..................................................................................................... 195
5.14 ESP Configuration Page .............................................................................................. 195
5.15 Trim Configuration Page .............................................................................................. 195
5.16 Aircraft Configuration Page .......................................................................................... 195
5.17 Weight & Balance Configuration Page......................................................................... 199
5.18 Units Configuration Page ............................................................................................. 203
5.19 Display Configuration Page ......................................................................................... 203
5.20 Backlight Configuration Page....................................................................................... 207
5.21 Sound Configuration Page ........................................................................................... 209
5.22 RS-232 Configuration Page ......................................................................................... 209
5.23 ARINC 429 Configuration Page ................................................................................... 211
5.24 PFD Configuration Page .............................................................................................. 211
5.25 GPS Receiver Configuration Page .............................................................................. 212
5.26 Navigation Configuration.............................................................................................. 212
5.27 Audio Panel Configuration Page .................................................................................. 213
5.28 COM Radio Configuration Page .................................................................................. 216
5.29 Nav Radio Configuration Page .................................................................................... 218
5.30 Transponder Configuration Page ................................................................................. 218
5.31 Data Link Configuration Page ...................................................................................... 220
5.32 Data Log Configuration Page....................................................................................... 220
5.33 Engine Information System Configuration Page .......................................................... 221
5.34 External Lights ............................................................................................................. 233
5.35 Save & Reboot Button ................................................................................................. 234
5.36 GTR 200B Software and Configuration ....................................................................... 234
5.37 Database Loading & Updates ...................................................................................... 240
5.38 Activation of GDL 51R/52R SiriusXM Radio and Weather .......................................... 242
5.39 External Interface Configuration .................................................................................. 243
6. POST INSTALLATION CHECKOUT PROCEDURES....................................................... 244
6.1 Recommended Test Equipment .................................................................................. 244
6.2 Initial Power On and Configuration Ground Checks .................................................... 244
6.3 Altimeter Check............................................................................................................ 246
6.4 Transponder Check ..................................................................................................... 246
6.5 Pitot-Static and Airspeed Tape Settings Checks ......................................................... 247
6.6 GPS Receiver Check ................................................................................................... 248

G3X Touch EFIS Part 23 AML STC Page vii Revision 7
6.7 NAV Receiver Check ................................................................................................... 250
6.8 Audio Panel Interface Check ....................................................................................... 250
6.9 ADS-B Traffic Interface Check ..................................................................................... 253
6.10 TIS-A Traffic Interface Check....................................................................................... 254
6.11 WX-500 Stormscope Interface Check.......................................................................... 254
6.12 FIS-B Weather via ADS-B In........................................................................................ 255
6.13 GDL 51R/52R SXM Weather Check ............................................................................ 255
6.14 GDL 51R/52R SXM Audio Interface Check ................................................................. 255
6.15 EIS Check .................................................................................................................... 256
6.16 ADAHRS and Magnetometer Ground Checks ............................................................. 259
6.17 GTR 20/200B Ground Checks ..................................................................................... 267
6.18 Garmin GFC 500 Autopilot Interface Check ................................................................ 270
6.19 Non-Garmin Autopilot Interface Check ........................................................................ 270
6.20 G5 Miscompare Check ................................................................................................ 272
6.21 GAP 26 AOA Probe Checks ........................................................................................ 273
6.22 Wig-Wag Landing/Taxi Light Check (if configured)...................................................... 274
6.23 CO Detector Display Check (if configured) .................................................................. 274
6.24 Placards and Switch Labeling Check........................................................................... 274
6.25 EMI / RFI Check........................................................................................................... 275
7. IN-FLIGHT AOA CALIBRATION ....................................................................................... 278
7.1 AOA Calibration Procedure.......................................................................................... 278
8. DOCUMENTATION CHECKS ........................................................................................... 287
8.1 Airplane Flight Manual Supplement (AFMS) ................................................................ 287
8.2 Instructions for Continued Airworthiness ..................................................................... 287
APPENDIX A CONNECTORS AND PIN FUNCTIONS......................................................... A-1
A.1 GAD 27 ........................................................................................................................ A-1
A.2 GAD 29B ...................................................................................................................... A-4
A.3 GDL 5XR...................................................................................................................... A-5
A.4 GDU 4X0...................................................................................................................... A-7
A.5 GEA 24 ...................................................................................................................... A-11
A.6 GMU 11...................................................................................................................... A-17
A.7 GSU 25D.................................................................................................................... A-18
A.8 GTP 59....................................................................................................................... A-20
A.9 GAP 26 ...................................................................................................................... A-20
A.10 GTR 20/200B ............................................................................................................. A-20
A.11 GMA 245R ................................................................................................................. A-23
APPENDIX B INTERCONNECT DIAGRAMS ....................................................................... B-1
B.1 G3X Interconnect Notes............................................................................................... B-2
B.2 G3X Power and Ground Connections.......................................................................... B-3
B.3 GAD 27 Installation (14-Volt aircraft only).................................................................... B-5
B.4 Single GDU Baseline ................................................................................................... B-6
B.5 Multiple GDU Baseline ................................................................................................. B-7
B.6 CAN Bus Connections ................................................................................................. B-9
B.7 GDU RS-232 Connections ......................................................................................... B-10
G3X Touch EFIS Part 23 AML STC Page viii Revision 7
B.8 Transponder Connections.......................................................................................... B-11
B.9 Transponder (GTX 345(D)(R)) Connections .............................................................. B-12
B.10 GTS 8XX (TCAS) Connections .................................................................................. B-13
B.11 GDL 5XR RS-232 Connections ................................................................................. B-13
B.12 WX-500 RS-232 Connection...................................................................................... B-14
B.13 GNC 300XL/GPS155XL Connection ......................................................................... B-15
B.14 GDL 5XR Coax Cables .............................................................................................. B-16
B.15 Audio Connections ..................................................................................................... B-17
B.16 GMA 342 and 345 Audio Interface............................................................................. B-17
B.17 GMA 245R Audio Panel Connections ........................................................................ B-18
B.18 GTR 20/200B VHF COM Connections ...................................................................... B-23
B.19 GTR 20/200B VHF COM and Intercom Connections ................................................ B-24
B.20 VHF NAV/COM RS-232 Connection.......................................................................... B-26
B.21 GPS 175 and GNC 355(A) Interface.......................................................................... B-27
B.22 GNX 375 GPS/Transponder Interface ....................................................................... B-28
B.23 Single GPS/VHF NAV with Single/Dual GDU Interface ............................................. B-29
B.24 Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces ................................. B-31
B.25 Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces ........................... B-33
B.26 Engine Temperature Sensors (CHT K-Type)............................................................. B-35
B.27 CHT Sensor Interconnect (J-type) ............................................................................. B-37
B.28 EGT, CHT, TIT Splice ................................................................................................ B-38
B.29 Fuel, Oil and Manifold Pressure Transducer Interconnects ....................................... B-39
B.30 Fuel Quantity Sensor Interconnects........................................................................... B-40
B.31 Fuel Resistor Detailed Buildup................................................................................... B-41
B.32 Miscellaneous Sensor Interconnects ......................................................................... B-42
B.33 In-line Fuse Holder Build-Up ...................................................................................... B-44
B.34 P-lead Resistor Detailed Buildup (Braid Shield and Stranded Wire Shield) .............. B-45
B.35 Century II, IIB, III Autopilot Systems Interface to GAD 29B ....................................... B-47
B.36 Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B .................................... B-48
B.37 Cessna Autopilot Interface to GAD 29B..................................................................... B-49
B.38 Honeywell (Bendix/King) Autopilot Interface to GAD 29B .......................................... B-50
B.39 S-Tec Autopilot Interface to GAD 29B ....................................................................... B-51
B.40 Piper Autopilot Interface to GAD 29B ........................................................................ B-52
B.41 GAD 27 Wig-Wag Lights ............................................................................................ B-53
B.42 GAP 26 Power and Ground Connections .................................................................. B-54
B.43 GAP 26 Mechanical Splice Buildup ........................................................................... B-55
B.44 Carbon Monoxide (CO) Detector ............................................................................... B-56
APPENDIX C EQUIPMENT COMPATIBILITY AND CONFIGURATION ............................. C-1
C.1 GPS/VHF Nav Interfaces ............................................................................................. C-1
C.2 GPS NAV Interface ...................................................................................................... C-4
C.3 VHF NAV/ COM Interface ............................................................................................ C-6
C.4 Traffic and Weather Source ......................................................................................... C-7
C.5 Non-Garmin Autopilot Systems.................................................................................... C-9

G3X Touch EFIS Part 23 AML STC Page ix Revision 7
C.6 Audio Panel................................................................................................................ C-11
C.7 EIS Sensors ............................................................................................................... C-12
C.8 Antennas .................................................................................................................... C-15
APPENDIX D LIGHTNING PROTECTION............................................................................ D-1
D.1 Lightning Zones for GTP 59, GMU 11, and GAP 26 .................................................... D-1
D.2 Example Lighting Zoning Diagrams ............................................................................. D-9
APPENDIX E GARMIN G5 AS STANDBY FLIGHT DISPLAY............................................. E-1
E.1 Purpose........................................................................................................................ E-1
E.2 G5 Interface ................................................................................................................. E-1
E.3 Installation Guidance ................................................................................................... E-2
E.4 Electrical Bonding and Connections ............................................................................ E-3
E.5 Configuration................................................................................................................ E-3
E.6 Software ....................................................................................................................... E-3
APPENDIX F GARMIN GI 275 AS STANDBY FLIGHT DISPLAY....................................... F-1
F.1 Purpose........................................................................................................................ F-1
F.2 GI 275 Interfaces ......................................................................................................... F-1
F.3 Installation Guidance ................................................................................................... F-2
F.4 Configuration................................................................................................................ F-3
F.5 Software ....................................................................................................................... F-3
APPENDIX G MAGNETIC INTERFERENCE SURVEY ........................................................ G-4
G.1 Introduction .................................................................................................................. G-4
G.2 Required Materials ....................................................................................................... G-4
G.3 Conducting the GMU 11 Location Survey .................................................................... G-5
G.4 GDU Data Analysis ...................................................................................................... G-7
APPENDIX H MODEL SPECIFIC DATA .............................................................................. H-1
APPENDIX I INSTRUMENT PANEL FABRICATION FOR TEXTRON AVIATION (CESSNA)
182T/T182T MODELS ................................................................................................................ I-1
I.1 Creating New Instrument Panels ................................................................................... I-1
I.2 Installation Guidance ..................................................................................................... I-5

G3X Touch EFIS Part 23 AML STC Page x Revision 7
LIST OF ILLUSTRATIONS
FIGURE PAGE
Figure 1-1 – GDU 470 (Single PFD with MFD in split mode) ........................................................ 9
Figure 1-2 – Dual GDU 470 (PFD & MFD, EIS Optional) ............................................................. 9
Figure 1-3 – GDU 460 (PFD & MFD, EIS Optional) .................................................................... 11
Figure 1-4 – GDU 460 with GDU 470 (PFD & MFD, EIS Optional) ............................................ 11
Figure 1-5 – GSU 25D (ADAHRS) .............................................................................................. 12
Figure 1-6 – GMU 11 (Magnetometer) ........................................................................................ 12
Figure 1-7 – GTP 59 (Temperature Probe) ................................................................................. 12
Figure 1-8 – GAD 27 (Electronic Adapter Unit) ........................................................................... 13
Figure 1-9 – GAD 29B (ARINC 429 Adapter) ............................................................................. 13
Figure 1-10 – GEA 24 (Engine Indicating System) ..................................................................... 14
Figure 1-11 – GDL 52R ............................................................................................................... 16
Figure 1-12 – GPS Antenna (P/N 011-04036-10 Shown) ........................................................... 17
Figure 1-13 – GAP 26 AOA Probe .............................................................................................. 18
Figure 1-14 – GTR 20 COM Radio ............................................................................................. 18
Figure 1-15 – GTR 200B COM Radio ......................................................................................... 19
Figure 1-16 – GMA 245R Audio Panel ....................................................................................... 19
Figure 1-17 – Example G3X Architecture ................................................................................... 20
Figure 1-18 – Example G3X Architecture – Standalone MFD .................................................... 22
Figure 3-1 – Ammeter Placement for Current Measurement ...................................................... 50
Figure 3-2 – Example of Completed Electrical Load Tabulation Form Page 1 of 2 .................... 54
Figure 3-3 – Example of Completed Electrical Load Tabulation Form Page 2 of 2 .................... 55
Figure 3-4 – Example of Completed Emergency Power Operation Calculation ......................... 57
Figure 3-5 – CAN Bus Backbone ................................................................................................ 58
Figure 3-6 – Correct CAN Bus Wiring Example and Node Connections .................................... 59
Figure 3-7 – Incorrect CAN Bus Topographies ........................................................................... 59
Figure 4-1 – Shield Termination Methods ................................................................................... 63
Figure 4-2 – Jackscrew Backshell Assembly .............................................................................. 70
Figure 4-3 – Rack Mounted Connector Assembly ...................................................................... 71
Figure 4-4 – Insulation/contact Clearance .................................................................................. 72
Figure 4-5 – Jackscrew Backshell Assembly (Potted Configuration Module) ............................. 73
Figure 4-6 – Pan Head Screw Ground Stud Buildup .................................................................. 74
Figure 4-7 – Countersunk Screw Stud Buildup ........................................................................... 74
Figure 4-8 – Electrical Bonding Preparation – Nutplate .............................................................. 76
Figure 4-9 – Electrical Chassis Bonding Preparation – Bolt/nut shown (Nutplate similar) .......... 76
Figure 4-10 – Electrical Bonding Preparation – Bolt/Nut Joint .................................................... 76
Figure 4-11 – Electrical Bonding Preparation – Terminal Lug .................................................... 77
Figure 4-12 – Fiberglass Insulation for Carbon Fiber Material .................................................... 78
Figure 4-13 – Aluminum Tape Joint ............................................................................................ 78
Figure 4-14 – Aluminum Tape Ground Termination ................................................................... 79
Figure 4-15 – Aluminum Tape Installation .................................................................................. 80
Figure 4-16 – Instrument Panel Bonding .................................................................................... 81

G3X Touch EFIS Part 23 AML STC Page xi Revision 7
Figure 4-17 – Bonding strap Backshell Buildup .......................................................................... 83
Figure 4-18 – GDU Clearance for Connectors (GDU 460 and 470) ........................................... 84
Figure 4-19 – 7” Portrait PFD ...................................................................................................... 85
Figure 4-20 – 10.6” Landscape PFD/MFD/EIS ........................................................................... 86
Figure 4-21 – 7” Portrait MFD ..................................................................................................... 86
Figure 4-22 – 10.6” Landscape MFD .......................................................................................... 87
Figure 4-23 – Standalone 7” Portrait MFD/EIS with Engine Annunciator Lights ......................... 87
Figure 4-24 – Standalone 10.6” Landscape MFD with Engine Annunciator Lights (Main Engine
Display on Right or Left Side of Display) ............................................................................. 88
Figure 4-25 – Standalone 10.6” Landscape MFD with EIS (Main Engine Display Left Side of
Display) ................................................................................................................................ 88
Figure 4-26 – PFD Location Relative to Existing Standby Instruments ...................................... 91
Figure 4-27 – PFD Location Relative to G5 Standby Display ..................................................... 91
Figure 4-28 – PFD Location Relative to GI 275 Standby Display ............................................... 92
Figure 4-29 – GDU 460 Bezel Width (in Inches) ......................................................................... 93
Figure 4-30 – GDU 460 Behind-Panel Depth (in Inches) ............................................................ 93
Figure 4-31 – GDU 460 Panel Cutout (Not to Scale) .................................................................. 94
Figure 4-32 – GDU 460 Assembly .............................................................................................. 94
Figure 4-33 – GDU 470 Bezel Width (in Inches) ......................................................................... 95
Figure 4-34 – GDU 470 Bezel and LRU Depths (in Inches) ....................................................... 95
Figure 4-35 – GDU 470 Panel Cutout Drawing (Not to Scale) .................................................... 96
Figure 4-36 – GDU 470 Installation with Hardware .................................................................... 97
Figure 4-37 – VFR Placard Installation (10.6” – GDU Example, 7” GDU Similar) ...................... 98
Figure 4-38 – GSU 25 Outline Drawing .................................................................................... 100
Figure 4-39 – GSU 25D Mounting to GDU 470 ........................................................................ 101
Figure 4-40 – GSU 25D Mounting to GDU 460 ........................................................................ 102
Figure 4-41 – Alternate GSU 25D Mounting ............................................................................. 104
Figure 4-42 – GSU 25D Mounting Options (View 1 of 2) .......................................................... 105
Figure 4-43 – GSU 25D Mounting Options (View 2 of 2) .......................................................... 106
Figure 4-44 – Pneumatic Line Drain Example .......................................................................... 107
Figure 4-45 – Pitot-Static Connections for ADAHRS Installation (No GAP 26 AOA) ................ 108
Figure 4-46 – GDL 5XR Dimensions (GDL 52R Shown) .......................................................... 110
Figure 4-47 – GDL 5XR Mounting Hardware (GDL52R Shown, Use for GDL50R and GDL51R)
........................................................................................................................................... 111
Figure 4-48 – GDL 50R, 51R, and 52R LRU and D-Sub Connector ........................................ 112
Figure 4-49 – GDL 50R, 51R, and 52R Connections ............................................................... 112
Figure 4-50 – GEA 24 Dimensions ........................................................................................... 114
Figure 4-51 – GEA 24 Mounting Hardware ............................................................................... 115
Figure 4-52 – GEA 24 and D-Sub Connectors ......................................................................... 116
Figure 4-53 – GMU 11 Dimensions .......................................................................................... 118
Figure 4-54 – GMU 11 Pitch and Roll Requirements ................................................................ 119
Figure 4-55 – GMU 11 Heading Alignment Requirement ......................................................... 119
Figure 4-56 – GMU 11 Mounting Hardware .............................................................................. 121
Figure 4-57 – GMU 11 Install Breakdown ................................................................................. 122
G3X Touch EFIS Part 23 AML STC Page xii Revision 7
Figure 4-58 – GMU 11 Overbraid Installation ........................................................................... 125
Figure 4-59 – GMU 11 Overbraid Termination ......................................................................... 125
Figure 4-60 – GAD 29B Dimensions ......................................................................................... 127
Figure 4-61 -- GAD 29B Mounting Hardware ............................................................................ 128
Figure 4-62 – GAD 29B Install Breakdown ............................................................................... 129
Figure 4-63 – GAD 29B Autopilot Transformer Mounting ......................................................... 130
Figure 4-64 – GAD 27 Dimensions ........................................................................................... 131
Figure 4-65 – GAD 27 Mounting Hardware .............................................................................. 132
Figure 4-66 – GAD 27 Install Breakdown ................................................................................. 133
Figure 4-67 – GMA 245R Dimensions (End Mount) ................................................................. 135
Figure 4-68 – GMA 245R Dimensions (Side Mount) ................................................................ 136
Figure 4-69 – GMA 245R Bracket Installation Options ............................................................. 137
Figure 4-70 – GMA 245R Mounting Hardware ......................................................................... 138
Figure 4-71 – GMA 245R and Connectors Assembly ............................................................... 139
Figure 4-72 – GTR 20 Dimensions – Mounting Brackets on Ends ........................................... 141
Figure 4-73 – GTR 20 Dimensions – Mounting Brackets on Sides .......................................... 142
Figure 4-74 – GTR 20 Mounting Hardware ............................................................................... 143
Figure 4-75 – GTR 20 and Connector ...................................................................................... 144
Figure 4-76 – GTR 200B Dimensions ....................................................................................... 145
Figure 4-77 – Panel Cutout Detail for GTR 200B ..................................................................... 146
Figure 4-78 – Avionics Rack Mounting Rail .............................................................................. 147
Figure 4-79 – GTR 200B Rack Installation ............................................................................... 149
Figure 4-80 – GTR 200B Installation with Rack ........................................................................ 150
Figure 4-81 – GTR 200B Connector Plate Installation .............................................................. 151
Figure 4-82 – GTP 59 OAT Probe Dimensions ........................................................................ 152
Figure 4-83 – GTP Installation (Aircraft with Metallic Skin Example) ........................................ 153
Figure 4-84 – GTP 59 Installation Composite Aircraft (Non-conductive Access Panel) ........... 154
Figure 4-85 – GTP 59 Installation Composite Aircraft (Conductive Access Panel) .................. 155
Figure 4-86 – GAP 26 Probe Mount Location Considerations .................................................. 156
Figure 4-87 – – GAP 26 Installation Limitations ........................................................................ 157
Figure 4-88 – GAP 26 Cutout Template ................................................................................... 158
Figure 4-89 – GAP 26 Installation Components ....................................................................... 159
Figure 4-90 – GAP 26 Installation Hardware ............................................................................ 160
Figure 4-91 – GAP 26 Mount Tube Bracket Dimensions .......................................................... 161
Figure 4-92 – GAP 26 Mount Tube Dimensions ....................................................................... 161
Figure 4-93 – GAP 26 Probe Dimensions ................................................................................. 162
Figure 4-94 – GAP 26 Probe Alignment (Side View) ................................................................ 163
Figure 4-95 – GAP 26 Probe Alignment (Bottom View) ............................................................ 163
Figure 4-96 – GAP 26 Pneumatic Lines ................................................................................... 164
Figure 4-97 – GPS Antenna Dimensions .................................................................................. 166
Figure 4-98 – GPS Antenna (Screw-mounted Installation Example) ........................................ 167
Figure 4-99 – GPS Antenna (Hook & Loop Installation Example) ............................................ 168
Figure 4-100 – Carburetor Air Temperature Sensor Mounting ................................................. 170

G3X Touch EFIS Part 23 AML STC Page xiii Revision 7
Figure 4-101 – Pressure Sensor, Coupling Mount Type ........................................................... 172
Figure 4-102 – Fuel Flow Installation Configurations ................................................................ 173
Figure 4-103 – Fuel Flow Transducer Installation Example ...................................................... 175
Figure 4-104 – Fuel Flow Overbraid Installation Part 1 ............................................................ 176
Figure 4-105 – Fuel Flow Overbraid Installation Part 2 ............................................................ 176
Figure 4-106 – Fuel Flow Overbraid final assembly ................................................................. 177
Figure 5-1 – Update Software Window (Example) .................................................................... 183
Figure 5-2 – Configuration Mode Pages ................................................................................... 184
Figure 5-3 – Data Field Display ................................................................................................ 184
Figure 5-4 – Pop-up Keyboard .................................................................................................. 185
Figure 5-5 – Data Entry Slider Bar ............................................................................................ 185
Figure 5-6 – Systems Information Page ................................................................................... 186
Figure 5-7 – Systems Options Page ......................................................................................... 186
Figure 5-8 – LRU Configuration Page ....................................................................................... 189
Figure 5-9 – ADAHRS Calibration Page ................................................................................... 189
Figure 5-10 – GSU 25D Orientation Pull-down List .................................................................. 191
Figure 5-11 – GSU 25D Orientation Selection .......................................................................... 191
Figure 5-12 – Aircraft Level Attitude ......................................................................................... 192
Figure 5-13 – Pitch/Roll Offset Calibration in Progress ............................................................ 192
Figure 5-14 – Pitch/Roll Offset Completion Status ................................................................... 193
Figure 5-15 – Magnetometer Calibration Page ......................................................................... 194
Figure 5-16 – Magnetometer Orientation Pull-down List .......................................................... 194
Figure 5-17 – Aircraft Configuration Page ................................................................................ 196
Figure 5-18 – Sink Rate Calculator (Example) ......................................................................... 197
Figure 5-19 – Never Exceed Speed (Vne) ................................................................................ 197
Figure 5-20 – PFD G Meter Configuration ................................................................................ 198
Figure 5-21 – Weight & Balance Configuration Page ............................................................... 200
Figure 5-22 – Stations Window (CG vs Weight Option Shown) ................................................ 200
Figure 5-23 – Delete Station ..................................................................................................... 201
Figure 5-24 – Display Options Tab (Weight vs CG Option shown) ........................................... 202
Figure 5-25 – Envelope Data Window ...................................................................................... 203
Figure 5-26 – Display Configuration ......................................................................................... 204
Figure 5-27 – Transponder Status Window .............................................................................. 218
Figure 5-28 – Data Log Configuration ....................................................................................... 220
Figure 5-29 – GDU 460 Main Engine Display ........................................................................... 222
Figure 5-30 – Fuel Calibration Input Window ............................................................................ 226
Figure 5-31 – Shunt Calibration Window .................................................................................. 230
Figure 5-32 – GTR 200B About Page ....................................................................................... 234
Figure 5-33 – GTR 200B Front Panel ....................................................................................... 235
Figure 5-34 – GTR 200B Configuration Mode Home Page ...................................................... 235
Figure 5-35 – GTR 200B COM Setup Page ............................................................................. 235
Figure 5-36 – GTR 200B ICS Sidetone Selection ..................................................................... 236
Figure 5-37 – GTR 200B Audio Setup Page ............................................................................. 236

G3X Touch EFIS Part 23 AML STC Page xiv Revision 7
Figure 5-38 – GTR 200B Audio Tests Page ............................................................................. 237
Figure 5-39 – GTR 200B Softkey Setup Page .......................................................................... 238
Figure 5-40 – GTR 200B Softkey Setup Page .......................................................................... 239
Figure 5-41 – GTR 200B Lighting Graph .................................................................................. 239
Figure 5-42 – Data Link Page ................................................................................................... 243
Figure 6-1 – Transponder Setup Page (Normal Mode) ............................................................ 246
Figure 6-2 – Lightning Tab ........................................................................................................ 254
Figure 6-3 – Magnetometer Interference Test On-screen Instructions ..................................... 260
Figure 6-4 – Magnetometer Interference Test Progress ........................................................... 260
Figure 6-5 – Magnetometer Interference Test Status ............................................................... 260
Figure 6-6 – Compass Rose Starting Position .......................................................................... 262
Figure 6-7 – Magnetometer Calibration On-Screen Instructions .............................................. 263
Figure 6-8 – Magnetometer Calibration Progress ..................................................................... 263
Figure 6-9 – GTR 200B Audio Tests Page ............................................................................... 269
Figure 7-1 – AOA Display ......................................................................................................... 278
Figure 7-2 – Angle of Attack Setup Page .................................................................................. 279
Figure 7-3 – Main Menu Page .................................................................................................. 279
Figure 7-4 – Setup Page ........................................................................................................... 280
Figure 7-5 – Caution Alert AOA ................................................................................................ 282
Figure 7-6 – Stall Warning AOA ................................................................................................ 283
Figure 7-7 – Approach Target AOA .......................................................................................... 285
Figure A-1 – J271 on the GAD27 .............................................................................................. A-1
Figure A-2 – TB273 on the GAD27 ........................................................................................... A-3
Figure A-3 – J291 on the GAD 29B .......................................................................................... A-4
Figure A-4 – J292 on the GAD 29B .......................................................................................... A-4
Figure A-5 – J5X1 on the GDL 5XR .......................................................................................... A-6
Figure A-6 – P4X01 Connector on the GDU 4X0 ..................................................................... A-7
Figure A-7 – P4X02 Connector on the GDU 4X0 ..................................................................... A-8
Figure A-8 – GPS Connector on the GDU 4X0 ......................................................................... A-9
Figure A-9 –J241 Connector on the GEA24 ........................................................................... A-11
Figure A-10 – J242 Connector on the GEA24 ........................................................................ A-12
Figure A-11 – J243 Connector on GEA24 .............................................................................. A-13
Figure A-12 – J244 Connector on GEA24 .............................................................................. A-14
Figure A-13 – J111 on GMU 11 .............................................................................................. A-17
Figure A-14 – J251 on GSU 25D ............................................................................................ A-18
Figure A-15 – J252 on GSU 25D ............................................................................................ A-19
Figure A-16 – GTP 59 ............................................................................................................. A-20
Figure A-17 – J2001 Connector on GTR 20 ........................................................................... A-21
Figure A-18 VHF COMM Antenna Connection ....................................................................... A-22
Figure A-19 – J2401/J2402 Connector on GMA 245R ........................................................... A-23
Figure B-1 – G3X Interconnect Notes for Appendix B .............................................................. B-2
Figure B-2 – Power and Ground Connections Page 1 .............................................................. B-3
Figure B-3 – Power and Ground Connections Page 2 .............................................................. B-4

G3X Touch EFIS Part 23 AML STC Page xv Revision 7
Figure B-4 – GAD27 Installation (14-Volt Aircraft only) ............................................................ B-5
Figure B-5 – Single GDU Baseline (Standalone PFD or MFD Installation) .............................. B-6
Figure B-6 – Multiple GDU Baseline Option ............................................................................. B-7
Figure B-7 – Multiple GDU Baseline Option Notes ................................................................... B-8
Figure B-8 – CAN Bus Connections ......................................................................................... B-9
Figure B-9 – GDU RS-232 connections .................................................................................. B-10
Figure B-10 – Transponder Connections ................................................................................ B-11
Figure B-11 – Transponder (GTX 345(D)(R)) Connections .................................................... B-12
Figure B-12 – GTS 8XX (TCAS) Connections ........................................................................ B-13
Figure B-13 – GDL5XR RS-232 Connections ......................................................................... B-13
Figure B-14 – WX-500 RS-232 Connection ............................................................................ B-14
Figure B-15 – GNC 300XL/GPS 155XL Connection ............................................................... B-15
Figure B-16 – GDL5XR coax cables ....................................................................................... B-16
Figure B-17 – Audio Connections ........................................................................................... B-17
Figure B-18 – GMA 342/345 Audio Interface .......................................................................... B-17
Figure B-19 – GMA 245R Audio Connections Page 1 of 5 ..................................................... B-18
Figure B-24 – GTR 20/200B VHF COM Connections ............................................................. B-23
Figure B-25 – GTR 20/200B VHF COM/Intercom Connections Page 1 of 2 .......................... B-24
Figure B-26 – GTR 20/200B VHF COM/Intercom Connection Page 2 of 2 ............................ B-25
Figure B-27 – VHF NAV/COM RS-232 connection ................................................................. B-26
Figure B-28 – GPS 175 and GNC 355(A) Interface ................................................................ B-27
Figure B-29 – GNX 375 GPS/Transponder Interfaces ............................................................ B-28
Figure B-30 – Single GPS/VHF NAV with Single/Dual GDU Interfaces.................................. B-29
Figure B-31 – Single GPS/VHF NAV with Single/Dual GDU Interfaces Notes ....................... B-30
Figure B-32 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces ....................... B-31
Figure B-33 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interface Notes .............. B-32
Figure B-34 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces ................. B-33
Figure B-35 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interface Notes ........ B-34
Figure B-36 – Engine Temperature Sensors (CHT K-Type) ................................................... B-35
Figure B-37 – Engine Temperature Sensors (CHT K-Type) notes ......................................... B-36
Figure B-38 – CHT sensor interconnect (J-type) .................................................................... B-37
Figure B-39 – EGT, CHT, TIT splice ....................................................................................... B-38
Figure B-40 – Fuel, Oil, and Manifold Pressure Transducer Interconnects ............................ B-39
Figure B-41 – Fuel Quantity Sensor Interconnects ................................................................. B-40
Figure B-42 – Fuel Resistor Detailed buildup ......................................................................... B-41
Figure B-43 – Miscellaneous Sensor Interconnects – Page 1 ................................................ B-42
Figure B-44 – Miscellaneous Sensor Interconnects – Page 2 ................................................ B-43
Figure B-45 – P/N 330-01791-10 In-Line Fuse Holder Build-up ............................................. B-44
Figure B-46 – P-lead Resistor Detailed Buildup (Braided Shield) Page 1 of 2 ....................... B-45

G3X Touch EFIS Part 23 AML STC Page xvi Revision 7
Figure B-47 – P-lead Resistor Buildup (Stranded Wire Shield) Page 2 of 2 ........................... B-46
Figure B-48 – Century II, IIB, III Autopilot Interface to GAD 29B ............................................ B-47
Figure B-49 – Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B .......................... B-48
Figure B-50 – Cessna Autopilot Interface to GAD 29B ........................................................... B-49
Figure B-51 – Honeywell (Bendix/King) Autopilot Interface to GAD 29B ................................ B-50
Figure B-52 – S-Tec Autopilot Interface to GAD 29B ............................................................. B-51
Figure B-53 – Piper Autopilot Interface to GAD 29B ............................................................... B-52
Figure B-54 –Landing/Taxi Light Wig-Wag Configuration ....................................................... B-53
Figure B-55 – GAP 26 Power and Ground Connections ........................................................ B-54
Figure B-56 – GAP 26 Mechanical Splice Detail .................................................................... B-55
Figure B-57 – Carbon Monoxide Detector Interface ............................................................... B-56
Figure D-1 – Wingtip Zoning – Not Limited to VFR Operation .................................................. D-2
Figure D-2 – Wingtip Zoning – Limited to VFR Operation ........................................................ D-3
Figure D-3– Wing Zoning – Affected by Landing Gear ............................................................. D-4
Figure D-4 – Zoning for a Single Propeller (Low or High Wing) ................................................ D-5
Figure D-5 – Fuselage Zoning – Canard with a Rear Mounted Propeller ................................. D-5
Figure D-6 – Fuselage Zoning – Curved Lower Fuselage ........................................................ D-6
Figure D-7 – Fuselage Zoning – Single, Rear Mounted Propeller Above Fuselage ................. D-7
Figure D-8 – Empennage Zoning .............................................................................................. D-8
Figure D-9 – Zoning for Biplane ................................................................................................ D-8
Figure D-10 – Single Propeller Aircraft Zoning Example .......................................................... D-9
Figure E-1 – G5 Standby Display Installation Guidance ........................................................... E-2
Figure F-1 – GI 275 Standby Display Installation Guidance ..................................................... F-3
Figure G-1 – Magnetic Interference Test Harness .................................................................... G-5
Figure I-1 – Cessna 182T/T182T, Pilot Side Panel – 10.6” Landscape PFD/MFD ..................... I-2
Figure I-2 – Cessna 182T/T182T, Pilot Side Panel –7” Portrait PFD.......................................... I-3
Figure I-3 – Cessna 182T/T182T, Copilot Side Panel – 7” Portrait MFD .................................... I-4
Figure I-4 – 182T/T182T, Pilot Side Bulkhead Assembly Marking ............................................. I-5
Figure I-5 – 182T/T182T, Pilot Side Bulkhead Assembly Trimming ........................................... I-6
LIST OF TABLES
TABLE PAGE
Table 1-1 – Garmin Installation Manuals and References ............................................................ 7
Table 1-2 – Technical References ................................................................................................ 7
Table 1-3 – GDL 5XR Data Link Features and Functions .......................................................... 16
Table 3-1 – G3X LRU Equipment List ......................................................................................... 29
Table 3-2 – Equipment Installation, Mounting, & Connector ....................................................... 30
Table 3-3 – Power Distribution Bussing Requirements .............................................................. 34
Table 3-4 – Circuit Breakers Names and Ratings ....................................................................... 34
Table 3-5 – GDU 460 Main Engine Display Space Usage ......................................................... 36
Table 3-6 – GDU 470 Main Engine Display Space Usage ......................................................... 36
Table 3-7 – Features dependent on EIS Gauges ....................................................................... 38
Table 3-8 – Aircraft Eligibility Checklist ....................................................................................... 38
G3X Touch EFIS Part 23 AML STC Page xvii Revision 7
Table 3-9 – Compatible Non-Garmin Autopilots ......................................................................... 44
Table 3-10 – LRU Current Draw ................................................................................................. 48
Table 3-11 – Example Load Calculation ..................................................................................... 49
Table 3-12 – Electrical Load Tabulation Form Page 1 of 2 ......................................................... 52
Table 3-13 – Electrical Load Tabulation Form Page 2 of 2 ......................................................... 53
Table 4-1 – GMU 11 (P111), GSU 25D (P251), GDU 4X0 (P4X01), GAD 29B (P291), GEA 24
(P241) 9 Pin Connector Parts .............................................................................................. 64
Table 4-2 – GDL5XR (P5X1) 15 Pin Connector Parts ................................................................ 65
Table 4-3 – GEA24 (J242) and GAD 29B (P292) 25 Pin Connector Parts ................................. 66
Table 4-4 – GEA 24 (P242) and GTR 20 (P201) Connector Parts 37 Pin Connector ................ 67
Table 4-5 – GMA 245R (P2401) 44 Pin Connector Parts ........................................................... 68
Table 4-6 – GDU4X0 (P4X02), GEA24 (P244), and GAD27 (P271) 50 Pin Connector Parts .... 69
Table 4-7 – GTR 200B (P2001) 37 Pin Connector Parts ............................................................ 70
Table 4-8 – P/N 010-12253-01 GDU Configuration Module Kit Parts ......................................... 72
Table 4-9 – GDU configuration module installation parts ........................................................... 73
Table 4-10 – Bonding Strap Part Numbers ................................................................................. 82
Table 4-11 – Display Configurations (No EIS) ............................................................................ 84
Table 4-12 – Display Configurations with EIS Option ................................................................. 85
Table 4-13 – GDU 460 Weight .................................................................................................... 92
Table 4-14 – GDU 470 Weight .................................................................................................... 95
Table 4-15 – GSU 25D Weight ................................................................................................. 100
Table 4-16 – GDL 5XR Weight ................................................................................................. 110
Table 4-17 – GEA 24 Weight .................................................................................................... 114
Table 4-18 – GMU 11 Weight ................................................................................................... 118
Table 4-19 – GAD 29B Weight ................................................................................................. 127
Table 4-20 – GAD 27 Weight .................................................................................................... 132
Table 4-21 – GMA 245R Weight ............................................................................................... 137
Table 4-22 – GTR 20 Weight .................................................................................................... 143
Table 4-23 – GTR 200B Weight ................................................................................................ 146
Table 4-24 – GAP 26 Probe Weight ......................................................................................... 162
Table 4-25 – Inspection Panel Hardware .................................................................................. 162
Table 4-26 – Static Load Test (GAP 26 with Mounting Components) ...................................... 165
Table 4-27 – GPS Antenna Weight ........................................................................................... 166
Table 4-28 – Weight & Balance Calculations Example ............................................................. 178
Table 5-1 – Post-Install Calibration Procedure Summary for ADAHRS Calibration Page ........ 190
Table 5-2 – Post-Install Calibration Procedure Summary for Magnetometer Calibration Page 193
Table 5-3 – ARINC 429 Transmitted Labels ............................................................................. 211
Table 5-4 – COM Radio Supported Functions .......................................................................... 217
Table 5-5 – GTX RS-232 Port Configuration Options ............................................................... 219
Table 5-6 – Fuel Flow K-Factor ................................................................................................ 228
Table 5-7 – Record Mode Selections ........................................................................................ 232
Table 6-1 – LRU Status Indicators ............................................................................................ 245
Table 6-2 – Airspeed Test Points .............................................................................................. 248

G3X Touch EFIS Part 23 AML STC Page xviii Revision 7
Table 6-3 – Magnetometer Interference Test Sequence Example ........................................... 261
Table 6-4 – Heading Verification – ADAHRS Check ................................................................ 265
Table 6-5 – EMI Victim/Source Matrix ...................................................................................... 277
Table C-1 – Compatible Equipment – GPS/VHF Nav Interfaces .............................................. C-1
Table C-2 – Compatible Equipment – GPS NAV ...................................................................... C-4
Table C-3 – Compatible Equipment – VHF NAV/COM ............................................................. C-6
Table C-4 – Compatible Traffic and Weather Sources ............................................................. C-7
Table C-5 – Compatible Equipment – Autopilots ...................................................................... C-9
Table C-6 – Compatible EIS Sensors ..................................................................................... C-12
Table C-7 – Supported GPS & SXM Antennas ....................................................................... C-15
Table C-8 – GPS or GPS/WAAS Antenna Minimum Requirements ....................................... C-16
Table C-9 – SXM Satellite Radio Antenna Minimum Requirements ....................................... C-16
Table D-1 – Lightning Zoning Legend....................................................................................... D-1
Table E-1 – G5 Standby Equipment ......................................................................................... E-1
Table F-1 – GI 275 Standby Equipment ................................................................................... F-1
Table G-1 – Example Survey Sequence ................................................................................... G-6
Table H-1 –Aircraft Model Specific Data ................................................................................... H-2

G3X Touch EFIS Part 23 AML STC Page xix Revision 7
1. General
1.1 Introduction
This manual is intended for use by those authorized to perform avionics installations on certified
aircraft. It includes installation data and checkout procedures for the G3X Touch Electronic
Flight Instrument System (EFIS) and refers to standards described in Title 14 CFR Part 43.
Installation personnel must be familiar with the contents of this manual prior to performing
modifications to the aircraft. For technical support contact Garmin Aviation Product Support at
913-397-8200 (toll free 1-866-739-5687) or by using the around-the-world contact information
on www.fly.garmin.com.
1.2 STC Applicability

This manual defines aircraft modifications required to install the G3X Touch EFIS in Part 23
aircraft on the Approved Model List (AML) under Supplemental Type Certificate (STC)
SA01899WI. This STC approves installation of components specified in the STC Equipment List
in section 3.1.1 along with sensors for common engine parameters as specified in Appendix
C.7. This STC also approves interfaces between G3X Touch and a variety of other equipment
and sensors as described in this manual, however installation of the interfacing equipment and
sensors requires separate airworthiness approval.
The G3X Touch EFIS is approved for aircraft with a single piston engine up to 6000 lbs. gross
takeoff weight (GTOW) and 6 seats or less.
Aircraft makes and models listed on the AML are eligible for the G3X system installation under
this STC. Based on the data contained in the manual, STC applicability to a particular aircraft
must be verified before the aircraft is modified. Some aircraft may have been modified or
equipped with systems to which the G3X interface is not defined or approved. The installer must
make the final determination whether this STC is applicable to a given aircraft.
The installation of the G3X system in accordance with this STC is a major alteration to the
aircraft. Following a major alteration, the aircraft must be returned to service in a means
acceptable to the cognizant aviation authority. An example would be compliance with 14 CFR
43.9, 14 CFR 91.417 and submission of an FAA Form 337 “Major Repair and Alteration
Airframe, Powerplant, Propeller, or Appliance” completed in accordance with advisory circular
AC43.9-1F, Instructions for Completion of FAA Form 337.
Consistent with FAA Order 8110.4B and AC 21-40, a permission letter to use this STC data is
available for download from the Garmin Dealer Resource Center.
1.3 Acronyms and Abbreviations

AC: Advisory Circular AFCS: Aircraft Flight Control System
OR
Aircraft AFM: Airplane Flight Manual
ADAHRS: Air data, Attitude and Heading AFMS: Airplane Flight Manual Supplement
Reference System. AGL: Above Ground Level
ADC: Air Data Computer AHRS: Attitude and Heading Reference System
ADF: Automatic Direction Finder ALT: Altitude Preselect
ADI: Attitude Direction Indicator AML: Approved Model List
ADS-B: Automatic Dependent Surveillance - AOA: Angle of Attack
Broadcast
AOPA: Aircraft Owners and Pilots Association
ADS-R: Automatic Dependent Surveillance -
Rebroadcast AP: Autopilot

G3X Touch EFIS Part 23 AML STC Page 1 Revision 7
ARINC: Aeronautical Radio, Incorporated GA: Go-Around
ARP: Aerospace Recommended Practice GND: Ground
ASI: Airspeed Indicator GPH: Gallons per Hour
ASTM: American Society for Testing and GPS: Global Positioning System
Materials
GPSS: GPS Roll Steering
AWG: American Wire Gauge
GTOW: Gross Takeoff Weight
BNC: Bayonet Neill–Concelman
HDG: Heading (mode)
CAN: Controller Area Network
HP: Horsepower
CAS: Crew Alerting System
HSDB: High Speed Data Bus
CB: Circuit Breaker
HSI: Horizontal Situation Indicator
CDI: Course Deviation Indicator
IAT: Induction Air Temperature
CDT: Compressor Discharge Temperature
ICA: Instructions for Continued Airworthiness
CDU: Control Display Unit
ID: Identifier
CFR: Code of Federal Regulations
IEL: Indirect Effects of Lightning
CG: Center of Gravity
IFR: Instrument Flight Rules
CHT: Cylinder Head Temperature
ILS: Instrument Landing System
CI: Course to Intercept
ISO: International Organization for Standards
CO: Carbon Monoxide
LNAV: Lateral Navigation
COM: Communication Radio
LOC: Localizer
CRS: Course
LRU: Line-Replaceable Unit
DC: Direct Current
LVL: Level (mode)
DDM: Difference in Depth of Modulation
MFD: Multi-Function Display
DG: Directional Gyro
MFR: Manufacturer
DME: Distance Measuring Equipment
MMO: Mach Max Operating
DMM: Digital Multi Meter
MTOW: Maximum Takeoff Weight
EEPROM: Electrically Erasable Programmable
Read-Only Memory NASA: National Aeronautics Space
Administration
EFIS: Electronic Flight Instrument System
NAV: Navigation (mode)
EGT: Exhaust Gas Temperature
NMEA: National Marine Electronics Association
EIS: Engine Indication System
OAT: Outside Air Temperature
ELA: Electric Load Analysis
OBS: Omni Bearing Selector
EMC: Electromagnetic Compatibility
PFD: Primary Flight Display
EMI: Electro-Magnetic Interference
PICP: Post Installation Checkout Procedures
ES: Extended Squitter
PMA: Parts Manufacturer Approval
ESP: Electron Stability Protection
POH: Pilot’s Operating Handbook
FAA: Federal Aviation Administration
RF: Radio Frequency
FADEC: Full Authority Digital Engine Control
RFI: Radio Frequency Interference
FD: Flight Director
RPM: Revolutions per Minute
FF: Fuel Flow
RTCA: Radio Technical Commission for
FIKI: Flight into Known Icing Aeronautics
FIS-B: Flight Information Service Broadcast RX: Receive

SAE: Society of Automotive Engineers UAT: Universal Access Transceiver
SD: SanDisk Memory USP: Under Speed Protection
STC: Supplemental Type Certificate VDC: Volts of Direct Current
STD: Standard VFE: Maximum Flap Extended Speed
SVX: Synthetic Vision Technology VFR: Visual Flight Rules
SXM: Sirius XM VHF: Very High Frequency
SYS: System VLE: Maximum Landing Gear Extended
Speed
TAS: Traffic Advisory System
OR VLO: Maximum Landing Gear Operating
True Airspeed Speed
TAWS: Terrain Awareness and Warning System VNAV: Vertical Navigation
TC: Type Certificate VNE: Never Exceed Speed
TCAS: Traffic Collision Avoidance System VOR: VHF Omni Directional Radio Range
TCDS: Type Certificate Data Sheet VS: Vertical Speed
TIS: Traffic Information Service WAAS: Wide Area Augmentation System
TIS-A: Traffic Information Service-A WPT: Waypoint
TIS-B: Traffic Information Service - Broadcast XDCR: Transducer
TIT: Turbine Inlet Temperature XM: XM Satellite Radio
TNC: Threaded Neill–Concelman XPDR: Transponder
TSO: Technical Standard Order YD: Yaw Damper
TX: Transmit
1.4 System Overview

The Garmin G3X Touch is an Electronic Flight Instrument System (EFIS) which provides an
intuitive touchscreen user interface with a wide array of standard and optional features. The
system is approved to replace most of the primary flight instruments, navigation instruments,
and engine instruments found in typical piston single engine airplanes. Refer to section 2 for
limitations and exceptions that may require a subset of existing instruments to be retained in
some installations. The G3X system is capable of providing the following functionality:
• Multi-Function Display (MFD)
• Optional Primary Flight Display (PFD)
• Optional Engine Indicating System (EIS)
• Optional Traffic and Weather Receiver (ADS-B In)
• Optional SiriusXM Weather and Radio (subscription required)
• Optional Angle of Attack (AOA)
• Optional VHF COM (panel or remote mount)
• Optional Audio Panel (remote mount)
• Optional Landing and Taxi Light Wig-Wag
A G3X system installed per this STC may consist of one of the following display configurations
for the Pilot-in-Command. Reference Table 4-11, Table 4-12, and their associated figures for
more detailed information.
1. Single GDU 4X0 installed as a standalone MFD with no PFD present and optional EIS
supported.
2. Single 7-inch GDU 470 (portrait orientation) PFD with the capability to be split into a
PFD/MFD configuration but with no support for EIS.
3. Single 10.6-inch GDU 460 with PFD/MFD split capability and EIS supported.
4. Dual 7-inch GDU 470 (portrait orientation), one configured as PFD and the other as
MFD, with EIS only supported on the MFD.
5. Single 7-inch GDU 470 (portrait orientation) as PFD and a single 10.6-inch GDU 460 as
MFD with the EIS only supported on 10.6-inch MFD.
6. Single 10.6-inch GDU 460 as PFD and a single 7-inch GDU 470 (portrait orientation) as
MFD, with the EIS supported on either the PFD or MFD.
7. Dual 10.6-inch GDU 460, one configured as PFD and the other as MFD, with EIS
supported on either the PFD or MFD.
The following additional display configurations can optionally be installed for the Copilot:
1. One or two GDU 4X0 installed as MFD on the right side of the instrument panel (beyond
the dimensions shown in Figure 4-21 and Figure 4-22) of a side-by-side cockpit seating
arrangement.
• A maximum of three displays total are allowed in the panel of side-by-side
aircraft.
• For aircraft not limited to VFR, a G5 must be installed as the standby instrument
when a copilot MFD is installed on the right side of the panel.
• A copilot MFD can support a backup display of PFD 1.
NOTE
There are important display configuration requirements for the MFD Startup Display Mode,
reference section 5.19.
2. One or two GDU 4X0 installed in the second cockpit of a tandem aircraft, configured as
PFD2 and/or MFD.
• A maximum of four displays are allowed in tandem aircraft.
• For aircraft not limited to VFR, a G5 must be installed as the standby instrument
adjacent to PFD 1 on the primary instrument panel (cockpit from which the
aircraft is flown solo).
• Only a copilot GDU in the second cockpit can be configured as PFD 2. The PFD
2 will display primary flight information from the same ADAHRS as PFD 1.
When at least two GDUs are installed, one as PFD and another as an MFD, failure of one
display unit will cause the system to automatically revert to a reversionary format. In the
reversionary format, primary flight information, radio tuning information and EIS (if installed) are
displayed on the remaining GDU. Additionally, a multi-function pane can be displayed on a PFD
if the “split” touchscreen button is selected.
The following LRUs and equipment are required as part of the G3X Touch installation:
• GSU 25D Air Data Computer, Aircraft Heading and Reference System (ADAHRS)
(required for PFD)
• GMU 11 Magnetometer (required for PFD)

• GTP 59 Temperature Probe (required for PFD)
• GPS Antenna (required by all display configurations)
• GAD 27 Electronic Adapter Unit (required for 14-volt aircraft with EIS)
Standby attitude, airspeed, and altitude instruments are required if a G3X display unit is
installed as the primary flight display (PFD) in IFR installations. The standby instruments may be
a Garmin G5, GI 275 ADAHRS / ADAHRS+AP, or existing pneumatic instruments. IFR
installations with Copilot displays require the G5.
The G3X system is composed of several sub-units or Line Replaceable Units (LRUs). The LRUs
have a modular design and can be installed directly behind the instrument panel or mounted
directly on the panel in the case of a GDU, or in a separate location. Each LRU has a particular
function, or set of functions, as described in their applicable sections.
A GPS antenna is required for G3X installations. The GDU contains an internal WAAS GPS
receiver which supports VFR navigation only. IFR navigation requires a compatible certified
navigator that can interface to the G3X system and display flight plan and guidance on the
GDU. Alternatively, navigation equipment that is not compatible with G3X can retain their
separate external indicator to maintain IFR capability (reference section 2.1 for exceptions
related to GMA 245R and GTR20/200B installations). The external indicator installation is
outside the scope of this STC.
G3X systems using optional SiriusXM (SXM) or ADS-B receivers require dedicated antennas
which are not installed under this STC.
1.4.1 Standalone MFD (GDU 460 or 470)
The G3X Touch AML STC approves the installation of either a GDU 470 or 460 as a standalone
MFD (no PFD and no GSU 25D installed). Compared to fully featured G3X Touch system
where an MFD is installed with a PFD, the standalone MFD supports most of the same MFD
functions and interfaces including:
• Moving map, charts, terrain, VFR flight planning, and EIS
• Weather and traffic from GDL 5XR, GTX 345(R), GNX 375, GTS 8XX
• Interface to Garmin COM radios with frequency tuning and display
• Control and display of GTR 20 and GMA 245R
• Analog audio output of G3X aural alerts including altitude, terrain, traffic, GFC 500, and
EIS
• Interface to external Garmin GPS navigators with ability to select between display of
internal VFR flight plan or external navigator flight plan
• Interface to one or two G5s which can display lateral and vertical deviation from the
MFD’s built-in VFR navigation and VNAV functions
• Interface to the GFC 500 autopilot (requires a G5) which allows the autopilot to follow
the MFD’s built-in VFR flight plan and VNAV descent profile
• Interface to the non-Garmin autopilots approved under this STC (requires a G5 and GAD
29B) which allows the autopilot to follow the MFD’s built-in VFR flight plan using GPSS
mode on the G5
• Interface to a GAD 13 OAT (when installed with a G5 ADI) which supports the Glide
Range Ring function on the MFD
• Interface to a GMU 11 (when installed with a G5) which allows the MFD to send heading
data to WX-500 lightning detector or GTS 8XX traffic systems

• Interface to GAD 27 (optional for wig-wag function; required for 14v installations with
EIS)
Reference Section 2.1 for limitations related to the standalone MFD.
When a standalone MFD is installed the primary flight instruments must be retained.
In this configuration the standalone MFD will be identified as GDU1.
1.5 Reference Documents

Additional information on the G3X Touch system and Garmin interfaces can be found in Garmin
documents listed in Table 1-1. Technical references applicable to the G3X system installations
can be found in public documents listed in Table 1-2.

Table 1-1 – Garmin Installation Manuals and References
Document Title Document Number
AHRS/Magnetometer Installation Considerations 190-01051-00
G5 EFI Part 23 AML STC Installation Manual 190-01112-10
G3X Touch Pilot’s Guide for Certified Aircraft 190-02472-00
GTR 200/200B Pilot’s Guide 190-01553-01
Garmin G3X Touch Electronic Flight Instrument System Part 23 190-02472-02
AML STC Maintenance Manual/ICA
GTN 6XX/7XX Part 23 AML STC Installation Manual 190-01007-A3
GNS 400W Series Installation Manual 190-00356-08
GNS 500W Series Installation Manual 190-00357-08
GTR 225/GNC 255 TSO Installation Manual 190-01182-02
GPS 175 Part 23 AML STC Installation Manual 190-02207-A1
GNX 375 Part 23 AML STC Installation Manual 190-02207-A4
GNC 355 Part 23 AML STC Installation Manual 190-02207-A5
GFC 500 Autopilot with Electronic Stability and Protection Part 23 190-02291-00
AML STC Installation Manual
GTX 3X5 Transponder TSO Installation Manual 190-01499-02
GTX 3XX Part 23 AML STC Installation Manual 190-00734-10
STC Antenna Installation Manual 190-00569-00
Garmin GPS and XM® Antenna STC Installation Manual 190-01284-00
Table 1-2 – Technical References

Document Title Document Number
FAA Advisory Circular, Powerplant Guide for Certification of Part FAA AC 23-16A
23 Airplanes and Airships
FAA Advisory Circular, Acceptable Methods, Techniques, and FAA AC 43.13-1B
Practices – Aircraft Inspection and Repair
FAA Advisory Circular, Acceptable Methods, Techniques, and FAA AC 43.13-2B
Practices – Aircraft Alterations
Aerospace Systems Electrical Bonding and Grounding for SAE ARP1870
Electromagnetic Compatibility and Safety
Standard Guide for Aircraft Electrical Load and Power Source ASTM F2490-05
Capacity Analysis
Assembly and Soldering Criteria for High Quality/High Reliability SAE AS4461A
Soldered Wire and Cable Termination in Aerospace Vehicles
Crimping, Interconnecting Cables, Harnesses, and Wiring NASA STD 8739.4

1.6 Equipment Description
1.6.1 GDU 470
The Garmin Display Unit (GDU) 470 is a 7-inch LCD portrait-oriented panel mounted control
and display unit with a GPS receiver. The GDU features a high-resolution infrared touchscreen
user interface augmented by a set of dual-concentric knobs and dedicated buttons for
commonly used functions. The GDU 470 is mounted flush to the aircraft instrument panel.
Below is a list of some of the functions provided by the GDU 470. Many of the listed functions
depend on optional equipment interfaces and/or subscription services.
PFD Functions
• Primary attitude, heading, and air data information
• Slip/skid and rate-of-turn indication
• Synthetic Vision including Pathways and Flight Path Marker
• Horizontal Situation Indicator (HSI)
• Flight Director display with GFC500 autopilot modes and alerts
• Clock and timer
MFD Functions
• Moving map with VFR flight planning function
• Charts and SafeTaxi
• Traffic display and alerting
• Terrain and obstacle display and alerting
• Datalink weather
• Display of flight plan and navigation from an external Garmin GPS navigator
• Display of navigation from an external VOR/ILS NAV radio
• Control and display of Transponder (not supported in standalone MFD)
• Control and display of COM radios
• Engine Information System (EIS) (if installed)
System Interfaces
• Wireless Bluetooth transceiver that can communicate with tablet computers and other
Garmin devices that support Connext interface protocol. Refer to G3X Touch Pilot’s
Guide for Certified Aircraft (190-02472-00) for guidance in using Connext Bluetooth
connections.
• CAN and RS-232 interfaces to communicate with Garmin LRUs and other devices. Refer
to the appropriate sections in APPENDIX B and section 5 for interconnect and
configuration information.
• TNC/BNC Adapter connector used only with P/N 011-04036-00 GPS antenna.
The GDU 470 can be installed in a variety of configurations as described in section 1.4. Several
examples are shown in Figure 1-1, Figure 1-2, and Figure 1-4.
The display on a 7” GDU 470 when configured as an MFD does not have split format
functionality in normal mode but is available in reversionary mode if the PFD fails.

Figure 1-1 – GDU 470 (Single PFD with MFD in split mode)
Figure 1-2 – Dual GDU 470 (PFD & MFD, EIS Optional)
1.6.2 GDU 460
The Garmin Display Unit (GDU) 460 is a 10.6-inch landscape-oriented, panel mounted control
and display unit with a GPS receiver. The GDU features a high-resolution infrared touchscreen
user interface augmented by two dual-concentric knobs and dedicated buttons for commonly
used functions. The GDU 460 is mounted flush to the aircraft instrument panel. Below is a list of
some of the functions provided by the GDU 460. Many of the listed functions depend on
optional equipment interfaces and/or subscription services.
PFD Functions

• Primary attitude, heading, and air data information
• Slip/skid and rate-of-turn indication
• Synthetic Vision including Pathways and Flight Path Marker
• Horizontal Situation Indicator (HSI)
• Flight Director display with GFC500 autopilot modes and alerts
• Clock and timer
MFD Functions
• Moving map with VFR flight planning function
• Charts and SafeTaxi
• Traffic display and alerting
• Terrain and obstacle display and alerting
• Datalink weather
• Display of flight plan and navigation from an external Garmin GPS navigator
• Display of navigation from an external VOR/ILS NAV radio
• Control and display of Transponder (not supported in standalone MFD)
• Control and display of COM radios
• Engine Information System (EIS) (If installed)
System Interfaces
• Wireless Bluetooth transceiver that can communicate with tablet computers and other
Garmin devices that support Connext interface protocol. Refer to G3X Touch pilot guide
for guidance in using Connext Bluetooth connections.
• CAN and RS-232 interfaces to communicate with Garmin LRUs and other devices. Refer
to the appropriate sections in APPENDIX B and section 5 for interconnect and
configuration information.
• TNC/BNC Adapter connector used only with P/N 011-04036-00 GPS antenna.
The GDU 460 can be installed in a variety of configurations as described in section 1.4. Some
examples are shown in Figure 1-3 and Figure 1-4).

Figure 1-3 – GDU 460 (PFD & MFD, EIS Optional)
Figure 1-4 – GDU 460 with GDU 470 (PFD & MFD, EIS Optional)
1.6.3 GSU 25D ADAHRS
The GSU 25D is an LRU that provides Air Data Computer and Attitude Heading Reference
System (ADAHRS) information. The GSU 25D interfaces to a remote mounted GMU 11
magnetometer for heading information, and computes OAT and TAS from inputs provided by
the GTP 59. The GSU 25D is connected to existing primary pitot/static system. Only one GSU
25D is approved for installation and interface by this STC.
When a GAP 26 probe is installed, the GSU 25D also computes AOA from inputs provided by
the GAP 26, as well as the aircraft’s pitot/static system, and is subsequently displayed by the
G3X PFD.

Figure 1-5 – GSU 25D (ADAHRS)
1.6.4 GMU 11 Magnetometer
The Garmin GMU 11 Magnetometer is a remote mounted device that provides magnetic field
measurements to the GSU 25D to support computation of flight attitude and heading data.
Figure 1-6 – GMU 11 (Magnetometer)

1.6.5 GTP 59 Temperature Probe
The Garmin GTP 59 is an externally mounted temperature probe that provides raw outside air
temperature data. The device is a three-wire temperature probe interface.
Figure 1-7 – GTP 59 (Temperature Probe)

1.6.6 GAD 27 Electronic Adapter Unit (Required for 14-Volt aircraft with EIS)
The GAD 27 provides a stabilized 12V power output to keep avionics online during low voltage
events, such as engine start with a low battery. The GAD 27 is required for airplanes with a 14-
volt electrical system that install the G3X EIS option.
If the G3X PFD/MFD is installed on 14-volt electrical systems and found to reboot during an
engine start, troubleshoot the aircraft per guidance in the G3X Touch EFIS Part 23 AML STC
Maintenance Manual contains ICA (p/n 190-02472-02). If troubleshooting does not reveal any
anomalies in the battery or electrical system, the GAD 27 may be optionally installed to address
the issue.
GAD 27 may optionally be installed on both 14 and 28-volt aircraft to flash the landing and/or
taxi lights of the airplane in an alternating fashion, otherwise known as “Wig Wag”.
Figure 1-8 – GAD 27 (Electronic Adapter Unit)

1.6.7 GAD 29B ARINC 429 Adapter (Optional)
The GAD 29B allows the G3X system to interface to IFR GPS navigators such as the Garmin
GPS 175, GNX 375, GNC 355(A), GNS and GTN series. It also allows for interface to some
non-Garmin autopilots.
Figure 1-9 – GAD 29B (ARINC 429 Adapter)

1.6.8 GEA 24 Engine Adapter (Optional)
The GEA 24 is an input/output system used to monitor and power engine and airframe sensors.
The GEA 24 can monitor and display engine data for single engine aircraft with up to 6
cylinders.
Figure 1-10 – GEA 24 (Engine Indicating System)
NOTE
Reference section 2.1 for EIS limitations and section 3.3.5 for installation requirements of EIS.
1.6.8.1 Sensors
Reference Table C-6 for a complete list of sensor part numbers that are installed and/or
interfaced with this STC. Sensors that are installed by this STC are described in this section.
1.6.8.1.1 Oil Pressure Sensors
This STC provides data to install an oil pressure sensor that is a piezoresistive (PRT)
transducer in a brass housing with a 0 to 150 PSI operating range.
1.6.8.1.2 Oil Temperature Sensors

This STC provides data to install an oil temperature sensor that is a type K thermocouple with
an operating temperature range of -45º C to +160º C (-50º F to +320º F). The sensor is supplied
with MS35769-11 copper crush gasket.

1.6.8.1.3 Manifold Pressure Sensors
This STC provides data to install a manifold pressure sensor that is a piezoresistive (PRT)
transducer in a brass housing with a 0 to 30 PSI operating range.
1.6.8.1.4 Carburetor Air Temperature Sensors

This STC provides data to install a carburetor air temperature probe that is a type K
thermocouple with an operating temperature range of -45º C to +160º C (-50º F to +320º F). Use
appropriate copper crush gasket with this probe.
1.6.8.1.5 Fuel Pressure Sensors

This STC provides data to install fuel pressure sensors that are piezoresistive (PRT)
transducers in a brass housing. Either a 0 to 15 PSI or a 0 to 75 PSI sensor is installed to match
the fuel pressure range.
1.6.8.1.6 Fuel Flow Sensors

This STC provides data to install fuel flow transducers. The fuel flow transducers are installed
in-line with the engine fuel delivery system. The display of fuel flow under the G3X STC
supports the following engines:
• Fuel-injected engines
• Pressure carbureted engines (two fuel flow transducers required)
• Carbureted engines

1.6.9 GDL 5XR (50R/51R/52R) Datalink (Optional)
Garmin GDL 5XR provides the data and functions shown in Table 1-3 via Bluetooth® wireless
technology and/or over wired connections.
Table 1-3 – GDL 5XR Data Link Features and Functions

GDL 50R GDL 51R GDL 52R
ADS-B Receiver (Traffic and Sirius XM Receiver ADS-B Receiver (Traffic and
Weather) (Weather/audio) Weather) & Sirius XM Receiver
(Weather/audio)
The GDL 5XR are remote mounted and require external antennas and power connections. No
battery is provided.
The GDL 50R/52R receives Traffic (ADS-B/ADS-R and TIS-B) on both Universal Access
Transceiver (UAT) and 1090 ES (Extended Squitter) frequency bands. When in range of a
ground station, these units will receive FIS-B weather over the UAT link.
The GDL 5XR products provide information to G3X Touch displays via RS-232 and to devices
running Garmin Pilot™ via a Connext® data connection (via Bluetooth®). Please see additional
information in the G3X Touch Pilot's Guide for Certified Aircraft (190-02472-00).
The GDL 52R is shown below.
Figure 1-11 – GDL 52R

1.6.10 GPS Antenna
The glareshield-mounted GPS antenna (Garmin part number 011-04036-10 or 011-04036-00)
feeds a GPS receiver inside the GDU which provides position, velocity, and time data to support
various display functions. The GPS data is also passed on to the GSU 25D to provide improved
AHRS performance.
A GPS antenna must be connected to the PFD or the Standalone MFD. In a multiple-display
G3X installation the PFD will pass GPS data to the other GDUs. A second GPS antenna is not
required but may optionally be installed and connected to another GDU for redundancy.
There are other GPS antennas which are compatible with the GDUs, reference Table C-7 for
more information.
NOTE
If using GPS antenna 011-04036-00, which has a TNC connector, a TNC/BNC Adapter (p/n
330-01754-00) is required to connect the GPS antenna to the GDU.
Figure 1-12 – GPS Antenna (P/N 011-04036-10 Shown)

1.6.11 GAP 26 AOA Probe (Optional)
The GAP 26 AOA (Angle of Attack) probe is a heated air data probe intended to be used as part
of the G3X system.
When installed by this STC, the GAP 26 AOA pressure port is plumbed to the GSU 25D
ADAHRS to provide AOA pressures. The GSU 25D will use the pressure from the GAP 26
probe and the pitot/static pressures it already receives from existing aircraft pitot/static system
to determine AOA and subsequently display it on the G3X PFD.

Figure 1-13 – GAP 26 AOA Probe
1.6.12 GTR 20 VHF COM Radio (Optional)
The GTR 20 is a remote VHF COM transceiver that operates in the 118.000 to 136.975 MHz
frequency range with a 25 kHz channel spacing. The GTR 20 features a built-in two-place
stereo intercom with alert audio, 3D audio, and stereo music inputs.
As installed by this STC, the GTR 20 is a remote mounted COM radio that is entirely controlled
by the G3X Touch display with no front-panel interface. Use of the intercom function is optional.
In accordance with Section 2.1, the GTR 20 may be added as an additional COM radio or
installed as a replacement for an existing COM radio and interfaced with an existing COM
antenna. No COM antenna changes are approved by this STC.
Figure 1-14 – GTR 20 COM Radio

1.6.13 GTR 200B VHF COM Radio (Optional)
The GTR 200B is a VHF COM transceiver that operates in the 118.000 to 136.975 MHz
frequency range with a 25 kHz channel spacing. The GTR 200B features a built-in two-place
stereo intercom with alert audio, 3D audio, stereo music inputs, and Bluetooth functionality.
As installed by this STC, GTR 200B COM radio can be controlled either by the G3X Touch
displays or by its own front-panel controls. Use of the intercom function is optional.
In accordance with Section 2.1, the GTR 200B may be added as an additional COM radio or
installed as a replacement for an existing COM radio and interfaced with an existing COM
antenna. No COM antenna changes are approved by this STC.
Figure 1-15 – GTR 200B COM Radio

1.6.14 GMA 245R Audio Panel (Optional)
The GMA 245R is a remote mounted high-fidelity digital audio panel that collects, processes,
and distributes audio signals to the pilot and passengers and is fully controlled by G3X Touch
displays. It interfaces to dual NAV and COM radios and features a 6-place stereo intercom with
3D audio and Bluetooth capability.
In accordance with Section 2.1, the GMA 245R may be installed as a replacement for an
existing audio panel.
As installed by this STC, only the GMA 245R with integrated Marker Beacon Receiver
functionality is approved for installation. Interface to an existing marker beacon antenna is
optional. No marker beacon antenna changes are approved by this STC.
Figure 1-16 – GMA 245R Audio Panel

1.6.15 Optional External Interface Equipment
See Appendix C for equipment that may be connected to a G3X system.

1.7 System Architecture Examples
The G3X system can be interfaced with other avionics equipment and aircraft systems. An
example block diagram showing an integration of G3X with various equipment and systems is
shown below in Figure 1-17, and an example block diagram for a G3X Standalone MFD is
shown on Figure 1-18.
G3X Touch AML STC Avionics System

RS-232
GFC500
GAD 27 Aircraft Aircraft
GTP 59 Static Pitot
GDL 5xR
4 (ADS-B In and/or
(Optional) OAT GMC 507
SXM) GSA 28
Wig-Wag
(Optional) A/P Controller Yaw Servo
14 V 14 V 14 V (Optional) (Optional)
to S A P
GEA24 S P
GDU 4x0 GSU 25 G5 GSA 28 GSA 28 GSA 28
8 Standby Trim Servo
PFD 1 RS-232 ADAHRS Pitch Servo Roll Servo
1
(Backup (Optional) (Optional) (Optional) (Optional)
ADAHRS)
A
CAN BUS
RS- RS-232
AOA
232 2
RS-232
RS-232
GAD GEA 24
GMU 11 13 14 V from
(Optional) GAD27
EIS
GTS 8XX GTX (Optional)
RS-232
TAS/TCAS A429 Transponder (Backup EIS)
5
(Optional) (Optional)
Stereo RS-232
Audio
GDU 4x0 2
GDU 4x0 Engine/
RS-232 GDU 4x0
PFD 2 GAP 26 MFD 1 Airframe
MFD 2
7
HSDB
2 AOA (Optional)
Sensors
(Optional) (Optional)
(Optional)
Mono
Audio RS-232 WX-500
MapMx Storm GTR 20/
RS-232
RS-232 CO
scope 3
RS-232 Detector 200B COM
(Optional)
(ADS-B)
RS-232 (Optional)
Connext
(Flt Plan
Xfer)
RS-232
3 MapMx
No. 1 GPS/COM
A429 Optional)
(NAV)
A429
(GPS) RS-232
GAD 29B
A429
Data (Air Data)
Concentrator 3,6
(Optional) A429 No. 2 GPS/COM
(NAV) (Optional)
A429
(GPS) KEY:
Sta ndard
Analog GMA 245R G3X Equip
CRS & HDG Audio 9
Panel Audio
(Optional) Optional
G3X Equip
Non-Garmin
Autopilot Garmin COM or
3,6 Inte rfa cing
6
(Optional) NAV/COM Equip
(Optional)
Figure 1-17 – Example G3X Architecture

Notes:
(1) When a G3X PFD is installed, a G5 standby is required to be installed adjacent to the Pilot’s PFD if
any of the following are true:
• alternative suitable standby instruments are not installed in an IFR aircraft (i.e. GI 275 or the
pneumatic airspeed indicator, altimeter, and vacuum attitude indicator)
• copilot displays are installed on the right side of the instrument panel (side-by-side aircraft) or
second cockpit (tandem aircraft) in an IFR aircraft
• a GFC500 is installed without a Sonalert
(2) HSDB & RS232 Connext interfaces are only applicable with GNX 375 or GTX 345() to support FIS-B
weather & TIS-B traffic display on GTN & GDUs.
(3) Maximum of two (2) COM radios, (2) GPS navigators, and (2) VHF NAV units installed.
(4) GAD 27 is required for 14v airframes with EIS and may optionally be connected to PFD and GSU
25D in 14v airframes without EIS. GAD 27 may optionally be installed on both 14v and 28v aircraft to
enable the landing and/or taxi light “wig wag” feature.
(5) A GTS 8XX traffic system cannot be interfaced to the GDU if an ADS-B In transponder such as the
GTX 345(R) or GNX 375 is installed.
(6) If a non-Garmin autopilot is installed, only one external navigator (GPS and/or VHF) can be
connected to G3X. A second navigator, if installed, must use a dedicated CDI and cannot interface to
G3X.
(7) PFD 2 installation is only allowed on the second panel of a tandem aircraft.
(8) The AOA port on the GSU 25D is connected to a GAP 26 AOA port, if installed. If a GAP 26 is not
installed the AOA port on the GSU is connected to the aircraft’s static line.
(9) The CAN bus interface to the audio panel is only applicable for a GMA 245R.
GDU 232 Ports:
GDUs have six RS-232 ports. Except as noted below, the ports can be connected to any compatible LRU
and if multiple GDUs are installed they will share the data between them on the CAN bus. The RS-232
architecture shown above is only an example configuration.
The port on the P4x01 connector is only compatible with the GSU 25D or GEA24. The five ports on
P4x02 can be configured for any supported interface (including GSU 25D and GEA 24).
When two external navigators are connected, the #1 Nav must be connected to a lower numbered RS-
232 port on the PFD, and the #2 Nav connected to either a higher numbered port on the PFD or any 232
port on the MFD.
GTN Connext interface must be connected to PFD1.
Weather data is not shared between GDUs, therefore the traffic/weather receiver (GNX 375, GTX 345() or
GDL 5xR) should be connected via RS-232 to each GDU. If both SXM and ADS-B In are desired in a
fully optioned single GDU installation (PFD, EIS, and dual Garmin navigators), a GDL 52R should be
used for 232 port availability considerations (the 52R sends both SXM and FIS-B/TIS-B on one RS-232
bus). Note however that the GDL 5xR is not compatible with the GTN, so if ADS-B traffic & weather
display is desired on both G3X and GTN it must be sourced from a GNX 375 or GTX 345() per Note 2
(alternatively, the GTN could use GDL 88 or GDL 69, but these are incompatible with G3X).
GTX 335(D)R/345(D)R:
RS-232 port 1 on the GTX335(D)R/345(D)R must be used to connect to the GSU 25D.

G3X Touch AML STC Avionics System – Standalone MFD
RS-232
WX-500
GFC500
Storm GAD 27 Engine/
scope 4 OAT GDL 5xR
(Optional) Airframe (ADS-B In and/or
(Optional) Wig-Wag Sensors Probe SXM)
GMC 507 GSA 28
(Optional) A/P Controller Yaw Servo
RS-232 14 V 14 V (Optional) (Optional)
GEA 24 GAD
GDU 4x0 RS- 13 G5 GSA 28 GSA 28 GSA 28
EIS 1
MFD 232
Standby Pitch Servo Roll Servo Trim Servo
(Optional)
(Optional) (Optional) (Optional) (Optional)
CAN BUS
2
RS-232
RS-232
Connext
(Flt Plan GTX G5 GMU 11 GTR 20/
RS- Xfer) 1 3
232
Transponder Standby (Optional) 200B COM
(Optional) (Optional) (Optional)
Stereo RS-232
A429 Audio
GTS 8XX 2
HSDB
TAS/TCAS RS-232
5 (ADS-B)
(Optional) RS-232
Mono MapMx
Audio
3
No. 1 GPS/COM
A429 Optional)
(NAV)
A429
(GPS)
GAD 29B
A429
Data (Air Data)
7
Concentrator 3,6
(Optional)
A429 No. 2 GPS/COM
(NAV) (Optional)
A429
(GPS) KEY:
Standard
Analog GMA 245R G3X Equip
CRS & HDG Audio 8
Panel Audio
(Optional) Optional
G3X Equip
Non-Garmin
Autopilot Garmin COM or
3,6 Interfacing
6 NAV/COM
(Optional) Equip
(Optional)
RS-232
Figure 1-18 – Example G3X Architecture – Standalone MFD

Notes:
(1) If GFC500 is installed with a standalone MFD, a G5 is required. A second G5 may be installed per the
G5 AML STC.
(2) HSDB & RS232 Connext interfaces only applicable with GNX 375 or GTX 345() to support FIS-B
weather & TIS-B traffic display on GTN & GDU.
(3) Maximum of two (2) COM radios, (2) GPS navigators, and (2) VHF NAV units installed.
(4) GAD 27 required for 14v airframes with EIS. GAD 27 may optionally be installed on both 14 and 28 -
volt aircraft to enable the landing and/or taxi light “wig wag” feature.
(5) A GTS 8XX traffic system cannot be interfaced to the GDU if an ADS-B In transponder such as the
GTX 345(R) or GNX 375 is installed.

(6) If a non-Garmin autopilot is installed, only one external navigator (GPS and/or VHF) can be
connected to G3X. A second navigator, if installed, must use a dedicated CDI and cannot interface to
G3X.
(7) The GAD 29B is required when the standalone MFD is installed with a G5 and GPS navigator. If no
G5 is installed, the MFD and GPS navigator communicate only via RS-232.
(8) The CAN bus interface to the audio panel is only applicable for a GMA 245R.
GDU 232 Ports:
GDUs have six RS-232 ports. Except as noted below, the ports can be connected to any compatible
LRU. The 232-architecture shown above is only an example configuration.
The port on the P4x01 connector is only compatible with the GEA24. The five ports on P4x02 can be
configured for any supported interface.
When two external navigators are connected, the #1 Nav must be connected to a lower numbered RS-
232 port on the MFD, and the #2 Nav connected to a higher numbered port on the MFD.
If both SXM and ADS-B In are desired in a fully optioned standalone MFD installation (MFD, EIS, and
dual Garmin navigators), a GDL 52R should be used for 232 port availability considerations (the 52R
sends both SXM and FIS-B/TIS-B on one RS-232 bus). Note however that the GDL 5xR is not
compatible with the GTN, so if ADS-B traffic & weather display is desired on both G3X and GTN it must
be sourced from a GNX 375 or GTX 345() per Note 2 (alternatively, the GTN could use GDL 88 or GDL
69, but these are incompatible with G3X).

2. Limitations
2.1 Installation Limitations

It is the installer’s responsibility to ensure the installation will meet the requirements in this
manual prior to modification of the aircraft.
As installed by this STC, the G3X Touch EFIS:
1. is NOT approved in FAA certified aircraft that:
• have a gross take-off weight more than 6000 lbs.
• have more than 6 seats, including pilot/copilot seats
2. must be installed in an aircraft with an electrical power generating system capable of
supplying 14 VDC or 28 VDC. Aircraft with 14 VDC electrical systems with EIS must
install a GAD 27.
3. must be installed in an instrument panel constructed of aluminum with a minimum
thickness of 0.063 inches.
4. is NOT approved for RVSM equipped aircraft.
Only equipment or aircraft systems with interfaces approved by this STC can be connected to
the G3X Touch EFIS. Separate airworthiness approval is required for installation of equipment
that is not on this STC’s equipment list found in section 3.1.1 and Appendix C.7.
The total weight of the new equipment installed in the instrument panel must not exceed the
total weight of the equipment that was removed from the instrument panel.
IFR Aircraft (i.e. aircraft not placarded VFR Only and not specified as VFR Only on the
Type Certificate Data Sheet (TCDS)):
• Standby instruments for attitude, airspeed, and altitude are required for PFD
installations. Standby instruments may be either a single Garmin G5 (Electronic Flight
Instrument with attitude and air data), a single Garmin GI 275 ADAHRS / ADAHRS+AP,
or the existing pneumatic altimeter, airspeed indicator and vacuum attitude gyro
indicator.
• A G5 must be used as the standby instrument if one or more GDUs are installed for the
Copilot on the right side of the panel in a side-by-side aircraft (beyond the dimensions in
Figure 4-21 and Figure 4-22) or in the second cockpit of a tandem aircraft.
• Standby instruments must be located next to the Pilot’s PFD (the GDU strapped as PFD
1) as described in section 4.3.3. In tandem aircraft, the Pilot’s PFD is installed in the
primary cockpit from which the aircraft is flown solo.
• If a Copilot display is installed on the right side of a side-by-side panel, it must be
strapped as an MFD and configured per section 5.19.
• If a G5 standby instrument is installed it cannot be connected to a GPS antenna
mounted externally to the airframe and cannot use the same GPS source as the G3X
PFD and AHRS. Reference Appendices C.8 and E.2.3 for more information.
• For additional requirements and limitations specific to the G5 and GI 275 installed as
standby instruments for G3X, reference APPENDIX E and APPENDIX F respectively.
• Installations of G3X Touch System in aircraft that do not have a compatible navigator
must retain the existing CDI or HSI connected to the navigator to maintain IFR capability.
Aircraft placarded VFR Only:

• Standby instruments are not required. G3X Touch PFD can replace the altimeter,
airspeed indicator and attitude gyro indicator instruments with no standby instruments
required.
Standby Instruments
Installation of G3X Touch EFIS will require rearrangement of existing aircraft instruments to
make room for the display(s).
• This STC defines the location of standby instruments but does not include data for
installation. Data used for the installation of those instruments should be based on the
equipment or aircraft manufacturer data.
• Relocated instruments must use the existing approved lighting system. Instrument
panels that use lighting overlay must use manufacturer data to modify the overlay if
required or replace it with a lighting system approved under the aircraft type design data
TC, applicable STC, or other acceptable means.
Non-stabilized Magnetic Compass
The existing non-stabilized magnetic compass must be retained and recalibrated once the G3X
system is installed and configured.
Airspeed Tapes
The PFD must be configured such that displayed airspeed tapes convey all operating limitations
that were previously conveyed to the pilot by the approved type design airspeed indicator and
limitations published in the aircraft POH/AFM. In some cases, it may be acceptable to use a
placard to depict airspeed limitations that cannot be displayed by G3X. Refer to section 5.16 for
more information.
Airspeed Warning System
The airspeed warning system must continue to function after a G3X system installation in
aircraft that have a speed warning system. Certain aircraft are required to have an airspeed
warning system in accordance with 14 CFR §23.1303(e). The G3X system does not generate
aural airspeed warnings.
Navigation
The G3X Touch EFIS must interface with a compatible Garmin GPS or VHF navigator listed in
APPENDIX C to support IFR navigation.
The G3X Touch EFIS only provides VFR navigation capabilities without an approved external
Garmin navigator connected.
Non-Garmin Autopilot
Non-Garmin autopilot systems interfacing to the G3X system will only receive Course (CRS)
and heading (HDG) output functions from the G3X.
The G3X system does not support nav source selection for non-Garmin autopilots. Therefore,
when a non-Garmin autopilot is interfaced to the G3X system, only one external navigator (GPS
and/or VHF) can be connected to G3X. A second external navigator, if installed, must retain its
own dedicated CDI display.
The G3X system does not support mode annunciation for non-Garmin Autopilots. Alternative
means to provide annunciation of the autopilot modes is beyond the scope of the G3X STC.
The G3X system does not provide flight director function for non-Garmin Autopilots. If a non-
Garmin autopilot requires an existing attitude gyro to be retained and it includes a flight director
presentation, the flight director must be disabled.
GMA 245R with Marker Beacon
GMA 245R does not support marker beacon interface to a non-Garmin autopilot. Any autopilot
that uses middle marker sense or other marker beacon interface may have degraded
performance passing the middle marker on ILS/LOC approaches.
If a GMA 245R is installed in an IFR aircraft, one of the following Garmin navigators must also
be installed: GPS 175, GNX 375, GNC 355(A), GTN 6XX, GTN 7XX, GNS 430W, or GNS
530W.
GTR 20/200B
The intercom function in the GTR 20 and GTR 200B cannot replace an existing intercom or
audio panel which outputs aural alerts to a cockpit speaker for any equipment being retained
(including but not limited to non-Garmin autopilot, engine monitor, traffic or terrain alerting
systems, stall or gear warning, etc.).
If the GTR 20 or GTR 200B is installed in an IFR aircraft, one of the existing VHF COM radios
must be retained or one of the following Garmin navigators must also be installed: GPS 175,
GNX 375, GNC 355(A), GTN 6XX, GTN 7XX, GNS 430W, GNS 530W.
GAP 26 AOA Function
As installed by this STC, the GAP 26 probe is not approved on aircraft:
• with the GSU 25D connected to an under-wing static port.
• with flight into known icing (FIKI) approval.
• with pitot probe mounted on a location other than under the wing.
If installing the GAP 26 AOA probe on an aircraft not limited to VFR (IFR aircraft), perform an
electrical load analysis to ensure the installation of the GAP 26 probe does not exceed the
allowable electrical load of the aircraft.
Standalone MFD
Installation of a single GDU 460 or 470 configured as MFD (no PFD present) does not support
the following:
• GFC500 without a G5
• Remote control of any Garmin Transponder (GTX)
• Altitude encoder output to any GTX transponder
• AOA function
• Glide Range Ring function (unless interfaced to a G5 and GAD 13)
• CAS messages
• CO Detector
See the EIS section below for additional limitations related to standalone MFD installations with
EIS.
G3X Engine Indicating System (EIS)
The existing engine gauges and/or sensors may be replaced by the G3X Touch Engine
Indicating System (EIS) if the requirements of section 3.3.5 are met.
All markings, warnings, alerts, and placards must be preserved when the aircraft engine
instruments are replaced with EIS display(s) and instrument markings, limitations, warnings, and
alerts shall remain functionally equivalent. Do not remove the original gauge if any operating
parameter, marking, or annunciation required by aircraft type design, engine type design, or

aircraft POH/AFM (or similar) cannot be displayed on the GDU or an appropriate placard cannot
be installed.
The G3X EIS does not currently support aircraft with:
1. Turbine engines
2. Radial engines
3. Liquid cooled engines (e.g. Rotax)
4. Piston engines with more than six cylinders
5. Multiple engines
6. Engines with FADEC or electronic ignition systems
7. CDT, IAT, DIFF engine indications
8. Turbochargers that have an oil system separate from the engine oil system and have
turbocharger oil pressure or temperature gauge(s)
9. Turbocharged engines with a differential fuel pressure sensor (i.e. w/two pressure ports)
10. Some aircraft which have a certification basis that includes 14 CFR 23.954 (Fuel System
Lightning Protection) and fuel tanks located in non-conductive wood or composite wings
cannot have resistive fuel probes connected to the GEA 24. Only fuel probes which
contain wiring outside the fuel tank or bladder (isolated from any contact with the fuel)
can be interfaced to the GEA 24 on these aircraft. Refer to the Notes column of
APPENDIX H for more information about applicable airframes
System installation limitations:
1. EIS gauges with limitation markings in the POH must be displayed on the Main Engine
Display (i.e. they cannot appear only on the Engine Page).
2. EIS fuel quantity gauges (up to four) must be displayed on the Main Engine Display.
3. Any Copilot display(s) installed beyond the dimensions shown in Figure 4-21 and Figure
4-22, or displays installed in the second cockpit of a tandem aircraft, are considered
supplemental and cannot be the only display of EIS.
4. A standalone GDU 470 (7” portrait) PFD must not display EIS.
5. In a multiple display installation, a GDU 470 (7” portrait) PFD must not display EIS in
normal mode, EIS must be presented on an MFD. Reversionary display of EIS on the 7”
PFD is automatic if the MFD fails.
6. Engine Annunciators (caution and warning lights) are required if an MFD with EIS is
installed without a G3X Touch PFD and is it is within the dimensions shown in Figure
4-23 and Figure 4-24.
TAWS
If an external terrain warning system is installed on the aircraft, the G3X must be configured to
disable SVX-Terrain aural alerts.
Traffic
A GTS 8XX traffic system cannot be interfaced to a G3X display when an ADS-B In transponder
such as the GTX 345(R) or GNX 375 is also installed.

GTX 345R with Non-Garmin Traffic
If a Skywatch or any other non-Garmin TAS/TCAS system is connected to a GTX 345(D)R
transponder, no control of the transponder is provided by the G3X Touch system. In this case, a
GTN is required to control the GTX 345(D)R. Reference applicable interconnect diagram in
APPENDIX B for additional requirements and APPENDIX C for configuration.
2.2 Operational Limitations

Refer to the Airplane Flight Manual Supplement (AFMS) for operational limitations.

3. Preparations
3.1 Materials and Parts

Equipment sourced from Garmin and commercially available parts are required for the
installation of a G3X system. This section provides a description of equipment and installation
kits available from Garmin and commercially available parts and their requirements.
3.1.1 G3X Touch Equipment List
G3X system components and applicable installation kits are supplied by Garmin. When the
components for a specific aircraft installation have been determined, refer to the Aviation Price
Catalog on the Garmin Dealer Resource Center website for further information.
Reference Table 3-1 and Table 3-2 for G3X Touch EFIS LRUs, installation kits, mounting
components, and connector kits which are approved for installation under this STC. Reference
Appendix C.7 for a list of compatible EIS sensors.
Table 3-1 – G3X LRU Equipment List

Name & LRU P/N Catalog P/N Mod
Description Status
GDU 460 – 10.6” 011-02920-05 010-01057-05 1
Display
GDU 470 – 7” Portrait 011-04311-05 010-01765-05 1
Display
GDU 4X0 Configuration 011-03702-01 010-12253-01 N/A
Module
GMU 11 – 011-04349-01 010-01788-01 0
Magnetometer
GSU 25D – ADAHRS 011-02929-51 010-01071-51 0
GTP 59 – OAT Probe 011-00978-00 N/A 0
GAD 27 – Electronic 011-03876-01 010-01525-01 1
Adapter Unit
GEA 24 – Engine / 011-02848-01 010-01042-01 2
Sensor Interface
GAD 29B - ARINC 429 011-03236-11 010-01172-11 0
Adapter
GDL 50R - ADS-B 011-03910-15 010-01561-15 N/A
Receiver
GDL 51R – SXM 011-03910-55 010-01561-55 N/A
Receiver
GDL 52R – ADS-B 011-03910-35 010-01561-35 N/A
Receiver/ SXM Combo
GPS Antenna (TNC), 011-04036-00 010-12444-00 N/A
Glareshield Mount
GPS Antenna (BNC), 011-04036-10 010-12444-10 N/A
Glareshield Mount

Name & LRU P/N Catalog P/N Mod
Description Status
GMA 245R -Remote 011-03784-10 010-01471-10 0
Audio with Marker
Beacon
GTR 20 – Remote VHF 011-03007-30 010-01076-30 0
COM radio
GTR 200B – VHF COM 011-02980-40 010-01087-40 0
radio
GAP 26 - AOA Probe 011-02964-70 010-01074-70 0
The following table lists installation kits, mounting components, and connector kit part numbers
to support the installation of the equipment described in this section.
Table 3-2 – Equipment Installation, Mounting, & Connector

LRU Installation Kit Mounting Kit/Hardware Connector Kit
Part Number Part Number
GDU 470 – 7” 010-12150-07 011-01921-27* 011-01921-15*
Display
GDU 460 – 10.6” 010-12150-05 011-01921-25* 011-01921-15*
Display
GMU 11 - 011-04349-90 N/A 011-03002-00*
Magnetometer
GSU 25D – ADAHRS N/A N/A 011-03002-04
GAD 27 N/A N/A 011-03877-01
GEA 24 – Engine / N/A N/A 011-02886-01
Sensor Interface
GAD 29B - ARINC N/A N/A 011-03271-00
429 Adapter
GDL 50R/51R/52R N/A N/A 011-04170-00
GPS Antenna (TNC), N/A N/A 330-01754-00
Glareshield Mount (TNC/BNC Adapter)
GMA 245R – Remote N/A 011-04150-10 (side mount) 011-03828-10
Audio 011-04150-11 (end mount)
GTR 20 – Remote N/A N/A 011-03241-01
VHF COM radio
GTR 200B – VHF N/A 011-03240-10 011-03240-01
COM radio
GAP 26 - AOA Probe N/A 011-05187-00 N/A
*Connector Kit and Mounting Kit are included in the Installation Kit

3.1.2 Materials Required but Not Supplied
• SanDisk brand SD card, 8GB or smaller
• Insulated stranded wire (MIL-W-22759/34, MIL-W-22759/35 (24 AWG only) MIL-W-
22759/16)
• Shielded wire (MIL-C-27500 cable utilizing M22759/34 wire (SD) and ETFE jacket or
MIL-C-27500 cable utilizing M22759/16 wire (TE) and ETFE jacket)
• Push/pull manually resettable circuit breakers qualified to MS26574 specifications or
Garmin P/N 355-00010-XX.
• Aircraft with 14 VDC electrical systems and with GAD 27 installed require the following
circuit breaker:
o MS3320-15, GAD 27 (Klixon P/N 2TC2-15)
• Cable ties (MS3367) or lacing cord A-A-52080 (MIL-T-43435)
• MS25036 or M7928 ring terminals
• Shield terminators (AS83519/1-X, AS83519/2-X or equivalent)
o AS83519/X-2 for single conductor wire
o AS83519/X-3 for twisted-pair and triple conductor wire
o AS83519/X-4 for RG-400 coax
• Heat shrink tubing (M23053/5, X=color)
o M23053/5-104-X for single conductor wire
o M23053/5-105-X for insulating twisted-pair wire
o M23053/5-106-X for insulating triple conductor wire or RG-400 coax
• Silicone fusion tape, A-A-59163 (MIL-I-46852C or equivalent)
• Environmental splice (AS81824/1-X, where X=size, or equivalent)
• Flat or tubular braid, 1/16” for the GMU (AA59569F36T0062, AA59569R36T0062, or
equivalent) and 0.171” and to be round or tubular for fuel flow transducer overbraid if
required (e.g. QQB575R36T171, AA59569R36N171, or equivalent).
• Tubing and fittings are required to connect pitot and static air to the GSU 25D. Pitot and
Static plumbing parts are aircraft specific.
• Fuses qualified to MIL-F-15160 size 3AG (i.e. F02A, F03A, F03B)
• Fuse holders qualified to MIL-PRF-19207 (FHN series holders) or GPN 330-01791-10
(P/O kit 330-01791-00)
• Current shunts qualified to AA55524
• 50Ω coax cable (MIL-DTL-17, i.e. RG-400)
• K-type or J-type non-shielded thermocouple extension wire: 150°C or higher, stranded
AWG 24-20, colored per ASTM E 230, and tested in accordance with at least one of
these STDS: ASTM E 207, ASTM E 220, or AMS 2750 (e.g. Watlow SERV-RITE P/Ns
K24-3-507 and J20-3-507)
• Fiberglass sleeving qualified to MIL-I-3190/6
• 400kΩ (±10%), 0.5W minimum resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN70C4023BB14)
• 1 kΩ (±1%), 0.5W resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN70C1001FRE5, RN65E1001FB14)
• 390Ω (±5%), 0.25W minimum resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN60D3900FB14, RN60D3920FB14, RN65C3900FB14). (For GMA 245R)
• Adel clamps of various sizes for routing new wiring in the engine cowl
(MS21919WDGXX)
• Connector, BNC/TNC Coaxial, male, crimp (MIL-PRF-39012)
• Master warning/caution indicator lamps P/N MS25041-2 (red), and MS25041-4 (amber).
Lightbulbs P/N MS25237-327 (GE or JKL lamp number 327, 28VDC) and MS25237-330
(GE or JKL lamp number 330, 14VDC) are used for these assemblies.
• Switches (wig-wag installation), high current (>5A) MIL-DTL-3950 (i.e. Honeywell P/N
2TL1-10).
• Self-sealing heat-shrink, qualified to AMS-DTL-23054/4: P/N M23053/4-103, Tyco P/N
SCL-1/4-0-STK, or Alpha wire FIT-300-1/4.
• Switches (GAP 26 installation) that conform to MIL-DTL-3950 (i.e. Honeywell P/N 1TL1-
2.
• 120Ω CAN bus wire:
o GigaFlight Connectivity P/N GF120-24CANB-1
GigaFlight Connectivity Inc.
6180 Industrial Ct.
Greendale, WI 53129
United States
Toll Free: +1 (844) 303-1093
Phone: +1 (414) 488-6320
Email: info@gigaflightinc.com
o Carlisle IT P/N CAN24TST120(CIT), (must be ordered from the following Carlisle

IT facility):
Carlisle Interconnect Technologies
5300 W. Franklin Drive
Franklin, WI 53132
United States
Toll Free: +1 (800) 327-9473
Phone: +1 (414) 421-5300
Fax: +1 (414) 421-5301
The following materials (or equivalents) are required to install the GMU 11 in a non-metallic
wingtip:
• Tinned copper flat braid, 1/4”, QQB575F36T0250
• Electrical tie-down strap, adjustable, MS3367-(1, 2, or 7)-X
• Terminal lug, #10, uninsulated, MS25036-108
• Terminal stud, #10
• Terminal lug, #8, uninsulated, MS25036-153

The following materials are required to assemble and mount the GAP 26 AOA probe, reference
Figure 4-90:
Quantity Item Part Number Notes
4 MS51957-26 Mount tube to probe
Screw #6
2 MS51957-32
Mount tube to mount
2 Washer #6 NAS1149CN632R
bracket
2 Nut #6 MS21044C06
MS24693-CXX (Countersunk) OR
4 Screw #8
MS51957-XX (Pan Head) Mount bracket to
4 Washer #8 NAS1149CN832R inspection panel
4 Nut #8 MS21044C08
3.2 Test Equipment

The following test equipment is required to complete the G3X installation and to perform post-
installation checkout of the system:
• Ground power cart (capable of supplying power to the aircraft systems and avionics)
• Calibrated Air data test set
• Calibrated VHF NAV test set
• Low resistance ohmmeter
• Calibrated Digital Level
The following equipment may be required based on the units being installed and the particular
aircraft, see Section 4.4 for information:
• Laser Square
• Protractor Tool
• Plumb Bob
• Aircraft Jack Set
3.3 G3X Installation Requirements

This section provides installation requirements for the G3X Touch system.
3.3.1 Power Distribution
G3X system components must not share circuit breakers or ground returns with each other or
with other equipment.
For the purpose of the G3X system installation, the Essential Bus is a bus that receives power
when the battery master is switched ON and is not automatically shed with the loss of a
generator or alternator.
For the purpose of the G3X Touch system installation, an Avionics Bus is an option and may be
utilized to power the equipment listed in the table below. It is a bus that receives power when
the Avionics master switch is ON and may be automatically shed with the loss of a generator or
alternator.
Power distribution requirements are summarized in Table 3-3 below.

Table 3-3 – Power Distribution Bussing Requirements
LRU Bus Requirements
PFD #1 • Essential Bus
MFD #1 • Avionics Bus
MFD & EIS (Standalone) • Essential Bus
PFD #2 • Avionics Bus
MFD #2 • Avionics Bus
GAD 29B • Same bus as installed IFR GPS navigator or
non-Garmin autopilot
GDL 5XR • Avionics Bus
GEA 24 • Essential Bus
GSU 25D, GTP 59, GMU11 • Essential Bus
GAD 27 • Essential Bus, if used for GEA/GDU/GSU keep
alive function
• Same Bus as lights, if only used for Wig-wag
GTR 20 or GTR 200B • Essential Bus if COM #1
• Avionics Bus if COM #2
GMA 245R • Essential Bus
GAP 26 • Avionics Bus
The circuit breakers installed by this STC must be mounted in a location that is readily
accessible to the pilot. Circuit breakers and switches added as part of a G3X system installation
must be labeled as shown in Table 3-4. Labels must be readable in all lighting conditions.
Ambient floodlighting is acceptable.
Table 3-4 – Circuit Breakers Names and Ratings

Description Label CB Value
14V System 28V System
GDU 470 as PFD #1 PFD 1 3 3
GDU 470 as MFD #1 MFD 1 3 3
GAD 29B GAD 1 1
GAD 27 providing keep alive power to GAD PWR 15 N/A
GEA 24 / GDU 4X0 / GSU 25D
GAD 27 providing Wig-Wag function GAD PWR 1* 1
only

Description Label CB Value
GDL 5XR DATALINK 1 1
GEA 24 ENG SNSR 1 1
GMU 11, GSU 25D, GTP 59 ADAHRS 1 1
GTR 20 or GTR 200B as COM #1 COM 1 10 5
GTR 20 or GTR 200B as COM #2 COM 2 10 5
GMA 245R AUDIO 2 2
GAP 26 AOA HEAT 15 10
* If GAD 27 is also providing keep alive power to GEA 24 / GDU 4X0 / GSU 25D, the 15A circuit
breaker must be used.
3.3.2 GPS
The GDU includes a connection for an external antenna that must be connected to the PFD.
GPS position data is shared between GDU displays via the CAN bus in dual GDU installations.
For a list of GPS antennas supported by the GDU displays refer to section C.8 GPS data is
also shared with the ADAHRS for improved performance. Multiple GPS antennas may be used
in systems with multiple GDUs to create a redundant GPS navigation system if desired.
3.3.3 Standby Instruments
Unless an aircraft is placarded as VFR Only, installations of a G3X PFD require standby
attitude, airspeed, and altimeter instruments. A Garmin G5 configured as an Attitude Direction
Indicator (ADI) can be used as the standby instrument. Alternatively, a Garmin GI 275 ADAHRS
/ ADAHRS+AP or the existing pneumatic instruments can be retained for use as standby
instruments (except installations with Copilot displays in which case the G5 is the only
acceptable standby instrument). However, they must be located next to the PFD as described
in section 4.3.3.
The existing non-stabilized magnetic compass must be retained and recalibrated once the G3X
system is installed and configured.
3.3.4 Display Lighting Control
Lighting on the GDU 4X0 display and keys can be controlled by either the GDU main menu,
lighting bus, or the GDU’s built-in light sensor (photocell). Lighting on the GTR 200B display
and keys can be controlled by either the lighting bus or the GTR’s built-in light sensor
(photocell). The preferred default method can be selected in configuration mode on the GDU
and GTR respectively.
3.3.5 Engine Indication System (EIS)
Installation of the EIS must maintain compliance with the minimum number of gauges required
by 14 CFR 91.205 for the type of flight allowed by the aircraft’s Type Certificate. In addition, the
aircraft must have the minimum number of gauges required by the aircraft POH/AFM, TCDS, or
other aircraft model specific data. Each EIS gauge must be shown full time on the Main Engine
Display if it has a limitation marking (i.e. yellow and red) in the POH/AFM, TCDS, or other
aircraft model specific data.
The number of engine gauges that can be displayed on the Main Engine Display is dependent
on the GDU and type of gauges installed. Use the following guidance to determine whether all
gauges required by the EIS limitations in section 2.1 can be displayed on the Main Engine
Display.
For GDU 460 (10.6” display) the following gauge combinations can be displayed on the
Main Engine Display:
a. With manifold pressure – Two round gauges (RPM and MAP) and six bar graphs.
b. Without manifold pressure – One round gauge (RPM) and eight bar graphs.
Table 3-5 shows the space usage requirement for each EIS gauge:
Table 3-5 – GDU 460 Main Engine Display Space Usage

EIS Item Main Engine Display Space
Requirement
Manifold Pressure Round Gauge
RPM Round Gauge
Percent Power None
Oil Pressure 1 Bar Graph

Oil Temperature 1 Bar Graph
Fuel Gauge Matching Pair* 1 Bar Graph
Fuel Gauge (Single) 1 Bar Graph
EGT 1 Bar Graph
CHT 1 Bar Graph
EGT/CHT Combo 2 Bar Graphs
Fuel Pressure 1 Bar Graph
Fuel Flow 1 Bar Graph
Volts 1 Bar Graph
Amps 1 Bar Graph
*Left and right fuel quantity gauges with identical configuration will be displayed side by
side.
NOTE
If installed, the RPM, Manifold Pressure, Oil Pressure, Oil Temperature, and Fuel Quantity
gauges will automatically be displayed on the Main Engine Display. All other gauges can be
configured to appear on the Main Engine Display(provided there is adequate room) or be
hidden. Hidden gauges only appear on the Engine page. Reference the Display Option
configuration setting in section 5.33.1 for more information.
For GDU 470 (7” display) the following gauge combinations can be displayed on the Main
Engine Display):
a. With manifold pressure: Two round gauges (RPM and MAP) and seven bar graphs.
b. Without manifold pressure: One round gauge (RPM) and nine bar graphs.
Table 3-6 – GDU 470 Main Engine Display Space Usage

Requirement
Manifold Pressure Round Gauge
RPM Round Gauge
Percent Power None
Oil Pressure 1 Bar Graph

Requirement
Oil Temperature 1 Bar Graph
Fuel Gauge 1 Bar Graph
(Single)
EGT 1 Bar Graph
CHT 1 Bar Graph
Fuel Pressure 1 Bar Graph
Fuel Flow 1 Bar Graph
Volts 1 Bar Graph
Amps 1 Bar Graph
The following are additional considerations for an EIS installation:

1. Do not install EIS if prohibited in Section 2.1.
2. Parameters not displayed by the EIS must remain on the original gauge and location.
3. EIS gauges that are not currently installed in the aircraft may be added as approved in
this STC.
4. No indication/parameter on the EIS display may be duplicated by any other installed
indicator.
5. Ensure the engine sensors will fit and can be installed. Each G3X engine sensor must
use the same engine pressure or temperature ports as the original sensor unless
otherwise specified.
6. Do not replace an existing gauge if the G3X EIS will not provide the functions and
markings required by the POH/AFM, TCDS, or other aircraft model specific data. If the
EIS gauges cannot be configured as noted in the POH/AFM, the installation does not
qualify for EIS unless alternate airworthiness approval is obtained.
7. Annunciator lights including alternator/generator annunciators operated by a sensor or
switch independent of the existing gauge must remain operative and independent from
the G3X EIS. If an annunciator is operated by a gauge that might be replaced by the
G3X EIS, the associated annunciator can be deactivated only if the G3X can be
configured to provide an alert that activates for the same condition as the original
annunciator. The G3X alert is provided on the PFD. However, if the new G3X EIS
gauge does not support an alert for the same condition, the existing gauge and
annunciator must remain installed.
8. If an annunciator is replaced by the G3X EIS, deactivate the existing annunciator so it
does not illuminate and install a placard over the deactivated lens or as close as
practical within view of the pilot stating: XXXX ANNUN DISABLD. Replace XXXX with a
description of the decommissioned annunciator(s). The annunciator may also be
removed from the panel. Modification of the existing annunciator panel is outside the
scope of this STC.
9. All placards that were associated with any/all gauges being replaced (non-limitation
data) must remain in the proximity of the EIS display.
10. Reused sensors must function through the sensor’s entire range. For example, fuel tank
floats may have worn resistive elements, which will result in performance issues with the
EIS display.
11. If the aircraft POH or AFM has a fuel flow limit (i.e. redline), the installer must verify fuel
flow accuracy ±10% at a cruise power setting and adjust the K-Factor if necessary.

Refer to section 3.4.4 for fuel flow verification procedure and section 5.33.1.10.1 for
post-installation K-Factor adjustment.
12. Some optional features in the G3X system are dependent upon data provided by specific
EIS gauges. If a gauge is not installed and configured, the associated feature(s) will not
be available. Refer to Table 3-7 for a list of gauges and their dependent features.
Table 3-7 – Features dependent on EIS Gauges

EIS Gauge Dependent Features
Manifold Pressure Percent Power
RPM Percent Power
Engine Time
Total Time*
Oil Pressure Total Time*
Fuel Flow Percent Power
Fuel Range Ring
Fuel Calculator
Data Bar fields: ECO, EDR, FOD, FF, REM,
USD
Info Page data fields: ECONOMY,
ENDURANCE, FUEL FLOW, FUEL REM,
FUEL USED, FOD
EGT Lean Assist
*Total Time calculation can be supported by RPM, or Oil Pressure, or Flight Time
If an aircraft gauge has markings outside the available sensor range, but the sensor range
includes all limits for the gauge specified by the POH/AFM, TCDS, or other aircraft model-
specific data, the gauge may be replaced by the EIS gauge per this STC.
3.4 Selection of G3X System Components

3.4.1 Aircraft Eligibility Checklist
The aircraft must meet the requirements for the G3X system installation set forth by this STC.
The following checklist is used as a guide to help identify requirements. Complete the checklist
below before the aircraft is modified. Special considerations for specific systems are discussed
below the checklist.
Table 3-8 – Aircraft Eligibility Checklist
Completed Item Reference
General
☐ Verify the aircraft is on the Approved Model List (AML). AML STC
SA01899WI
☐ Select the G3X system equipment that will be installed. Section 1.6

Completed Item Reference
☐ Identify the equipment that will be interfaced and verify each Section 3.3,
interface is approved. 3.4
☐ Determine if the STC limitations applicable to the aircraft are Section 2

acceptable.
☐ Determine if the aircraft electrical system is adequate. Section 3.6
☐ Obtain the current aircraft weight and balance data. POH / AFM
Instrument Panel
☐ Select the standby instruments and their locations if used. Section 3.3.3
☐ Determine the location of each display Section 4.3
☐ Determine the location for each circuit breaker and its placard. Section 3.3.1
☐ Verify the total mass of equipment being installed in the Section 4

instrument panel is not more than the total mass of the
equipment being removed from the panel.
Equipment
☐ Determine the ADAHRS location for remotely mounted units. Section 4.5
☐ Determine the GMU mounting location if used and complete Sections 4.8, &
the magnetic survey of the aircraft. APPENDIX F
☐ Determine the GTP 59 OAT probe location for remotely Section 4.14
mounted units.
EIS
☐ Determine which parameters will be displayed on the EIS and Sections 3.3.5
verify that they can be displayed on the GDU 4X0. & 5.33
☐ Determine the location of all gauges that must be retained and Section 3.3.5
verify the operating limits for each.
☐ Determine the GEA location. Section 4.7
☐ Select engine sensors for parameters determined to be Section

displayed on the EIS. 1.6.8.1, Table
C-6
3.4.2 Displays
Adequate space availability in the instrument panel needs to be verified before installation of the
GDUs. Ensure the GDU display and display control knobs do not interfere with the control yoke
when operated through its full range of movements or with the installation of any control locking
devices.
3.4.3 ADAHRS
ADAHRS function is provided by the GSU 25D. Ensure that adequate space and routing of
pneumatic lines from pitot and static ports exists for the installation of the GSU. When possible,
a remote mounted GSU 25D should be mounted to a rigid part of the aircraft structure to ensure
optimal performance of the AHRS. Routing and attachment of pneumatic lines may influence
this system installation. Reference section 4.5 for detailed installation information.
3.4.4 GEA 24 EIS
EIS sensor options and configurations are presented in section 5.33.1 and Table C-6. Select
the sensors required to support the EIS gauges. Specific sensors are discussed in this
subsection.
EGT/CHT
One CHT probe and one EGT probe is required for each cylinder. Compatible probes are listed
in Appendix C.7. If the aircraft has an EGT gauge with a limit marking (red line) and the EGT
probe is installed in the exhaust manifold (i.e. heated by more than one cylinder), that gauge
must be retained. If the existing gauge does not have a limit marking or the POH does not
include operational limitations based on that gauge, it can be removed and replaced by the G3X
Touch EGT/CHT.
All thermocouple lead wires must match the thermocouple type (K or J-Type). Do not crimp
connector pins to a single-conductor thermocouple wire; only use a multi-strand lead wire for
connector pins. Copper wire must never be used for thermocouples.
Oil Temperature Sensor
Use the engine manufacturer’s guidance for probe length and location. Verify the supplied
sensor is compatible with the engine. Shorter probes are available from UMA. Appendix C.7
lists alternate probes that can be interfaced with G3X touch.
Fuel Pressure Sensor
Two sensor options are available depending on aircraft fuel system pressure ranges.
Some fuel-injected engines use a single fuel pressure sensor to indicate fuel pressure and flow.
When replacing such a sensor, individual fuel flow and fuel pressure sensors must be installed
to support the individual indications on G3X Touch EIS.
Some turbocharged engines use a fuel pressure sensor with two pressure ports (i.e., fuel
pressure and upper deck pressure). This pressure sensor cannot be replaced by the G3X fuel
pressure sensor.
Fuel Quantity Sensor
The fuel quantity sensors must be resistive float sensors with a resistance range between 0 to
620 Ω or CiES probes (digital or analog). Extension splices are permissible.
Installation of fuel quantity probes requires additional approval that is beyond the scope of this
STC.
This STC does not approve alteration of any fuel system or component grounding provisions. It
does not approve alteration of component or wiring inside the fuel tank.

Fuel Flow Sensors
Select a fuel flow sensor interface listed in Appendix C.7 and suitable for the engine horsepower
and aircraft fuel supply type:
1. Electronics International FT-60 (Red Cube) - For aircraft with up to 350 HP and an
engine driven fuel pump.
2. Electronics International FT-90 (Gold Cube) - For aircraft with 350-550 HP or with gravity
fed fuel systems.
If the aircraft POH/AFM has a fuel flow limit (i.e. yellow or red marking), the installer must verify
fuel flow accuracy ±10% at cruise power setting by conducting a post-installation checkout. The
checkout will require fuel flow values from the engine or aircraft manufacturer’s manuals. If fuel
flow values are not available, conduct a pre-installation ground run as follows; allow the engine
to warm up, set to 70% maximum RPM at full-rich for at least 30 seconds and record the
average indicated fuel flow.
The fuel flow sensor will introduce a small pressure drop. Reference APPENDIX H to determine
if a fuel pressure test is required for a specific aircraft model. If required, the installer must
perform the minimum inlet pressure test as documented in AC 23-16A to ensure the minimum
inlet fuel pressure and a safety margin are available. Reference AC 23-16A, paragraph
23.955(a) for additional information and procedures.
If the AFM/POH has an operating limitation based only on fuel flow, the fuel flow must be
accurate within 10% to ensure the limitation is maintained, refer to section 5.33.1.10 for the fuel
flow check procedure if it is required.
RPM Sensor
Methods for RPM sensing appropriate to the engine should be selected as follows:
1. P-lead sensor - one per magneto or two per dual magneto. Resistors must be installed in
accordance with Figure B-46 or Figure B-47.
2. Magneto vent mounted sensor - Not compatible with geared engines. One sensor for
each engine on non-pressurized magnetos (e.g. Bendix -20, -21, -200, 1200 series, and
Slick 6000, 4000 series).
Shunt
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 the maximum current rating. The shunt rating and type may also be found in the
aircraft data.
If the shunt rating cannot be determined by part markings or the aircraft data, the following
procedure may be used for 50mV shunts.
1. With no ground-power applied, the aircraft power ON and with a minimal electrical load,
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 (V change) between steps 1 and 2. V change = V2 - V1.
4. Determine the shunt rating using the following calculation.
If the shunt value cannot be determined, retain the existing gauge(s) or install an appropriately
rated compatible 50 mV shunt. Shunt installation is outside the scope of this STC and must be
approved using another means.
3.5 Installation Consideration

Information in this section provides details for interfacing with equipment not installed by the
G3X STC. The information provided must be reviewed when these interfaces are considered.
3.5.1 Navigation Receiver
Basic VFR GPS navigation with the G3X system is performed by the GDU displays, using their
internal navigation databases in conjunction with GPS data from GDU GPS receivers. Flight
plan entry and modification is also performed via the GDU displays. For VFR operations, no
other source of navigation data is required.
The G3X system also supports up to two external navigation sources. A GAD 29B is required to
interface a G3X PFD to select external GPS navigators (standalone MFD installations do not
require the GAD 29B). Supported external navigation sources include IFR GPS, VHF NAV, and
GPS/NAV receivers.
Lateral and vertical deviation (CDI/VDI) and status data from external navigators is displayed on
the PFD, as well as external GPS navigator flight plan information. On-screen controls allow
switching the current source of navigation data between multiple external sources, as well as to
the G3X system’s internal flight plan for VFR navigation.
The Garmin GPS 175, GNX 375, GNC 355(A), GTN 6XX/7XX, GNS 4XX(W)/5XX(W), and GNC
300XL/GPS 155XL IFR GPS navigators are supported by the G3X system, including WAAS
approach capability with the GPS 175, GNX 375, GNC 355(A), and GNS/GTN navigators. GPS
navigation data is provided to the G3X system via one RS-232 input and one ARINC 429 input
for each GPS 175, GNX 375, GNC 355(A) and GTN/GNS unit. The G3X system sends flight
data and selected course information back to the external GPS navigator via an ARINC 429
output using GAD 29B adapter.
The G3X system uses an additional ARINC 429 input to receive VOR, localizer, and glideslope
deviation information from a Garmin GTN 650/750 or GNS 430/480/530 IFR GPS/NAV receiver.
VOR, localizer, and glideslope information from a Garmin GNC 255 or SL30 VHF NAV receiver
is also supported. These radios connect to the G3X system via an RS-232 connection to a GDU
display.
When two external navigation sources are connected to the G3X system, the determination of
which source is #1 and which is #2 is determined by the ordering of the RS-232 connections to
the GDU displays.

The #1 navigation source should be connected to a lower-numbered RS-232 port on the PFD1
GDU, and the #2 navigation source should be connected either to a higher-numbered RS-232
port on the PFD, or to any RS-232 port on the MFD (if installed).
The G3X Touch system can send basic flight plan data to a GPS 175, GNX 375, GNC 355(A),
GTN, or GNS WAAS navigator, allowing VFR flight plans to be created on the G3X system and
uploaded to the IFR navigator. The GDU 4X0 display in a G3X Touch system can also act as a
relay between the GTN/GNS navigator and a tablet computer, via Bluetooth. Flight plan transfer
capability requires a second RS-232 connection between the PFD GDU and the #1 GPS 175,
GNX 375, GNC 355(A), or GTN/GNS navigator, using the “Connext” RS-232 format. In
installations with dual navigators (for example two GTNs or two GNS) the #1 navigator can
crossfill the flight plan to the #2 navigator. In installations with dissimilar dual navigators (for
example a GTN and a GNS) flight plan transfer from the GDU will only be available on #1
navigator.
If a G5 standby display instrument is installed, data from the external navigation source selected
on the G3X PFD is also displayed on the G5. If G3X GDUs fail, the G5 will display data from the
#1 navigation source.
For detailed information on connecting external navigators to a G3X system, reference
APPENDIX B.
For configuration interface of external navigators with G3X, reference APPENDIX C.
3.5.2 Course Deviation Indicators
The G3X PFD displays lateral and vertical deviation from the GPS source(s) and navigation
receiver(s). The GDU can be used as the sole display of all CDI information and the existing
standalone CDI removed from aircraft with G3X-compatible Garmin navigators. Refer to section
2.1 for limitations.
3.5.3 Autopilot
Garmin GFC 500 autopilot system and various non-Garmin autopilot systems listed on Table
3-9 can be interfaced to the G3X system. Compatibility of the non-Garmin autopilot system with
G3X must be verified before installation. This STC does not include installation data for
autopilot systems. The autopilot must be installed per aircraft or autopilot system manufacturer
data. Table 3-9 below shows a listing of known compatible non-Garmin autopilots which can
interface to G3X Touch EFIS.
Integration with these non-Garmin autopilots requires interfacing with the GAD 29B. Reference
C.5 for interface configuration with G3X.
Integration of the G3X PFD with the Garmin GFC 500 autopilot requires a Sonalert (installed by
GFC 500 AML STC Installation Manual 190-02291-00) or a G5 for backup autopilot
annunciation. The G5 is required when a standalone MFD is interfaced to GFC 500.

Table 3-9 – Compatible Non-Garmin Autopilots
Autopilot Manufacturer Autopilot Model
Century Century 1C388*
Century 1C388M*
Century 1C388C*
Century 1C388MC*
Century 1C388-2*
Century 1C388-3*
Century 2000
Century 21
Century 31
Century 41
Century IV
* Radio Coupler P/N indicated and based on aircraft installation
could be interfaced in a Century II(B) or III.
Cessna Cessna 300, 400 & 800 IFCS

Cessna 300B, 400B & 800B IFCS
Honeywell / Bendix King Bendix King KAP 100
Bendix King KAP 140
Bendix King KAP 150
Bendix King KAP 200
Bendix King KFC 150
Bendix King KFC 200
Bendix King KFC 225
Piper Piper Autocontrol III/IIIB/IIIC (with 1C388P Radio coupler)
Piper Altimatic III/IIIB/IIIC (with 1C388P Radio coupler)
S-TECX S-TEC System 20
S-TEC System 30
S-TEC System 40
S-TEC System 50
S-TEC System 55
S-TEC System 55X
S-TEC System 60
S-TEC System 65

3.5.4 Attitude Direction Indicator
Equivalent mode annunciations must be provided as part of the G3X system installation in
aircraft with an ADI that provides autopilot mode annunciations. This STC does not define
provisions for such mode annunciations for autopilots other than GFC 500.
G3X cannot replace an ADI (or gyro) in attitude-based autopilots other than GFC 500 that use
an existing ADI or a remote gyro for attitude information. A vacuum ADI or GI 275 ADAHRS+AP
can be retained to provide attitude information to an autopilot and also be used as a standby
instrument if the flight director presentation has been disabled (except installations with Copilot
displays in which case the G5 is the only acceptable standby instrument).
If a GI 275 ADAHRS+AP is not installed as the autopilot attitude source and an ADI with an
electric-driven gyro used by the autopilot is retained, it must be relocated to the copilot’s side
and a suitable unit installed as a standby on the pilot’s side. Any gyro required for proper
operation of the ADI (e.g., for a KCI 310 ADI) or remote gyro (such as the KVG 350) must be
retained for proper autopilot function.
3.5.5 Autopilot Turn Coordinator
A turn coordinator that interfaces to the existing non-Garmin autopilot must be retained. Space
constraints may require the turn coordinator to be relocated. In some circumstances the turn
coordinator may have to be blind mounted, which requires separate installation approval. Refer
to the turn coordinator installation manual for details.
3.5.6 Transponders
The GSU 25D can provide altitude data to Garmin transponders via a serial interface. See
APPENDIX B for detailed interface requirements.
The G3X system can interface to any TSO Garmin transponder with a digital interface (all
models except the GTX 320). The transponder code, operating mode, and flight ID can all be
displayed and controlled via the GDU displays (except for a standalone MFD installation).
A panel-mount transponder such as the GTX 325, 327, 328, 330, 335(D), 345(D), or GNX 375
can be controlled either from the GDU displays or via the transponder’s front-panel interface.
Remote-mount transponders such as the GTX 32, 33, and GTX 335(D)R/345(D)R lack front-
panel controls and are controlled only via the GDU displays. The transponder connects via RS-
232 to the GSU 25D ADAHRS unit, which relays transponder data to the rest of the G3X system
via the CAN bus. The ADAHRS provides pressure altitude data to the transponder, so a
separate altitude encoder is not required.
In a G3X system with a transponder and a GTN, the transponder is typically controlled by the
G3X system, not the GTN. The transponder cannot be controlled by both the GTN and G3X.
The GTX 33ES, 330ES, 335(D)/335(D)R, GTX 345(D)/345(D)R, and GNX 375 are Mode S
transponders with extended squitter capability. When provided with a GPS position source that
meets the TSO performance requirements specified in 14 CFR 91.227, these transponders are
an acceptable method of complying with the requirements for ADS-B Out. Compliant GPS
position sources include the GPS 175, GNC 355(A), GTN, GNS WAAS units, or the internal
WAAS GPS contained in the GNX 375 and certain models of the GTX 335(D)(R)/345(D)(R).
The GDU GPS receiver does not meet the TSO GPS requirements, thus it is not sufficient to
provide position data to a transponder for ADS-B Out compliance.
Certain transponders support ADS-B or TIS-A traffic data, and/or FIS-B weather data. See
below for information on traffic (Section 3.5.7) and weather (Section 3.5.8) interface capabilities.

For information on connecting and configuring a transponder with the G3X system, refer to
APPENDIX B and Section 5.30. Refer to Section 6 for information on performing periodic tests
of the transponder.
For information on installing remote transponders, refer to the appropriate installation manual.
NOTE
When interfacing a GTX 335(D)R/345(D)R to G3X, a configuration module should not be
installed in the GTX 3X5(D)R. In lieu of using the PC Tool described in the GTX 3XX Part 23
AML STC Installation Manual, all necessary configuration settings on the transponder are
performed via the G3X system (reference sections 5.29 and C.3 for more information).
3.5.7 Traffic
The G3X system supports a variety of airborne traffic data sources:
A G3X Touch system with GDU 4X0 displays can receive traffic data from a GDL 50R ADS-B
receiver or 52R dual ADS-B/SXM receiver via the same connection method used for FIS-B
weather data.
A G3X Touch system with GDU 4X0 displays can receive ADS-B traffic data from GNX 375 or
GTX 345/345R transponders via the same RS-232 connection used for FIS-B weather data.
These transponders can also simultaneously provide ADS-B traffic data to a GTN or GNS
WAAS navigator.
The GTS 8XX active traffic system is compatible with the G3X system, providing ADS-B traffic
data in addition to TAS or TCAS I functionality. The GTS interface to the G3X system requires
an RS-232 connection to a GDU display. TCAS-capable GTS 8XX units also require an ARINC
429 connection to the GTX transponder. The GTS 8XX must not be interfaced to the G3X
display system when an ADS-B In capable transponder such as the GTX 345(R) or GNX 375
are installed.
TIS-A traffic data can be provided by GTX 33, 330, and GTX 335(D)/335(D)R transponders.
Traffic data is provided to the G3X system via the CAN bus from the ADAHRS unit, to which the
transponder is connected.
Traffic data from various non-Garmin devices that emulate the Garmin TIS-A format is
supported via an RS-232 connection from the traffic device to a GDU display.
For any of the above data sources, traffic data is shared between GDU displays via the CAN
bus. If multiple sources of traffic data are available, the best source is selected automatically.
Refer to the Pilot’s Guide for further information on traffic data source selection.
In an installation that includes a GTN/GNS navigator and transponder with ADS-B or TIS-A
traffic capability, traffic data is provided to the GTN/GNS via an ARINC 429 or HSDB (High
Speed Data Bus) connection. For further information, refer to APPENDIX B, APPENDIX C and
the transponder installation manual.
NOTE
If an external traffic warning system is installed on the aircraft, either the G3X or the external
traffic warning system must be configured to disable traffic aural alerts to prevent redundant or
conflicting alerts. This may also be accomplished by disconnecting the aural alerting interface
to the audio panel from an external traffic system.
3.5.8 Weather Data

The G3X Touch EFIS supports a variety of airborne weather data sources:
The G3X Touch system can receive FIS-B weather data from GNX 375 or GTX 345/345R
transponders via an RS-232 connection to each GDU display. These transponders can also
simultaneously provide FIS-B weather data to GTN WAAS navigator when connected via
HSDB.
A G3X Touch system with GDU 4X0 displays is also compatible with the GDL 50R ADS-B
receiver, GDL 51R SXM receiver, and the GDL 52R dual ADS-B/SXM receiver. The GDL
50R/51R/52R provide FIS-B weather data to each GDU 4X0 display via an RS-232 connection,
or wirelessly to portable electronic devices via Bluetooth.
A WX-500 or similar lightning detector can be used with the G3X Touch system via an RS-232
connection to a GDU 4X0 display. The G3X system displays lightning strike or cell data and
provides heading data output to the lightning detector.
For any of the above data sources, weather data is displayed only on the GDU displays that are
connected to the weather source via a RS-232 connection. Weather data is not shared between
GDU displays via the CAN bus.
On a GDU display that has access to multiple sources of weather data simultaneously, the pilot
may switch between available weather sources at any time.
3.5.9 External TAWS
If an external terrain warning system is installed on the aircraft, either the G3X or the external
terrain system must be configured to disable SVX-Terrain aural alerts. The aural alerting
interface to the audio panel from an external terrain system may also be disconnected if G3X is
used for terrain alerting. Only one system that generates aural and visual annunciations is
permitted on an aircraft to prevent conflicting aural and visual annunciations.
3.5.10 Pitot Static Connections
When making pitot-static system connections:
• The GSU 25D (ADAHRS) must be connected to pitot-static lines that were previously
connected to the pilot's instruments (primary source). Reference section 4.5.3 for
detailed pitot static connection of the GSU 25D.
• In aircraft with a single pitot-static system:
o The standby instruments can be connected to the same pitot-static source as
the pilot's instruments,
• For aircraft equipped with a dual pitot-static system:
o The standby instruments must be connected to the pitot-static source that is
independent from the pilot’s instruments.
NOTE
Aircraft must retain the alternate static source selector switch if it was previously equipped.
3.5.11 CO Detector
This STC approves interface to compatible Guardian CO Detectors via an RS-232 connection to
a GDU 4X0 display. The G3X system can display the current CO measurement in PPM as a
data field along the top of the GDU. If the CO detector determines that an unsafe CO level
exists, the PFD displays a yellow ‘CO LEVEL’ CAS message along with an aural alert. This
functionality replaces the requirement for a dedicated yellow CO ALERT lamp for Guardian
remote mount CO detectors.

The following CO detectors have a compatible interface to G3X Touch: Guardian Aero models
452-201, 454, 455, 551, 553, 851.
3.6 Electrical Load Analysis

An Electrical Load Analysis (ELA) must be completed before the G3X system is installed to
verify that the aircraft electrical system is adequate. The purpose of the ELA is to show
compliance with 14 CFR 23.1351 and 23.1353(h) by demonstrating that the maximum electrical
system demand does not exceed 80% of the alternator data plate rating and the aircraft battery
is capable of providing electrical power to equipment essential for continued safe flight and
landing in the event of a complete loss of the primary electrical system. Satisfactory completion
of the ELA must be recorded on FAA Form 337.
NOTE
Certain operating requirements (e.g., 14 CFR Part 135) may impose additional requirements
in the event of electrical power loss. It is the installer’s responsibility to ensure that the aircraft
meets the additional requirements if used for these operations.
Table 3-10 – LRU Current Draw

LRU Current Draw – Maximum Amps
Typical Max Typical Max
GAD 27 0.1A 0.1A 0.1A 0.1A
GAD 29B 0.1A 0.2A 0.1A 0.1A
GDL 50R 0.1A 0.3A 0.1A 0.1A
GDL 51R 0.1A 0.2A 0.1A 0.1A
GDL 52R 0.2A 0.3A 0.1A 0.2A
GDU 460 1.0A 2.0A 0.5A 1.0A
GDU 470 0.6A 1.3A 0.4A 0.7A
GEA 24 0.2A 0.4A 0.1A 0.2A
GSU 25D, 0.25A 0.35A 0.125A 0.175A
GMU11, GTP 59
GTR 20/200B 3.0A 7.5A 1.4A 3.75A
GMA 245R 0.32A 1.11A 0.18A 0.87A
GAP 26 8.5A 12.0A 4.25A 6.0A
Note that typical amperages are estimated and are based on listed maximums and common
duty cycles. Display amperages measured with 100% backlighting. The GAP 26 typical values
are based on an OAT of 20°C.
Net change to the electrical load with the G3X system installed must be determined. Net
decrease in electrical load requires no further analysis, assuming that the electrical system is
within limits. This is likely to occur when existing equipment is removed, or older systems are
replaced with newer equipment that requires less power to operate. The amended electrical
load calculation documenting load reduction should be filed with other aircraft permanent
records.
A sample net electrical load calculation is shown for a 28V aircraft in Table 3-11.
Table 3-11 – Example Load Calculation
Equipment Removed Equipment Added
Item Load Item Load
KI 227 ADF Indicator 0.0A GDU 460 1.0A
KI 525A NAV HSI 0.4A GEA 24 0.2A
KA 51B Slaving Acc. 0.0A GSU 25D 0.1A
KI 256 Horizon Indicator 0.8A GAD 29B 0.1A
MD 200-206 VOR/LOC/GS Indicator 0.3A
KG 102A Gyro 3.0A
ADC 200 1.3A
Subtotal 5.8A Subtotal 1.4A
NET CHANGE -4.8A
A complete electrical load analysis must be performed to show adequate capacity of the
alternator / generator if the electrical load is increased with a G3X system installed. ASTM F
2490-05, Standard Guide for Aircraft Electrical Load and Power Source Capacity Analysis offers
guidance on preparing an ELA. Alternatively, electrical loads under different operating
conditions can be measured, as discussed below.
3.6.1 Measurement of Electrical Loads
It must be shown that the maximum electrical demand for each alternator does not exceed 80%
of the alternator data plate rating. Discussed in this section is the ELA for a single
alternator/single battery electrical system determined by load measurement. It must be
modified accordingly for aircraft with multiple batteries or alternators. During measurement,
applied electrical system loads must account for combinations and durations for probable
aircraft operations.
NOTE
Circuits must be protected and LRU circuit breaker ratings must meet specifications in section
3.1.2. Additionally, follow guidelines in AC 43.13-1B, chapter 11, section 4.
CAUTION
To avoid damage to equipment, the ammeter must be capable of handling the anticipated
load.
The current measurement is best accomplished with an in-circuit or clamp-on calibrated
ammeter with 0.5 Amp or better precision. Continuous rate as indicated on the alternator and
the battery data plate/nameplate must be noted.
The tabulation form provided in Table 3-12 and Table 3-13 can be used to compile a list of
electrical loads on the aircraft. Typically, the list is comprised of existing circuit breakers and
circuit breaker switches as shown by the example in Figure 3-2 and Figure 3-3. Continuous
(e.g., GSU) or intermittent (e.g., COM, beacon light) loads must be identified.
Use the worst-case flight condition and identify which phase of flight each particular load is used
in for normal flight operation. Certain loads are mutually exclusive and will not be turned ON at
the same time such as pitot heat and air conditioning; use only the worst-case load conditions
for each phase of flight.

NOTE
Emergency operation is when the primary electrical power generating system is inoperative.
Use the worst-case flight condition and identify which phase of flight each load is used in for
emergency flight operation. At a minimum, the list of equipment must include:
• PFD
• ADAHRS
• COM radio #1
• GPS #1
• Audio panel
• Stall warning system (if applicable)
• Pitot heat
• Landing light (switched on during landing only)
• Instrument panel lighting
• Landing gear indication lights (if applicable)
• Navigation lights
• Strobe lights
If the landing gear warning or stall warning audio requires the audio panel, then the audio panel
must be included, otherwise the audio panel is not essential for continued safe flight and landing
and may be omitted.
CAUTION
The pitot heat must be switched on long enough to take the current measurement and then
switched off. As the pitot probe may get hot ensure the probe cover is removed. Care must
be taken to avoid burns or damage to the unit.
The following steps are to be performed at the aircraft:
1. The ammeter must be connected in line between the external power source and the
master relay circuit, as shown in Figure 3-1. This will eliminate errors due to the
charging current drawn by the battery.
Figure 3-1 – Ammeter Placement for Current Measurement

2. With all circuit breakers closed, external power must be applied to the aircraft, and
voltage set to the nominal alternator voltage (usually 13.8 VDC or 27.5 VDC).

3. The battery master switch must be turned on. Do not measure intermittent electrical
loads. It is assumed that any additional current required beyond alternator capability will
be supplied by the battery.
4. The following lighting settings must be applied during the entire electrical load
measurement:
a. All instrument panel and flood lights set to maximum brightness.
b. The GDU 4X0 backlight set to 50% brightness.
c. All other backlit displays, including GPS navigator, set to 50% brightness.
5. Switch on all continuous electrical loads that are used for the taxiing phase of flight and
record the current that is measured by the ammeter (ELA tabulation form in column 1,
Table 3-12). The autopilot circuit breaker must be closed but the autopilot must not be
engaged during the measurement.
6. Switch on all continuous electrical loads that are used for the normal takeoff/landing
phase of flight and record the current that is measured by the ammeter (ELA tabulation
form in column 2, Table 3-12). Measurements must be taken with the landing lights ON
and OFF. The autopilot circuit breaker must be closed, and the autopilot must not be
engaged.
7. Switch on all continuous electrical loads that are used for the normal cruise phase of
flight and record the current that is measured by the ammeter (ELA tabulation form
column 3, Table 3-12). The autopilot circuit breaker must be closed, and the autopilot
must be engaged.
8. Switch on all continuous electrical loads that are used for the emergency cruise phase of
flight and record the current that is measured by the ammeter (ELA tabulation form
column 4, Table 3-12). Measurements must be taken with the landing lights ON and
OFF.
9. Switch on all continuous electrical loads that are used for the emergency landing phase
of flight and record the current that is measured by the ammeter (ELA tabulation form
column 5, Table 3-12). Measurements must be taken with the landing lights ON and
OFF.
The aircraft electrical system is capable of supporting the G3X system if the maximum electrical
system demand, as documented on the tabulated ELA form, does not exceed 80% of the
alternator capacity. It is permissible for the electrical load to exceed 80% of the alternator
capacity when the pitot heat and landing light are both switched on during the takeoff/landing
phase of flight. In this case the electrical load must not exceed 95% of the alternator capacity.
If the pitot heat is on and the landing light is off, the electrical load may not exceed 80% of the
alternator capacity.
NOTE
The Electrical Load Analysis for this installation is only valid for modifications performed under
this STC. Subsequent changes to the aircraft electrical system will require a new load
analysis.

Table 3-12 – Electrical Load Tabulation Form Page 1 of 2
ELECTRICAL LOAD TABULATION FORM
DATE: TAIL NUMBER: Phase(s) of Flight During Which Circuit/System is Used

Normal Operation Emergency Operation
Circuit
Operating Taxiing TO/Land Cruise Cruise Land
Circuit/System Breaker
Time 10 min 10 min 60 min (Calculated) 10 min
Number

Table 3-13 – Electrical Load Tabulation Form Page 2 of 2
ELECTRICAL LOAD TABULATION FORM
DATE: TAIL NUMBER: Phase(s) of Flight During Which Circuit/System is Used

Normal Operation Emergency Operation
Circuit
Operating Taxiing TO/Land Cruise Cruise Land
Circuit/System Breaker
Time 10 min 10 min 60 min (Calculated) 10 min
Number
Ldg Lt.
Ldg Lt. Ldg Lt.
ON
ON ON
Total Current Used (amps):
Ldg Lt. Ldg Lt.

Ldg Lt.
OFF OFF
OFF
+ Alternator Rating (amps):
%
Ldg Lt.
ON
(< 95%)
x 100% = Percent of Alternator Capacity Used: N/A N/A
(< 80%) (< 80%)
%
Ldg Lt.
OFF
(< 80%)
Pass / Fail:
NOTES:

Figure 3-2 – Example of Completed Electrical Load Tabulation Form Page 1 of 2

Figure 3-3 – Example of Completed Electrical Load Tabulation Form Page 2 of 2
3.6.2 Battery Capacity Analysis
The capacity of the aircraft battery must be verified if the G3X system installation increases the
load on the aircraft electrical 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 25,000ft and certified with 14 CFR
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 Hours, or Ah. Ensure the
value is converted to Amp Minutes, or A-min.
2. Normal Operation Load. Worst case cruise condition, cruise at night, during normal
operation is assumed with five 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 or 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 or 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
An Emergency Power Operation Calculation example is shown in Figure 3-4 below.

Date: 08/04/2017 Registration No.: N5272K
Power Source Qty. Installed Voltage Manufacturer Model
Alternator 1 13.75 V Prestolite AL 12-P70
Battery 1 12.00 V Gill G-35
Assumptions:
1. Most severe operating condition is considered to be night IFR with the pitot heat operating.
2. Load demands are shown for steady state operation and do not include inrush current
draw.
3. Load-shedding is accomplished manually by the pilot within five minutes of warning
annunciation.
4. Loads measured using a calibrated Extech DC ammeter clamped on the cable between
battery terminal and master relay.
Analysis:
(1) Battery Capacity
0.75×35 Amp hrs. = 26.25Ah×60 min = 1575 A-min
(2) Normal Operation Load [t1 = five minutes duration]
Current drawn in normal cruise 43.5 A
Load 5 min×43.5 A = 217.5 A-min
(3) Emergency Landing Load [t2 = 10 minutes duration]
Current drawn in emergency landing 48.1 A
Load 10 min×48.1 A = 481 A-min
(4) Emergency Cruise Load.
Current drawn in emergency cruise 34.0 A
(5) Battery capacity for emergency cruise
(1) - (2) - (3) 1575 – 217.5 - 481

t3 = = = 25.8 minutes
(4) 34
(6) Total duration of flight on emergency (battery) power

t = t1 + t2 + t3
t = 5 min + 10 min + 25.8 min = 40.8 min
Results:
The total required flight duration on emergency power is 30 minutes. The existing battery
capacity provides 40.8 minutes for emergency flight duration. The battery is adequate.
Figure 3-4 – Example of Completed Emergency Power Operation Calculation

3.7 Cable and Wiring Consideration
Select wire in accordance with AC 43.13-1B Chapter 11, Sections 5 through 7. Mark wire in
accordance with AC 43.13-1B Chapter 11 Section 16. Mark harness connectors in accordance
with AC 43.13-1B Chapter 11 Section 17. Install wiring in accordance with AC 43.13-1B Chapter
11, Sections 8 through 13. Record the aircraft wire routing in Appendix A of Garmin G3X Touch
EFIS Part 23 AML STC Maintenance Manual contains Instructions for Continued Airworthiness,
P/N 190-02472-02. Use the following guidelines to prevent damage to the aircraft and systems:
• Do not route the wire harness near flight control cables, high electrical capacity lines,
high-energy sources or fuel lines.
• Locate the wire harness in a protected area of the aircraft.
• Ensure the wire harness does not come in contact with sources of high heat or be routed
adjacent to RF coaxial cables.
• Ensure there is ample space for the wire harness and mating connectors.
• Avoid sharp bends.
3.7.1 Pressurized Aircraft Considerations
In pressurized aircraft, wiring that penetrates the pressure vessel must be installed in
accordance with the Type Design of the aircraft. Any wires that penetrate the pressure bulkhead
must use existing provisions such as spare pins in the existing bulkhead connectors, or existing
sealed wire thoroughfares in accordance with the Aircraft Maintenance Manual. Substantiation
for additional holes in the pressure vessel is beyond the scope of this manual and would require
additional data from the aircraft manufacturer or other FAA approved data.
3.7.2 CAN Bus
The primary digital interface used to exchange data between LRUs in the G3X system is the
Controller Area Network, also known as the CAN bus. CAN specifications are currently
governed by ISO 11898-2. CAN is widely used in aviation, automotive, and industrial
applications due to its simplicity and application.
3.7.2.1 CAN Bus Guidelines
The electrical architecture of the CAN bus takes the form of a linear “backbone” consisting of a
single twisted wire pair with an LRU connected (terminated) at each end. The installer should
attempt to make this “backbone” as short as practical. The maximum overall length of the CAN
bus from end to end must not exceed 100 feet. At each of the two extreme ends of the CAN
bus, a 120 Ω resistor is installed to “terminate” the bus. Termination resistors are provided via
termination adapters that plug into an LRUs CAN connection or by internal resistors in the unit.
Refer APPENDIX B for specific wiring details.
Figure 3-5 – CAN Bus Backbone

Multiple LRU’s may be connected in a daisy-chain manner along the backbone of the CAN bus
as shown in Figure 3-6.
Figure 3-6 – Correct CAN Bus Wiring Example and Node Connections
Daisy-chained LRU’s (LRU’s not at the extreme ends of the CAN bus) connect to the CAN
backbone through short “stub” or “node” connections as shown in Figure 3-6. The length of
each node connection splice should be kept as short as possible, and should not exceed 3
inches, the maximum allowed distance from a splice to a connector.
Multiple devices must not connect to the CAN bus backbone at the same point. Rather than
splicing two or more stub node connections together, the CAN bus should instead be daisy
chained from one device to the next as shown in Figure 3-6.
Figure 3-7 – Incorrect CAN Bus Topographies

3.7.2.2 CAN Bus Wiring
3.7.2.2.1 CAN Bus Wiring Guidelines
CAN bus wiring must only be connected to Garmin LRUs. If no CAN bus wiring exists on the
aircraft, available CAN bus wire part numbers are listed in Section 3.1.2. The shields for each
CAN bus wire segment must be interconnected, forming a continuously connected shield from
one end of the CAN bus to the other end of the CAN bus. The CAN bus shield must always be
grounded to the device connector backshells on all devices connected to the CAN bus.
3.7.2.2.2 Aircraft with Existing CAN Bus Wiring
If the aircraft has already existing Garmin LRUs connected to a CAN bus, some of this existing
CAN bus wiring may be retained. Use the following guidance to determine if the wiring can be
retained:
a. Measure the current length of the CAN bus wiring
b. Determine the part number of the CAN bus wiring

c. If the wire part number is M27500, only 60 FT of the existing wiring may be retained with
the installation of the G3X. Shorten length of installed wiring as necessary to support the
installation of the G3X system.
d. If the wire is one of the two listed CAN wire part numbers in Section 3.1.2, then all the
wiring may be retained
Once existing wire installation has been prepared with the above guidance, use a CAN wire part
number listed in Section 3.1.2 for all new CAN bus wiring installed with the G3X.
NOTE
The length of the CAN bus in a G3X installation may be a maximum of 100 feet. This
supersedes any CAN bus length limitations for equipment installed under other STCs (such as
the G5 or GFC500) and connected to the same CAN bus as G3X.
The shields for each CAN bus wire segment must be interconnected, forming a continuously
connected shield from one end of the CAN bus to the other end of the CAN bus. The CAN bus
shield must always be grounded to the device connector backshells.
3.7.2.3 CAN Bus Termination
At each of the two extreme ends of the CAN bus backbone, a 120 Ω resistor is installed to
terminate the bus. Separate resistors are not required in the G3X system. Instead, termination
resistors are provided within the GDUs, GAD 29B, GAD 27 and GTR20/200B, and a Garmin
terminator, P/N 330-00912-00 part of kit P/N 011-02887-00 is used to terminate the GSU 25D,
GEA 24, GMU 11. The GMA 245R cannot be used as a CAN bus terminator.
Both ends of the CAN bus backbone must be terminated as shown in Figure 3-6, but devices
that are not at the ends of the CAN bus must not be terminated.
3.7.2.4 CAN Bus Installation Guidelines
For maximum reliability of the CAN bus, the following guidelines must be followed:
• The CAN bus backbone must be a single linear path with exactly two distinct ends.
CAN bus connections must be “daisy-chained” from device to device. Avoid “star”
and “Y” topologies, and do not use a hub device. Reference Figure 3-6.
• The overall length of the bus must not exceed 100 feet.
• Do not connect more than one device to the CAN bus backbone at the same point.
Instead, daisy-chain the CAN bus backbone from one device to the next.
• Observe proper wiring, shielding, and grounding requirements as described above.
• Terminate the CAN bus at the two extreme ends of the bus, as described above.
• When adding a new device to the CAN bus, evaluate proposed modifications to the
CAN bus wiring connections to ensure compliance with all above requirements.

4. Installation
4.1 Wire Routing and Installation

G3X system electrical connector definitions and pin functions are defined in APPENDIX A of this
document. G3X system installation requires fabrication of electrical wire harnesses. When
fabricating and installing each harness perform the following:
1. Construct the wiring harness in accordance with the information contained in this and the
following sections. Mark wire in accordance with AC 43.13-1B Chapter 11 Section 16.
Strip and insert the wire into the contact and crimp with the recommended (or
equivalent) crimping tools. Insert the contacts into the connector as specified by the
interconnect diagrams in APPENDIX B. Verify the contacts are properly engaged into
the connector by gently tugging on the wire. Mark harness connectors in accordance
with AC 43.13 1B Chapter 11 Section 17.
2. Refer to the equipment manufacture for any specific shield requirements or follow
guidance in this manual if none exist.
3. For all existing wiring that is overbraided, the overbraid must be maintained. Any new
wire (shielded or unshielded) added between the G3X system and this existing system
shall be overbraided. The overbraid shall be terminated in a similar manner to how the
existing overbraid is terminated.
4. Ensure the wiring does not directly contact sources of heat or RF/EMI interference
(power sources) and is not routed near moving components of aircraft controls or other
systems. Wire routing must preclude accidental impact or damage.
5. Provide adequate space for the LRU or sensor connector(s), include additional wire
length to create a service loop for maintenance where appropriate.
6. Shield terminations must be as short as possible and not to exceed three inches unless
otherwise specified. Shields may be connected to the metal connector backshell when
the backshell is grounded to the metal equipment chassis unless otherwise specified by
equipment manufacturer. Alternately, the shield termination may be directly connected
to the airframe ground.
7. The G3X wiring should be routed close to metallic structures and away from windows
whenever possible.
8. Intermediate connections must be minimized to maintain certified electromagnetic
compatibility. All shields must have continuity at intermediate connections (i.e.,
bulkhead connectors, terminal blocks, splices, etc.). If intermediate connectors are
installed, unless otherwise specified, the shield must be terminated at both sides of the
intermediate connector backshells (if metal connector) or to airframe ground on both
sides of the intermediate connectors.
NOTE
Shielding requirements for other LRU connectors are met by their specific interconnect
drawings. Interconnect diagrams in this manual only show end to end connections and do not
show intermediate connections that may be present in an aircraft.
9. Equipment that require bonding shall be bonded in accordance with the guidance in
Section 4.2.

4.1.1 Shielded Cable Preparation
Prepare all shielded wires using one of the shield termination methods shown in Figure 4-1
Keep the shield drains as short as practical (3” max total length). Reference Table 4-1 through
Table 4-6 regarding numbers in parentheses in the following procedure.
1. Strip 2.5 inches (maximum) (two inches maximum for 9-pin connectors) of the jacket to
expose the shield braid.
2. Remove the exposed braid.
3. Carefully score the jacket 1/4 to 5/16 inches and remove the jacket to leave the braid
exposed.
4. Slide a shield terminator (1) onto the exposed shield braid and insert shield braid drain
(14) into shield terminator. Secure the shield terminator and braid drain to the shield
using a heat gun approved for use with solder sleeves.
5. Strip the signal wires approximately 0.17 inches.
6. Crimp socket contacts (2) on to the signal wires.
7. Crimp ring terminals (4) on to the shield drain wires.
8. Repeat steps 1 through 7 as needed for the remaining shielded wires.
9. Insert the signal wire socket contacts into the appropriate locations in the D-sub
connector (5).
10. Attach the shield drain ring terminals to the connector backshell shield block using the
supplied screws and washers (11)(12)(13).
11. Wrap the wiring harness with silicone fusion tape (3) at the point where the strain relief
clamp (7) and connector backshell (6) will contact the wiring harness.
12. Attach the strain relief clamp (7) to the connector backshell (6) using the supplied screws
(8).
NOTE
Only two ring terminals should be attached to each screw on the connector backshell shield
ground. It is preferred that only two wires be terminated in each ring terminal. This 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 be used. If more wires exist for the connector than
two per ring terminal, it is permissible to terminate three wires per ring terminal.
13. Install the connector backshell cover (9) using the supplied screws (10).

SHIELDED CABLE PREPARATION (PREFERRED METHOD)
.31" MAX EXPOSED SHIELD

AS83519 SOLDER SLEEVE (ITEM 1)
2.5" MAX
(2.0" MAX FOR 9-PIN)
0.17"
AA59569X36T0062 BRAID (ITEM 14)
SHIELD DRAINS AS SHORT

AS PRACTICAL (MAXIMUM LENGTH 3")
SHIELDED CABLE PREPARATION (ALTERNATE METHOD)
.31" MAX EXPOSED SHIELD

AS83519 SOLDER SLEEVE (ITEM 1)
2.5" MAX
(2.0" MAX FOR 9-PIN)
0.17"
AA59569X36T0062 BRAID (ITEM 14)
SHIELD DRAINS AS SHORT

AS PRACTICAL (MAXIMUM LENGTH 3")
Figure 4-1 – Shield Termination Methods

4.1.2 Connector Kit Assembly
Connector kits are listed in Table 3-2 which include Garmin backshell and ground adapter
assemblies. Ground adapter assemblies are not required for all Garmin LRUs and are not
included in all LRU connector kits. Backshell connectors allow the installer to terminate shield
grounds at the backshell housing using the shield block ground kit.
4.1.2.1 Backshell with Jackscrew Assembly
The tables below list the parts required to complete the assembly of the GDU 4X0, GMU 11,
GAD 29B, GSU 25D, GEA 24, GDL 5XR, GAD 27, GTR20 and GMA245R wiring harness
connectors. Some of the parts required for this installation are included in the connector kit, and
some are to be provided by the installer. See the notes below the tables for parts that are
included in the connector kit. The Garmin connector backshell gives the installer the ability to
easily terminate shield grounds at the connector backshell as shown in Figure 4-2. Numbers
referenced in Figure 4-1, Figure 4-2 and Figure 4-5 correspond to item numbers listed in Table
4-1, Table 4-2, Table 4-3, Table 4-4, Table 4-5, Table 4-6, and Table 4-8.

Table 4-1 – GMU 11 (P111), GSU 25D (P251), GDU 4X0 (P4X01), GAD 29B (P291), GEA 24
(P241) 9 Pin Connector Parts
Item Description Part Number Notes
1 Shield Termination, Solder Style, Insulated, Heat- AS83519/1-X 1
Shrinkable, Environment Resistant (X = size) (SAE-AS83519)
2 Contact, Socket, MIL Crimp, Size 20 M39029/63-368, or
336-00022-02 2
3 Insulation Tape, Electrical, Self-Adhering, Unsupported A-A-59163
Silicone Rubber (MIL-I-46852C)
4 Terminal, Lug, Crimp Style, Copper, Insulated, Ring MS25036-149
Tongue, Bell Mouthed, Type II, Class I
5 Connector, Plug, D-Sub, MIL Crimp Socket 330-00625-09 2
6 Backshell, Jackscrew, 9/15 Pin 125-00171-00 2
7 Clamp, Backshell, Jackscrew, 9/15 Pin 115-01078-00 2
8 Screw, 4-40x.375, PHP, SS/P, w/Nylon 211-60234-10 2
9 Cover, Backshell, Jackscrew, 9/15 Pin 115-01079-00 2
10 Screw, 4-40x.187, FLHP100, SS/P, w/Nylon 211-63234-06 2
11 Screw, PHP, 8-32 x 0.312", Cad-Plated Steel, or MS35206-242, or
Screw, PHP, 8-32 x 0.312", Stainless MS51957-42
12 Split Washer, #8, Cad-plated Steel, or MS35338-42, or
Split Washer, #8, Stainless, or MS35338-137, or
Star washer, #8, Cad-plated steel MS35333-38P
13 Flat washer, Cad-plated Steel, #8, 0.032" thick, 0.174" NAS1149FN832P,
ID, 0.375" OD, or or
Flat Washer, Stainless, #8, 0.032" thick, 0.174" ID, NAS1149CN832R
0.375" OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
1. AS83519/1-X and braid are the preferred method for shield termination. Alternatively,
AS83519/2-X with pre-installed shield drain may be used.
2. Garmin Part Number Included in kit P/N 011-03002-00 (GMU 11), 011-03002-04 (GSU
25D), 011-01921-15 (GDU 4X0), 011-03271-00 (GAD 29B), 011-02886-01 (GEA 24).

Table 4-2 – GDL5XR (P5X1) 15 Pin Connector Parts
336-00022-02 2
0.375" OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
2. Garmin Part Number included in kit P/N 011-04170-00.

Table 4-3 – GEA24 (J242) and GAD 29B (P292) 25 Pin Connector Parts
2 Contact, Pin, MIL Crimp, Size 20 M39029/64-369, or
336-00024-00 2
5 Connector, Plug, D-Sub, MIL Crimp Pin 330-00624-25 2
13 Flat washer, Cad-plated Steel, #8, 0.032" thick,0.174" NAS1149FN832P,
Flat Washer, Stainless, #8, 0.032" thick, 0.174" NAS1149CN832R
ID,0.375" OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
2. Garmin Part Number included in kit P/N 011-02886-01 (GEA 24) and 011-03271-00
(GAD 29B).

Table 4-4 – GEA 24 (P242) and GTR 20 (P201) Connector Parts 37 Pin Connector
336-00022-02 2
11 Screw, PHP, 8-32 x 0.312”, Cad-Plated Steel, or MS35206-242, or
Screw, PHP, 8-32 x 0.312”, Stainless MS51957-42
13 Flat washer, Cad-plated Steel, #8, 0.032” thick, 0.174” NAS1149FN832P,
ID, 0.375” OD, or or
Flat Washer, Stainless, #8, 0.032” thick, 0.174” ID, NAS1149CN832R
0.375” OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
1. AS83519/1-X and braid are the preferred method for shield termination. Alternately,
2. Garmin Part Number included in kit P/N 011-02886-01 (GEA24), 011-03241-01
(GTR20).

Table 4-5 – GMA 245R (P2401) 44 Pin Connector Parts
2 Contact, Pin, MIL Crimp, Size 22D M39029/58-360, or
336-00021-00 2
6 Backshell, Jack Screw, 25/44 Pin 125-00173-00 2
7 Clamp, Backshell, Jack Screw, 25/44 Pin 115-01078-02 2
9 Cover, Backshell, Rack Mount, 25/44 Pin 115-01079-02 2
12 Split Washer, #8, Cad-plated Steel, or MS35338-42, or 2
Star washer, #8, Cad-plated steel MS35333-38P, or
212-00054-00
13 Flat washer, Cad-plated Steel, #8, 0.032" thick, 0.174" NAS1149FN832P, 2
Flat Washer, Stainless, #8, 0.032" thick, 0.174" ID, NAS1149CN832R,
0.375" OD or 212-20053-00
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
2. Garmin Part Number included in GMA245R connector kit P/N 011-03828-10.

Table 4-6 – GDU4X0 (P4X02), GEA24 (P244), and GAD27 (P271) 50 Pin Connector Parts
336-00022-02 2
0.375" OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
2. Garmin Part Number included in kit P/N 011-01921-15 (GDU4X0), 011-02886-01
(GEA24), and 011-03877-01 (GAD27).

9 10
7
2
78 PIN CONNECTOR IS
SHOWN AS REFERENCE
ONLY
5
0.31" MAX
WINDOW SIZE
6
1
3
4
13 14
12
11
Figure 4-2 – Jackscrew Backshell Assembly

4.1.2.2 Rack Mounted Connector Buildup
The tables below list the parts required to complete the assembly of the GTR 200B wiring
harness connectors. Some of the parts required for this installation are included in the
connector kit, and some are to be provided by the installer. See the notes below the tables for
parts that are included in the connector kit. On rack mounted connectors the shields are
terminated on the shield block as shown in Figure 4-3. Numbers referenced on Figure 4-3
correspond to item numbers listed on Table 4-7.
Table 4-7 – GTR 200B (P2001) 37 Pin Connector Parts

336-00022-02 2
4 Terminal, Lug, Crimp Style, Copper, Insulated, Ring MS25036-149 2
6 Backshell, Rack Mount, 25/44 Pin 125-00084-00 2
7 Clamp, Backshell, Rack Mount, 25/44 Pin 115-00499-03 2

9 Cover, Backshell, Rack Mount, 25/44 Pin 115-00500-03 2
11 Screw, PHP, 8-32 x 0.312", Cad-Plated Steel, or MS35206-242, or 2
Screw, PHP, 8-32 x 0.312", Stainless MS51957-42, or
211-60206-09
12 Split Washer, #8, Cad-plated Steel, or MS35338-42, or 2
Star washer, #8, Cad-plated steel MS35333-38P, or
212-00018-04
13 Flat washer, Cad-plated Steel, #8, 0.032" thick, 0.174" NAS1149FN832P, 2
Flat Washer, Stainless, #8, 0.032" thick, 0.174" ID, NAS1149CN832R,
0.375" OD or 212-20065-00
14 Flat Braid, 1/16” AA59569F36T0062 1
15 Shield block 117-00147-00 2
16 Screw, 4-40x.250 FLHP100, SS/P, w/Nylon 211-63234-08 2
Notes:
2. Garmin Part Number included in GTR200B connector kit P/N 011-03240-01.
9
10
8
7
78 PIN CONNECTOR IS
SHOWN AS REFERENCE
ONLY
0.31" MAX WINDOW

5 SIZE
6
1
3
15
16
4 14
13
12
11
Figure 4-3 – Rack Mounted Connector Assembly

4.1.3 Configuration Module Installation
GDU connector assemblies serve as housings for configuration modules. This section lists
configuration module assembly and installation procedure for the GDUs.
Table 4-8 – P/N 010-12253-01 GDU Configuration Module Kit Parts

Item Description Qty. Required Part Number
1 Potted Module (w/EEPROM) 1 011-03702-00
2 Contact, Socket, Size 20, 26-30 AWG 4 336-00022-01
3 4 conductor Config. Module harness 1 325-00122-00
4 Pan head screw 1 211-60232-07
NOTE
The socket contacts supplied with the configuration module are specifically made to
accommodate 28 AWG wire. Ensure the crimp tool is set to the proper crimp tension when
crimping these contacts to the configuration module harness.
4.1.4 GDU Configuration Module Installation

Refer to Figure 4-5 for details and item numbers on Table 4-9 referenced in the following
procedure.
1. Strip back approximately 0.17" of insulation from each wire of the four-conductor wire
harness (3). It is the responsibility of the installer to determine the proper length of
insulation to be removed.
2. Crimp a pin (2) to each conductor.
3. Ensure that the wire is visible in the inspection hole, and that the insulation is 1/64” -
1/32” from the end of the contact.
Figure 4-4 – Insulation/contact Clearance

4. Insert newly crimped pins and wires (2, 3) into the connector housing (5) location. For
details refer to the applicable interconnect drawings.
5. Attach the module (1) to the backshell (6) using a pan head screw (4).
6. Plug the four-conductor wire harness (3) into the connector on the module (1).
7. Point the connector housing (5) so that the four-conductor wire harness (3) is on the
same side of the backshell (6) as the module (1).
8. Attach the cover (8) to the backshell (6) using two screws (7).

Table 4-9 – GDU configuration module installation parts
1 Potted Module (w/EEPROM) 011-03702-00 1
2 Contact, Socket, Size 20, 26-30 AWG 336-00022-01 1

3 4 Conductor. Config. Module Harness 325-00122-00 1
4 Pan head screw 211-60232-07 1
Notes:
1. Garmin Part Number included in kit P/N 011-03702-01.
2. Part is included in GDU connector kit P/N 011-01921-15.
4
1
Figure 4-5 – Jackscrew Backshell Assembly (Potted Configuration Module)

4.1.5 Ground Stud Buildup
New ground studs for equipment grounding may be required for the G3X installation. See Figure
4-6 or Figure 4-7 for the parts required and the buildup sequence for each ground stud
installation. Use the surface preparation steps provided in Section 4.2. The pan head screw is
the preferred ground stud buildup. If a ground stud is required in a restricted area, or if installed
on an instrument panel, the countersunk screw buildup can be used to maintain the aesthetic of
the panel. Clean and prepare one side of the sheet metal surface in accordance with section
4.2.

MS35206-XXX #8 OR #10 SCREW
MS35333-XXP #8 OR #10 STAR WASHER

NAS1149FN #8 OR #10 WASHER
SHEET METAL
TERMINAL LUG, MAX QTY. 4 PER GROUND STUD

MS21044N #8 OR #10 LOCK NUT
Figure 4-6 – Pan Head Screw Ground Stud Buildup
MS24693-SXX #8 OR #10 SCREW
SHEET METAL

MS35649-282 #8 OR MS35650-302 #10
PLAIN NUT
TERMINAL LUG, MAX QTY. 4 PER GROUND STUD

MS21044N #8 OR #10 LOCK NUT
Figure 4-7 – Countersunk Screw Stud Buildup

4.2 Equipment Bonding
The G3X LRUs require bonding according to one of two methods described below:
1) Following equipment or rack shall be bonded via its chassis mounting:
GAD 29B, GAD 27, GEA 24, GSU 25D, GTR 20, GTR200B rack, GMA 245R and GAP
NOTE
When a GSU 25D is mounted on the back of a GDU 4X0, no separate bonding is required for
the GSU; GDU bonding strap is sufficient for both LRUs.
2) Following equipment shall be bonded via bonding strap to its connector backshell per
section 4.2.3:
GDU 4X0, GMU 11, and GDL 5XR
For each LRU a maximum bonding value of 2.5 milliohms is allowed (10 milliohms is allowed for
the GAP 26) when measured with a calibrated 4 wire milliohm meter.
Brackets installed with four or more rivets can provide sufficient electrical bond to allow
equipment chassis or install rack to be bonded to the bracket. For the best results when creating
an electrical bond, contact locations between the supporting structure and brackets should be
cleaned and prepared for bond. The following steps are an acceptable method for bonding
aluminum surfaces:
1. Clean grounding location with solvent.
2. Remove non-conductive films or coatings from the grounding location using a bonding
brush or equivalent tool.
3. Apply a chemical conversion coat such as Alodine 1200 to the bare metal.
4. Once the chemical conversion coat is dry, clean the area.
5. Install brackets to supporting structure.
6. All areas must be refinished to the original finish specifications.
NOTE
The radius of the cleaned area must be 0.125” larger than the radius of the fastener head.
Ensure that there is no non-conductive finish under the head of the fastener.
After satisfactory electrical bond is achieved, when it has been necessary to remove any
nonconducting finish, the area from which the coating has been removed should be refinished
with the same finish as is on the rest of the part within 24 hours. In cases where the parts come
in with certain areas spot-faced, or if the there is no finish on the part (bare metal), apply
conformal coating over the bond joint and hardware per MIL-I-46058 or clear lacquer per
TT-L20-A in order to facilitate future inspection. Refer to the model specific Aircraft Maintenance
Manual or Standard Practices Manual for surface protection requirements applicable to affected
areas. The correct material finish is important when mating untreated or bare dissimilar metals.
They should be galvanically compatible. When corrosion protection is removed to make an
electrical bond, any exposed area after the bond is completed should be protected again.
Additional guidance can be found in AC 43.13-1B and SAE ARP 1870A. Typical electrical
bonding preparation examples are shown in Figure 4-8, Figure 4-10, and Figure 4-11.

Figure 4-8 – Electrical Bonding Preparation – Nutplate
Figure 4-9 – Electrical Chassis Bonding Preparation – Bolt/nut shown (Nutplate similar)
NOTE
For bonding LRUs that have a metal chassis where bonding is performed in accordance with
Figure 4-9 and Figure 4-10, surface preparation is only required for the structure that contacts
the flat washer next to the lock nut.
Figure 4-10 – Electrical Bonding Preparation – Bolt/Nut Joint

Figure 4-11 – Electrical Bonding Preparation – Terminal Lug
The instrument panel must be of metal construction providing 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 and 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.
Electrical equipment, connectors with shields connected to backshell, and supporting brackets
shall be electrically bonded. The electrical bond shall achieve a direct current (DC) resistance of
2.5 mΩ or less between faying surface, shelves, and the aircraft structure. Compliance shall be
verified by inspection.
4.2.1 Non-metallic Aircraft
NOTE
Carbon reinforced composite (with or without mesh) or fiberglass with mesh is considered to
be conductive. Wood, Kevlar and fiberglass without mesh is considered to be non-conductive.
If the equipment is mounted in the metallic instrument panel then the bonding must be
accomplished following guidance in Section 4.2. For composite areas of the aircraft the LRUs
must be electrically bonded to the metallic instrument panel either directly through the unit
remote install/mounting rack or with heavy-duty dead soft aluminum tape such as 3M Heavy
Duty Aluminum Foil Tape 438. The following guidance should be used for locating and bonding
the LRU:
1. Identify a location for the LRU which is close to the instrument panel or the grounding
structure for the instrument panel.
2. Identify a route between the LRU location and the instrument panel ground that will
accommodate a strip of aluminum tape with a width of at least four inches and a length-
to-width ratio of 7:1.
3. If the tape will come in contact with carbon composite material, the tape must be
electrically isolated from the carbon composite material to prevent corrosion due to
dissimilar materials. Secure a thin layer of fiberglass cloth to the carbon fiber with
fiberglass resin as shown in Figure 4-12

Figure 4-12 – Fiberglass Insulation for Carbon Fiber Material
4. Identify a grounding location. The ground must be a bare metal surface on the
instrument panel or grounding structure for the instrument panel. If it is impractical to
reach a grounding location with aluminum tape, then:
a. The tape shall meet a 5:1 length to width ratio.
b. The bond strap shall be one inch wide and no longer than five inches.
5. Prepare the aluminum surface at the ground location outlined in Section 4.2 or identify a
ground stud to which the braid can be attached. Any new ground stud shall also be
prepared for electrical bonding.
6. Route the tape between the LRU mount and the grounding location for the instrument
panel. If needed to maintain the 7:1 length-to-width ratio, the tape can be overlapped in
more than one strip.
7. If two pieces of tape need to be joined end-to-end, they can be joined as illustrated in
Figure 4-13.
Figure 4-13 – Aluminum Tape Joint
8. Fold the end of the tape over twice for added thickness at the prepared grounding
location. Refer to Figure 4-14. Apply three-inch wide tape over the seam as shown.
9. The tape shall not have any tears in the joint or along the length of the tape as tears will
degrade the bonding performance.
10. Electrical bond preparation for all aluminum-to-aluminum interfaces per SAE ARP1870A
section 5.1 and 5.5.
11. If a bonding strap will be used to reach the grounding location, secure the end of the
tape to the secondary composite surface as shown in Figure 4-14. Note that the
procedure for installing mounting bolts applies only to secondary aircraft structures, not
to structural load-carrying members. The tape shall meet 5:1 length to width ratio if a
bonding strap is used. The bonding strap shall be one inch wide and no longer than five
inches. Refer to Figure 4-14.
12. Terminate both ends of the bonding strap with MS20659-130 terminal lugs.
13. Install AN960C10 washer between the terminal lug and the mating metal surface and
secure with a #10 steel bolt. Ensure that the lug and washer are centered and in full
contact with the mating surface with no overhang when secured.
14. Secure the end of the tape in place using a 0.063” piece of aluminum using three bolts
and nuts. Refer to Figure 4-14.
15. Secure the aluminum tape to the LRU or mounting rack as shown in Figure 4-15 (GAD
29B is shown as an example installation).
16. Verify that the resistance between tape and the local grounding location does not
exceed 2.5 mΩ.
Figure 4-14 – Aluminum Tape Ground Termination

Figure 4-15 – Aluminum Tape Installation
4.2.2 Vibration Mounted Instrument Panel Bonding
If the instrument panel in which the GDU(s) is/are installed is electrically isolated from the
aircraft structure, it must be bonded to the aircraft structure for this installation (vibration
mounted), see Figure 4-16. The instrument panel bonding strap length should be as short as
possible and must not exceed six inches in length. The installation must avoid the bonding
strap looping back on itself. See section 4.2.2.1 for hardware specifications. Use the surface
preparation steps provided in section 4.2. Complete the installation using the following
procedure along with the guidance in AC 43.13-1B, AC 43.13-2B and aircraft make/model
specific structural repair documentation, as necessary. Construct a bonding strap by attaching
5/16" inside diameter terminal lugs to both ends of the braid. Install the bonding strap with the
following procedure:
1. Secure one end of the bonding strap to the instrument panel with a 5/16" bolt, washers,
and nut. The washers must seat fully against the panel, without overhang or interference
from other hardware.
2. Secure the other end of the bonding strap to the aircraft metallic structure with a 5/16"
bolt, washers, and nut. The washers must seat fully against the aircraft metallic
structure, without overhang or interference from other hardware.

Figure 4-16 – Instrument Panel Bonding
4.2.2.1 Instrument Panel Bonding Materials
The following items are required but not supplied:
• Tinned copper flat braid, 3/4", AA59569F36T781 (recommended)
OR
• Tinned copper tubular braid, 7/16", AA59569R30T0437
• Terminal lug, 5/16", uninsulated, MS20659-131
• Bolt, AN5-XA
• Locknut, 5/16", AN363-524
• Lock washer, 5/16", NASM35338-45 Figure 4-16, washer 1)
• Flat washer, 5/16", NAS1149F0532P (Figure 4-16, washer 2)
• Flat washer, 0.063" thick NASM970-5 (AN970-5) (Figure 4-16, washer 3)

4.2.3 G3X LRU Connector Bonding Strap
For each equipment that cannot be electrically bonded through its mount), a bonding strap (less
than ten inches in length) must be connected from the backshell to a #10 ground stud. The
bonding strap must be connected to the backshell of the power connector (See APPENDIX B
for which connectors are connected to circuit breakers). Below is a list of approved metal braids
with their accompanying terminal rings that can be used to create these bonding straps.
Table 4-10 – Bonding Strap Part Numbers

Braid Part Number Ring Terminal Part Braid Part Number Ring Terminal Part
Number Number
QQB575*36*375 MS25036-112 (#10) AA59569*36*0375 MS25036-112 (#10) or
or MS25036-156 (#8) MS25036-156 (#8)
QQB575*34*375 MS25036-112 (#10) AA59569*34*0375 MS25036-112 (#10) or
or MS25036-156 (#8) MS25036-156 (#8)
QQB575*32*375 MS25036-112 (#10) AA59569*32*0375 MS25036-112 (#10) or
or MS25036-156 (#8) MS25036-156 (#8)
QQB575*30*375 MS25036-115 AA59569*30*0375 MS25036-115
QQB575*30*473 MS25036-116 AA59569*36*0500 MS25036-115
QQB575*36*500 MS25036-115 AA59569*34*0500 MS25036-115
QQB575*34*500 MS25036-115 AA59569*32*0500 MS25036-115
QQB575*32*500 MS25036-115 AA59569*32*0500 MS25036-119
QQB575*30*500 MS25036-119
NOTE
The following buildup instructions are only used when the bonding strap being installed
requires a #10 ring terminal for termination at an LRU backshell.
Create the bonding strap using the following instructions:
1. Cut an appropriate length of a metal braid listed in the table (maximum ten inches)
2. Terminate both ends with the stated MS25036 terminal
3. Find a location on structure to create or re-use an existing ground stud that is size #10
for connection to this bonding strap from the LRU backshell.
4. If creating a new ground stud, create a #10 ground stud in accordance with the
instructions stated in section 4.1.5. Hole to be Ø0.201.
5. If using a #8 ring terminal for connection to the backshell, reference Figure 4-2 for
hardware buildup using ring terminal bonding strap part numbers listed in Table 4-10.
6. If using a #10 ring terminal for connection to the backshell, use the following method to
connect the #10 terminal to the LRU backshell, create the following hardware buildup as
shown below in Figure 4-17:
7. Torque hardware buildup to 11-17 in-lbs.

P/O CONNECTOR KIT
P/O CONNECTOR KIT
PLAIN WASHER (NAS1149FN832P)
PLAIN WASHER (NAS1149F0316P)

METAL BRAID
PLAIN WASHER (NAS1149F0316P)
PLAIN WASHER (NAS1149FN832P) MS25036 #10 RING TERMINAL
MS35333-39P OR MS35338-43M LOCK WASHER MS35206-243 SCREW
Figure 4-17 – Bonding strap Backshell Buildup
4.3 Panel Mounted Displays

The G3X GDUs are designed to mount in the aircraft instrument panel and replace the existing
primary instruments. For all G3X installations, the instrument panel must be constructed from
aluminum.
The G3X GDU must be electrically bonded to the aircraft instrument panel with a direct current
(DC) resistance specified in section 4.2.
The G3X GDU for the pilot in command position must be located such that the screen is entirely
viewable and within reach of the pilot. It is preferable for the display to be located as far up the
instrument panel as practical. The GDU display(s) position must not interfere with any existing
equipment including, but not limited to flight controls, control lock devices, engine controls,
switches or annunciators.
Consider the depth of the GDU displays as well as the electrical and pneumatic connections
when selecting a location. See Figure 4-18 illustrates the required space needed behind the
instrument panel for a GDU 470 install, the same depth is required for a GDU 460 installation.

7 IN
MINIMUM
CLEARANCE
GDU 4X0
INSTRUMENT
PANEL
Figure 4-18 – GDU Clearance for Connectors (GDU 460 and 470)
The location of the GDU display on the instrument panel in relation to the centerline of the
Pilot’s control wheel depends on the display size and configuration. When measured from the
centerline of the control wheel, the GDU centerline must be located as defined in Figure 4-19,
Figure 4-20, Figure 4-21, Figure 4-22, Figure 4-23, Figure 4-24 or Figure 4-25.
For mounting guidance of GDU(s) and engine annunciator lights (as applicable) on instrument
panel, and display configuration options, reference Table 4-11 for installations without EIS or
Table 4-12 for installations with EIS and the applicable figures.
NOTE
Additional Copilot display installations on the right side of the panel in a side-by-side cockpit or
in the second cockpit of a tandem aircraft are not listed below and may be installed outside the
dimensions shown in the referenced figures. Refer to Section 2.1 for limitations related to the
additional Copilot display(s).
Table 4-11 – Display Configurations (No EIS)

PFD MFD Display Configuration Options without EIS Applicable Figure(s)
X 7” PFD Figure 4-19
X 10.6” PFD Figure 4-20
X X 7” PFD and 7” MFD Figure 4-19 & Figure 4-21
X X 7” PFD and 10.6” MFD Figure 4-19 & Figure 4-22

PFD MFD Display Configuration Options without EIS Applicable Figure(s)
X X 10.6” PFD and 7” MFD Figure 4-20 & Figure 4-21
X X 10.6” PFD and 10.6” MFD Figure 4-20 & Figure 4-22
X 7” MFD Figure 4-21
X 10.6” MFD Figure 4-22
Table 4-12 – Display Configurations with EIS Option

PFD MFD Display Configuration Options with EIS Applicable Figure(s)
X 10.6” PFD/EIS Figure 4-20
X X 7” PFD and 7” MFD/EIS Figure 4-19 & Figure 4-21
X X 7” PFD and 10.6” MFD/EIS Figure 4-19 & Figure 4-22
X X 10.6” PFD and 7” MFD Figure 4-20 & Figure 4-21
(EIS Option on either display)
X X 10.6” PFD and 10.6” MFD Figure 4-20 & Figure 4-22
(EIS Option on either display)
X 7” MFD/EIS* Figure 4-23
X 10.6” MFD/EIS* Figure 4-24 or Figure 4-25
* ENGINE Annunciator Lights are required if a standalone MFD is installed outside of the pilot’s
primary Field of View.
NOTE
GDU location must not affect the readability of any existing or added switches under all
lighting conditions including switches that maybe blocked from the instrument flood lights.
Figure 4-19 – 7” Portrait PFD

Figure 4-20 – 10.6” Landscape PFD/MFD/EIS
NOTE
An additional Copilot MFD may be installed on the right side of the panel outside of the
dimensions shown in Figure 4-21 and Figure 4-22. Refer to Section 2.1 for limitations related
to the additional right-side display.
Copilot displays installed in the second panel of a tandem aircraft are not subject to the
dimensions shown in Figure 4-19 through Figure 4-22. Refer to Section 2.1 for limitations
related to displays in tandem aircraft.
Figure 4-21 – 7” Portrait MFD

Figure 4-22 – 10.6” Landscape MFD
Figure 4-23 – Standalone 7” Portrait MFD/EIS with Engine Annunciator Lights
NOTE
In a standalone 7” MFD installation with EIS, Engine Annunciator Lights are only needed
when the MFD centerline is more than six inches away from the centerline of the pilot’s
primary field of view.

Figure 4-24 – Standalone 10.6” Landscape MFD with Engine Annunciator Lights (Main
Engine Display on Right or Left Side of Display)
NOTE
Engine Annunciator Lights are not required for 10.6” standalone MFD if the Main Engine
Display is configured on the left side of the MFD, as shown in Figure 4-25. In configuration
mode in Section 5.19, the EIS Screen Side must be configured as LEFT on the Display
Configuration page. It must NOT be configured as User Selectable.
Figure 4-25 – Standalone 10.6” Landscape MFD with EIS (Main Engine Display Left Side
of Display)

4.3.1 Instrument Panel Fabrication or Modification
Installation of the GDU 4X0 requires modification to existing instrument panels. The extent of
this modification depends on the selected G3X system configuration, standby instrument
configuration, and any other instruments that must be retained. In some cases, it may be more
effective to purchase a blank instrument panel from the aircraft or equipment manufacturer (TC
or STC/PMA holder) if the scope of the required changes makes it impractical to modify the
existing panel.
NOTE
New instrument panels may be fabricated if the existing instrument panel is not part of the
aircraft primary structure.
The GDU 4X0 cutout and location of standby instruments must be the only differences
between the new and the replaced instrument panel assembly. This STC is not the basis for
airworthiness approval of instrument panel modifications.
The GDU 470 may also be installed in the avionics stack instead of the instrument panel
provided the same requirements for fabricating a new instrument panel (below) are met.
When fabricating a new instrument panel, it must:

1. Use the same material type, thickness (not less than 0.063 inch), and corrosion
protection as the original instrument panel, with a minimum thickness of 0.063 inches.
o 2024-T3 aluminum per AMS-QQ-A-250/5, or 6061-T6 aluminum per AMS 4025,
AMS 4027, or AMS-QQ-A-250/11 must be used if existing instrument panel
material is not known.
o Corrosion protection must be in accordance with aircraft model specific standard
practices manual or per MIL-DTL-5541.
2. Be manufactured using methods and procedures defined in an aircraft standard
practices manual, maintenance manual, or structural repair manual. Methods,
techniques, and practices defined in AC 43.13-1B chapter 4, section 4 Metal Repair
Procedures are acceptable.
3. Maintain the form of the existing instrument panel, including the location of fasteners,
and retain all elements of the instrument panel structure (if comprised of multiple parts
assembled), such that every feature of the instrument panel is preserved or duplicated.
4. Retain the lighting for all previously installed instrument(s) that will be re-installed.
4.3.2 EIS Annunciators Installation
Engine caution and warning annunciation lights are required for standalone MFD installations
with EIS if the distance between the MFD and the centerline of the pilot’s primary field of view is
within dimensions shown in Figure 4-23 and Figure 4-24. Standalone MFD installations as
shown in Figure 4-25 don’t require EIS annunciator lights.
The EIS annunciators to be installed are:
• MS25041-2: warning indicator (red).
• MS25041-4: caution indicator (yellow).
To install the MS25041-X indicator lights, follow the steps below:
1. Determine the acceptable location; reference Figure 4-23 and Figure 4-24.

NOTE
The indicator lights must be installed side-by-side with yellow on the left side and red on the
right side.
2. Drill appropriately sized clearance holes in the panel.
3. Insert MS25041-X assembly without the lens holder from the forward side of the panel
and secure.
4. Install lamp on the lens holder.
5. Install and secure the lens holder on the indicator.
6. Apply a placard or label as outlined in section 4.3.2.1.
4.3.2.1 EIS Annunciation Placard or Label
The EIS annunciator lights must be identified with a placard or label. Fabricate and apply the
placard/label as follows:
• Placard or label text: ENGINE
• The font is at least 0.125” tall and easily readable with sufficient contrast from the
surroundings.
• The text must be displayed in a conspicuous place so that it cannot be obscured to the
pilot by the glareshield or any other component and remains visible in all flight control
positions.
• The text is legible in all ambient light conditions, particularly with ambient floodlighting in
darkness.
4.3.3 Standby Instruments
Previously installed pneumatic ADI/Attitude Indicator, Airspeed Indicator, and Altimeter can be
used as standby instruments (except installations which include Copilot displays). This STC
does not approve the installation for standby indicators.
CAUTION
If the original pneumatic airspeed indicator displays aircraft operating limits that vary with
altitude (such as barber pole type airspeed indicators), the original pneumatic airspeed
indicator capable of replicating the variable limit must be used as the standby instrument.
It must be verified that the original airspeed indicator is not part of an existing airspeed
warning system when considering instrument removal or replacement. If it is part of the
airspeed warning system, this system must continue to operate following the installation of the
G3X system.
Standby instruments must be located within two inches of the GDU 4X0. Positions above,
below, or on either side of the display are acceptable. In multiple display installations the
standby instruments are required to be installed next to the PFD1 only.
Standby instruments can be arranged in any order. Preferred order, from top to bottom when
positioned vertically, or from left to right when positioned horizontally, is:
• Attitude Indicator (Top or Left)
• Airspeed Indicator (Middle or Center)
• Altimeter (Bottom or Right)
Figure 4-26 shows a GDU 460 display; the relative location of the standby instruments is the
same if installing a GDU 470.

Figure 4-26 – PFD Location Relative to Existing Standby Instruments
A single G5 indicator installed by STC SA01818WI can be used as the required standby
instrument for the attitude, airspeed, and altitude indicator, reference APPENDIX E for details.
If used, the G5 must be positioned above, below, to the right, or to the left of PFD 1. Figure
4-27 shows a GDU 460, the relative location of the G5 is the same if installing a GDU 470.
Figure 4-27 – PFD Location Relative to G5 Standby Display

A single GI 275 ADAHRS / ADAHRS+AP installed by STC SA02658SE can be used as the
required standby instrument for the attitude, airspeed, and altitude indicator (except installations
which include Copilot displays). Reference APPENDIX F for details. If used, the GI 275 must
be positioned above, below, to the right, or to the left of PFD 1. Figure 4-28 shows a GDU 460,
the relative location of the GI 275 is the same if installing a GDU 470.
Figure 4-28 – PFD Location Relative to GI 275 Standby Display
4.3.4 GDU 460 Display Aspects

The GDU 460 10.6-inch displays may be configured to display a combination of PFD, MFD, and
EIS data in separate, distinct sections on the display. The EIS data can be configured to be
displayed on either the left or right edge of the screen.
Table 4-13 – GDU 460 Weight

Unit weight Weight of Unit + Connectors
4.60 lbs. 4.81 lbs.*
* - Weight includes nut plates.
NOTE
The GSU 25D ADAHRS unit may be installed on the back of the GDU. The total weight of the
new equipment installed in the instrument panel (GDU 4X0 and optionally attached ADAHRS)
must not exceed the total weight of the equipment that was removed from the instrument
panel.

7.82
10.85
Figure 4-29 – GDU 460 Bezel Width (in Inches)
0.41 FRONT SURFACE

OF PANEL
1.57
1.53
Figure 4-30 – GDU 460 Behind-Panel Depth (in Inches)

The GDU 460 can be mounted using the included 115-01725-01 nut plate ring, see Figure 4-31
for details. Alternatively, four nutplates may installed on the instrument panel.
2X
10.38
4X
R0.29
10.31
2X
7.29
7.36
4X
Ø0.149
Figure 4-31 – GDU 460 Panel Cutout (Not to Scale)
115-01725-01 NUTPLATE
AND
8X MS20426AD3-X RIVETS
OR
4X MS21071-06 NUTPLATES
AND
4X 211-00169-01 INSTRUMENT
OR PANEL
4X MS16995-18-B
SCREWS
TORQUE TO
8±1 IN-LB
Figure 4-32 – GDU 460 Assembly

4.3.5 GDU 470 Display Aspects
The GDU 470 seven-inch display may be configured to display a combination of PFD, MFD, and
EIS data in separate, distinct sections on the display. The GDU 470 works in a portrait
orientation. The EIS data, when configured, is only displayed on the upper portion of the
screen.
Table 4-14 – GDU 470 Weight
Unit weight Weight of Unit + Connectors
2.66 lbs. 2.93 lbs.
NOTE
The GSU 25D ADAHRS unit may be installed on the back of the GDU. The total weight of the
new equipment installed in the instrument panel (GDU 4X0 and optionally attached ADAHRS)
must not exceed the total weight of the equipment that was removed from the instrument
panel.
6.01
7.82
Figure 4-33 – GDU 470 Bezel Width (in Inches)
FRONT SURFACE
0.41 OF PANEL
1.68
1.53
Figure 4-34 – GDU 470 Bezel and LRU Depths (in Inches)

2X
5.54
4X
R0.29
5.48
2X
7.36
7.30
4X
Ø0.149
Figure 4-35 – GDU 470 Panel Cutout Drawing (Not to Scale)

The GDU 470 can be mounted using the included 115-01725-03 nutplate ring. Alternatively, four
nutplates may installed on the instrument panel. Alternatively, four nutplates may installed on
the supporting structure See Figure 4-36 for details.
115-01725-03 NUTPLATE
AND
OR
4X MS21071-06 NUTPLATES
AND
INSTRUMENT
PANEL
4X 211-00169-01
OR
4X MS16995-18-B
SCREWS
TORQUE TO
8±1 IN-LB

Figure 4-36 – GDU 470 Installation with Hardware
4.3.6 Placards and Switch Labeling
Installation and placement of the required placards and limitations must be in accordance with
the applicable aircraft data and aircraft type TCDS. Refer to section 4.3.2 for EIS annunciator
labeling/placard.
If any placards were relocated due to a display installation, verify the following:
• The font size of the new placard is identical to the old placard it is replacing.
• The color of the new placard is identical to the color of the placard it is replacing.
• The text on the new placard is identical to the text on the placard which it is replacing
(it can be arranged differently as required by space constraints, but the wording must
be identical).
• The placard must be legible and not obscured to the pilot by the glareshield, in all
flight control positions, or by any other component in the flight deck.
If the new switch labels were added due to G3X installation, verify the following:
• The font size and labeling are legible from the pilot’s seat.
• The labels are legible in all ambient light conditions. In particular, the labels are
legible with ambient floodlighting in darkness.
• The switch label must be legible and not obscured to the pilot by the glare shield, in
all flight control positions, or by any other component to include the switch position.
Refer to section 6.24 for additional details.
Some aircraft models listed on the AML currently have insufficient data to substantiate IFR
operations, therefore the G3X installations in these models are limited to VFR operation only.
The following may apply for such installations:
• Standby instruments are not required.
No additional placard is required if the aircraft is already limited to VFR operation prior to
installation of the G3X system, otherwise the installation of the G3X system limited to VFR
operation must include the following placard:
• The text on the placard must read “AIRCRAFT LIMITED TO VFR”
• The font size must be a minimum of 0.25-inch-high (minimum 18-point font)
• The placard must be located in plain view near the pilot PFD (pilot side instrument
panel).

Figure 4-37 – VFR Placard Installation (10.6” – GDU Example, 7” GDU Similar)

4.4 Remote LRU’s
Use of existing aircraft avionics shelving is preferable for remote mounting of LRU’s. When
installing the G3X system remote LRU’s on a composite airframe, remote LRUs must be
installed on an existing shelf designated by the aircraft manufacturer for equipment installation.
Installation locations must allow for inspection and service. Installations must not expose the
unit to rapid thermal transients. Exposed mounting locations in the cabin are not allowed due to
potential accidental damage by occupants. Installation in a pressurized location is not required.
The remote LRUs (GSU 25, GDL 5XR, GEA 24, GMA 245R, GTR 20, GMU 11, GAD 29B, GAD
27, and GTP 59) must be installed in a Flammable Fluid Free Zone. Except for the GMU 11,
the remote LRUs must be installed in a cockpit/cabin environment.
NOTE
This STC does not approve any modifications to the engine firewall.
Protection of G3X LRUs from Indirect Effects of Lightning (IEL) in aircraft with airframes
constructed from non-metallic materials require special precautions detailed in APPENDIX D.
When installing remote LRUs:
1. The combined weight of all added LRU’s, including racks, connectors, and equipment
already installed on the shelf must remain within the established weight limit for
equipment installed on the existing shelf as referenced by a placard or in the aircraft
records.
2. The base of the unit rack must not be deformed as a result of the installation.
3. When drilling fastener holes in the existing shelf, the added holes must maintain a
minimum of 2D edge distance (D is fastener hole diameter) from the shelf edges and 3D
minimum edge distance from existing holes.
If an existing shelf cannot meet these criteria, a new shelf needs to be procured from the aircraft
manufacturer or fabricated. The following sections provide LRU mounting specific information.
NOTE
All dimensions in this section are in inches unless otherwise stated.

4.5 GSU 25D ADAHRS
The GSU 25D ADAHRS has three 1/8-27 ANPT female thread pressure ports which require
matching male fittings to connect to the aircraft pitot and static pressure sources. See Section
4.5.3 for pneumatic connection details.
0.299 3.4
0.249
4x Ø.209
2.1
SEE NOTE 4
0.249 3.5
2.607
1.721
1.52
1
0.948
3.998 2.498
Figure 4-38 – GSU 25 Outline Drawing
Table 4-15 – GSU 25D Weight

LRU Weight incl. d-sub connector
GSU 25D 0.68 lbs.
4.5.1 Panel Mounting (Back of GDU)

The GSU 25D may be installed on the back of a GDU. The GDU 460 and the GDU 470 both
have mounting holes for installation of a GSU 25, see Figure 4-39 and Figure 4-40.
NOTE
The GSU 25D should not be mounted on a GDU installed in a shock-mounted instrument
panel. Even when the instrument panel is not shock-mounted, some panels may not be
sufficiently rigid to provide a stable platform for acceptable AHRS performance. If in doubt
about the suitability of panel mounting, the GSU 25D should be mounted remotely on a rigid
shelf per section 4.5.2.

It is required that the GSU 25D is mounted parallel to the centerline of the aircraft. Depending
on the chosen mounting orientation, one side of the GSU 25D must be aligned within 1° of
either the longitudinal or lateral axis of the aircraft for proper heading performance. The GSU
25D must also be level within 8° of the aircraft longitudinal axis (pitch) and 4° of aircraft lateral
axis (roll.)
Also, the GSU 25D must be mounted;
• No more than 6.5 feet laterally from the aircraft center of gravity.
• No more than thirteen feet longitudinally from the midpoint of the aircraft center of
gravity.
• Farther than one inch from magnetically mounted antennas, speaker magnets, or
other emitters of strong magnetic fields.
• Near the aircraft pitot and static lines to reduce the length of added pneumatic lines.
• Such that it is not prone to severe vibration.
4X 212-00035-10
OR
NAS1149F0363P
WASHERS
GSU 25D
4X 212-00081-03
OR
MS35333-39 WASHERS
4X 211-00090-05
OR
AN3-7A
BOLTS
GDU 470
Figure 4-39 – GSU 25D Mounting to GDU 470

4X 212-00035-10
OR
NAS1149F0363P
WASHERS
4X 212-00081-03
OR
MS35333-39 WASHERS
4X 211-00090-05 GSU 25D

OR
AN3-7A
BOLTS
GDU 460
Figure 4-40 – GSU 25D Mounting to GDU 460

4.5.2 Shelf Mounting
If the instrument panel is not sufficiently rigid or other requirements in section 4.5.1 cannot be
met for a GSU 25D to be mounted to a GDU, the GSU 25D can be mounted on an existing or
fabricated shelf. The GSU 25D can be mounted in any of the twenty orientations shown in
Figure 4-42 and Figure 4-43. In any of these orientations, it is required that the GSU 25D is
mounted parallel to the centerline of the aircraft. Depending on the chosen mounting
orientation, one side of the GSU 25D must be aligned within 1° of either the longitudinal or
lateral axis of the aircraft for proper heading performance. The GSU 25D must also be level
within 8° of the aircraft longitudinal axis (pitch) and 4° of aircraft lateral axis (roll.) The GSU 25D
unit orientation is stored in the configuration module.
Additionally, the mounting location for the GSU 25D must be:
• No more than 6.5 feet laterally from the aircraft center of gravity.
• No more than thirteen feet longitudinally from the midpoint of the aircraft center of
gravity.
• Farther than one inch from magnetically mounted antennas, speaker magnets, or other
emitters of a strong magnetic field.
• Near the aircraft pitot and static lines to reduce the length of pneumatic lines
• In an area that is not prone to severe vibration.
• Electrically bonded to the airframe per section 4.2.
In order to satisfy the structural mounting requirements for the GSU 25D, the following
conditions must be met:

1) Any supporting structure must be rigidly connected to the aircraft structure capable of
supporting the added loads.
2) Mounting platform shall not span greater than twelve inches in width or length without
direct attachment to structure. If mounting platform does span greater than twelve inches
add necessary stringers, doublers, bulkhead flange reinforcements, etc., to provide
adequate support. Existing honeycomb core sandwich panels with aluminum face sheets
are adequate and do not require additional reinforcement.
3) A minimum of three inches between the connector end of the GSU 25D and any object
must be maintained to ensure clearance for the wire harness and pneumatic
connections.
4) If a support bracket or shelf needs to be fabricated, it should be fabricated and attached
to the aircraft structure in accordance with the methods outlined in AC 43.13-2B Chapter
1 and 2, AC 43.13-1B Chapter 4, and the following requirements:
o Material shall be 2024-T3 aluminum alloy sheet per AMS-QQ-A-250/5 or
extrusion per AMS-QQ-A-200/3.
o Material shall be minimum 0.032 inch thick.
o Material shall have some type of corrosion protection (primer, Alodine, etc.)
When not mounted to the back of a GDU, the GSU 25D must be mounted to an existing or
fabricated shelf with the hardware shown in Figure 4-41. If the countersunk screws are used,
the hardware must be oriented with the head of the screw on the mounting shelf and the washer
and nut on the GSU 25D.

EXISTING OR
4X GSU 25 FABRICATED
WASHERS SHELF
4X #10 WASHERS
&
4X #10 BOLTS 4X #10 NUTS
OR SCREWS OR
4X #10 MIL-SPEC
NUTPLATES
211-00090-05
Bolts Or
AN3-XA
212-00035-10
Washers Or
NAS1149F0363P
#10 Standard Part; Any MS
Nuts MS21044N3 OR Nutplates (Mil-Spec) Part Number
Rivets MS20426AD3-X
Countersunk Screws #10 MS24693-XXX

212-00035-10
Washers Or
NAS1149F0363P
Nuts MS21044N3
Figure 4-41 – Alternate GSU 25D Mounting

Figure 4-42 – GSU 25D Mounting Options (View 1 of 2)

Figure 4-43 – GSU 25D Mounting Options (View 2 of 2)
4.5.3 GSU Pitot Static and AOA Connections
The GSU 25D has three 1/8-27 ANPT female ports, labeled PITOT, STATIC, and AOA. The
pitot and static and AOA (if installed) lines must be connected to the aircraft system using 1/8-27
ANPT male fittings. GSU 25D pneumatic plumbing has specific installation requirements and
guidance beyond that of the GSU LRU. These requirements are as follows:
• Determine the hose/connection material that best interfaces with the existing aircraft
installation. Reference the appropriate aircraft parts manual to determine the current
part numbers associated with the installation of hose and connections used in the
pitot/static system.
• Do not confuse pitot, static, and AOA plumbing between the ports on the aircraft and
the GSU 25D. Use of different colored labels is recommended for pitot, static, and
AOA plumbing to avoid plumbing connection errors.
• The GSU 25D must not be at a low point in the pitot/static pneumatic lines.
• The routing of the pneumatic lines from the GSU 25D to the existing pitot/static
system must continuously slope down without low points until they connect to the
existing pneumatic system.
• If added lines cannot be routed to continuously slope down, a “drain” must be
installed at the low point of each pneumatic line. The “drain” can be comprised of a
TEE fitting, reference Figure 4-44 for an example.
o If any drains are added, make note of the location(s) in Appendix A of the G3X
Touch EFIS Part 23 AML STC Maintenance Manual Contains ICA (190-02472-
02).

• Do not route lines near moving components of the aircraft control systems, other
systems with moving components, or sources of heat including high temperature
lines.
• Reference the aircraft manufacturer standard practices manual or equipment
manufacturer documentation for guidance. Methods, techniques, and practices
defined in AC 43.13-1B chapter 12, section 4 Pitot/Static Systems are acceptable.
• Ensure that no deformations of the airframe surface have been made that would
affect the relationship between static air pressure and true ambient static air
pressure for any flight condition.
• Use care to avoid getting fluids or particles anywhere within the pneumatic lines
connected to the GSU 25D.
• Seal the threads of pneumatic fittings at the connector ports. Use caution to ensure
there are no pneumatic leaks.
CAUTION
If the GAP 26 AOA probe is not installed, the AOA port must be connected to the static line
using a 1/8-27 ANPT male fitting to avoid damage to internal pressure sensors during static
system tests, see Figure 4-45.
NOTE
Aircraft must retain the alternate static source selector switch if it was previously equipped.
• The positive drainage of the pitot/static system including the performance of existing
static drains must remain unaffected by connected equipment.
• Pitot and static ports mounted on the aircraft surface must not be changed or
relocated. Ensure aircraft surface where these ports are located is free of
deformation and defects.
If a GAP 26 is installed, the pneumatic AOA line from the probe connected to the GSU 25 must
also follow these guidelines.
PNEUMATIC
LINE
TEE
FITTING
Figure 4-44 – Pneumatic Line Drain Example

When making pitot-static system connections:
• The ADAHRS must be connected to pitot-static lines that were previously connected
to the pilot's instruments (primary source).
• In aircraft with a single pitot-static system:
o The standby instruments can be connected to the same pitot-static source as
the pilot's instruments,
• For aircraft equipped with a dual pitot-static system:
o The standby instruments must be connected to the pitot-static source that is
independent from the pilot’s instruments.
CAUTION
Verify sealant/tape is not present inside the plumbing upon assembly. Use care to avoid
getting fluids or particles inside the pneumatic lines or GSU 25D ports.
NOTE
Check connections for errors before operating the equipment. An incorrect connection can
result in equipment damage.
PITOT
PORT
AOA
PORT
STATIC
PORT
Figure 4-45 – Pitot-Static Connections for ADAHRS Installation (No GAP 26 AOA)
4.6 GDL 50R/51R/52R Datalink

The GDL 5XR products provide ADS-B and/or SXM data to the G3X display system. The GDLs
also offer built-in Bluetooth wireless technology to create Connext connections to portable
display devices. Bluetooth performance is dependent on the installation location and may not
work at all in some locations of the aircraft. For optimal wireless performance it is best to mount
the unit in front of the instrument panel with the connectors facing aft.
If use of the Bluetooth features is not desired, the GDL 5X/5XR can be mounted in any
orientation in the aircraft fuselage.
The mounting location should be more than twelve inches from a compass or similar magnetic
measuring device. The GDL 5XR cannot be mounted in the engine compartment.

Whether or not the Bluetooth functions are desired, the GDL 5XR must be mounted to a surface
known to have sufficient structural integrity to withstand additional inertial forces imposed by the
LRU weight. The unit must be attached to the surface with four fasteners as shown in Figure
4-47.
Structural mounting requirements for the GDL 5XR are as follows:
• Support structure must be rigidly attached to aircraft structure to properly support
equipment loads.
• Mounting platforms spanning greater than twelve inches width or length require
direct attachment to structure. Stringers, doublers, bulkhead flange reinforcements,
etc., shall be used to provide proper attachment to aircraft structure. Existing
honeycomb core sandwich panels with aluminum face sheets are adequate and do
not require additional reinforcement.
• A minimum of three inches between the connector end of the GDL 5XR and any
obstruction for proper wire harness routing.
• Fabricated brackets or shelving should be attached to the aircraft structure in
accordance with the methods outlined in AC43.13-2B Chapter 1 and 2, AC43.13-1B
Chapter 4, and the following requirements:
o Application of some type of common corrosion protection (primer, Alodine,
etc.) is required.
Refer to section C.8 for information on antennas that correspond with GDL 5XR installations.

2X 4.500
2X 2.250 6X Ø.156
(0.828) NOTE 4
GDL 50R=2.76[70.1]
GDL 51R=2.80[71.1]
GDL 52R=2.85
3X 4.430 C.O.G.
NOTE 3
3X 2.215 GDL 50R=2.90[73.7]

GDL 51R=3.20[81.3]
GDL 52R=3.08
C.O.G. NOTE 3
(0.285)
CONNECTOR SHOWN BROKEN
OUT TO REVEAL MOUNTING HOLE
0.88
C.O.G.
1.63
5.00 0.12
6.16 6.46
Figure 4-46 – GDL 5XR Dimensions (GDL 52R Shown)
Table 4-16 – GDL 5XR Weight

LRU Weight Including d-sub Connector
GDL 50R 0.92 lbs.
GDL 51R 0.93 lbs.
GDL 52R 0.98 lbs.
The GDL 5XR must be mounted to the aircraft structure with the hardware shown in Figure
4-47. If the countersunk hardware is used, the hardware must be oriented with the head of the
screw on the mounting shelf and the washer and nut on the GDL 5XR.

4X #6 SCREWS
4X #6 WASHERS
GDL 5XR
EXISTING OR
FABRICATED
SHELF
4X #6 WASHERS
&
4X #6 NUTS
OR
4X #6 MIL-SPEC
Screws MS35206-XX
Washers NAS1149FN632P
Standard Part; Any MS

#6 Nutplates
(Mil-Spec) Part Number
Nuts MS21044N06 OR
Rivets MS20426AD3-X
Nuts MS21044N06
Figure 4-47 – GDL 5XR Mounting Hardware (GDL52R Shown, Use for GDL50R and
GDL51R)

GDL 50R 011-03910-15
GDL 51R 011-03910-55
GDL 52R (SHOWN) 011-03910-35
INCLUDED IN 011-04170-00
CONNECTOR KIT
330-00625-15
CONNECTOR
011-01855-01
BACKSHELL ASSEMBLY
Figure 4-48 – GDL 50R, 51R, and 52R LRU and D-Sub Connector
GDL 50R GDL 51R GDL 52R
Figure 4-49 – GDL 50R, 51R, and 52R Connections

4.7 GEA 24 Engine Airframe Adapter
The GEA 24 can be mounted in any orientation in the aircraft fuselage. The GEA 24 cannot be
mounted in the engine compartment. See Figure 4-50 and Table 4-17 for unit dimensions and
weight.
The GEA 24 must be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the LRU weight.
Structural mounting requirements for the GEA 24 are as follows:
• The mounting structure, existing or new, must be electrically bonded to the airframe
per section 4.2.
• The support structure must be rigidly attached to the aircraft structure to properly
support equipment loads.
• Mounting platforms spanning greater than twelve inches width or length require
direct attachment to the aircraft structure. Stringers, doublers, bulkhead flange
reinforcements, etc., shall be used to provide proper attachment to the aircraft
structure. Existing honeycomb core sandwich panels with aluminum face sheets are
adequate and do not require additional reinforcement.
• A minimum of three inches between the connector end of the GEA 24 and any
• The unit should be mounted in the aircraft so that the unit face containing the
connectors and status LED is positioned so that the LED may be viewed.
• A CAN bus terminator may be required per interconnection of G3X system
components. Refer to sections B.6 and 3.7.2 for further guidance.
o Material shall be 2024-T3 aluminum alloy sheet per AMS-QQ-A-250/4 or Clad
2024- T3 aluminum alloy sheet per AMS-QQ-A-250/5.
etc.) is required.

2X .2 2X 6.4
2X .42
4.98
2.94
.15
3.400 CENTER OF
CENTER OF GRAVITY GRAVITY
2.0
1
CENTER OF
GRAVITY
6.8
Figure 4-50 – GEA 24 Dimensions
Table 4-17 – GEA 24 Weight
GEA 24 1.6 lbs.
The GEA 24 must be mounted with the hardware shown in Figure 4-51. If the countersunk
screws are used, the hardware must be oriented with the head of the screw on the mounting
shelf and the washer and nut on the GEA 24.

4X #10 SCREWS
4X #10 WASHERS
GEA 24
EXISTING OR
FABRICATED
SHELF
4X #10 WASHERS
&
4X #10 NUTS
OR
4X #10 MIL-SPEC
NUTPLATES
Screws MS35207-XX (#10-32)

Washers NAS1149F0363P

Rivets MS20426AD3-X

Nuts MS21044N3
Figure 4-51 – GEA 24 Mounting Hardware

*330-00064-25
CONNECTOR GEA 24 011-02848-01
*330-00064-09
CONNECTOR
*330-00064-37
CONNECTOR
*330-00064-50
CONNECTOR
*011-01855-03
BACKSHELL ASSEMBLY
*011-01855-02
BACKSHELL ASSEMBLY
*011-02887-00
*011-01855-04 CAN TERMINATOR
BACKSHELL ASSEMBLY SEE NOTE
*011-01855-00 NOTE: CAN TERMINATOR IS OPTIONAL, REFER TO THE CAN

BACKSHELL ASSEMBLY BUS TERMINATION SECTION FOR INFORMATION ON WHEN
A CAN TERMINATOR IS INSTALLED.
*INCLUDED IN 011-02886-01 CONNECTOR KIT
Figure 4-52 – GEA 24 and D-Sub Connectors
NOTE
Figure 4-52 shows the optionally installed CAN termination d-sub which may or may not be
needed depending on how the GEA 24 is integrated with the G3X system. Reference
sections B.6 and 3.7.2 for guidance on this aspect of the GEA 24 installation.

4.8 GMU 11 Magnetometer
The GMU 11 has specific installation requirements due to the nature of its functionality. This
section describes basic mechanical guidelines for locating the GMU 11 in the aircraft.
Wing mounting of the GMU 11 magnetometer is preferred where possible. Fuselage mounting
is less desirable due to potential magnetic disturbance sources in the aircraft.
A magnetic survey of appropriate GMU 11 installation locations needs to be performed to
ensure adequate separation of the GMU 11 from sources of electromagnetic interference. The
following steps are to be performed in order to accomplish the magnetic survey:
1. Temporarily place the GMU 11 in the proposed mounting location maintaining orientation
as described in Figure 4-54 and Figure 4-55.
2. Secure in place using tape if needed. Do not use clamps or other devices that are
ferrous or magnetic.
3. Run the magnetic interference survey in accordance with the guidance presented in
APPENDIX F. The location is considered reliable for the installation of the GMU 11 if the
survey passes.
If the test fails, the location should be considered unreliable until the source of the magnetic
interference is identified, remedied and the location is retested with a passing result. If the
magnetic interference cannot be remedied, another location should be chosen and tested.
Use of typical aircraft-grade non-magnetic materials and methods for rigid mounting of
components is acceptable, so long as adequate measures are taken to ensure a stiffened
mounting structure.
Align the GMU 11 to within 3.0° of the in-flight level cruise attitude. Align the long axis of the
GMU 11 to within 2.0° (0.5° preferred) of the longitudinal or lateral axis of the aircraft, (four
possible orientations). See Figure 4-55.
GMU 11 must be mounted horizontally with flanges (bottom side of unit) facing down with the
connector pointing in one of the following four directions; fore, aft, left or right.
Use of non-ferrous tools (e.g. beryllium, copper, or titanium) is recommended when installing or
servicing the GMU 11. Do not use a screwdriver with a magnetic tip. Do not use a powered
screwdriver.
Consider the following when selecting a mounting location for the GMU 11:
• See APPENDIX H for allowed locations and APPENDIX F for the magnetic
interference survey.
• The mounting location must satisfy the alignment requirements shown in Figure 4-54
and Figure 4-55.
• Any supporting structure must be rigidly connected to the aircraft structure through
structural members capable of supporting substantial loads.
• The mounting platform shall not span greater than twelve inches in width or length
without direct attachment to the structure. If mounting platform does span greater
than twelve inches, add necessary stringers, doublers, bulkhead flange
reinforcements, etc., to provide adequate support. Existing honeycomb core
sandwich panels with aluminum face sheets are adequate and do not require
additional reinforcement.
• A minimum of three inches between the connector end of the GMU 11 and any
object must be maintained to ensure clearance for connector and wire harness.

• If a support bracket or shelf needs to be fabricated, it should be fabricated and
attached to the aircraft structure in accordance with the methods outlined in AC
43.13-2B Chapter 1 and 2, AC 43.13-1B Chapter 4, and the following requirements:
o Material shall have some type of corrosion protection (primer, Alodine, etc.)
o It shall be attached to aircraft structure with non-ferrous fasteners or rivets.
2.28
2X
0.91
1.37
CENTER OF
GRAVITY
2X
2.00
6.31
3.92
2.02
CENTER OF
GRAVITY
0.93 0.38
0.22
2.74 CENTER OF
TYPICAL THICKNESS
GRAVITY
BENEATH FASTENER HEAD
Figure 4-53 – GMU 11 Dimensions
Table 4-18 – GMU 11 Weight

GMU 11 0.30 lbs.

Figure 4-54 – GMU 11 Pitch and Roll Requirements
Figure 4-55 – GMU 11 Heading Alignment Requirement

CAUTION
Care should be taken when tightening the mounting screws of the GMU 11. Excessive
tightening may damage the mounting flange or break the screws. Fasteners should be
tightened until snug plus one quarter-turn.
The GMU should not be mounted in a composite wing. It may be mounted in a wing
constructed of metal so long as any hardware used to attach the GMU or its bracket do not
penetrate the fuel tank. For installation in a composite wing tip of a metal wing, see section
4.8.1.

GMU 11
Down 4X #6 SCREWS
Existing or
Fabricated Shelf
4X #6 WASHERS
and
4X #6 NUTS
OR
4X #6 MIL-SPEC
NUTPLATES
*211-60207-12
Or
Screws
MS51957-XX
*212-00024-06
Or Standard Part; Any MS
Washers #6 (Mil-Spec) Part Number
NAS1149CN632R Nutplates
OR (Must be corrosion resistant)
*210-10008-08
Or
Nuts
MS21044C06 Rivets MS20426AD3-X
*Part of GMU 11 Installation Kit 011-04349-90
Figure 4-56 – GMU 11 Mounting Hardware

GMU 11
011-04349-01
CAN TERMINATOR
011-02887-00
CONNECTOR KIT SEE NOTE
011-03002-00
9 PIN D-SUB CONNECTOR

330-00625-09
9 PIN BACKSHELL
011-01855-00
NOTE: CAN TERMINATOR IS OPTIONAL, REFER

TO THE CAN BUS TERMINATION
SECTION FOR INFORMATION ON WHEN
A CAN TERMINATOR IS INSTALLED.
Figure 4-57 – GMU 11 Install Breakdown
4.8.1 GMU 11 Mounting in Non-metallic Wingtip

4.8.1.1 Overview
In some installations it is desirable to mount the GMU 11 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 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 GMU 11 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 11 is installed.
• The GMU 11 mounting bracket must be electrically bonded to the wing using fasteners
or rivets.
4.8.1.2 Materials Required but Not Supplied
Reference 3.1.2 for materials required but not provided for installation.
4.8.1.3 Overbraid Fabrication and Installation
The length of overbraid required is approximately equal to the length of the GMU 11 service
loop (measured from the wing rib to the collar of P111) plus four inches.
Refer to Figure 4-58 and Figure 4-59 while completing the following overbraid installation
procedure:
NOTE
It is recommended this procedure is completed prior to terminating wires to connector P111. If
this procedure is completed before assembly of P111, proceed to step 3.
1. Disconnect P111 from the GMU 11.
2. De-pin wires from P111 to facilitate placing overbraid over wire bundle.
3. Slide the overbraid over wire bundle extending from wing rib.
4. Terminate the end nearest the metal wing rib with the overbraid in accordance with one
of the two methods in Section 4.8.1.4 using a #8 terminal lug.
5. Secure the overbraid pigtail to the shield block when assembling P111 (Refer to Section
4.1.2).
6. Terminate the end nearest the GMU with the overbraid in accordance with one of the
two methods in Section 4.8.1.4 using a #10 terminal lug.
7. Secure the overbraid pigtail to a #10 terminal stud. Refer to Section 4.8.1.5 for stud
location instructions.

4.8.1.4 Overbraid Termination Methods
Overbraid must be terminated with an appropriate lug by one of the two following approved
methods. Whichever method is used, overbraid pigtail length must not exceed six inches. Refer
to Figure 4-58.
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.
2. Trim the overbraid pigtail to a maximum length of two inches.
3. Terminate the braid pigtail in an appropriate terminal lug.
Method B
1. Comb out a maximum of two inches of overbraid pigtail.
2. Twist the pigtail and terminate it in an appropriate terminal lug.
4.8.1.5 Overbraid Terminal Bonding
Electrical bond preparation for all aluminum-to-aluminum interfaces must be done in accordance
with SAE ARP1870A section 5.1 and re-finished in accordance with Section 5.5. The overbraid
terminal lug must be electrically bonded to a #10 stud installed in accordance with AC43.13-1B
Section 11-189, as well as the following restrictions:
1. If possible, use an existing tooling hole to install the stud.
2. If no suitable tooling hole exists, use an existing fastener (#10 or larger).
3. If there is no suitable fastener, install a new #10 stud as follows:
a. When adding a new stud hole to the rib, the center of the hole must be located a
minimum of one inch away from any existing, non-stiffened rib hole.
b. The new stud hole must be located such that the terminal lug face, neck, or
attaching hardware will not intrude into the flange bend radius of any rib edge or
stiffened rib hole. Refer to SAE AS25036 for terminal lug dimensions.
4. Verify overbraid terminal bonding by checking resistance between the overbraid and the
rib. Resistance should be less than 2.5 mΩ.
5. If the overbraid length is less than ten inches, no additional bonding strap per Section
4.2 is required. For installations with overbraid length in excess of ten inches refer to
Section 4.2 for electrical bonding requirements.

#10 MS25036 TERMINAL LUG
2" MAX
2" MAX
OVERBRAID
1" MAX
FROM CABLE
CLAMP
Figure 4-58 – GMU 11 Overbraid Installation
NOTE [1]
NOTE [2]
NOTE [3]
MOUNTING BRACKET MUST BE

ELECTRICALLY BONDED TO RIB.
THERE MUST BE AT LEAST ONE
RIB BETWEEN GMU 11 LOCATION
AND FUEL BAY.
NOTE [4]
OVERBRAID
NOTE [5]
Figure 4-59 – GMU 11 Overbraid Termination

NOTES for Figure 4-59:
[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” 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 one inch from unstiffened holes. Refer to SAE
AS25036for lug dimensions.
[4] If the overbraid length is less than ten inches, no additional bonding strap per Section 4.2 is required.
For installations with overbraid length in excess of ten inches refer to Section 4.2 for electrical bonding
requirements.
[5] The exposed cable not having overbraid in the wing tip areas must be six inches or less.
4.9 GAD 29B ARINC 429 Adapter

The GAD 29B can be mounted in any orientation in the aircraft fuselage. See Table 4-19 and
Figure 4-60 for unit dimensions and weight.
The GAD 29B should be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the LRU weight. The unit must be attached to the
surface with four fasteners as shown in Figure 4-61.
Structural mounting requirements for the GAD 29B are as follows:
per section 4.2.
• Any supporting structure must be rigidly connected to the aircraft structure capable of
• Mounting platforms spanning greater than twelve inches in width or length require
• A minimum of three inches between the connector end of the GAD 29B and any
etc.) is required.

2X 0.25
2X 5.6
2X 0.369
2.95
2X CENTER OF GRAVITY
2.352
5.53
WITH CAN TERMINATOR
5.095
WITHOUT CAN TERMINATOR
3.235
2.35
CENTER OF GRAVITY
1.479
0.100 0.675
6.1
CENTER OF GRAVITY
Figure 4-60 – GAD 29B Dimensions
Table 4-19 – GAD 29B Weight

GAD 29B 0.65 lbs.
The GAD 29B must be mounted to the aircraft structure with the hardware shown in Figure 4-61
If the countersunk hardware is used, the hardware must be oriented with the head of the screw
on the mounting shelf and the washer and nut on the GAD 29B.

4X #8 SCREWS
GAD 29B
EXISTING OR
FABRICATED
SHELF 4X #8 WASHERS
& 4X #8 NUTS
OR
4X #8 MIL-SPEC
NUTPLATES
MS35206-XXX OR AN525832RXX
Screws
(#8, Length A/R)
Washers NAS1149FN8XXP #8 Standard Part; Any MS (Mil-Spec)

Nutplates Part Number
OR
Nuts MS21044N08
Rivets MS20426AD3-X

Nuts MS21044N08
Figure 4-61 -- GAD 29B Mounting Hardware

Figure 4-62 – GAD 29B Install Breakdown
4.9.1 GAD 29B Interface Requirements (Optional)
For GAD 29B installations interfacing with certain Century and Cessna autopilots, an inline
transformer may be required. Refer to 3.5.3 and APPENDIX B for further information on
specific autopilots.
Solder transformer leads to the appropriate wire per SAE AS4461 and cover with heat shrink
that extends the entire lead of the transformer and at least 0.5 inch of the insulated wire. Do

this for each transformer lead, and then cover the entire assembly with heat shrink, extending at
least one inch past the solder connections.
This assembly must then be secured to the existing aircraft wiring harness near the GAD 29B to
reduce strain on the components. Secure using a minimum of two cable ties, one over the body
of the transformer, and one near the solder joints.
Figure 4-63 – GAD 29B Autopilot Transformer Mounting
4.10 GAD 27 Electronic Adapter Unit

The GAD 27 can be mounted in any orientation in the aircraft fuselage. The GAD 27 must be
mounted near the circuit breaker, as the power wire to the circuit breaker cannot exceed seven
feet.
The GAD 27 should be mounted to a surface known to have sufficient structural integrity to
If the GAD 27 is mounted such that the unused connector is facing up, install P/N 115-03134-00
cover over unused connector as illustrated in Figure 4-65.
Structural mounting requirements for the GAD 27 are as follows:
per section 4.2.
• Any supporting structure must be rigidly connected to the aircraft structure capable of
• A minimum of three between the connector end of the GAD 27 and any obstruction
for proper wire harness routing.

accordance with the methods outlined in AC 43.13-2B Chapter 1 and 2, AC 43.13-1B
etc.) is required.
3.000
.390 .277
6.533
4.650
4.687
1.831
CENTER OF GRAVITY 1.954
.100 CG
CG .984
3.780
CG 3.215
5.204
Figure 4-64 – GAD 27 Dimensions

Table 4-20 – GAD 27 Weight
GAD 27 0.65 lbs.
The GAD 27 must be mounted to the aircraft structure with the hardware shown in Figure 4-65.
If the countersunk hardware is used, the hardware must be oriented with the head of the screw
on the mounting shelf and the washer and nut on the GAD 27.
2X 211-60234-05
SCREWS
4X #8 SCREWS
4X #8 WASHERS
115-03134-00
COVER
GAD 27
EXISTING OR
FABRICATED
SHELF
4X #8 WASHERS
&
4X #8 NUTS
OR
4X #8 MIL-SPEC
NUTPLATES
Screws MS35206-XX (#8-32)
Standard Part; Any MS

#8 Nutplates
Nuts MS21044N08 OR (Mil-Spec) Part Number
Rivets MS20426AD3-X

Nuts MS21044N08
Figure 4-65 – GAD 27 Mounting Hardware

GAD 27
011-03876-01
INCLUDED IN
011-03877-01
CONNECTOR KIT
330-00625-50
CONNECTOR
011-01855-04
BACKSHELL ASSEMBLY
Figure 4-66 – GAD 27 Install Breakdown

4.11 GMA 245R Remote-Mount Audio Panel
The GMA 245R mounting location/orientation will vary depending on aircraft fuselage type and
the surrounding structures/equipment. The GMA 245R provides Bluetooth functionality with the
receiver located behind the plastic front face of the unit. Good Bluetooth performance can be
obtained if the mounting location and orientation are selected to keep the instrument panel (and
other aircraft metal structures) from blocking the Bluetooth signal. For optimal performance,
mount the GMA 245R with the front of the unit facing the cockpit and centered laterally between
the two aircraft sides.
Do not install the GMA 245R in a metal box or beneath a floor panel, as this will attenuate
(decrease) the Bluetooth signal. If the installation contains another device that provides a
Bluetooth interface, mount the devices apart from each other as much as possible (at minimum,
leave a small gap between the devices) to prevent signal interference.
GMA 245R cannot be mounted in the engine compartment. See Figure 4-67 Figure 4-68, and
Table 4-21 for unit dimensions and weight.
The GMA 245R must be mounted to a surface known to have sufficient structural integrity to
Structural mounting requirements for the GMA 245R are as follows:
per section 4.2.
• Support structure must be rigidly attached to the aircraft structure to properly support
equipment loads.
direct attachment to aircraft structure. Stringers, doublers, bulkhead flange
reinforcements, etc., shall be used to provide proper attachment to aircraft structure.
Existing honeycomb core sandwich panels with aluminum face sheets are adequate
and do not require additional reinforcement.
• A minimum of three inches between the connector end of the GMA 245R and any
• GMA 245R does not have provisions for a CAN bus terminator, therefore, it cannot
be installed at the end of the CAN bus.
accordance with the methods outlined in AC 43.13-2B Chapter 1 and 2, AC 43.13-1B
etc.) is required.

6.13 ACROSS DIMPLES
6.03 UNIT BODY
5.93 TABS
2.96
CG
9.14
7.71 7.31 6.59
3.69
CG
0.47
TO
BODY
6X 0.21
FOR INSTALLER
3X 0.20 0.57 SUPPLIED #10
WASHER AND
2X 2.55 2X 2.55
FASTENER
6.29 MAX WIDTH
0.95
1.36 1.30 CG
3.09
CG
Figure 4-67 – GMA 245R Dimensions (End Mount)

2.97
CG
0.59
6X 0.21
FOR INSTALLER
2X 2.38 SUPPLIED #10
WASHER AND
FASTENER
6.58
UNIT 5.6
BODY
2X 2.38
3.67
0.59
CG
2X 0.42
6.29
3X 6.81
7.21 MAX WIDTH
0.95
1.36 1.31 CG
3.09
CG
Figure 4-68 – GMA 245R Dimensions (Side Mount)

END MOUNT BRACKET
115-02283-10
SIDE MOUNT BRACKET

115-02282-10
GMA 245R
GMA 245R
End Mount (default) Side Mount (optional)
Figure 4-69 – GMA 245R Bracket Installation Options
Table 4-21 – GMA 245R Weight

Weight including connectors and
LRU
mounting bracket
GMA 245R 1.42 lbs.
The GMA 245R must be mounted with the hardware shown in Figure 4-70. If the countersunk
shelf and the washer and nut on the GMA 245R.

6X #10 SCREWS
6X #10 WASHERS
GMA 245R
EXISTING OR FABRICATED
SHELF
6X #10 WASHERS AND

6X #10 NUTS,
OR
6X #10 MIL-SPEC NUTPLATES
Screws MS35207-XX (#10-32)
Rivets MS20426AD3-X

Nuts MS21044N3
Figure 4-70 – GMA 245R Mounting Hardware

GMA 245R
INCLUDED IN
011-03828-00
CONNECTOR KIT
330-00185-44
CONNECTOR
011-01855-02
BACKSHELL ASSEMBLY
Figure 4-71 – GMA 245R and Connectors Assembly
4.12 GTR 20 Remote-Mount COM Radio

The GTR 20 can be mounted in any orientation in the aircraft fuselage. The GTR 20 cannot be
mounted in the engine compartment. See Figure 4-72 and Figure 4-73 for unit dimensions and
Table 4-22 for unit weight.
The GTR 20 is shipped with the brackets positioned on the ends of the unit. The brackets can
optionally be removed from the bottom of the GTR 20 and repositioned on the sides of the unit
by the installer. The installer determines the orientation and position of the brackets that best
suits the installation.
The GTR 20 must be mounted to a surface known to have sufficient structural integrity to
Structural mounting requirements for the GTR 20 are as follows:
per Section 4.2.
• Support structure must be rigidly attached to the aircraft structure to properly support
equipment loads.
direct attachment to aircraft structure. Stringers, doublers, bulkhead flange
reinforcements, etc., shall be used to provide proper attachment to aircraft structure.
Existing honeycomb core sandwich panels with aluminum face sheets are adequate
and do not require additional reinforcement.
• A minimum of three inches between the connector end of the GTR 20 and any
obstruction must be maintained for proper wire harness routing.
• The unit should be mounted in the aircraft so that the unit face containing the
connectors and status LED is positioned so that the LED may be viewed.

etc.) is required.
o It shall be attached to the aircraft structure with a minimum of four fasteners

Figure 4-72 – GTR 20 Dimensions – Mounting Brackets on Ends

Figure 4-73 – GTR 20 Dimensions – Mounting Brackets on Sides

Table 4-22 – GTR 20 Weight
LRU Weight incl. connector
GTR 20 1.34 lbs.
The GTR 20 must be mounted with the hardware shown in Figure 4-74. If the countersunk
shelf and the washer and nut on the GTR 20. Hardware is intended to be located in the four
outermost mounting locations. The center locations in each bracket are additional locations
provided for the installer’s convenience.
4X #10 SCREWS
4X #10 WASHERS
GTR 20
EXISTING OR
FABRICATED SHELF
4X #10 WASHERS
&
4X #10 NUTS
OR
4X #10 MIL-SPEC NUTPLATES
Screws MS35207-XX (#10-32)

Standard Part; Any #10 MS (Mil-
Nutplates
Spec)
Nuts MS21044N3 OR Part Number
Rivets MS20426AD3-X

Nuts MS21044N3
Figure 4-74 – GTR 20 Mounting Hardware

Figure 4-75 – GTR 20 and Connector

4.13 GTR 200B COM Radio
The GTR 200B COM radio is designed to be installed in an existing radio stack. A mounting
rack, P/N 115-01878-02, is to be attached to brackets or rails to adapt the GTR 200B to the
width of the existing stack. In many cases, the existing brackets or rails fastened to the
instrument panel can provide adequate means to attach the GTR 200B mounting rack and may
require no modifications to the instrument panel. Refer to Sections 4.13.1 and 4.13.2 for cutout
and modification requirements.
.675
.125
6.30
RACK
CG
3.10
1.78 CG 4.10
7.98
9.73 TO END OF GROUNDING BLOCK
2X 1.375 DIMPLE TO DIMPLE

.60
.30
.388
CG .70 FROM
RACK FRONT DIMPLE
4X .437 FROM FRONT OF A/C

PANEL TO MOUNTING HOLES
7.00
1.33 RACK BODY

6.30 RACK
NOT INCLUDING DIMPLES
1.35
BEZEL
6.25 BEZEL
Figure 4-76 – GTR 200B Dimensions

Table 4-23 – GTR 200B Weight
LRU Weight incl. Rack and Connector
GTR 200B 1.95 lbs.
4.13.1 Avionics Stack Cutout

Some instrument panels may require minor modification to increase width or height of the
avionics stack cutout to accommodate installation of the GTR 200B.
The panel must be electrically bonded. The rack must be electrically bonded to the panel.
Refer to Section 4.2 for details.
To satisfy the structural requirements for the installation of the GTR 200B, the following
conditions must be met:
1. A cutout cannot be made into aircraft primary structure.
2. Cutout area must not affect any subpanel structure.
3. Some stationary instrument panels are considered primary structure. Modification of
such panels is not covered by this STC and requires additional approval.
4. Refer to Figure 4-77 for dimensions of GTR 200B cutout.
5. Radius corners and remove burrs from cut edges. Paint the cut edge or apply corrosion
protection (primer which meets FED STD TT-P-1757 or MIL-PRF-23377, or other
corrosion protection methods listed in the manufacturer’s aircraft maintenance manual).
6.31 160.3
FRONT INSERTED RACK 1.38 34.9

RACK INSTALLED FROM FRONT OF AIRCRAFT PANEL.
REAR INSERTED RACK 1.29 32.8

RACK INSTALLED FROM REAR OF AIRCRAFT PANEL.
MAXIMUM AIRCRAFT PANEL THICKNESS IS 0.125".
6.20 157.5
Figure 4-77 – Panel Cutout Detail for GTR 200B

4.13.2 Modifications of Avionics Stack Mounting Rails
Existing mounting rails may contain holes from previously installed equipment. If existing rail
holes do not match holes in the GTR 200B mounting rack, it may be acceptable to modify the
rails by adding fastener holes.

To satisfy the structural requirements, any modification of the existing mounting rails must meet
the following conditions, reference Figure 4-78.
1. Avionics stack brackets or rails must be at least 0.032” thick.
2. Additional fastener holes must maintain an edge distance at least 2D.
3. Added and existing holes in the mounting rail must maintain at least 3D distance
between hole centers.
4. If existing brackets or mounting rails are determined to be unsuitable for installation of
the GTR 200B, new parts need to be fabricated. In some cases, there may be too many
holes from previous avionics mounting tray installations.
Figure 4-78 – Avionics Rack Mounting Rail

If it is required to fabricate new brackets or mounting rails for the installation of the GTR 200B,
the following conditions must be met:
1. Carefully remove existing mounting rails from instrument panel. Avoid enlarging existing
fastener holes.
2. Fabricate new parts as close to the original design as possible (e.g., rails that had too
many holes drilled to be functional for another installation should be replaced with new
rails of the same material thickness and type with only the holes necessary for the
planned avionics stack).
3. If material type of the original rails or brackets is unknown, replace with 2024-T3 (bare or
clad) of the same thickness as the original part. Apply aviation standard sheet metal
techniques (bend radius, fillets, etc.) for the material type and thickness selected for the
fabricated rails or brackets.
4. Fabricated parts must be corrosion protected using methods listed in the aircraft’s
maintenance manual. Area around the fastener holes on the side of the fabricated rail
which attaches to the GTR 200B mounting rack must be cleaned and prepared for
electrical bond as detailed in Section 4.2 of this manual.
5. Install fabricated mounting rails to instrument panel using the same number and size of
fasteners as those removed.
6. The mounting rails must be electrically bonded to metallic structure via rivets or
fasteners. When using fasteners to attach the rails to structure use electrical bonding per
section 4.2.
4.13.3 GTR 200B Rack Installation
Use the dimensions shown in Figure 4-76 to prepare the mounting holes for the unit. The GTR
200B mounting rack itself may also be used as a template for drilling the mounting holes.
1. Figure 4-76 shows outline dimensions for the avionics rack for the unit. Install the rack in
a rectangular hole (or gap between units) in the instrument panel per Figure 4-79. The
lower-front lip of the rack should be flush with or extend slightly beyond the finished face
of the aircraft panel.
NOTE
If the front lip of the mounting rack is behind the surface of the aircraft panel, the unit
connectors may not fully engage. See Figure 4-79 for more information. Ensure that no screw
heads or other obstructions prevent the unit from fully engaging in the rack.
Exercise caution when installing the rack into the instrument panel. Deformation of the rack
may make it difficult to install and remove the unit.
2. Install the rack in the aircraft using six #6-32 MS24693 screws. The screws are inserted
from the inside through the holes in the sides of the rack. Reference Figure 4-80.
3. Follow the steps listed in Figure 4-81 to attach the connector plate to the rack. Ensure
that the flight controls move freely from stop to stop and that there is no binding or
restriction of the flight controls caused by the GTR 200B rack and the electrical wiring
harness.
4.13.4 GTR 200B Unit Installation
NOTE
Prior to insertion into the rack, ensure the position of the GTR 200B retention mechanisms are
correct by inserting a 3/32” hex drive tool into the access hole and turn the hex drive tool
counterclockwise until it fully stops.
1. Slide unit into the rack or panel cutout until it stops about 3/8 inch short of the final
position.
2. Insert a 3/32” hex drive tool into the access hole on the bottom of the face of the unit.
3. Push on the GTR 200B bezel while turning the tool clockwise until the unit is securely
seated in the rack. Do not exceed 15 in-lbs. of torque.

Installation Manual
G3X Touch EFIS Part 23 AML STC
NOTE: FRONT EDGE OF RACK
MUST BE FLUSH WITH THE
FRONT OF THE AIRCRAFT PANEL.
0.437 [11.1] TYPICAL
DISTANCE FROM FRONT
A OF PANEL TO MOUNTING
HOLES
FRONT INSERTED RACK
Page 149
RACK INSTALLED FROM
FRONT OF AIRCRAFT PANEL.
REAR INSERTED RACK

RACK INSTALLED FROM
REAR OF AIRCRAFT PANEL.
MAXIMUM AIRCRAFT PANEL
THICKNESS IS 0.125".
Figure 4-79 – GTR 200B Rack Installation

A SECTION A-A
190-02472-01
Revision 7
THESE FOUR ITEMS
PROVIDED
PRE-ASSEMBLED
PART OF
330-00053-01
212-00022-00
125-00165-00
330-00053-01
211-63234-08
011-00950-03 211-60209-09 CONNECTOR KIT

BAGGED KIT 011-03240-01
212-00018-04
330-00625-37
212-20065-00
115-01879-00
117-00147-01
212-00024-04
211-63234-10
QTY 4
233-00087-00
GTR 200B CONNECTOR KIT

011-03240-01
GTR 200B RACK

115-01878-02
6X MS24693-SXX
GTR 200B UNIT

011-02980-40
Figure 4-80 – GTR 200B Installation with Rack

STEP 3
STEP 1
FOLLOWING CONNECTOR
KIT ASSEMBLY, INSERT TAB
OF CONNECTOR PLATE INTO
RACK SLOT AS SHOWN.
SLIDE CONNECTOR PLATE
INTO THIS SLOT UNTIL
RETAINING SPRING
SNAPS INTO PLACE.
RESULT
TAB IN PLACE RETAINING
SPRING IN
PLACE
SLIGHTLY DEPRESS STEP 2

RETAINING SPRING AND
INSERT CONNECTOR
PLATE PARALLEL TO
REAR OF RACK.
Figure 4-81 – GTR 200B Connector Plate Installation
4.14 GTP 59 Temperature Probe

An effective location for the GTP 59 OAT Probe is on or near an access panel on the bottom of
the wing, or in areas where it would mostly be shaded in straight and level flight. A typical
installation example is shown in Figure 4-83.
The GTP 59 probe has no icing protection. Temperature measurements may be incorrect if ice
accumulates on the probe, which in turn may affect computations of true airspeed, delta-ISA, or
other data that depend on the measurement of air temperature.
The GTP 59 cannot be mounted on or near a control surface. Control surfaces include but are
not limited to ailerons, elevators, rudder, trim tabs and speed brakes.

Figure 4-82 – GTP 59 OAT Probe Dimensions
GTP 59 Probe installation in Metal and Tube-and-Fabric Aircraft

For metal and tube-and-fabric aircraft, the electrical bond between GTP 59 and nearby aircraft
metallic structure (tubular structure in the case of tube and fabric aircraft) must achieve a direct
current (DC) resistance less than or equal to 2.5 mΩ with the remote end connector
disconnected. The GTP 59 can only be installed in lightning zones 2A or 3, per APPENDIX H.
For tube and fabric aircraft it may be necessary to use a bonding strap from the doubler plate
shown in Figure 4-83 to electrically bond the probe. The bonding strap must:
1. Have the cross-sectional area greater than 0.016 square inches (approx. 20,800 circular
mils). QQB575R30T437 7/16” tubular braid (24,120 circular mils) or QQB575F36T781
3/4” flat braid (20,800 circular mils) meet this requirement.
2. Be as short as possible, not to exceed six inches. When installed, the strap must not
loop back on itself.
3. Use MS20659-130 lug and #10 stud (or larger) attached to local aircraft metallic
structure with minimum thickness of 0.032 inches.
4. Use a 5/16 stud size terminal lug connected directly to GTP 59 probe.
For metal, and tube-and-fabric aircraft, if the GTP 59 is installed in an access panel in Lightning
Zone 2A, the access panel must be at least 0.032-inch thick aluminum or, if the access panel is
less than 0.032-inch thick aluminum, a doubler that is at least 0.032-inch thick aluminum (per
Figure 4-83) must be installed.
GTP 59 Probe installation in Metallic Airframes

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 two inches in diameter, with a minimum thickness
of 0.032 inches and at least one gauge thicker than the skin. 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.

CAUTION
The GTP 59 probe must not be mounted in a fuel tank area (wet or dry). An air scoop or
ducted inlet is an adequate location for the GTP 59 probe. The probe must be located no
closer to the inlet edge than the width of its narrowest opening.
It is recommended the GTP 59 probe is installed in Lightning Zone 3, although Zone 2A may be
an acceptable location for certain aircraft, refer to APPENDIX H.
Figure 4-83 – GTP Installation (Aircraft with Metallic Skin Example)
GTP 59 Probe installation in Composite Aircraft
For composite aircraft, the GTP 59 probe cannot be mounted on the fuselage and must be
mounted on an access panel or inspection cover, in a zone 3 area of the aircraft per APPENDIX
D. If the access panel or inspection cover is conductive, a non-conductive doubler must be used
and a minimum 0.5 inches of clearance maintained between the GTP 59 probe/terminal lug and
any conductive element of aircraft structure. A typical installation examples are shown in Figure
4-84 and Figure 4-85.

For composite aircraft, the GTP 59 probe must be installed in Lightning Zone 3 and installed
such that it is electrically isolated. For aircraft model-specific information regarding acceptable
lightning zones for the GTP 59, refer to APPENDIX H. Refer to APPENDIX D for lightning zone
details.
Regardless of location, the probe must protrude into the air flow when the aircraft is in flight and
be kept away from direct sources of heat (e.g., engine exhaust, direct sunlight, cabin exhaust,
etc.) to provide an accurate air temperature measurement.
Figure 4-84 – GTP 59 Installation Composite Aircraft (Non-conductive Access Panel)

Figure 4-85 – GTP 59 Installation Composite Aircraft (Conductive Access Panel)
4.15 GAP 26 AOA Probe

The GAP 26 AOA probe is only approved for installation on the underside of the wing for both
metal and composite aircraft. There are various installation requirements and considerations
that must be observed. The wing location, mounting structure, installation and inspection
processes are outlined in this section.
4.15.1 GAP 26 Acceptable Mounting Locations
The GAP 26 is an under-wing mounted AOA probe. It is not approved for fuselage mount
applications. This section outlines the acceptable locations for the GAP 26 on the aircraft.

For proper functionality, the GAP 26 should be mounted in a location where airflow over the
probe is relatively undisturbed (typically mid-wing span). If the aircraft is equipped with a
magnetometer in a wing, it is recommended that the GAP 26 be installed in the opposite wing.
If a GMU 11 and GAP 26 are both being installed, the GAP 26 should be installed prior to the
magnetic interference survey used to determine an acceptable GMU 11 location as described in
APPENDIX F.
The GAP 26 probe is intended to be installed in an existing non-structural inspection panel
under the aircraft wing. The attachment location must be sufficiently rigid to provide adequate
support for the loads that the GAP 26 may experience. Reference Section 4.15.4 for the
structural validation test that must be performed after the GAP 26 installation is completed.
The inspection panel must be at least 0.063” thick aluminum. If the existing inspection panel
does not meet this requirement, a new inspection panel must be fabricated. See Section 4.15.2.
The limitations that determine where the probe may be located are listed as follows:
• The maximum allowable mounting distance of the probe tip aft of the wing leading edge
is 25% of the wing chord length. Reference Figure 4-86.
• The maximum allowable distance the probe tip may extend in front of the wing leading
edge is two inches. Reference Figure 4-86.
• The minimum allowable distance between the probe centerline and the outer edge of the
wingtip is the greater of either:
o ¾ chord length, see Figure 4-87, or
o outermost limit of lightning attachment zone 3 (reference APPENDIX D).
• The minimum allowable distance between the probe centerline and the nearest point of
the fuselage is the greater of either:
o one half (1/2) propeller diameter plus six inches (1/2 prop D + 6”). See Figure
4-87.
o outermost limit of lightning zone 1 / 2 (reference APPENDIX D)
CHORD LENGTH
25%
OF CHORD LENGTH CHORD LINE
2" MAX ALLOWABLE TIP LOCATION
AHEAD OF WING LEADING EDGE
WING LEADING EDGE

PROBE CENTERLINE
GARMIN RECOMMENDED
FARTHEST AFT PROBE TIP LOCATION
Figure 4-86 – GAP 26 Probe Mount Location Considerations

MAX OF EITHER
3
4 CHORD LENGTH
OR
LIGHTNING ZONE 1/2
GAP 26 ACCEPTABLE
LOCATION EXAMPLE
MAX OF EITHER
1
2 PROPELLER
DIAMETER + 6"
OR
LIGHTNING ZONE 1/2
Figure 4-87 – – GAP 26 Installation Limitations
NOTE
GAP 26 AOA probe is approved for installation on the underside of the wing in Lightning Zone
3 only.
4.15.2 Inspection Panel Fabrication
The inspection panel must be at least 0.063” aluminum. If the existing inspection panel does not
meet this requirement, a new inspection panel must be fabricated.
If an inspection panel needs to be fabricated, it must be fabricated and attached to the aircraft
structure in accordance with the methods outlined in AC 43.13-2B Chapter 1 and 2, AC 43.13-
1B Chapter 4, and the following requirements:
• Material shall be 2024-T3 aluminum alloy sheet per AMS-QQ-A-250/4 or Clad 2024-
T3 aluminum alloy sheet per AMS-QQ-A-250/5.
• Material shall be minimum 0.063” thick.
• Material shall have some type of corrosion protection (primer, Alodine, etc.)
A template for the GAP 26 cutout and mounting holes is shown in Figure 4-88. Using this
template will ensure proper clearance. The mount tube bracket (117-00659-10), shown in Figure
4-89, may also be used to create the cutout.

4 x Ø.170 THRU
NOTE: VERIFY DIMENSIONS
ARE TO SCALE BEFORE USING
AS A CUTOUT TEMPLATE .
2 x1.125
2 x3.25
Figure 4-88 – GAP 26 Cutout Template

4.15.3 Assembly and Installation
The GAP 26 AOA probe must be attached to an inspection panel and positioned in an
acceptable wing location (refer to Section 4.15.1) using the components and methods described
in this section.
4.15.3.1 Components
The GAP 26 probe assembly (011-02964-70) must be assembled to the inspection panel using
a mount tube (117-00658-10) and an adjustable bracket (117-00659-10) with installer supplied
hardware shown in Table 4-25 and Figure 4-90. Reference Figure 4-89 and Figure 4-90 for
assembly guidance.
If countersunk screws are used, the hardware must be oriented with the head of the screw on
the inspection panel and the washer and nut on the mounting bracket.

MOUNT TUBE BRACKET
117-00659-10
INSPECTION PANEL
MOUNT TUBE
117-00658-10
GAP 26
011-02964-70
Figure 4-89 – GAP 26 Installation Components

The GAP 26 must be electrically bonded to the aircraft and have a maximum resistance of 10
milliohms, per Section 4.2 for metal aircraft. For metal aircraft this is achieved through the use of
nutplates or bolt/nut to which the inspection panel is attached. The inspection panel shall be
electrically bonded to the metal structure. For composite aircraft a 22 AWG ground wire (any
length) must be used to ground the assembly to a ground stud on the airframe, reference Figure
4-90. Note: The ground wire is not necessary on metal aircraft installations when grounded
through the nuplates; however, it is required on ALL composite aircraft.

4X #8 NUTS
4X #8 WASHERS
22 AWG RING TERMINAL-REF,

(AS NECESSARY)
2X #6 SCREWS
2X #6 NUTS
2X #6 WASHERS
2X #6 WASHERS
INSPECTION PANEL
4X #8 SCREWS
MOUNT TUBE BRACKET

4X #6 SCREWS
MOUNT TUBE
GAP 26
AOA Probe
GAP 26 Assembly and Mount Tube

Screws #6 MS51957-26
Mount Tube and Mount Tube Bracket

Screws #6 MS51957-32
Washers #6 NAS1149CN632R
Nuts #6 MS21044C06
Mount Tube Bracket and Inspection Panel

#8 MS24693-CXX (Countersunk)
Screws OR
#8 MS51957-XX (Pan Head)
Washers #8 NAS1149CN832R
Nuts #8 MS21044C08
Figure 4-90 – GAP 26 Installation Hardware

NOTE
GAP 26 installation hardware is not provided with the probe and must be supplied by the
installer.
3.75
1.63
0.76
Figure 4-91 – GAP 26 Mount Tube Bracket Dimensions
0.85
3.00
4.00
Figure 4-92 – GAP 26 Mount Tube Dimensions

0.70
2.59
6.11 0.82
Figure 4-93 – GAP 26 Probe Dimensions
Table 4-24 – GAP 26 Probe Weight

UNIT Weight incl. mounting parts
GAP 26 0.59 lbs.
The inspection panel with the assembled GAP 26 shall be attached to aircraft structure with a
minimum of three fasteners and nutplates from Table 4-25 (not shown in Figure 4-90).
Table 4-25 – Inspection Panel Hardware
Hardware Specifications
Rivets (for the Nutplates) MS20426ADX (3/32 diameter)
Nutplates MS21059L08 (#8-32)
Countersunk Screws (Corrosion
MS24693C-XXX (#8-32)
Resistant)
4.15.3.2 Alignment
Final assembly of the probe must satisfy the following requirements:
• Probe bayonet centerline should be vertically aligned within +10°/-5° from parallel to
existing pitot tube. Reference Figure 4-94.
• Probe bayonet centerline should be horizontally aligned within ±5° from parallel of
fuselage centerline. Reference Figure 4-95.

INSPECTION PANEL
10° GAP 26
PITOT PROBE
CENTERLINE
5°
Figure 4-94 – GAP 26 Probe Alignment (Side View)
INSPECTION PANEL
FUSELAGE
CENTERLINE GAP 26
5°
5°
Figure 4-95 – GAP 26 Probe Alignment (Bottom View)
For installations where the vertical alignment has an initial angle greater than 5° from the
existing pitot tube, the lower hole in the adjustable bracket can be used to decrease the angle
by 5°.
• To make the 5° pitch down adjustment, remove the leading edge mounting bolt where
the mount tube connects to the mounting bracket. Loosen the aft side mounting bolt and
rotate the mast downward until the leading edge mount tube hole aligns with the offset
hole on the bracket. Install the leading edge mounting bolt in this position and tighten the
aft bolt. (Reference Figure 4-94).
After the desired angle is set, the gap between the inspection panel and mounting tube must be
filled with RTV silicone adhesive sealant.
4.15.3.3 GAP 26 Probe Pneumatic Connections
The 3/16” diameter aluminum pneumatic tubing is intended to be easily bendable to suit various
mounting configurations.

• The longer of the two tubes extending out of the probe is the pitot pressure tube (not
used), while the shorter tube is for AOA pressure. See Figure 4-96
• Minimum allowable bend radius is 1.5”. It is recommended to bend any given section
only once to prevent work hardening and cracking of the aluminum tubing.
• The aluminum tubing may be cut to a custom length as long as a minimum length of
eight inches remains. If the tubing is modified, care should be taken to ensure there are
no burs that might affect the pneumatic seal of the pressure fittings used. See Figure
4-96.
• The pitot tube is not to be used and the end of the tube should be capped as described
below.
MIN 8.0" PITOT TUBE

BOTH TUBES
AOA TUBE
Figure 4-96 – GAP 26 Pneumatic Lines
The end of the AOA tube must be flared in accordance with Mil-F-18866. The following
components must be used to create a male connection to join to the 3/16” aluminum AOA
tubing to the plastic hose that connects to the GSU 25D:
• AN818-3D nut
• MS20819-3D (or AN819-3D) sleeve
• AN816-3D adapter
The end of the pitot tube must also be flared in accordance with Mil-F-18866. The following
components must be used to cap the tube:
• AN818-3D nut
• MS20819-3D (or AN819-3D) sleeve
• AN806-3D plug
Reference the aircraft manufacturer standard practices manual or equipment manufacturer
documentation for guidance. Methods, techniques, and practices defined in AC 43.13-1B
chapter 12, section 4 Pitot/Static Systems are acceptable.
Reference Section 4.5.3 for guidance in connecting to the GSU 25D.
4.15.4 Validation of Mounting Structure
This section outlines information necessary to perform a structural validation test of the GAP 26
installation. The aircraft structure must be able to support the loads in Table 4-26 applied to the
lower end of the GAP 26 mount tube.
Table 4-26 – Static Load Test (GAP 26 with Mounting Components)
Direction of Force Force Applied
Aft 8 lb.
Inboard 8 lb.
Outboard 8 lb.
The GAP 26 installation must be capable of withstanding the forces listed in Table 4-26 for at
least three seconds in each direction specified without causing damage or permanent
deformation. Perform the test as follows:
1. Use a calibrated force gauge to push directly on the lower end of the mounting
tube. Optionally, use a strap to pull directly on the lower end of the mounting tube.
2. While observing the skin and surrounding area, gradually apply a sustained load for at
least three seconds in the desired direction at the force shown in Table 4-26.
3. Perform the test for each direction: aft, inboard (towards fuselage), and outboard (away
from fuselage).
4. Ensure there is no excessive deflection or permanent deformation of the structure.
4.15.5 Inspection of the GAP 26 Installation

Reference Section 6.21 for GAP 26 AOA probe checkout procedures.
4.16 GPS Antenna

The GPS antenna (p/n 011-04036-10 or 011-04036-00) is designed for installation on top of an
existing instrument panel glareshield. The selected location must offer good visibility of the sky
through the windshield.
Installation of the GPS antenna cannot obstruct or limit the pilot’s vision (even though the
antenna has a low profile). The optimal antenna position is horizontal, or as close to horizontal
as practical given the shape of the glareshield.
Fastener holes for screw-mounted antenna installation, as depicted in Figure 4-98, must not
penetrate through the ventilation or defrost channels built into the glareshield, if present. If the
glareshield is part of the instrument panel structure, fastener holes may only be drilled if
provisioned by the aircraft maintenance manual or structural repair manual.
NOTE
If using GPS antenna 011-04036-00, which has a TNC connector, a TNC/BNC Adapter (p/n
330-01754-00) is required to connect the GPS antenna to the GDU. The specifications in
Table 4-27, Figure 4-98, and Figure 4-99 apply to both 011-04036-00 and 011-04036-10.

Table 4-27 – GPS Antenna Weight
GPS Antenna 0.20 lbs.
Figure 4-97 – GPS Antenna Dimensions

Figure 4-98 – GPS Antenna (Screw-mounted Installation Example)

Figure 4-99 – GPS Antenna (Hook & Loop Installation Example)

4.17 EIS Sensors
The aircraft must retain all engine indications for engine and aircraft operations within the limits
defined in the pilot’s operating handbook or other approved manual. Only the EIS sensors
specified in this section are approved for installation as part of this G3X Touch EFIS AML STC.
Installation of other sensors requires separate airworthiness approval from the cognizant
authority. The following sections contain information applicable to EIS sensor installation:
• Installation requirements and component selection- 3.3.5 and 3.4.4
• List of compatible sensors – C.7
• Sensor configuration – 5.33.1 and Table C-6.
• Interconnect diagrams of sensor connections to the GEA 24 – APPENDIX B.
NOTE
This STC does not approve any modifications to the engine firewall.
The installation of each probe/sensor and wire must be accomplished in accordance with the
sensor manufacturer’s instructions or as recommended by the engine manufacturer in addition
to the data in this manual. Wire routing and clamping must follow procedures defined in the
aircraft maintenance manual or standard practices manual. Practices defined in Chapter 11,
Electrical Systems of advisory circular AC 43.13-1B, “Aircraft Inspection and Repair”, are
acceptable.
Sensors must be connected using hoses and fittings approved as part of the aircraft or engine
type certificated design or standard aircraft parts (AN/MS).
Sensors must not be mounted directly to the engine or engine baffle unless otherwise instructed
in this manual.
CAUTION
Check hose routing for sharp bends. Check sensors and fittings for leaks during engine run-
up and correct any leaks prior to flight.
4.17.1 Carburetor Air Temperature
The carburetor air temperature sensor installation and location will vary for different carburetors.
This STC provides the basis for airworthiness approval only for the temperature sensor installed
in the existing port with 0.2500-28UNF-2A thread.
Refer to the engine or carburetor manufacturer data for temperature sensor location, if required.

Figure 4-100 – Carburetor Air Temperature Sensor Mounting
CAUTION
Fuel and air passages must remain free of contaminants during work near and around the
carburetor.
4.17.2 Oil Temperature
When installing the oil temperature sensor, the unbroken side of the crush washer must face the
sensor flange. The sensor is torqued finger tight plus ½ turn and safety wired in accordance
with practices defined in Section 7, “Safetying” of Chapter 7, “Aircraft Hardware, Control Cables
and Turnbuckles” of advisory circular AC 43.13-1B, Aircraft Inspection and Repair.

4.17.3 Pressure
The manifold pressure, oil pressure, and fuel pressure sensors all have similar installation
requirements and processes. Refer to Figure 4-101 for the pressure sensor part number and
installation example.
When replacing existing sensors/instruments:
• Do not remove fittings with small orifices that are installed in existing hoses or
plumbing. It may limit fluid loss and fire damage in the event of a hose failure.
• If the sensors/instruments were installed on the cold side of the firewall, reuse the
lines and fittings. This STC does not approve the routing of new fuel or oil lines into
the cockpit.
• Do not remove previously installed devices designed to absorb pressure shock/surge
such as a snubber.
• Reuse manifold tubing if it has a vent hole and install the manifold pressure sensor
so it is not at the low point in the line.
• Inspect the condition of all existing tubes, hoses, and fittings that are being reused
and replace as necessary.
• Replace the fuel and oil hoses with new hoses if they are used by the sensors
installed under this STC and located in the engine compartment.
• In pressurized aircraft, new pressure sensors must be installed in the same
compartment as the sensor being replaced with respect to pressurization. This
ensures the same reference pressure is used.
When installing pressure sensors:
• Fuel and oil hoses installed in the engine compartment must meet TSO-C53a Type
C or D for fire resistance. Only use approved aircraft fittings (e.g. AN/AS-spec or Mil-
spec) and hoses (e.g. Aeroquip 303 or Aeroquip AE 466). All hoses must be rated
for the pressure, temperature, and be compatible with the fuel or oil.
• Do not install sensors directly below fittings or components that may leak flammable
fluid.
• Thread sealant or tape must be used for the NPT threads. To reduce the risk of
system contamination, a minimal amount of sealant should be applied leaving at
least two threads at the end of the fitting clear of sealant/tape.
• Sensor hoses must be routed as far away from the aircraft exhaust system as
practical and no closer than six inches.
• Line fittings, routing, alignment, bonding, and support spacing must be installed as
defined in the aircraft maintenance manual or section 8-31 of AC 43.13-1B, Aircraft
Inspection and Repair.

Figure 4-101 – Pressure Sensor, Coupling Mount Type
4.17.4 Fuel Flow
Reference Figure 4-102 to determine the fuel flow transducer installation for the specific aircraft
fuel system.

Figure 4-102 – Fuel Flow Installation Configurations
The fuel flow transducer can be mounted using a bracket or clamping the hoses connected to
the transducer. If mounting with clamps the unit placement must be no further than 6 inches
from the clamp to the nearest face of the transducer.
• The transducer can be installed in the following orientations:
o With the wires pointing up.
o The cap with five bolts pointing up.
o The output port pointing up.
o Or any combination thereof.
• The flow must follow the direction marked on the ports.
• The hose connected to the IN port should be straight for a minimum of four inches.
• The length of hose connected to the OUT port should be level or slope up. It must not
slope down more than four inches per foot.
A bracket must be fabricated if the transducer needs to be bracket mounted. The bracket can
be fastened at the top of the engine using the existing engine block fasteners. The amount of
available space between the top of the engine and the engine cowling needs to be considered

in the design of the bracket. The location of the bracket and position of the fuel flow transducer
must result in as few bends in the fuel lines as possible.
The bracket must be fabricated from 300 series austenitic stainless steel (annealed per AMS
5901 or ½ hard per AMS 5517), sheet thickness 19 gauge minimum (0.044 inch) and installed
as provisioned by the aircraft structural repair manual or standard practices manual. Methods,
Techniques, and Practices defined in Chapter 4, “Metal Structure, Welding and Brazing” of
advisory circular AC 43.13-1B, “Aircraft Inspection and Repair” are acceptable.
Hoses and fittings connected to the fuel flow transducer must meet the following requirements:
• The fuel flow transducer must be connected with new hoses. Fuel hoses must not be
subject to movement that could loosen the fittings.
• The hoses must have the same internal diameter as the hose being replaced and meet
TSO-C53a Type C or D fire resistant specifications.
• Fuel compatible thread sealant or tape must be used for the NPT threads. To reduce
the risk of fuel system contamination, a minimal amount of sealant should be applied,
leaving at least two threads at the end of the fitting clear of sealant/tape. Before
connecting any hoses, thoroughly clean and flush the transducer and hoses to ensure
they are free of any loose material.
• Fitting torque must not exceed 12 ft-lbs., or two full turns past finger tight, whichever
occurs first.
• The transducer and fuel hoses must be routed as far away from the aircraft exhaust
system as practical. The transducer must be protected with Aeroquip AE102-( ) fire-
sleeve if within six inches of any exhaust component.
• Line fittings, routing, alignment, bonding, and support spacing must be installed as
defined in the aircraft maintenance manual or section 8-31 of AC 43.13-1B, “Aircraft
Inspection and Repair”.
CAUTION
Ensure the fuel flow transducer installation does not introduce thread sealant or debris into the
fuel system. Do not blow pressurized air through the flow transducer.

Figure 4-103 – Fuel Flow Transducer Installation Example
4.17.5 Fuel Flow EMI
NOTE
The installation of EI FT-60/90 fuel flow sensors must be checked for EMI in accordance with
the procedure defined in section 6.25.
If the fuel flow gauge fluctuates during the EMI checkout procedure (ref. section 6.25), of EI FT-
60 or EI FT-90 fuel flow sensor, install an EMI shield and wire overbraid as follows.
1. Fabricate the U-shaped EMI shield as shown in Figure 4-103, item 7.
2. Determine the length of transducer wire to be overbraided and add four inches for the
ring terminal lead. Use overbraid with a minimum internal diameter of 0.171” that is
round or tubular (e.g. QQB575R36T171, AA59569R36N171). Cut the overbraid to
length.

3. Using a scribe, establish an access hole for the wire to enter the overbraid
approximately three inches from one of the overbraid ends.
4. Insert the wire ends from the fuel flow meter into the access hole in the braid until the
wires protrude from the other end of the overbraid as shown in Figure 4-104.
5. Crimp an appropriately sized ring terminal to the overbraid. The braid may be folded or
twisted to fit in the terminal for proper crimping, do not trim braid strands.
6. Wrap the end of the braid in fusion tape to prevent fraying. The maximum distance of
uncovered wire is 0.2 inches as shown in Figure 4-104.
7. Install the EMI shield using the fuel flow sensor mounting holes and hardware shown in
Figure 4-103. Fasten the overbraid ring terminal using the EMI Shield mounting bolt.
WRAP FUSION TAPE
FUEL FLOW XDCR
EXIT DIMENSION 0.2 (+0.1/-0.2) INCHES
Figure 4-104 – Fuel Flow Overbraid Installation Part 1

8. Using a scribe establish an access hole approximately one inch from the second end of
the braid and feed the transducer wires through the hole.
9. Wrap fusion tape over the access hole in the overbraid to prevent fraying.
WRAP FUSION TAPE
Figure 4-105 – Fuel Flow Overbraid Installation Part 2

10. Slide an approximately six-inch piece of M3190/6 fiberglass sleeve over the wire from
the GEA24.
11. Use an appropriately sized butt splice to connect the overbraid to the aircraft wire shield
drain.
12. Slide the fiberglass sleeve over this junction and secure with three equally spaced cable
ties (one on the ends, and one in the middle).
13. Verify the EMI shield and fuel flow transducer are bonded to the aircraft structure in
accordance with section 4-2.

VERIFY THE SHIELD IS GROUNDED
TO AIRFRAME STRUCTURE
GEA 24
P243 OVER-BRAID
FUEL FLOW XDCR
W W
FUEL FLOW 1 XDCR +12V 24 20
B B
FUEL FLOW 1 PRESS RX 23 20
O O
FUEL PRESS 1 GND 20 20
SG
CREATE A GROUND STUD

ON SHIELD BRACKET
Figure 4-106 – Fuel Flow Overbraid final assembly

4.17.6 Engine RPM
There are two sensor options for connecting the GEA 24 for engine RPM: direct connection to
magneto p-leads or a hall effect sensor.
For a direct connection, the GEA 24 measures the electrical signal generated by the primary
magneto coils or “P-Leads” from both engine magnetos. The connections can be made to the
magneto’s P-Lead stud or to the P-Lead wire at the ignition switch. Connect the GEA 24 to the
ignition switch if the magneto does not have a ring terminal stud. Otherwise, connect it to
whichever minimizes the wire length to the GEA 24.
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 wire length between
the P-Lead connection and the resistor must not exceed six inches. Shielded wires must be
used. Refer to section B.34.
The P-Lead electrical stud nut on TCM/Bendix magnetos should be torqued to between 15 and
17 in. lbs. The P-Lead electrical stud nut on Slick magnetos should be torqued to between 13
and 15 in-lbs.
Following the installation of the P-Lead signal wires, verify the continuity of each magneto P-
Lead to airframe ground while the ignition key is OFF. If there is evidence of discontinuity in the
magneto P-Lead grounding circuit, it must be corrected before further engine maintenance or
checks. Continuity can only be measured if the magneto points are open or the wire is
disconnected from the magneto. Use a magneto timing light to 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.
For the hall effect sensor connection, this STC only provides interface approval to magnetic
pickup RPM sensors; it does not provide installation approval for magnetic pickup sensors. For
TCM/Bendix magnetos, the magnetic pickup must be installed in the vent hole furthest from the
distributor cap. Hall effect sensor connections are made with triple twisted shielded wire from
the GEA24 to the hall effect sensor on the magneto. Reference APPENDIX B for specific
interconnect information.
4.17.7 CHT & EGT Probes
Garmin offers certain probes to simplify the EIS sensor ordering process. Sensor part numbers
are cross-referenced with Alcor STC SA522SW part numbers. The G3X STC does not provide

installation approval for CHT and EGT probes. Refer to Alcor STC SA522SW installation
approval.
4.18 Weight and Balance

The aircraft weight and balance record must be updated after the G3X system is installed by
following the procedures typically in the aircraft maintenance manual. Practices defined in
Chapter 10, Section 2 Weighing Procedures of AC 43.13-1B, “Aircraft Inspection and Repair”,
are acceptable.
The aircraft equipment list must be updated to include items that are added, removed, or
relocated. The updated list should be dated, include the name (and certificate number) of the
person that updated the list, and be retained with aircraft records. A sample calculation is shown
in Table 4-28 below.
Table 4-28 – Weight & Balance Calculations Example

5. System Configuration
5.1 System Configuration Overview

This section contains instructions for configuration and calibration of the G3X system. Once the
G3X system components are installed on the aircraft, the system must be configured for
operation. It is assumed that the person performing these checks is familiar with the aircraft, has
a working knowledge of typical avionics systems, and has experience using the test equipment
defined in this section.
Due to the numerous layout options of the G3X system, not all information contained in this
section may be applicable to every installation. A summary of the steps for system configuration
and calibration are as follows:
1. Verify the GDU software level is current with this STC (reference section 5.3.1 for
information about the latest software version from the Garmin website).
2. Configure the G3X Touch system for the particular installation.
3. Perform necessary system calibrations, as specified in sections 5, 6, and APPENDIX C.
4. Load required and optional databases, as specified in section 5.37.
5. Perform the ground checks applicable to the installation, beginning in section 6.
6. Verify all placards installation as necessary, as specified in section 6.24.
7. Update the aircraft documentation, as specified in Section 8.
NOTE
For error message troubleshooting specific to the G3X Touch System installation, refer to the
Garmin G3X Touch EFIS Part 23 AML STC Maintenance Manual contains ICA, p/n
190-02472-02.
5.1.1 SD Card Options

The GDU 4X0 has one SD card slot that can be used for various tasks. The following list shows
what tasks can be performed via the SD card slot with an SD card installed:
• Update databases, see Section 5.37.1
• Software updates, see Section 5.3
• Back up Configuration Files, see Section 5.7
• Screenshots, see Section 5.19
• Data Logging; see Section 5.32
5.2 Wire Harness Mounting, Continuity and Power Checks

Prior to applying power to the G3X system and supporting equipment, the wire harnesses must
be checked for proper connections to the aircraft systems and other avionics equipment.
Perform the following;
1. Verify all wire harnesses are properly secured and shield grounds are properly grounded
to the shield blocks of the connectors, as applicable.
2. Perform a pin-to-pin continuity check of the G3X wire harnesses to expose any faults
such as shorting to ground.
3. Correct any faults or discrepancies found before proceeding.
4. Perform power and ground checks including lighting inputs.

5. Remove power from the aircraft upon completion of the wire harness checkout.
6. Install the G3X and supporting equipment.
5.3 Software Loading Information

All software files are certified by Garmin and are considered part of FAA-approved Type Design
data. System software version 8.00 and later are approved for this STC.
The installer shall create a software loader card by downloading the latest approved software
image in accordance with Section 5.3.1.
NOTE
G3X system software loaded via the GDU includes the latest approved software for all G3X
LRUs and also the G5 standby instrument, GSA 28 autopilot servos, and the GMC 507 mode
controller. The G5 and GTR 200B both feature a dedicated microSD slot for software
updates, however these should not be used to load software when installed with G3X.
NOTE
Garmin recommends SanDisk brand 8GB SD cards or smaller for use with the G3X system.
5.3.1 Software Loader Card Creation

The software image is an executable self-extracting file which builds the correct file structure
onto an SD card for use in loading software to the G3X Touch system. To obtain the current
file, follow the procedures outlined below:
1. Go to www.garmin.com and navigate to the G3X Touch for Certificated Aircraft page,
then click on the ‘Software’ link. Do not download software from the Experimental
Aircraft web page.
2. Insert a FAT32-formatted (empty) into the card reader.
3. Double-click the .exe file to download the self-extracting update file onto the hard drive.
A window similar to the image below will pop-up while extracting.
NOTE
When the extraction begins, the program automatically deletes all current files on the SD card
and copies the selected files to it, regardless of the file format on the SD card. Ensure files are
not necessary or card is empty before proceeding.
4. When extraction is complete, a window similar to one below will appear on the screen.
Verify “GDU 4xx” is correct and an SD card is in the card reader, and then select “Next”.
Follow instructions provided by the installer application.

5. Select from the drop-down list the correct drive letter of the SD card to be used for the
update. Click next.
Select drive
6. A window will pop-up on the screen to indicating file progress.

7. Once successfully completed, a message/window similar to one below will pop-up. Click
Finish to finalize SD card.
8. Remove SD card from card reader.

NOTE
If necessary, ‘eject’ or un-mount the SD card prior to removal.
5.3.2 Software Loading Procedure

Software loading is performed in normal mode. Obtain the software loader card as formatted
and loaded with software per section 5.3.1. This section describes the procedures needed to
load software to Garmin LRUs as part of configuring the G3X system for use.
NOTE
Perform software updates on the ground only and remain on the ground while a software
update is in progress.
5.3.2.1 GDU Software Loading Procedure

1. Connect external power to the aircraft to energize the aircraft and avionics electrical bus.

CAUTION
DO NOT RELY ON THE AIRCRAFT BATTERY TO LOAD SOFTWARE. DO NOT USE A

BATTERY CHARGER AS AN EXTERNAL POWER SOURCE. Power loss during a software
upgrade may cause an LRU to become corrupted and unresponsive requiring replacement.
2. Power on the PFD in normal mode, then insert the properly formatted SD card into the
SD card slot.
NOTE
It is also acceptable to insert the SD card before powering on the unit.
3. A Software update window will appear on the screen; select YES to begin the update.
Figure 5-1 is an example image and may not represent the current software version.
Figure 5-1 – Update Software Window (Example)

4. The unit will reboot, then GDU software update will begin automatically.
5. Ensure power is not removed while the update is being performed. The screen will
display progress of the software load.
6. The unit will reboot again after the update is complete.
7. Software update of other G3X LRUs will begin and a “Software update in progress- Do
not remove power” message will be displayed on the message window. Touch
to view message and progress. The message will be removed once software loading to
G3X LRUs is completed.
8. Repeat steps 1 through 5 on all other installed GDUs. A “GDU software version
mismatch” message will be displayed until software has been loaded on all GDUs.
5.3.2.1.1 LRU Software Loading Information
G3X LRUs (except for GDUs) will automatically receive software updates from the PFD
following a software update. Software for the G5 standby instrument, GSA 28 autopilot servos,
and GMC 507 autopilot mode controller (if installed) is also updated automatically by the PFD.
This process may take up to ten minutes for all LRUs connected to the high-speed CAN bus.
The GDL 5XR is connected via RS 232 and may take up to thirty minutes to update SW.
Progress of LRU software updates can be monitored using the System Information page in
configuration mode. Functionality provided by an LRU will be unavailable during a software

update, therefore, all LRU software updates should be allowed to complete before flight after a
GDU software update.
The current LRU software versions included with a GDU software update can be found in the
Change History on the software download page.
5.4 Configuration Mode & Data Entry

5.4.1 Entering Configuration Mode
All configuration settings are performed in the configuration mode. To enter configuration mode,
hold down the MENU key while powering on the GDU 4X0, until the Configuration Mode page
appears.
After all configuration changes have been made, use the Save & Reboot (Section 5.34) button
to save all changes and return to normal mode.
Figure 5-2 – Configuration Mode Pages

5.4.2 Data Entry Keyboard
1. Press the data field button on the Touch Panel (or select the data field with a Move
Selector Knob).
Figure 5-3 – Data Field Display

2. Enter data via the pop-up keyboard using the Touch Panel or a Move Selector Knob (if
needed, use the Backspace button to clear data).

Figure 5-4 – Pop-up Keyboard
3. When finished, press “Enter” to input data or “Cancel” to retain previous data.
5.4.3 Data Entry Slider Bar
1. Press the data field button on the Touch Panel (or select the data field with a Move
Selector Knob).
2. Press the “-” or “+” buttons to increase or decrease the setting.
Figure 5-5 – Data Entry Slider Bar

3. Press anywhere on the Touch Panel (other than the slider bar) or the “BACK” key to
update the selection.
5.4.4 Configuration Pages
In configuration mode (Section 5.4.1), use the Touch Panel or a Move Selector Knob to select
and view the various configuration pages. Selection of individual items on each configuration
page are also made using the Touch Panel or a Move Selector Knob. The knobs on the Move
Selector on either side of the GDU 460 or one knob on the right side of the GDU 470 are used
to navigate the configuration mode pages, pressing on the inner knob makes the selection.
Sections 5.5 through 5.35 describe available configuration pages functions and how to configure
them.
NOTE
In standalone MFD installation, MFD1/PFD1 nomenclature will be replaced with GDU1 in all
applicable configuration pages
5.5 System Information Page

The System Page is used to display LRU specific information such as Software Version, Unit
ID’s, System ID’s, and Database information for the various databases used by the GDU 4X0.
This page has no user selectable options. Faults are indicated by a checkbox with a red ‘X’
next to the affected LRU.
Figure 5-6 – Systems Information Page
5.6 System Options Page

The system options page is used to configure the G3X system for a certified aircraft vs. non-
certified aircraft installation.
CAUTION
The System Type must be set to “Certified” and Advanced User Setup set to “Disabled” in a
G3X Touch EFIS Part 23 AML STC system.
Figure 5-7 – Systems Options Page
System Type: Select “Certified” for all STC installations.

Advanced User Setup: Select “Disabled” for all STC installations. This will temporarily be
“Enabled” for installations with AOA for calibration purposes, reference Sections 5.11 and 7 for
additional instructions on calibrating AOA.
5.7 Configuration Files Page

NOTE
An SD card must be in the display’s SD card slot for the Config Files page to be shown on
the Configuration Mode page

The Config File page is used to enable uploading and downloading of the G3X System
configuration to an SD card. The configuration is written to the loader card in a format which can
be uploaded to the system.
To export the configuration:
1. In configuration mode, navigate to the “Config Files” Page.
2. Press the MENU button.
3. Use the Touch Panel or a Move Selector Knob to select Export System Configuration
4. Message below will appear on the screen, select “Yes” when prompted.
5. The data will be saved on the SD card as a “config.gcb” file in a “config” folder within a
“Garmin” folder.
NOTE
The “config.gcb” file can be renamed by the user and it will still be compatible with the G3X
system provided the .gcb file extension isn’t changed.
NOTE
If restoring data to the system from a backup, all previously saved data (including calibration
data) will be loaded. If saved configuration data is loaded into a different G3X Touch system,
the aircraft specific calibration data will not be overwritten.
To import the configuration:

1. Insert in the display slot an SD card with the “config.gcb” configuration file placed in a
folder named "config" within the "Garmin" folder on the SD card.
2. In configuration mode, navigate to the “Config Files” page.
3. Use the Touch Panel or a Move Selector Knob to select the “config.gcb” file.
4. Message similar to one below will appear. Select “Yes” when prompted.

5. When configuration download is complete, a check mark will appear in box next to the
“config.gcb” file.
5.8 LRU Configuration Page

The LRU configuration page is used to configure which optional LRUs are connected to the
system. If a particular LRU is not installed, or a particular LRU function is not desired, change
that setting on the LRU configuration to "Disabled".
• ADAHRS 1 – If a Garmin PFD is installed, select “Enabled” for ADAHRS 1,
Magnetometer 1, OAT 1. If a GAP 26 is installed, select “Enabled” for AOA 1. If a
standalone MFD is installed (no PFD), select “Disabled” for ADAHRS 1. Magnetometer
1 and OAT 1 should be enabled if they are installed with a G5 that is interfaced to a
standalone MFD.
• ADAHRS 2 – Select “Disabled” (only one GSU 25D is supported by this STC).
• Standby Flight Displays – Select “Enabled” if a G5 is installed. Select “Disabled” if a GI
275 or pneumatic standby instruments are installed (or if no standby is installed).
• Engine Interface – used to configure which numbered EIS LRU(s) should be used. G3X
Touch EFIS AML STC only approves a single GEA 24 as an optional installation,
therefore if installed, select “Use EIS 1”.
• Garmin Autopilot Servos –
o For aircraft equipped with Garmin GFC 500 autopilots, refer to GFC 500
Autopilot with ESP Part 23 AML STC Installation Manual Garmin p/n 190-02291-
00.
o For non-Garmin autopilots: on the Autopilot LRU Configuration section select
“NONE” under Garmin Autopilot Servos, then select “Enabled” under Analog
Autopilot Interface.
• Analog Autopilot Interface – For non-Garmin Autopilots, select “Enabled”.
• Electrical Control System – If the GAD 27 is installed, select “Enabled”.
NOTE
When Electrical Control System tab is configured as ‘Enabled’ the following pages and tabs
will be displayed:
• External Lights Configuration page (Optional)
• Cockpit Lighting Configuration page (Not Supported by this STC)
• GAD 27 tab on EIS Configuration page (Not Supported by STC).

Figure 5-8 – LRU Configuration Page
5.9 ADAHRS (Air Data Attitude/Heading Reference System) Calibration Page

The ADAHRS Calibration Page is used to perform post-installation calibration for the GSU 25D.
The GSU 25D, Air Data, and GPS Data checkboxes confirm operational status of these LRUs
with a green check; no green check indicates no communication with LRU.
Figure 5-9 – ADAHRS Calibration Page

See Section 5.3 (SW loading procedure) and the following sections (Post Installation Calibration
Procedures) for further information regarding the ADAHRS Calibration Page.
After mechanical and electrical installation of the GSU 25D ADAHRS has been completed, prior
to operation, a set of post-installation calibration procedures must be carried out.
The calibration procedures (Sections 5.9.1 – 5.9.2) may require that certain status boxes on the
ADAHRS Calibration Page (configuration mode) indicate a positive state (green check marks)
before starting the procedure.
Table 5-1 describes the ADAHRS calibration procedures:

Table 5-1 – Post-Install Calibration Procedure Summary for ADAHRS Calibration Page
Procedure Name Procedure Description Installation requiring Procedure
Unit Orientation Configure the ADAHRS Required for all ADAHRS installations.
installation orientation
Pitch/Roll Offset Level Aircraft Required for initial installation verification.

Compensation
Engine Run-Up Validate vibration Required for all installations.

Vibration Test characteristics of
installation
ADAHRS Static Altitude re-calibration Only used when an ADAHRS has failed a
Pressure periodic altimeter test
Calibration

5.9.1 ADAHRS Unit Orientation
The GSU 25D orientation in the aircraft needs to be configured for proper function. Use the
following procedure to set GSU LRU orientation in the aircraft;
1. Select the ADAHRS Calibration Page.
2. Select Unit Orientation.
3. Determine the correct LRU orientation and select that orientation from the pull-down list.
Figure 5-10 – GSU 25D Orientation Pull-down List

4. Read the description of the selected orientation to ensure the proper orientation has
been selected, then press the Save button to store the orientation.
Figure 5-11 – GSU 25D Orientation Selection

5.9.2 Pitch/Roll Offset Compensation by Aircraft Leveling
NOTE
Prior to performing the following procedure, the aircraft must be leveled using the procedures
in the aircraft maintenance manual.
Figure 5-12 – Aircraft Level Attitude

Use the following procedure to set GSU 25D pitch and roll compensation on the aircraft;
2. Ensure that all the required status boxes are checked.
3. Select Pitch/Roll Offset.
4. Ensure that aircraft and ADAHRS comply with all on-screen instructions, then select the
START button.
5. “Pitch/roll offset calibration in progress” will appear on the display along with calibration
information.
Figure 5-13 – Pitch/Roll Offset Calibration in Progress
NOTE
The GSU 25D pitch/roll offset procedure has a 30 second countdown timer that resets if the
aircraft moves.
6. When the calibration has completed “Success” or “Failure” will be displayed; select the
DONE softkey to return to the ADAHRS Calibration screen.

Figure 5-14 – Pitch/Roll Offset Completion Status
NOTE
Magnetometer Calibration must be completed after each ADAHRS pitch/roll offset calibration.
5.10 Magnetometer Calibration Page

After mechanical and electrical installation of the GMU 11 Magnetometer has been completed,
prior to operation, a set of post installation calibration procedures must be carried out on the
Magnetometer Calibration page.
Table 5-2 describes the Magnetometer calibration procedures.
Table 5-2 – Post-Install Calibration Procedure Summary for Magnetometer Calibration

Page
Procedure Name Procedure Description Installation requiring Procedure
Magnetometer Configure the magnetometer’s Required for all GMU 11 installations.
Orientation installation orientation
Required for initial installation verification.
This test should be repeated to verify all subsequent electrical
changes associated with devices within 10 feet of the GMU.
Such changes include, but are not limited to, wiring, shielding,
or grounding changes to any light, strobe, beacon, or other
electrical device located near or on the same wing as the GMU
Magnetic Interference Validate no magnetic interference magnetometer.
Test (ref Section 6.16.1) with GMU magnetometer Likewise, this test should also be repeated to verify all
subsequent changes to materials within 10 feet of the GMU.
Such changes include, but are not limited to, addition, removal,
or modification of ferrous or electrically conductive materials
located near or in the same wing as the GMU magnetometer
unit. This includes stainless steel.
Required for all installations.

Magnetometer Compass rose taxi maneuver This calibration must be performed after every Pitch/Roll Offset
Calibration (ref Section Compensation and following a removal or replacement of the
6.16.2) GMU unit or degaussing of the area near the GMU.
Use the following procedure to select the magnetometer orientation:

1. Select the Magnetometer Calibration Page.
2. Select Magnetometer Orientation.

Figure 5-15 – Magnetometer Calibration Page
3. Determine the correct GMU 11 orientation and select that option from the pull-down list.
Figure 5-16 – Magnetometer Orientation Pull-down List

4. Read the description of the selected orientation to ensure the proper orientation has
been selected, then select the Save button to store the orientation.
The Magnetic Interference Test must be performed according the procedure described in
Section 6.16.1. A GPS position fix is not required to complete the interference test.
The Magnetometer Calibration must be performed according to the procedure described in
Section 6.16.2. Note that valid GMU 11, Attitude Data and GPS Data must be present as
indicated by green checkmarks on the Magnetometer Calibration page in order to complete the
calibration procedure.
CAUTION
A repeat of the Pitch/Roll Offset Compensation (Section 5.9.2) requires a repeat of the
Magnetometer Calibration (Section 6.16.2).
5.11 AOA (Angle of Attack) Configuration Page

The AOA Configuration page is accessible only when an AOA input is enabled on the LRU
Configuration page in Section 5.7. This configuration mode page only allows viewing, deleting
the AOA calibration values, changing the “Show AOA Above”, “Hide AOA on Ground Below”
settings.
The Show AOA Above and Hide AOA on Ground Below settings adjust the airspeed at which
the AOA will appear on the display.
The AOA calibrations must be performed in flight, reference Section 7 for inflight AOA
calibration procedure. The calibration procedures cannot be performed using the configuration
mode page.
5.12 Autopilot Configuration Page

5.12.1 Garmin GFC 500

For aircraft equipped with Garmin GFC 500 autopilot system, set up and configure the autopilot
in accordance with procedures outlined in the GFC 500 Part 23 AML STC Installation Manual
(190-02291-00).
5.12.2 Non-Garmin Autopilot
For aircraft equipped with non-Garmin autopilot systems listed in Appendix C.5, configure the
autopilot as shown below and on Table C-5 – Compatible Equipment – Autopilots:
1. Select the LRU Configuration page.
2. Select Autopilot.
3. Select “None” under Garmin Autopilot Servos.
4. Select “Enabled” under Analog Autopilot Interface.
5. Press the Back key to return to the Configuration Mode page when finished to proceed
to the autopilot configuration page.
6. On the Autopilot Configuration Page, configure the specific autopilot system as shown
on Table C-5 – Compatible Equipment – Autopilots.
5.13 Flight Director Page

The Flight Director Page allows configuration of certain options for the flight director. This page
will only appear in installations that include a Garmin GFC 500 autopilot system. Configure the
flight director in accordance with procedures outlined in the GFC 500 Part 23 AML STC
Installation Manual (190-02291-00).
5.14 ESP Configuration Page

This page only appears in installations that include a Garmin GFC 500 autopilot system.
Configure Electronic Stability Protection (ESP) in accordance with procedures outlined in the
GFC 500 Part 23 AML STC Installation Manual (190-02291-00).
5.15 Trim Configuration Page

This page only appears in installations that include a Garmin GFC 500 autopilot system or a
GAD 27.
5.15.1 Garmin GFC 500
For aircraft equipped with Garmin GFC 500 autopilot system, configure the trim in accordance
with procedures outlined in the GFC 500 Part 23 AML STC Installation Manual (190-02291-00).
5.15.2 Non-Garmin Autopilot and GAD 27 Installations
Not used. Do not configure this page.
5.16 Aircraft Configuration Page

The Aircraft Configuration Page allows setting the parameters for Reference Speeds and Flight
Planning. The aircraft identifier and map symbol can also be entered on this page.
The following three tabs (Aircraft, Reference Speeds and PFD G-Meter) on the Aircraft
Configuration Page are described below:

Figure 5-17 – Aircraft Configuration Page
Aircraft: the configurable items under the aircraft tab are described below:
Aircraft identifier: enter the aircraft registration number. The aircraft’s registration
number is used in the data log page.
Aircraft Type: select “Fixed Wing”.
Map symbol: The aircraft symbol that is displayed on the Map page can be selected
from different vehicles that are stored internally to the unit. Additional vehicles may be
downloaded from www.garmin.com/vehicles.
NOTE
To use a downloaded .srf aircraft symbol, create a ‘Vehicle’ directory on the SD card(s), then
copy the .srf file to the new ‘vehicle’ directory. For installations with multiple GDUs, the .srf file
must be present on each SD card inserted into each of the GDUs. If the file is not present the
GDU will use the default black-and-white airplane symbol.
Flight planning fields: adjust the default values, using the aircraft’s Type Data such
as POH or AFM to enter fuel flow, and cruise speed used in normal mode for flight
planning calculations (ETE, Leg Fuel, etc.).
Reference Speed: using the aircraft’s POH/AFM, enter the applicable V-speeds. To properly
configure the airspeed tape to be representative of the existing removed ASI, the v-speeds must
be entered in accordance with aircraft data.
For known Sink Rate at Vg: From the aircraft Pilot’s Operating Handbook, enter the Best Glide,
Sink Rate in feet per minute. This value is used to compute and display a Glide Range Ring on
the moving map.

Many POHs do not provide a value for Sink Rate at Vg but instead have a maximum glide chart
which can be used to enter the values needed to calculate it.
Calculate “Sink Rate at Vg” from Glide Ratio:
• Select the “Calc from Glide Ratio” button and a “Sink Rate Calculator” pop up will be
displayed.
• Using the POH, from Maximum Glide graph/chart (Height above Terrain vs. Ground
Distance) find a point near the upper end of the line on the graph, then enter a Glide
Height (height above terrain) value and the corresponding Glide Distance.
• Sink Rate will be calculated and displayed on the “New Sink Rate” field.
• Select “Save” to use the new Sink Rate at VG for computing and displaying the Glide
Range Ring on the moving map.
Figure 5-18 – Sink Rate Calculator (Example)
NOTE
To use different units for Glide Distance, for example statute miles instead of nautical miles,
the system units will need to be changed in the “Units Configuration” page (Section 5.18).
If a Sink Rate at Vg cannot be determined by information in the POH, the value should be left at
zero and a Glide Range Ring will not be displayed.The aircraft's maximum airspeed limit can be
configured in three different ways. All aircraft have a maximum indicated airspeed limit (VNE)
which is configured using the VNE - Indicated field. This airspeed is marked on the PFD
airspeed tape with a red line and does not change with altitude. In this example, the value for
VNE has been entered as 205 knots indicated airspeed. The aircraft is below the never-exceed
speed any time its indicated airspeed is below 205 knots.
Figure 5-19 – Never Exceed Speed (Vne)

For certain aircraft types, maximum airspeed is additionally limited by true airspeed (TAS). A
secondary airspeed limit expressed as true airspeed may optionally be configured using the
VNE - True field. This airspeed is marked on the PFD airspeed tape (in normal mode) with a
second red color band which shows the equivalent indicated airspeed at which the aircraft's true
airspeed will exceed the configured true airspeed limit value. At low altitudes where true and
indicated airspeed are similar, the PFD airspeed tape will show only the indicated VNE limit. At
higher altitudes where true airspeed increases a second red color band will begin to appear on
the PFD airspeed tape to indicate the point where the aircraft will exceed the true airspeed limit
at the current pressure altitude.
In Figure 5-19 above, the aircraft's VNE values have been configured as 205 knots indicated
airspeed, and 270 knots true airspeed. At high altitudes, the aircraft can reach the true airspeed
limit even if its indicated airspeed is below the normal indicated VNE "red line". The second red
band on the PFD airspeed tape alerts the pilot to this condition.
A third way to configure the aircraft's maximum airspeed limit is to enter a value for Maximum
Operating Mach Number (MMO). As with TAS-based VNE, the value for MMO will be displayed
on the PFD airspeed tape using a second red band that shows the equivalent indicated
airspeed at which the aircraft's Mach number will exceed the configured maximum Mach
number. At high altitudes the aircraft can reach the maximum Mach limit even if its indicated
airspeed is below the normal indicated VNE "red line". The second red band on the PFD
airspeed tape alerts the pilot to this condition.
WARNING
Some aircraft have maximum speed limitations defined in the POH/AFM that cannot be fully
depicted by a fixed VNE redline on the Airspeed Indicator. These aircraft may have a placard
which specifies any such additional speed limitations. If G3X cannot be configured to clearly
depict all airspeed limitations, the placard must be retained in the location specified by the
aircraft manufacturer. If that location is not available, the placard must be placed near the
PFD’s airspeed tape.
PFD G Meter: The G-meter may be displayed at any time via the PFD Setup page. Not
entering any values, or clearing the values, disables the G-Meter entirely. Any values entered
must be in accordance with the aircraft manufacturer’s specifications in the POH/AFM.
Figure 5-20 – PFD G Meter Configuration

• Gauge G Max – The Gauge G Max field allows for setting the maximum G values
displayed on the PFD G-meter.
• Gauge G Min – The Gauge G Min field allows for setting the minimum G values
displayed on the PFD G-meter.
• Auto Display – The Auto Display setting (On) allows the G-Meter to appear in place of
the HSI when G-loads on the aircraft exceed a fixed threshold (setting Auto Display to
Off disables Auto Display of the G-Meter)
• Color Lines – When set to Enabled, this option allows the green, red, and yellow bands
and the red and yellow radial markings to appear on the G-Meter.
• Positive G Red Line – This sets the point at which the red line appears for positive G
values displayed on the PFD G-meter.
• Positive G Yellow Line – This sets the point at which the yellow line appears for
positive G values displayed on the PFD G-meter.
• Negative G Yellow Line – This sets the point at which the yellow line appears for
negative G values displayed on the PFD G-meter.
• Negative G Red Line – This sets the point at which the red line appears for negative G
values displayed on the PFD G-meter.
5.17 Weight & Balance Configuration Page

Configuring the Weight & Balance function is optional. The Weight & Balance Configuration
Page allows setting the weight and balance parameters including the loading envelope for the
airplane. Weight & Balance may be used during pre-flight preparations to verify the weight and
balance conditions of the aircraft. By entering the weight and arm values or weight and moment
values into the Aircraft Empty window, the GDU 4X0 can calculate the total weight, moment,
and center of gravity (CG).
CAUTION
It is the installer’s responsibility to verify the accuracy of the data/values entered and the
resulting envelope graph depicted on the weight and balance configuration page.
NOTE
The Pilot Operation Handbook (POH) for the aircraft being configured is required to configure
the weight and balance page.

Figure 5-21 – Weight & Balance Configuration Page
Use the aircraft’s Pilot Operation Handbook (POH) to determine various weight and balance
values and loading envelope data.
G3X Touch EFIS allows for “Simple” and “Advanced” envelope types to be used.
Stations Window
Enter the aircraft’s empty CG/moment and empty weight on the stations tab.
Figure 5-22 – Stations Window (CG vs Weight Option Shown)

To create a new station, press the Add button, enter the name, units, max weight, and arm, then
select the OK Button.
Each station listed in the Station window has an editable name and arm location. This allows
the setting of the units of measure used for that station (weight, or units of fuel). An optional

maximum value can be set for a particular station (e.g. a fuel tank might have a max capacity of
50 gallons) or the max can be set to zero so that no maximum will be imposed.
To edit or delete a station, select “Edit”; an “Edit Station” window will appear. To delete a
station, with the “Edit Station” window displayed, press the menu button once and a delete
station button will appear on the bottom right corner of the screen. Select “Yes” to delete the
station, when prompted.
Figure 5-23 – Delete Station

Envelope Window
Simple Envelope Type: allows for a basic loading envelope using minimum and maximum
center of gravity and weights for a particular aircraft. The Loading Limits window contains fields
for the entry of minimum and maximum aircraft weight, and the minimum and maximum CG
location.
Advanced Envelope Type: allows for a more complex weight vs. CG loading graph or Moment
vs. Weight that mirrors the loading envelope graph on the aircraft’s POH. When “Advanced” is
selected, the loading window changes to “Envelope – Weight vs. CG”.
For Advanced Envelope Type, “Plot Display” option is available to allow for either the “Weight vs
CG” or “Weight vs Moment” loading graph values to be entered directly from the POH. .
Plot Display:
If using CG values to configure the weight and balance:
• Select “CG” under Plot Display (the window tab will display “Envelope – Weight vs CG”)
If using Moment values to configure the weight and balance:

• Select “Moment” under Plot Display (the window tab will display “Envelope – Weight vs
Moment”)

NOTE
As many stations may be entered as required to accommodate various aircraft loading and
seating configurations.
To edit the envelope in “Advanced” envelope type mode, select “Edit Envelope”. The following
tabs will be displayed:
Display options: allows for configuring the display of the envelope as desired. Up to four
loading envelopes may be entered. Select data and add the category under Name as
desired. If the aircraft is certified in two categories, one would be entered under
“Envelope Number 1” and the other under “Envelope Number 2”.
Figure 5-24 – Display Options Tab (Weight vs CG Option shown)

Envelope Data:
The values must be entered in sequential order either clockwise or counterclockwise
around the outline of the envelope, using the values on the aircraft’s POH loading
envelope graph. Input data as necessary and select “Save” to return to the Weight and
Balance Configuration page.

Figure 5-25 – Envelope Data Window
5.18 Units Configuration Page

The Units Configuration Page allows selection of the desired displayed units for the listed items
in the Units Configuration window. The settings accessed on this page include:
Distance Engine Temperature Fluid Volume
Ground Speed Altitude Fuel Economy
Air Speed Vertical Speed Weight
Direction Display Baro Pressure Power
Air Temperature Fluid Pressure
The units should be configured according to those used in the POH/AFM. Note that the
Engine Temperature setting is applied to all EIS instruments such as EGT, CHT, Oil
Temperature, and Carb Temperature.
5.19 Display Configuration Page

The Display Configuration Page allows setting the parameters for general display configuration.

Figure 5-26 – Display Configuration
The following display parameters may be configured:
Screenshot: Allows setting the Screenshot function to either Enabled or Disabled (default).
This function allows an image of the current display or desired page to be stored on an SD card.
When enabled, and with an SD card in the SD card slot, press and hold the Menu key to save a
screenshot bitmap file to the SD card. A banner message “Screenshot saved to card” will
appear to indicate a screenshot was successfully taken.
PFD Startup Display Mode: Controls the screen layout the PFD assumes upon power up. The
user may then toggle between full-screen and split modes by the “Full/Split” mode button on the
top corner of data bar (in normal mode).
• User Selected (default setting): Allows the pilot/user to select/change PFD layout in
normal mode from the Display Setup page on the main menu.
• Auto: PFD powers on as a full-screen PFD display when in a dual display system
and not in reversionary mode. Display mode is then user-selectable.
• Split Screen: PFD powers on in split-screen mode. Display mode is then user-
selectable.
PFD Split Screen Side: Controls the side multi-function pane is displayed when split screen is
selected (applies to GDU 460 only).
• User Selected (default setting): Allows the pilot/user to select the desired location in
• Left: The multi-function pane will be displayed on the left side of the screen when
split screen is selected.
• Right: The multi-function pane will be displayed on the right side of the screen when

PFD Mode Button Screen Side: Controls where the split/full screen mode button is located on
the display.
• User Selected (default setting): Allows the pilot/user to select the desired location of the
split/full screen mode button in normal mode from the Data Bar page on the main menu.
• Auto: when set to “Auto” the system automatically places the split/full screen mode
button on either the left or right corner of the data bar, and the selection cannot be
changed by user/pilot.
• Left: The split/full screen mode button will be displayed on the upper left corner of the
display’s data bar.
• Right: The split/full screen mode button will be displayed on the upper right corner of the
display.
MFD Startup Display Mode: Controls the screen layout the MFD assumes upon power up.
The user may then toggle between full-screen and split modes by the “Full/Split” mode button
on the top corner of data bar (in normal mode). Applicable only to GDU 460 when configured as
an MFD.
Select “Auto”.
• User Selected (default setting): Not used.

• Auto: MFD powers on as a full-screen MFD display when in a dual display system
and not in reversionary mode. Display mode is then user-selectable.
• Split Screen: Not used.
MFD Split Screen Side: Controls the side multi-function pane is displayed on the MFD when
split screen is selected. Not applicable to GDU 470; the multi-function pane will default to the
lower half of the screen.
normal mode from the Display Setup page in the main menu.
• Left: The multi-function pane will be displayed on the left side of the screen when
• Right: The multi-function pane will be displayed on the right side of the screen when
MFD Mode Button Screen Side: Controls where the split/full screen mode button is located on
the display. Applicable to GDU 460 when configured as an MFD.
• User Selected (default setting) – Allows the pilot/user to select the desired location in

• Auto: when set to “Auto” the system automatically places the split/full screen mode
button on either the left or right corner of the data bar, and the selection cannot be
changed by user/pilot.
• Left: The split/full screen mode button will be displayed on the upper left corner of the
display.
• Right: The split/full screen mode button will be displayed on the upper right corner of the
display.
PFD/MFD EIS Display Location: Controls which GDU the EIS Display (Main Engine Display)
appears on in a multi-display system.
• User Selected (default setting): This setting is recommended to allow the pilot/user to
select the desired EIS location in normal mode.
• MFD: The EIS Display will always appear on the MFD in a multi-display system. In
reversionary mode, EIS will default to remaining functional GDU.
NOTE
In an installation with two 7” GDU 470 displays, the PFD/MFD EIS Display Location must be
set to ‘MFD’. This STC does not allow EIS to be displayed on a 7” PFD during normal
operation.
• PFD: The EIS Display will always appear on the PFD even in a multi-display system.
In reversionary mode, EIS will default to remaining functional GDU.
• Both: The EIS Display will appear on both displays in a two-display system.
PFD EIS Screen Side: Controls side of screen the EIS Display (Main Engine Display) is
displayed (GDU 460 only):
• Left: The EIS/engine page will be displayed on the left side of the screen.
• Right: The EIS/engine page will be displayed on the right side of the screen.
MFD EIS Screen Side: Controls which side of screen that the EIS Display (Main Engine
Display) is displayed (applies to GDU 460 only; EIS can only be displayed on the upper portion
of the screen on a GDU 470 MFD).
• Left: The EIS/engine page will be displayed on the left side of the screen.
• Right: The EIS/engine page will be displayed on the right side of the screen.
NOTE
The following settings only appear if COM Radio is configured in the system.
PFD/MFD COM Radio Display Location: Controls which GDU will display the COM Radio in a
multi-display system.
select the desired COM Radio location in normal mode.
• MFD: The COM radio buttons/controls will always appear on the MFD in a multi-
display system. In reversionary mode, COM radio will default to remaining functional
GDU.

• PFD: The COM radio buttons/controls will always appear on the PFD even in a multi-
display system. In reversionary mode, COM radio will default to remaining functional
GDU.
• Both: The COM radio buttons/controls will appear on both displays in a two-display
system.
PFD or MFD COM Radio Screen Side: Controls side of screen the COM Radio
buttons/controls are displayed.
normal mode from the Display Setup page in the main menu.
• Left: COM Radio control will be displayed on the left side of the screen.
• Right: COM Radio control will be displayed on the right side of the screen.
NOTE
The following settings only appear if a Garmin Transponder is configured in the system.
PFD/MFD Transponder Display Location: Controls which GDU will display the transponder in
a multi-display system.
select the desired transponder control location in normal mode.
• MFD: The transponder control will always appear on the MFD in a multi-display
system. In reversionary mode, transponder control will default to remaining functional
GDU.
• PFD: The transponder control will always appear on the PFD even in a multi-display
system. In reversionary mode, transponder control will default to remaining functional
GDU.
• Both: The transponder control will appear on both displays in a two-display system.
PFD or MFD Transponder Screen Side: Controls side of screen the transponder control is
displayed.
• Left: Transponder control will be displayed on the left side of the screen.
• Right: Transponder control will be displayed on the right side of the screen.
Toggle Split Screen Layout with BACK Key: controls if the “BACK” key/button can be used to
switch between split or full screen modes.
• User Selected (default setting): Allows the pilot/user to select/change if the “BACK”
key can be used to switch back and forth from full to split screen modes.
• Enabled: allows the “BACK” key to be used to switch back and forth from full to split
screen modes. In this setting the split/full mode button may also be used.
• Disabled: disallows the “BACK” key from being used to switch back and forth from
full to split screen modes. With this setting the split/full mode button must be used to
toggle back and forth between the full and split screen modes.
5.20 Backlight Configuration Page

The Backlight Configuration Page allows setting the parameters for display backlight and
display options configuration.
Backlight Configuration:
Input Selection section provides the following configurable settings which in turn configure the
backlight graph with inputted values:
• Current Input Source: Manual, Light Sensor (Photocell), or Lighting Bus selections are
available to support configuring the associated dimming curve. When Manual is
selected, the adjacent button allows the backlight intensity (display brightness) to be
adjusted over a range of 0-100%. When Light Sensor is selected, the backlight intensity
can be changed by adjusting ambient lighting in front of the GDU photocells. When
Lighting Bus is selected the backlight is changed using the aircraft dimmer knob.
• Default Input: Manual, Light Sensor (Photocell), or Lighting Bus settings are available.
This selects the preferred backlight control method that will be active each time the
system is powered on.
Backlight Graph provides the following information:
Backlight brightness is displayed as the vertical Y axis and dimming input reference level
(from Lighting Bus input or Light Sensor input) is displayed as the horizontal X axis. The
graph changes according to the auto backlight control settings (on Auto Control tab) and
dimming input reference level. The dimming curve for Lighting Bus is green and the curve
for Light Sensor is blue. No curve is provided for Manual dimming.
• Bus Input: Displays the current lighting bus as a percentage and measured voltage.
• Sensor Input: Displays the current light sensor (photocell) input as a percentage.
• Output Brightness: Displays the current backlight level (0-100%).
Auto Control section provides the following configurable settings:
• Button Brightness Offset: Adjusts the bezel backlight to be brighter than display
backlight. Bezel lighting appears dimmer than display lighting when set to the same
brightness level. Bezel backlight brightness is increased by raising the Button Offset
value.
• Light Sensor (Photocell) Brightness: Sets the minimum and maximum brightness of
the display backlight based on the photocell output.
• Light Sensor (Photocell) Time Constant: Adjusts the speed in seconds that the
brightness level responds to changes in photocell output.
• Lighting Bus Type: Can be set to 14v Bus or 28v Bus. Bezel keys and display lighting
are controlled by the input voltage on pin 43 (0-14 VDC) or pin 26 (0-28 VDC).
• Lighting Bus Min: Sets the minimum brightness of the display backlight based on the
lighting bus input.
• Lighting Bus Max: Sets the maximum brightness of the display backlight based on the
lighting bus input.
• Lighting Bus Time Constant: Adjusts the speed in seconds that the brightness level
responds to changes in the input level.
• Lighting Bus Off Threshold: Sets the lighting bus off threshold input level. At the
threshold level the backlighting is turned on per the Lighting Bus Min setting. Below the
threshold level the backlighting defaults to using the photocell. If the value is set to 0 V
the value will be ignored and the display brightness will remain at the Lighting Bus Min
level for any input level between 0 V and the Min Brightness level.

5.21 Sound Configuration Page
The Sound Configuration Page allows setting the parameters for various alert and message
tones. A TEST softkey is used to test audio volume and configuration.
CAUTION
It is the installer’s responsibility to verify that all G3X aural alerts and messages are
configured to an appropriate volume to ensure they can be clearly heard while the aircraft is
flying at maximum power and airspeed.
NOTE
Sound volume configuration settings will vary by aircraft and audio panel. If using a Garmin
audio panel such as the GMA 345, many installations will require increasing the audio panel
volume for the unswitched, unmuted aux input connected to the GDU (even after the G3X
Alert and Message volume levels are set to 100%).
The configuration options for the Sound Configuration Page are listed/described as follows:
Alert Volume: Controls the volume level (settings from 0-100%) of audio alerts for Altitude,
CAS, Integrated Autopilot, Terrain, and Traffic. For most installations, configure Alert Volume to
100%.
Message Volume: Controls the volume level (settings 1-10 or OFF) of message tones for
Airspace Advisory Messages, Approaching VNAV Target Altitude Message, etc. For most
installations, configure Message Volume to 100%.
Terrain Audio: Enables/disables terrain awareness audio alerts.
Traffic Audio: Enables/disables Traffic Audio alerts.
Traffic N/A Alert: Enables/disables Traffic Not Available alerts.
Altitude Alert: Enables/disables the Altitude Alert tone.
Altitude Alert Volume: Controls the volume level (settings from 0-100%) of the Altitude Alert
tone. For most installations, start by configuring Altitude Alert Volume to 60% and adjust as
needed.
Minimums Alert: Enables/disables the Altitude Minimums tone.
Alert Source: If more than one GDU 4X0 is installed an Alert Source field will appear on the
SOUND Configuration page. For the G3X STC set to “PFD”.
Alert Output: If set to Mono & Stereo, alert tones and messages will be output on both the
mono and stereo outputs. If set to Mono Only, alert tones and messages will be output only on
the mono output. For the G3X STC set to “Mono Only”.
5.22 RS-232 Configuration Page

The RS-232 Configuration Page allows configuration of the RS-232 ports on the GDU 4X0
displays.
NOTE
The RS-232 port on connector P4x01 cannot be configured. It is hard-coded to be compatible
only with the GEA 24 and GSU 25D.

Each GDU 4X0 has five configurable RS-232 channels on the P4X02 connector. The optional
settings for each RS-232 channel are:
None: Select when port is not used.
Aviation In: The proprietary format used for input to the G3X (baud rate of 9600) from an FAA
certified Garmin panel mount unit. Allows the G3X to display a Go To or route selected on the
panel mount unit, which eliminates the need to enter the destination on both units. If the
external GPS navigator supports both the Aviation In and MapMX formats, Garmin recommends
using the preferred MapMX format.
Aviation In/NMEA & VHF Out: Receives aviation data and transmits out both NMEA data, at
9600 baud, and VHF frequency tuning information to a Garmin Nav/Comm radio.
CO Detector: Receives data from a non-Garmin carbon monoxide detector.
Connext 38400 baud (GTN Connext 2): Used for connecting a GDU 4X0 display to a GTN
6XX/7XX for performing Connext functions such as flight plan transfer.
Connext 57600 baud: Connext datalink source at 57600 baud. Used to receive ADS-B traffic
and weather data or SXM weather if connected to a compatible receiver such as the GDL 5XR
or GTX 3X5(D)(R). Used with a GPS 175 and GNC 355(A) for performing Connext functions
such as flight plan transfer and with a GNX 375 to support Connext functions and receive ADS-
B traffic and weather.
Garmin Data Transfer – Not used in this STC.
Garmin HSDB - Not used in this STC.
Garmin Instrument Data - Used for connecting to compatible Garmin LRU’s such as the GEA
24 or GSU 25D. Also used for GMA 342/345 audio panels.
Garmin VHF Comm: Outputs frequency tuning data to an SL40 and receives radio status data
for on-screen radio display.
Garmin VHF Nav/Comm: Outputs frequency tuning and VOR radial selection data to an SL30
nav/comm radio. Receives lateral/vertical NAV deviation signals and radio status data for
onscreen radio display.
GTS Instrument Data: this setting is used exclusively to communicate with GTS series
products.
GTX TIS-A In: Receives TIS A-data from a Garmin Mode-S panel-mount transponder. If the
transponder is connected to the ADAHRS 1 LRU it is not necessary to connect its output to a
GDU RS-232 port.
GTX TIS-A In/NMEA & VHF Out: Receives TIS-A data and transmits out both NMEA data, at
9600 baud, and VHF frequency tuning information to a Garmin Nav/Comm radio. Note that if a
transponder is connected to the ADAHRS 1 LRU it is not necessary to select TIS-A In, as the
transponder data is received via the ADAHRS 1 LRU.
Lightning Detector: Receives lightning strike data and transmits heading data to a non-Garmin
lightning detector. Select for port connected to WX-500 or any other Lightning Detector if
installed.
MapMX: Receives flight plan and navigation data from a Garmin IFR GPS navigator, and
optionally outputs frequency tuning data and receives radio status data for on-screen radio
display. The preferred data source when interfacing with an external navigator and is only
available from Garmin units with a WAAS GPS receiver. When MapMX data is received, the
G3X display can show more accurate information about the external navigator flight plan (e.g.
DME, arcs, and holding patterns).
NMEA Out: Supports the output of standard NMEA 0183 version 3.01 data at user selectable
baud rate of either 4800 or 9600. The GDU outputs data from the selected GPS source
(internal GPS or external GPS1/ GPS2) via NMEA sentences.
A setting that allows switching the NMEA output between "Normal" and "Fast" speeds is
accessed by pressing the MENU Key on the Comm Page (at least one output must be set to
NMEA Out) which enables a ‘Configure NMEA Output’ button to appear. Pressing this button
displays a pop-up window which allows the selection of the Lat/Lon format and the output rate.
These settings affect all RS-232 ports that are configured to output NMEA data. The selected
speed is displayed following the baud rate now for all ports configured for NMEA output. This
feature is useful for sending data to devices that require the full set of NMEA sentences at a
slower pace.
Fast (every second): GPBOD, GPRMB, GPRMC, PGRMH, PGRMZ
Normal (every two seconds): GPAPB, GPBOD, BPBWC, GPGGA, GPGLL, GPGSA, GPGSV,
GPRMB, GPRMC, GPRTE, GPVTG, GPWPL, GPXTE, PGRME, PGRMH, PGRMM, PGRMZ
Text Out: Selecting Text Out enables a ‘Configure Text Output’ button to appear when the
Menu key is pressed while on the COM Configuration Page. Pressing this button displays a
pop-up menu that allows setting three selections (Attitude/Air Data, Engine/Airframe Data, and
GPS Position/Velocity) to ON or OFF.
5.23 ARINC 429 Configuration Page

The ARINC 429 Configuration Page allows configuration of the two ARINC 429 output and four
ARINC 429 input ports on the GAD 29B.
ARINC 429 Outputs:
EFIS/Airdata: Outputs EFIS and air-data labels to a panel-mount GPS navigator like a GPS
175, GNX 375, GNC 355(A), GTN or GNS. A second selection is used to determine if the
EFIS/Airdata output is addressed to NAV 1, NAV 2, or both NAV 1 and NAV 2.
The transmitted labels are as shown in Table 5-3 below.
Table 5-3 – ARINC 429 Transmitted Labels

100P Selected Course 1 203 Pressure Altitude 204 Baro Corrected Altitude
205 Mach Number 206 Indicated Airspeed 210 True Airspeed
211 Total Air Temperature 212 Vertical Speed 213 Static Air Temperature
235 Baro Setting (BCD) 320 Magnetic Heading 371G Manufacturer ID
377 Equipment ID
ARINC 429 Inputs:

Garmin GPS: Receives GPS labels from a panel-mount GPS navigator. A second selection is
used to determine if the GPS input is from NAV 1 or NAV 2.
Garmin VOR/ILS: Receives VOR/ILS labels from a panel-mount GPS navigator with a VOR/ILS
NAV receiver. A second selection is used to determine if the input is from NAV 1 or NAV 2.
5.24 PFD Configuration Page

The Primary Flight Display Configuration page allows for the following configurable items:
Roll Display: Set to either “Ground Pointer” or “Sky Pointer”.

• Select “Ground Pointer” for Fixed Type Pointers
• Select “Sky Pointer” for Movable Type Pointers
NOTE
Garmin recommends selecting the Roll Display configuration that represents the behavior of
attitude indicator previously installed in the airplane. In all cases the Roll Display must match
the standby attitude indicator used with the G3X system.
Vertical Speed Indicator Range: Allows the range of the vertical speed tape to be set as either
“+/- 2000 ft/min”, “+/- 3000 ft/min”, or “+/- 4000 ft/min”.
• Set configuration values and units to match the values indicated in the POH/AFM.
• If the AFM/POH does not provide any guidance for vertical speed indication, set the
values as determined by the existing instrument markings.
HSI Orientation: Allows for configuring the PFD HSI Orientation to either “Heading” or “User
Selected” (default). The Heading selection displays the HSI (on the PFD) in a heading-up
orientation. The “User Selected” setting enables an HSI Orientation option on the PFD Setup
page, see the G3X Touch Pilot’s Guide for Certified Aircraft (190-02472-00) for more info.
• Select “User Selected”.
Auto Declutter: Determines whether non-essential information will be removed from the PFD
display when the aircraft is in an unusual attitude.
• Select “Enabled”.
5.25 GPS Receiver Configuration Page

The GPS Receiver Configuration page allows selecting the GPS source for each GDU. Each
installed GDU can select either the “Use PFD GPS Antenna”, (PFD), “Use MFD Antenna”
(MFD) or “No GPS Antenna Connected”. If “No GPS Antenna Connected” is selected, that
GDU will use GPS data from the GDU that is connected to a GPS Antenna. Only the PFD is
required to be connected to a GPS Antenna and will “share” the GPS info with the other GDU.
NOTE
A GPS antenna must be connected to the PFD in all G3X Touch installations under this STC.
If a second display is installed it may optionally be connected to its own antenna.
5.26 Navigation Configuration

The navigation configuration page allows for configuring the VNAV Deviation Scale and
Powerup FPL source.
VNAV Deviation Scale
Set the VNAV deviation scale as either +/- 500 feet or +/- 1000 feet.
External Navigator Selected Course – used to specify whether course selection is
performed via G3X (GDU or G5) or via an external CDI/HSI connected to a navigator.
• Select “Enabled” if selected course for an external navigator will be set by the G3X
PFD or G5.
• Select “Disabled” if an external CDI/HSI instrument is connected to the navigator.
NOTE
For installations with two compatible Garmin navigators, “Navigator 1 Selected Course” and
“Navigator 2 Selected Course” will be displayed instead of “External Navigator Selected
Course”.

Powerup FPL Source
This is used to select the GPS source to be available during power-up or between power
cycles. The two choices are ‘Retain Previous Source’ or ‘Select Internal GPS’. This setting
controls whether the user's choice to use the internal or external GPS navigation source will
be retained between power cycles or if the system should always return to using the GDU’s
internal GPS navigation source at power-up.
5.27 Audio Panel Configuration Page

The G3X Touch system supports interfacing to a Garmin GMA 245R, GMA 342 or GMA 345
audio panel. Configure audio panel as defined below and also per Sections 5.21 and 5.22.
NOTE
The GMA 342 or GMA 345 contains a limited interface to the G3X Touch. When
interfaced to the GDU 4X0, the selected COM frequency is displayed green in the data bar
and the marker beacon OMI annunciations are displayed on the PFD.
Available audio panel configuration settings are described below:
Audio Panel Type: used to select the type of audio panel installed and interfaced to.
Select one of the following the audio panel type approved by this STC:
• GMA 245RM – Configures the GMA 245R remote audio panel with Marker Beacon.
Or
• GMA 342 – Configures the GMA 342 audio panel if using the RS-232 interface to the
GDU.
Or
• GMA 345 – Configures the GMA 345 audio panel if using the RS-232 interface to the
GDU.
Or
• None – If no audio panel is configured. Use this selection if G3X has only analog audio
interfaces to an audio panel.
The following settings are only available for the GMA 245RM.
COM 1/MIC 1/COM 2/MIC 2: Allows the selection of monitoring COM, and MIC for transmitting,
for the COM radios. Note that both COMs may be selected for monitoring simultaneously, but
only one COM may be selected for transmitting.
• Indicator Type: sets the MIC and COM indicators of the audio panel controls on the
GDU data bar as:
Select “Arrow” or “Square” as desired.
o Arrow – Appears as triangle to point to the selected radio on the data bar. For
example, this implies COM 1 is on the left and COM 2 is on the right.
o Square – Displays selected COM radio without implying the radio’s location.

o Enabled/Disabled (COM 2 only) – Used to enable (show) or disable (hide) the audio
panel page’s COM 2 controls when COM 2 is not configured via the COM Radio
configuration page. Select as desired.
NAV 1/NAV 2: Allows the selection of monitoring the auxiliary radios when the AUX radio is
enabled via the “Enabled/Disabled” selection.
• Title: Used to set the titles of the NAV radios on the audio panel page when the NAV
radio id enabled via the “Enabled/Disabled” selection:
o Enabled/Disabled – Used to enable (show) or disable (hide) the audio panel page
NAV controls. Select as desired.
AUX 1/AUX 2/AUX 3: Allows the selection of monitoring the auxiliary radios when the AUX
radio is enabled via the “Enabled/Disabled” selection.
• Title: Used to set the titles of the AUX radio controls on the audio panel page when the
AUX radio is enabled via the “Enabled/Disabled” selection:
AUX controls. Select as desired.
• Volume: Used to set the volumes of the AUX radio controls on the audio panel page
when the AUX radio id enabled via the “Enabled/Disabled” selection:
AUX controls. Select as desired.
Master Squelch: Used to set the audio panel master squelch level from 0% (open, audio is
always heard) 100% (squelched, no audio). Master squelch functions to prevent low level noise
from being passed to the headset ear speakers, this is known as “squelching” or muting the
audio. To “break” or “open” squelch means that enough audio signal is present that the signal is
passed through and can be heard. Increasing this setting increases the signal level required to
break/ open squelch. This squelch must be set to 55%.
NOTE: If background noise in the Alert Input is NOT muted, it is acceptable to adjust this
setting up to a maximum of 70% (which is equivalent to an additional 6db of quieting).
Note that adjusting the Master Squelch to a higher percentage level may squelch the
desired audio.
This setting only applies to radio audio inputs (i.e. COMs, NAVs, and AUXs) and alert inputs.
This setting does not affect intercom.
Alert (1-4) Volume – Used to set audio panel alert volumes for alerts 1-4. All alert volumes
being used must be set to a minimum of 36% (Unity gain). It is acceptable to increase these
volume settings above 36% but not below.
Pilot Intercom Volume – Used to set the volume for the pilot intercom. Note that the pilot
intercom volume can also be set in normal mode.
Copilot Intercom Volume – Used to set the volume for the copilot intercom. Note that the
copilot intercom volume can also be set in normal mode.
Passenger Intercom – Used to set the volume for the passenger intercom when the passenger
intercom is enabled via the “Enabled/Disabled” selection.
Enabled/Disabled - Used to enable (show) or disable (hide) the audio panel page passenger
intercom controls. Select as desired.

Active COM Rx Monitor Mute – Select Enabled to mute the monitored COM radio when audio
from the COM selected for transmission is heard.
Radio Mutes Intercom – Select Enabled to mute intercom audio when audio from the COM
selected for transmission is heard.
Alerts Mutes Music – Select Enabled to mute music when alert audio is heard.
Music During Pilot ISO – Select “Disabled”.
Cockpit Noise Level – Select “High Noise” to reduce intercom background noise in very high
noise cockpit environments.
Radio 3D Audio – 3D Audio is useful when multiple audio sources are present. 3D audio
processing creates the illusion that each audio source is coming from a unique location or seat
position by using different responses in each ear. Because this feature uses different signals for
left and right channels, it requires wiring for stereo intercom and stereo headsets. If 3D audio is
activated when mono headsets are in use, the listener will still hear all audio sources; however,
there is no benefit from location separation.
When set to Enabled with a single COM selected, the listener hears the audio source at the
twelve o’clock position. If both COMs are selected, the listener hears COM 1 at eleven o’clock
and COM 2 at the one o’clock position.
Intercom 3D Audio – Select Enabled to allow the listener to hear others in the intercom
position relative to their seating location.
Speaker – Turns the speaker on/off when the speaker is enabled via the “Enabled/Disabled”
selection.
• Volume – Sets the volume for the speaker when the speaker is enabled via the
“Enabled/Disabled” selection.
• Enabled/Disabled – “Enable” (show) or “Disable” (hide) the audio panel page speaker
control (in normal mode).
Music 1 Title/Music 1/Music 2 –
• Title – Used to set the titles of the music source selections on the audio panel page
when the music source is enabled via the “Enabled/Disabled” selection.
• Enabled/Disabled – “Enable” (show) or “Disable” (hide) the audio panel page music
controls.
Marker Beacon –
• Volume – default is at 50%. Adjust as desired.
Marker Sensitivity – Used for adjusting marker sensitivity.
• Low Marker Sensitivity – configures the marker beacon to detect/pick-up marker beacon
signal later (closer to signal) and display the indication for a shorter period.
o Low sensitivity threshold value represents the signal strength sensitivity offset and is
adjustable from -16 to +16. The default is “0”.
o High sensitivity threshold value represents the signal strength sensitivity offset and is
➢ Adjusting for positive threshold values increases sensitivity resulting in activation
at a higher signal strength and consequently, signal will remain active for a
shorter period while flying over the marker beacon. Adjusting for negative
threshold values decreases the sensitivity resulting in activation at a lower signal

strength and consequently, signal will remain active for a longer period while
flying over the marker beacon.
o Adjust as necessary.
• High Marker Sensitivity – configures the marker beacon signal strength to detect/pick-up
marker beacon signal earlier (farther away) and display the indication for a longer period.
o Low sensitivity threshold value represents the signal strength sensitivity offset and is
o High sensitivity threshold value represents the signal strength sensitivity offset and is
o Adjusting for positive threshold values increases sensitivity resulting in activation
at a higher signal strength and consequently, signal will remain active for a
shorter period while flying over the marker beacon. Adjusting for negative
threshold values decreases the sensitivity resulting in activation at a lower signal
strength and consequently, signal will remain active for a longer period while
flying over the marker beacon.
o Adjust as necessary.
5.28 COM Radio Configuration Page

The GDU 4X0 supports on-screen control of up to two VHF communication radios (COM 1 and
COM 2).
Connection: The Connection setting informs the system how each of the two supported COM
radios are connected. It is used to select which connection the communication radio is
connected to.
• Select “None” if on-screen radio control for a particular radio is not desired or no radio is
installed. If an RS-232 format that supports remote COM radio data has been
configured, additional RS-232 connection methods will appear in the list (for example,
PFD RS-232 4 (GNC 255)). On-screen COM radio control is supported by the following
RS-232 formats: Garmin VHF Comm, Garmin VHF Nav/Com, and MapMX.
• The specific radio functionality that can be controlled via an RS-232 connection depends
on the features supported by the software version used by the COM radio, reference
Table 5-4.
On-screen Controls: this setting is used to show or hide COM radio controls on the GDU.

Table 5-4 – COM Radio Supported Functions
Garmin Com Connection Com G3X Touch Interface Functions Supported
Radio to GDU 4X0 Radio
S/W Display Active Tune Swap Change Toggle Toggle
Version & Standby Standby Com Com Com MON
Com Freq. Com Freq. Freq. Volume Squelch Mode
SL30 / SL40 RS-232 All X X
GTR 20 CAN Network All X X X X X X
GTR 200B CAN Network All X X X X X
GNC 355 RS-232 All X X X X X X
GTR 225 / RS-232 2.10 or X X X X X X

GNC 255 higher
Other X
versions
GTN 635 / RS-232 6.11 or X X X X X X

GTN 650 / higher
GTN 750
Other
versions
GNS 4XX / N/A N/A

GNS 5XX
Active Frequency: Displays the active frequency currently tuned on for the selected
communication radio.
5.28.1 GTR 20 COM Radio Configuration
NOTE
Configuration of GTR 200B COM radio is performed on the unit itself, reference Section 5.36
for guidance.
For installations using the GTR 20 COM radio, the available options are described below:
COM Volume – Used to set the received audio volume.
Emergency Volume – Used to set the COM radio volume that will be used if the GTR 20 has
automatically tuned the emergency frequency as a result of losing communication with the G3X
system.
Transmit Sidetone – Used to set the volume of the sidetone audio during transmit.
Microphone Gain – Increases or decreases the percent of transmitted modulation which affects
the volume of the received signal, also affects own transmit sidetone.
RF Squelch – Used to set the received signal level required to break squelch. Increasing this
setting increases the signal level required to break squelch. Receiver squelch can be set from 0-
10, a setting of 0 (default) represents the factory calibration.
MON Mode ON Swap - Setting to Preserve MON will keep the Monitor feature ON when
pressing the Frequency Transfer Key. Setting to Disable MON will turn off the Monitor feature
when the Frequency Transfer Key is pressed.
Discrete Input 1/2 – Not approved for use with this STC.

Internal Intercom – Used to enable or disable the internal intercom. The internal intercom is
intended for use in aircraft where the GTR 20 is the only COM radio and there is no separate
audio panel or intercom. The internal intercom must be disabled when used with a separate
audio panel or intercom, and/or in a dual-radio installation. If the communication radio's internal
intercom is enabled, the following additional options are available.
• Intercom 3D Audio – When enabled, this option makes the audio sound as if the pilot
and copilot are sitting side by side. The Pilot 3D Position option is then used to select
which side of the airplane the pilot sits on for the purposes of the simulated 3D effect.
• Pilot 3D Position – Select Pilot on Left or Pilot on Right to select pilot location. When
Pilot on Right is selected, the copilot is positioned to the left of the pilot for 3D audio
processing. the Pilot 3D Position selection only appears if Intercom 3D Audio is enabled.
• Cockpit Noise Level – For very high noise cockpit environments select the High Noise
setting, otherwise select Normal.
• Audio Out Gain – When the intercom is enabled, RECEIVER AUDIO OUT will output
everything the pilot hears in the headset ear speakers with the exception of music audio.
If RECEIVER AUDIO OUT is used as the source of audio to a recording device then
adjust the AUDIO OUT GAIN setting for desired audio level at the recording device.
• AUX 1/2 Input Volume –AUX1 or AUX2 inputs, if used, must be set to 50% (Unity Gain).
It is acceptable to increase these volume settings above 50% but not below.
• AUX 1/2 Input Squelch – AUX SQ prevents low level noise from being passed to the
headset ear speakers. Squelch must be set to 25%.
NOTE: If background noise in the AUX Input is NOT muted, it is acceptable to adjust this
Note that adjusting the AUX SQ to a higher percentage level may squelch the desired
audio.
• AUX 1/2 Mutes Music – These settings must be set to “YES” when either AUX1 or AUX2
is used, otherwise, select “NO”
5.29 Nav Radio Configuration Page

Select “None” for NAV Radio Sources.
5.30 Transponder Configuration Page

The Transponder Configuration Page allows selection of the installed Garmin Transponder.
Transponder Type: - Select the installed Transponder Type in the Remote Transponder tab.
Configurable items are as follows (note that available configurable items differ by model):
Mode S Address Type: Select the applicable Mode S Address. Can be set to either US Tail #,
Octal, or Hex, as applicable. A valid Mode S Address will be indicated by a green check mark by
the selected Transponder in the status box, as seen below. An invalid Mode S address or other
invalid Mode S configuration data is indicated by a red X in the status box.
Figure 5-27 – Transponder Status Window

Aircraft Registration: Enter the applicable Aircraft Registration number.
Aircraft Type: Select Fixed Wing.
Aircraft Weight: Enter the aircraft’s maximum takeoff weight (MTOW).
Flight ID Mode: Can be set to either Use Aircraft Registration, Set By Pilot or Other, as
applicable. If Set by Pilot is selected the Flight ID can be entered in normal mode. If US Tail
Number was selected as the Mode S Address Type set to ‘Use Aircraft Registration’.
Flight ID: This field displays when the Flight ID Mode is set to ‘Other’, to allow entry of the
appropriate Flight ID.
Aircraft Max Speed: Enter aircraft maximum speed.
Aircraft Length: Enter the Aircraft Length.
Aircraft Width: Enter the Aircraft Width.
GPS Antenna Offset: Enter the distance from the nose of the aircraft to the GPS antenna.
Used to provide position data to the transponder.
TIS-A Traffic Data: Can be set to Enabled or Disabled, as applicable. Controls only if traffic
information sourced from other units will be displayed, it does not affect whether the
transponder will output traffic data.
Enhanced Surveillance: GTX 33/33ES only. Sets Enhanced Surveillance (ES) to DISABLE or
ENABLE. ENABLE is the default. When ES is set to DISABLE the BDS (refer to the applicable
transponder installation manual for BDS information) items that are marked “ES Only” are not
active (no enhanced surveillance).
VFR Code: This field is the four-digit code that is selected when the user presses the VFR key.
In the United States, 1200 is the VFR code for any altitude. The default is set to 1200.
HSDB Devices: This field is only available when Transponder Type is configured for a GNX
375, GTX 345(D) or 345(D)R. Used to select which device(s) the GTX will communicate with
(GTN and/or GTS) via HSDB.
RS-232 Ports 2-4: GTX 335(D)R/34(D)5R units only. The available selections are:
Table 5-5 – GTX RS-232 Port Configuration Options

Selection Description
None GTX RS-232 port not used
ADS-B+ GPS GPS position input from a TSO GPS source (9600 baud)
Connext Format 1 (GTX 345(D) Connext weather and traffic data for a G3X Touch
only) system
Connext Format 3 (GTX 345(D) Connext weather and traffic data for a Flightstream
only) 110/210 (Not approved in G3X STC)
GNS (GTX 345(D) only) Weather data to / GPS position input from a GNS
PFD Page Controls: Can be set to Show or Hide the transponder controls on the PFD as
desired for a panel-mounted transponder.
ADS-B Transmit: Sets Automatic Dependent Surveillance-Broadcast (ADS-B) to DISABLE,
ENABLE, or PILOT SET. DISABLE is the default. When ADS-B is set to DISABLE the BDS
(refer to the applicable transponder installation manual for BDS information) items that are
marked “ES Enabled Units Only” are not active (no extended squitter). When ADS-B is set to
PILOT SET, ADS-B transmissions are active at power-on.

ADS-B Receive Capability: UAT should be enabled (green indicator) if the aircraft is equipped
with a receiver that provides ADS-B In capability using the 978 MHz UAT frequency, such as
the GDL 50R or 52R.
1090ES should be enabled (green indicator) if the aircraft is equipped with a receiver that
provides ADS-B In capability using the 1090 MHz frequency, such as the GDL 50R or 52R.
Position Integrity: This selection is only available for GTX 33ES units. Position Integrity is
automatically configured for GTX 335(D)R/345(D)R units. Refers to the integrity level of the
separate TSO WAAS GPS input that can be connected to the transponder. For the GTX 33ES
set to 1E-7 when a certified GNS/GTN/GPS unit is providing ADS-B Out+ to the transponder.
Set to "VFR GPS" if none of these devices (certified GNS/GTN/GPS unit) are connected to the
transponder.
NOTE
A "Configuration Error" indication is most commonly the result of one or more items on the
transponder configuration page which have been left un-configured. For proper transponder
operation, all items on this page must be properly configured.
5.31 Data Link Configuration Page

The Data Link Configuration Page is only displayed when the unit is configured to communicate
with and has successfully communicated with a GDL 5XR for interface and configuration info. If
displayed, Aircraft Type should be set to “Pressurized” or “Not Pressurized” as applicable. The
Mode S Address field is displayed and is editable if configured for a Mode S Transponder or not
configured for any transponder. The Mode S Address field is not displayed if configured for a
non-Mode S Transponder.
5.32 Data Log Configuration Page

The Data Log Configuration page enables the storage of flight data as .csv files to the
"data_log" folder on an SD card. If data logging is enabled the files are automatically written to
the SD card after it is inserted into the card slot. These files can be opened in Excel or imported
into Google Earth for viewing using the Garmin Flight Log Conversion tool. The tool and
instructions needed to import the files into Google Earth are available from the G3X Product
Page found on the Garmin website www.garmin.com.
1. Select the Data Log Configuration Page and make the following selections:
Figure 5-28 – Data Log Configuration

SD Card Data Logging: set to Enabled or Disabled.
Max SD Card Log Files: allows for storage of a desired maximum number of log files to
be set. Select the desired maximum number of files to be stored. Selecting the Clear
button will display “----”, and this setting will store an unlimited number of files.

Internal Data Log: allows the user to export the internally stored flight data to the
“fdr_log” folder on an SD card. Selecting “Copy To SD Card” button allows the high
frequency internally stored flight data to be exported to an SD card if one is inserted into
the card slot. To export flight data on to the SD card, perform the following:
- Ensure SD card is inserted on the SD card slot.
- Select Copy “To SD Card Data”.
- Wait for the system to finish exporting the data to the SD card (text will
change to “Export Complete”), press Cancel if termination of data logging
is desired.
- These files can be opened in Excel for viewing.
2. Press the Back key to return to the Configuration Mode page when finished.
5.33 Engine Information System Configuration Page

The Engine Information System Configuration section of the Engine and Airframe Configuration
Page allows enabling/disabling and customization of the engine/airframe input options that
make up the Main Engine Display and the Engine Page.
5.33.1 GEA Inputs
Each of the sensors must be installed and configured in accordance with this STC. The engine
inputs being monitored are displayed in normal mode as gauges on the Main Engine Display
(Figure 5-29) and/or on the Engine Page.

Figure 5-29 – GDU 460 Main Engine Display
If the G3X Touch EIS includes gauges with limitation markings in the POH, they must be
displayed on the Main Engine Display. Gauges that do not have any POH limitation markings
may be configured to appear only on the Engine Page and the PFD will display an associated
CAS message if they enter a red or yellow alert range.
NOTE
CAS messages are not supported on a Standalone MFD. Therefore, in a Standalone MFD
installation, EIS gauges may only be configured with red or yellow alert ranges if they appear
on the Main Engine Display.
When a field under the “GEA Inputs” tab is selected, the specific sensor page will be displayed
with the following four configurable tabs/fields:
1. Input Configuration: The specific installed or interfaced engine/airframe sensor
connected to the GEA 24 is selected in the input configuration tab.
All gauge options except Engine Time and Total Time have configurable Gauge Marking
and a Gauge Display Range section.
2. Gauge Markings: Set the gauge markings to match the POH, if applicable. If the
existing aircraft gauges that are being replaced do not match the AFM/POH or other
approved data, the installer must resolve the discrepancy. Gauges that are being added
by G3X may require references other than the AFM/POH for markings, for example the
engine or propeller TCDS or operating manual.

The ‘Yellow Range + Alert’ and ‘Red Range + Alert’ markings are recommended for
POH specified exceedances of CHT, Oil Temp, Oil Press, Manifold Press, Volts, Amps,
TIT, Fuel Pressure, and RPM (for fixed-pitch propellers only).
Set each ‘Red/Yellow Range + Alert’ MIN range 1 unit beyond the POH limit value. Set
the MAX range to the end of the adjacent gauge range. For example; if the POH
specifies the oil pressure limit at 115 psi, set Red Line to 115 psi and Red Range + Alert
to 116-125 psi.
The ‘Yellow + Alert’ setting will issue a PFD alert and activate the Remote ENGINE light
(if installed). The ‘Red + Alert’ setting is similar but includes an audible alert.
The following are the available gauge marking options:

White Range Cyan Range Green Range Yellow Range
Yellow Range +Alert Red Range Red Range + Alert Tick Mark
White Line Cyan Line Green Line Yellow Line
Red Line
3. Gauge Display Range: The Gauge Display Range allows for setting the minimum and
maximum values of each gauge. Set the gauge range to match the POH, if applicable. If
the existing aircraft gauges that are being replaced do not match the AFM/POH or other
approved data, the installer must resolve the discrepancy.
4. Display Option: Use the Auto setting for each gauge to ensure an acceptable gauge
layout is provided on the Main Engine Display. Only use the Hide setting to make room
for a required gauge on the Main Engine Display. A gauge with ‘Hide’ selected, will be
displayed on the Engine Page but it is removed from the Main Engine Display.
CAUTION
Do not select “Hide” for any required engine gauge.
Input Calibration: Fuel Quantity, Fuel Flow, and Current require calibration to convert from raw
input values. Complete the calibration procedures for each of the installed or interfaced sensors
that require calibration.
5.33.1.1 RPM 1
1. Select the installed sensor for RPM 1 input on the input configuration tab:
o UMA T1A9 Magneto Port (4- cylinder)
Or
o UMA T1A9 Magneto Port (6-cylinder)
Or
o Left Magneto P-lead input (see Appendix C.7 for pulse/rev setting)
2. Configure the “Gauge Display Range” and “Gauge Markings”.
5.33.1.2 RPM 2
1. If P-Lead RPM input is used, select:
o Right Magneto P-Lead input (see Appendix C.7 for pulse/rev setting)
2. Select “Save” once the configuration is complete.
5.33.1.3 Manifold Pressure
1. Select the installed sensor for Manifold Pressure input on the GEA 24:

o Kavlico P4055-5020-1 – for Garmin 011-04202-00 (0-30 PSI)
Or
o UMA T1EU50A
3. Select “Save” once configuration is complete.
5.33.1.4 Oil Pressure
1. Select the installed sensor for the Oil Pressure input on the GEA 24:
• Kavlico P4055-5020-4 – for Garmin 011-04202-30 (0-150 PSI)
Or
• Beech 102-389017 – for both Beech 102-389017-1 and 102-389017-3
Or
• UMA T1EU150G
3. Select “Save” once the configuration is complete
5.33.1.5 Oil Temperature
1. Select the installed sensor for the Oil Temperature input to the GEA 24:
• Type K Thermocouple – for Garmin 494-70009-00 (Type K thermocouple), UMA
T3B3, UMA T3B3A, UMA T3B3-2.5, and any other Type K thermocouple.
Or
• MS28034
5.33.1.6 Cylinder Head Temperature (CHT)
1. Select the installed sensors for the CHT inputs on the GEA 24:
• Type K – for Garmin 494-70008-00 (Alcor 86252) and any other Type K
thermocouple.
Or
• Type J – for any Type J thermocouple
3. Select “Save” once the configuration is complete
5.33.1.7 Exhaust Gas Temperature (EGT)
1. Select the installed sensors for the EGT inputs on the GEA 24. Optionally, select Lean
Assist "Enabled" in the Display Options section of the Edit Input page.
NOTE
Lean Assist is a feature that monitors and detects peak temperatures for EGT or TIT as the
pilot leans the engine's air/fuel mixture. When configuring EGT or TIT inputs, Lean Assist can
be enabled or disabled. If Lean Assist is enabled, the LEAN softkey will appear on the ENG
page in normal mode. Lean Assist should be disabled for engines that do not have pilot-
controllable air/fuel mixture.
• Type K – for Garmin 494-70001-00 (Alcor 86255) any other Type K
thermocouple.
5.33.1.8 Fuel Pressure
1. Select the installed sensor for the Fuel Pressure input to the GEA 24:
• Kavlico P4055-5020-3 – for Garmin 011-04202-20 (0-75 PSI).
Or
• Kavlico P4055-5020-2 – for Garmin 011-04202-10 (0-15 PSI)
Or
• UMA T1EU35G
Or
• UMA T1EU70G
5.33.1.9 Fuel Quantity
1. Select the installed fuel quantity probe: Resistive, Voltage, or Digital.
The GEA 24 supports four fuel quantity inputs (FUEL 1 through 4), any of which can be
used with an analog or digital fuel quantity sensor. Reference Table C-6 for input selection
nomenclature for approved interfaces.
NOTE
All fuel quantity gauges must be displayed on the Main Engine Display. Reference section
2.1 EIS Limitations for other required gauges and section 3.3.5 for Main Engine Display
requirements and limitations to ensure all required gauges will fit on the Main Engine Display
prior to replacing an aircraft’s existing fuel gauges with G3X EIS interfaces.
2. Select the fuel quantity configuration to match the POH and existing nomenclature (i.e.
Fuel Quantity or Main Fuel):
• Fuel 1 – Fuel Quantity 1/L, Main Fuel 1/L
• Fuel 2 - Fuel Quantity 2/R, Main Fuel 2/R
• Pos 3/GP 3/ Fuel 3 - Aux Fuel 1/L
• Pos 4/GP 4/ Fuel 4 - Aux Fuel 2/R
3. Configure “Gauge Display” and “Gauge Markings”.
NOTE
If the original fuel quantity gauge being replaced by G3X has a numeric value specified at the
upper limit of the indicator, the upper limit of the Display Range on the G3X fuel quantity
gauge must be set to the same value. If the original fuel quantity gauge does not have a
numeric value specified for the upper limit of the indicator (i.e. it is marked 'F', Full, or similar
unspecified quantity), set the upper limit of the Display Range to match the maximum quantity
of fuel which can be measured by the fuel probe. This quantity is often less than the
maximum tank capacity. Refer to section 5.33.1.9.1 steps 10 & 11 to determine the maximum
probe quantity.
4. Calibrate all fuel quantity inputs in accordance with section 5.33.1.9.1.

5. Select “Save” once the configuration is complete.
NOTE
It is advised to back up calibration data to an SD card after performing fuel quantity

calibration. Changing the configuration for a fuel quantity input may reset calibration data.
5.33.1.9.1 Fuel Quantity Calibration

The calibration of fuel quantity sensors requires adding a known fuel quantity. Use a
calibrated/verified fueling system.
Two fuel calibration curves are supported: the standard ‘in-flight’ or normal flight attitude
calibration curve and an optional ‘on-ground’ or ground/taxi attitude calibration curve. The
ground/taxi calibration curve can be used for aircraft that have a significantly different attitude
when on the ground such as tailwheel aircraft. If no calibration data is entered for the
ground/taxi curve the normal flight calibration curve will be used when the aircraft is in flight and
on the ground. The displayed calibration curve for fuel quantity switches automatically and is
determined by GPS groundspeed, indicated airspeed, and height above ground.
Figure 5-30 – Fuel Calibration Input Window

Buttons on the calibration page are used to switch between the normal flight and the ground/taxi
calibration curves. Since the ground/taxi attitude calibration is optional and only available when
the normal flight attitude calibration data has been entered, the ‘GROUND’ button is greyed out
(unavailable) until calibration points are entered for the normal flight attitude curve.
NOTE
It is recommended that the fuel tank be lightly ‘thumped’ or ‘tapped’ several times after fuel is
added before entering each calibration point. This is performed to aid in overcoming the
friction of the float. This is especially important for resistive senders.
To perform the Fuel Quantity calibration:
1. Drain all fuel from the tank.
2. Orient the aircraft appropriately for the calibration curve (normal flight or ground/taxi)
being performed.
• For the normal flight curve, level the aircraft in accordance with the procedure in
the aircraft maintenance manual.
• For the ground/taxi curve, ensure the aircraft is sitting in a normal ground attitude
on a level surface.
3. Press the Calibrate button to display the Calibration Page for the selected fuel probe.
4. Add unusable fuel. This must be the amount defined by the aircraft manufacturer and is
typically available in the POH.
5. Manually vibrate the area near the fuel sensor to prevent the float from sticking and to
improve the sensor response. Select Store Calibration Point to set the first point with 0.0
gal of usable fuel.
6. At least 5 calibration points are required. Add a known quantity of fuel (e.g. 5.0 gallons)
into the fuel tank. Enter that same quantity in the Actual Fuel Quantity field.
7. Note the resulting sensor value displayed in the Input Voltage (or Input Frequency) field
should change when fuel is added.
8. Manually vibrate the area near the fuel sensor to prevent the float from sticking and wait
at least two minutes for the reading to stabilize.
9. Press the Store Calibration Point button.
10. Repeat steps 6-9 until the fuel tank is full or until the input voltage/frequency is no longer
changing when fuel is added (the float may reach its upper limit of travel before the tank
is completely full). Verify at least five calibration points were used.
11. Record the fuel quantity at which the float reaches its upper limit, if applicable. If any
points were added after the float reached its upper limit (indicated by a vertical line on
the calibration curve), the additional point(s) must be deleted. To delete a calibration
value, highlight the desired data point in the list, and press the Delete Button.
12. Select “Save” once calibration is complete.
13. Select “Save” again on the Edit Input Page to ensure the fuel calibration curves are
saved.
A yellow line on the graph indicates potentially incorrect/invalid info.
Fuel quantity inputs configured for digital sensing are calibrated in the same manner as resistive
senders except that the resulting frequency in kHz from the sensor is displayed instead of the
voltage. Frequencies up to 50 kHz are supported.
Fuel Quantity Calibration Data Backup: This option allows the user to back up fuel calibration
data to an SD card placed in the SD card slot of the PFD. Access the Read/Write Calibration
File menu by pressing the Menu key when displaying the Fuel Quantity Calibration Page.
Write Calibration File: Stores fuel quantity calibration data to a file on the SD card.
Calibration data is saved to the /Garmin/cal/ directory on the card. This data storage must
be repeated for each calibrated tank if a backup is desired.
Read Calibration File: Reads the stored fuel quantity calibration data from the SD card and
saves it as the calibration curve for the selected Fuel Quantity input.
5.33.1.10 Fuel Flow Configuration
1. Select the installed sensor(s) for the Fuel Flow input to the GEA 24:
• EI FT-60 – for Garmin P/N 494-10001-00
Or
• EI FT-90 – for Garmin P/N 494-10001-01
Or
• Beech 102-389012
Or
• Floscan 201B-6 – for JPI 700900-1 (201) and Floscan 201B-6.
Or
• Floscan 231 – for JPI 700900-2 (231) and Floscan 231
3. Select “Calibrate” and configure/calibrate using the guidance of Section 5.33.1.10.1 and
5.33.1.10.2.
4. Select “Save” once the configuration/calibration is complete.
Select the FUEL FLOW 2 if a return Fuel Flow transducer was installed, and repeat steps 1
through 4 to configure FUEL FLOW 2.
If both fuel flow inputs are configured, the displayed fuel flow will be FUEL FLOW 1 (feed) minus
FUEL FLOW 2 (return).
5.33.1.10.1 Fuel Flow Calibration
Enter the ‘K’ factor (pulses per gallon) for the fuel flow sensor. Refer to Table 5-6 for the
nominal K-factor values.
Table 5-6 – Fuel Flow K-Factor

Item Sensor K-Factor
1 EI FT-60 (Red Cube) 68,000
2 EI FT-90 (Gold Cube) 33,800
3 Floscan 201B-6 (1)
4 Floscan 231 (1)
5 JPI 700900-1 (201) (1)
6 JPI 700900-2 (231) (1)
7 Textron Aviation (Beech) 102-389012-11 84,949
Notes:
(1) Use the tag attached to transducer for K-Factor value. Data must be entered as XX, XXX.
For example, if the value is XX.XX, multiply the K-factor value from the tag by 1000 and
enter XX, XXX.
The K-Factor represents the number of electrical pulses output by the sensor per gallon of fuel
flow. Aspects unique to each installation will affect the accuracy of the initial K-Factor, and as a
result, the K-Factor must generally be adjusted up or down to increase the accuracy of the fuel
flow calibration.

If the fuel usage reported by the G3X differs from the actual fuel usage, as measured at the fuel
pump or other trusted method of measurement, use the following formula to calculate a
corrected K-Factor which can then be used to calibrate the fuel flow.
Corrected K-Factor = ([G3X reported fuel used] x [previous K-factor]) / [actual fuel used].
If FUEL FLOW 2 is utilized, adjust FUEL FLOW 1 only.
5.33.1.10.2 Fuel Calculator Configuration
The Fuel Flow calibration page is used to configure the fuel calculator. Refer to the G3X Touch
Pilot’s Guide for Certified Aircraft (190-02472-00) for information on the operation of the fuel
calculator.
Full Fuel: Sets the Full Fuel quantity for the fuel computer. Set according to the fuel tank
capacity; set to zero if not used.
Partial Fuel 1 & 2: The Partial Fuel values may be used if the fuel tanks have ‘tabs’ or some
other method of putting in a known quantity of fuel other than completely full tanks. If the Partial
Fuel function is not applicable or not desired, these settings can be left blank or set to zero.
Fuel Used Reset: This setting is used to select what resets the fuel calculator “Fuel Used”
value to zero. If the Manual setting is used the Fuel Used value is reset manually by the pilot
via the Engine page. If the Auto setting is used, the Fuel Used value is reset automatically at
the start of a new flight per each power cycle of the display. The fuel-used value can still be
reset or changed manually by the pilot via the Engine page (if the Auto setting is used).
Fill Threshold: This setting is used to determine if the fuel quantity should be confirmed upon
system power-up. During power-up, the system compares the current fuel quantity to the fuel
quantity recorded when the system was last shut down. If the current fuel quantity exceeds the
previous fuel quantity by more than the fill threshold amount, the system will assume that fuel
has been added, and will pop up a reminder page prompting the pilot to confirm the quantity of
fuel on-board.
5.33.1.11 Voltage (Volt 1 or Volt 2) Configuration
The GEA 24 has provisions to monitor the bus voltage from two different sources. Bus voltage
can be measured via dedicated inputs (VOLTS 1 and VOLTS 2) or via the GEA’s power input
pins.
Voltage Inputs: The VOLTS 1 and VOLTS 2 input pins on the GEA 24 can be configured to
monitor a directly connected bus voltage. VOLTS 1 can be configured either as "Bus 1" or
"Main Bus" and VOLTS 2 can be configured either as "Bus 2" or "Aux Bus". The only difference
is the text labels used to display the voltage gauges in the Main Engine Display and Engine
Page.
EIS Power Input: The GEA 24 can use, as an alternative to the normal input pin, the
AIRCRAFT POWER pins on the GEA LRU. Configure the VOLTS 1 input to "EIS Power Input 1
Volts" to monitor AIRCRAFT POWER 1 and configure the VOLTS 2 input to "EIS Power Input 2
Volts" to monitor AIRCRAFT POWER 2.
1. Select Volt 1 and Volt 2 as applicable
2. Select the proper configuration to match the POH (if applicable to the POH) and
configure the gauge display range.
5.33.1.12 Shunt (Current) Configuration
The GEA 24 has provisions to monitor bus current using a shunt.

Shunt Sensors: Shunt sensors are connected to the SHUNT 1 and SHUNT 2 inputs on the
GEA 24. The SHUNT 1 input can be configured to display either "Bus 1 Amps" or "Main Bus
Amps". The SHUNT 2 input can be configured to display either "Bus 2 Amps" or "Essential Bus
Amps".
1. Select Shunt 1 and Shunt 2 as applicable,
2. Select the proper configuration to match the POH (if applicable to the POH) and
configure the gauge display range and markings.
3. Select “Calibrate” and perform Amp calibration using guidance in section 5.33.1.12.1
below.
5.33.1.12.1 Current Calibration
For the Lamar 3200, the Scale Factor should be set as 0.83 mV/Amp. For standards shunts, the
two electrical current inputs can be calibrated as detailed below.
Scale Factor: Select milliVolts per Amp (mV/Amp) for the installed shunt sensor. To determine
the mV/Amp value of the specific sensor being used, divide the milliVolts value by the Amp
value to get the scale factor value. For example, the scale factor for a 50mV/100Amp sensor is
0.5.
Amps Offset: The Amps Offset calibration can be performed to compensate for any residual
current readings that cannot be “zeroed out”. For example, if the Amps gauge reads +0.2 Amps
with no current being drawn, an Amps Offset of -0.2 should be entered and saved. This will
correct the Amps gauge reading to 0.0 Amps. If no compensation is needed, calibration is not
necessary, and the default value of 0.0 will be used.
Zero Deadband: Sets a range of values that will be displayed as zero on the gauge.
Enter 0.5 in the “Zero Deadband (Amps)” field. In the example shown in the following
screenshot, any readings from -0.5 to +0.5 will be displayed as zero.
Figure 5-31 – Shunt Calibration Window

Sensor Value (Amps): Displays the actual or ‘raw’ current value as measured by the sensor.
Calibrated Amps: Value shown will be displayed on the current gauge. This value is derived
from the Sensor Value plus any adjustments made by the Scale Factor, Amps Offset, and Zero
Deadband settings. The measured current is first multiplied by the scale factor, then the offset

value is added. If the resulting current value is less than the deadband value, the displayed
current will be zero.
5.33.1.13 Carburetor Air Temperature
1. Select the installed sensor to monitor carburetor air temperature on the following GEA
24 inputs:
• Pos 6/GP 6/ Misc. Temp 1 input, or
• Pos 7/GP 7/ Misc. Temp 2 input
2. Select one of the following installed sensors:
• Carb Temp (Type K Thermocouple) – for Garmin 494-70010-00 (T3B10-SG) and
any other Type K thermocouples
Or
• Carb Temp (MS28034)
5.33.1.14 Turbine Inlet Temperature
One or two Type K thermocouples can be connected for turbine inlet temperature monitoring,
using inputs for TIT 1 and TIT 2 on the GEA 24.
1. Select “Pos 6/GP 6/Misc. Temp 1” and/or “Pos 7/GP 7/Misc. Temp 2 inputs for TIT 1 and
TIT 2 respectively.
2. Select the installed sensor(s) for the TIT inputs on the GEA 24:
• Turbine Inlet Temp 1 or 2 (Type K Thermocouple) – for Garmin 494-70002-00
(Alcor 86245) and any other Type K thermocouples.
5.33.2 Annunciator Outputs
The GEA 24 has two discrete output pins which can be used to drive external annunciator
lamps (reference Section 4.3 for applicability). These outputs do not require any configuration.
DISCRETE OUT 1 acts as an Engine Warning annunciator, and is active (pulled low) any time
the value on an EIS gauge enters a range configured as Red Range + Alert.
DISCRETE OUT 2 acts as an Engine Caution annunciator, and is active (pulled low) any time
the value on an EIS gauge enters a range configured as Yellow Range + Alert.
Reference APPENDIX B for guidance on wiring indicator lamps to the annunciator output pins.
5.33.3 Settings
5.33.3.1 Engine Power
Estimated engine power can be calculated for Lycoming and Continental engines using inputs
from RPM, manifold pressure, and fuel flow sensors. All three are required for engine power
calculation.
On the Engine Power Configuration page:
1. Select the appropriate engine type (Lycoming or Continental, turbocharged or normally-
aspirated).
2. Then enter the engine's maximum rated power and RPM (for example, 180 horsepower
at 2750 RPM).

For a turbocharged engine, enter the manifold pressure for maximum rated power. Configuring
maximum manifold pressure is not required for a normally-aspirated engine as it is assumed to
produce maximum power at sea level pressure.
Engine power is displayed as a percentage between the RPM and manifold pressure gauges on
the Main Engine Display and on the Engine page (in normal mode).
5.33.3.2 Engine Time Configuration
Engine Time: Engine Time records the total operating time of the engine, in hours, when
Record Mode is set to Enabled. Engine time will be recorded whenever engine RPM exceeds
the value specified in the Minimum Recording RPM field.
The Standard Recording RPM field determines the engine speed at which engine time
increments at 1 hour per hour. Engine RPMs greater than the Standard RPM value will cause
engine time to increase faster, and slower RPMs will cause engine time to increase more
slowly. For example, if Standard Recording RPM is set to 2300, engine time will increase by 1
hour if the engine is run for 1 hour at 2300 RPM, and the recorded engine time will increment by
approximately 0.9 hours if the engine is run for 1 hour at 2100 RPM. This type of engine time
recording is typical for piston engine applications.
The Maximum Recording RPM item sets an upper limit on the RPM readings used to calculate
engine time. This can be used to prevent spurious RPM signals from adversely affecting
recorded engine time.
If the Minimum and Maximum Recording RPM items are set to the same value, engine time will
be recorded at one hour per hour any time the engine RPM exceeds the Minimum Recording
RPM threshold and will not be proportional to engine speed.
To set Engine Time:
1. Select the Settings tab.
2. Select the Engine Time Bar.
3. To edit the “Current Hours”:
• Select the “Current Hours” field to highlight then press the “Menu” button; “Enable
Time Editing” will be displayed on the lower right corner of the display.
• Select “Enable Time Editing”.
• Select the “Current Hours” field and enter the aircraft’s current hours.
5.33.3.3 Total Airframe Time Configuration
Total Time: The Total Time displays the total operating time in hours, of the aircraft. This time
is displayed on both the Engine Configuration Page and the Total Time Configuration Page.
The Total Time shown as Current Hours can be changed by the user, see the following
procedure.
The Record Mode selections are listed in Table 5-7
Table 5-7 – Record Mode Selections

Record Mode Selections Description
None Total Time is not recorded
Oil Pressure Records Total Time when engine oil pressure is greater than 5
PSI

Record Mode Selections Description
Flight Time Records Total Time when aircraft is airborne as determined by

GPS data and the indicated airspeed
RPM Records Total Time when RPM1 value indicates the engine is
running
To set Total Time:

1. Select the Settings tab.
2. Select the Total Time Bar.
3. Select the desired “Record Mode” from the list.
4. To edit the “Current Hours”:
• Select the ‘Current Hours” field to highlight then press the “Menu” button; “Enable
Time Editing” will be displayed on the lower right corner of the display.
5. Select “Enable Time Editing”. Select the “Current Hours” field and enter the aircraft’s
current hours
5.34 External Lights

The external lights configuration page is used to set up the landing and/or taxi lights for
alternating flashing (also known as Wig Wag).
NOTE
Electrical Control System must be enabled on the LRU Configuration Page in order to display
the External Lights Configuration Page. In a standalone MFD installation without a G5, the
ADAHRS1 or Standby Flight Displays configuration must be temporarily enabled in order to
enable the Electrical Control System and configure the External Lights for the flashing
function. After External Lights configuration is complete, the ADAHRS1 and Standby Flight
Displays configuration must be returned to the disabled setting for standalone MFD without
G5.
Flash Selection –
• Select “Flash Light 1” if only Light 1 is wired to a cockpit switch with a Flash position
• Select “Flash Light 2” if only Light 2 is wired to a cockpit switch with a Flash position; or
• Select “Flash Both Lights” if both Light 1 and Light 2 are wired to a cockpit switch with a
Flash position. When both switches are in the Flash position they will alternate (i.e.
while light 1 is on, light 2 is off and vice versa).
Automatic Flashing
• The Automatic Flashing function is not approved under this STC.
o Ensure the bar below “Enabled” and “Airspeed” box are grayed out as shown below.
Light Priority
• Select “Switch”

Warmup Time – For lighting systems requiring a warmup time (such as HID lights), select a
value closest to the recommended warmup time without being smaller than the lighting system’s
recommended warmup time. For example, if the recommended warmup time for a lighting
system is 22 seconds, then the 25 second option should be selected. LED and incandescent
lights typically do not require a warmup time and can be set to “None”.
5.35 Save & Reboot Button

After all configuration changes have been made, select the “Save & Reboot” page to save all
changes, and return to normal mode.
5.36 GTR 200B Software and Configuration

For GTR 200B installations, follow instructions in this section to configure the unit for proper
operation.
5.36.1 Mounting, Wiring, and Power Checks
Prior to installing and configuring the GTR 200B COM radio, perform procedures in Section 5.2.
After successful completion of wiring and power checks, the GTR 200B should be installed into
the rack and secured appropriately, as described in Section 4.
5.36.2 GTR 200B Software
The GTR 200B comes pre-loaded with system software and updates will be loaded
automatically when G3X software is updated.
The current software version can be displayed in normal operation mode by pressing the MENU
Key, scrolling using the BIG knob to highlight ABOUT and pressing the SMALL Knob. The serial
number, system software version, and boot block software version are displayed, reference
Figure 5-32.
Current software version can also be viewed on the G3X PFD or Standalone MFD “Systems
Information” page in configuration mode under “Device List”.
Figure 5-32 – GTR 200B About Page
NOTE
Bluetooth firmware will be updated automatically after the GTR 200B reboots. While a
Bluetooth firmware update is being performed in the GTR 200B, the status on the Bluetooth
menu page in normal mode will report UPDATING FIRMWARE. When the Bluetooth update is
completed, the Bluetooth functions will return to normal operation.
5.36.3 Configuration Mode
The configuration pages shown in this section reflect main software version 2.40 or later. Some
differences in operation may be observed when comparing the information in this manual to
later software versions. Refer to Figure 5-33 to identify knobs, buttons, and softkeys used in the
configuration procedures.
Configuration mode is used to configure the unit settings for each specific installation. To
access configuration mode, remove power from the unit. With the unit turned off, press and hold
the SMALL Knob and apply power by turning the Power/Volume/Squelch Knob clockwise.
Release the SMALL Knob when the display activates, the Config Mode Home page will be
displayed.
Figure 5-33 – GTR 200B Front Panel
5.36.4 Configuration Mode Pages
The first page displayed in configuration mode is the Config Mode Home Page as shown on
Figure 5-34. From the Configuration Mode Home page, turn the LARGE Knob to select the
desired subpage then press the SMALL Knob to display the subpage.
Figure 5-34 – GTR 200B Configuration Mode Home Page

The following subpages are available in configuration mode page:
5.36.4.1 COM Setup
The COM Setup page allows the installer to configure various transmit and receive settings. For
testing purposes, an “X” will appear in the appropriate TX, RX, and SQ checkboxes when the
GTR 200B is transmitting, receiving, or the squelch is overridden or open (‘open’ squelch is
defined as when the squelch is overridden, and audio is heard).
Select the COM Setup page as described in Section 5.36.4. Use the LARGE knob to scroll
through the listed functions, then use the SMALL knob to adjust the setting of the function. After
the setting has been changed, turn the LARGE knob to move the cursor to another function.
Figure 5-35 – GTR 200B COM Setup Page

The following COM Setup page selections are available:
FREQUENCY (MHz) – Set frequency from 118-136 MHz.
FREQUENCY (kHz) – Set frequency from 0-975 kHz in 25 kHz increments.
SIDETONE –This setting controls the volume of the sidetone audio for the unit during PTT and
is adjusted to correct either low or high sidetone volume. Increasing the setting increases the
sidetone volume. Sidetone can be set from 0 to 10, a setting of 5 (default) represents the factory
calibration.

Sidetone audio is routed to headset audio and to received audio out and is generally output to
an audio control panel.
• Intercom Enabled: Sidetone volume may also be linked to the ICS (intercom) volume.
This is accomplished by selecting the Sidetone setting one turn counterclockwise from
‘00’ setting, ‘ICS’ will be displayed (Figure 5-36). Intercom volume is adjustable in normal
mode (see Pilots Guide).
Figure 5-36 – GTR 200B ICS Sidetone Selection

Sidetone audio that is sent to the received audio output (see Receiver Out Gain setting
in Section 5.36.4.2) is the same volume as sidetone audio sent to the headset.
• Intercom Disabled: Sidetone audio is only sent to received audio output (not to the
headset).
MIC GAIN – Increasing or decreasing this setting, increases or decreases the transmit
microphone gain respectively. Mic gain can be set from 0 to 10. A setting of 5 (default)
represents the factory calibration, most headsets/microphones should work fine at this setting.
Generally, the mic gain setting should not be adjusted unless the pilot consistently gets reports
that the transmitter sounds “weak”. Most often, this setting is adjusted to compensate for “weak”
or low output microphones. The transmit sidetone volume is affected by the mic gain setting, so
an adjustment of the sidetone setting may be needed after adjusting the mic gain setting.
RF SQLCH – Used to set the received signal level required to break squelch. Increasing this
setting increases the signal level required to break squelch. Receiver squelch can be set from 0-
10, a setting of 0 (default) represents the factory calibration.
MON SWAP – This setting affects how the monitor function acts when pressing the Frequency
Transfer Key (in addition to swapping the Active and Standby frequencies).
Setting to ON will keep the Monitor feature ON when pressing the Frequency Transfer Key.
Setting to OFF will turn off the Monitor feature when the Frequency Transfer Key is pressed.
5.36.4.2 Audio Setup Page
The Audio Setup page allows the installer to configure the various audio settings, listed below:
Select the Audio Setup page. Use the LARGE knob to scroll through the audio functions, then
use the SMALL knob to adjust of a selected function. After the setting has been changed, turn
the LARGE knob to move the cursor to another function.
AUX and Music Disabled AUX and Music Enabled

Figure 5-37 – GTR 200B Audio Setup Page
The following Audio Setup page selections are available:
INTERCOM (ENABLED/DISABLED) –Used to enable or disable the internal intercom. The
internal intercom is intended for use in aircraft where the GTR 200B is the only COM radio and
there is no separate audio panel or intercom. The internal intercom must be disabled when used
with a separate audio panel or intercom, and/or in a dual-radio installation. When intercom is

disabled, music and auxiliary inputs are also disabled. This setting may also affect Sidetone
functionality.
Using a headset that has a MIC Telephone switch option may disable the intercom function. To
restore intercom function, turn the MIC Telephone switch to the Off position, and power cycle
the GTR 200B.
• Receiver Out Gain – When the intercom is enabled, RECEIVER AUDIO OUT will output
everything the pilot hears in the headset ear speakers with the exception of music audio.
If RECEIVER AUDIO OUT is used as the source of audio to a recording device then
adjust the AUDIO OUT GAIN setting for desired audio level at the recording device.
• AUX 1/2 Input Squelch – AUX SQ prevents low level noise from being passed to the
headset ear speakers. Squelch must be set to 25%.
NOTE: If background noise in the AUX Input is NOT muted, it is acceptable to adjust this
Note that adjusting the AUX SQ to a higher percentage level may squelch the desired
audio.
• AUX 1/2 Input Volume –AUX1 or AUX2 inputs, if used, must be set to 50% (Unity Gain).
It is acceptable to increase these volume settings above 50% but not below
• AUX 1/2 Mutes Music – These settings must be set to “YES” when either AUX1 or AUX2
is used, otherwise, select “NO”
• Pilot on Right Side – Select YES or NO to select pilot location. When YES is selected
the copilot is positioned to the left of the pilot for 3D audio processing.
5.36.4.3 Audio Tests Page (Configuration Mode)
The Audio Tests page and the following procedure will ensure that the audio level into the GTR
200B AUX/Music inputs listed below is set to the ideal level for best sound quality and noise
rejection. It will also ensure the audio level heard in the pilot headset is at the desired level.
Audio Tests Source Selections:
OFF – No audio source is selected.
Music Left and Right – Stereo music input. This input can be muted.
AUX 1 & 2 – Auxiliary inputs 1 and 2. These inputs are not muted.
Perform the below procedure to verify proper Audio configuration:
1. Select the AUDIO TESTS subpage.
Figure 5-38 – GTR 200B Audio Tests Page

The solid bar represents the average signal level and the vertical line represents the peak level.
2. Turn on the audio source connected to the AUX/Music input(s).
3. Use the LARGE and SMALL Knobs to select the audio source.
4. With the audio source active adjust the audio source output level so the average level is
between the two marks on the level bar.
5. Use the LARGE Knob to move to the VOL selection.

6. While wearing a headset use the SMALL Knob to adjust the headset volume to the
desired level.
7. Repeat for any other AUX/Music inputs.
AUX 1 & 2 – Auxiliary inputs 1 and 2. These inputs are not muted. For AUX inputs:
8. From each LRU feeding the AUX inputs, force an Aural Alert test.
9. Verify the audio is clear and unmuted in the headset.
5.36.4.4 Softkey Setup Page
The Softkey Setup page allows the installer to configure the operation of Softkey 1 (top) and
Softkey 2 (bottom), for selections listed below. Note that both softkeys cannot select the same
function (except Disabled).
Select the Softkey Setup page. Use the LARGE knob to scroll through the list of available
functions, then use the SMALL knob to adjust the setting of the function. After the setting has
been changed, turn the LARGE knob to move the cursor to another function.
Figure 5-39 – GTR 200B Softkey Setup Page

The following Softkey Setup page selections are available:
DISABLED – Disables softkey.
PILOT PTT* – Radio transmits pilot MIC audio when key pressed.
PILOT ISOLATION* – Isolates pilot from copilot and music.
MUSIC ON/OFF* – Turns music input on/off.
USER LIST – Moves directly to user frequency list menu.
TUNE EMERGENCY – Sets active frequency to emergency frequency, 121.500.
USR FREQ MEM CYCLE – Allows one of the softkeys to be used to cycle through stored user
COM frequencies.
MEDIA CONTROLS* – Provides quick access to Bluetooth media controls. Not applicable when
Intercom configured OFF.
MEDIA PLAY/PAUSE CONTROL* – Play/Pause control for Bluetooth media. Not applicable
when Intercom configured OFF.
*Indicates that function is not available when the intercom is set to off.
5.36.4.5 Discrete Setup Page
Not approved for use with this STC.
Set Disc 1 and 2 to “Disabled”.
5.36.4.6 Lighting Setup Page
The Lighting Setup page allows the installer to configure the operation of the bezel keys and
display lighting, per the options listed below.
Select the Lighting Setup Page. Use the LARGE Knob to scroll through the listed functions, then
use the SMALL Knob to adjust the setting of the function. After the setting has been changed,
turn the LARGE Knob to move the cursor to another function.
Figure 5-40 – GTR 200B Softkey Setup Page
LIGHTING SOURCE – Select one of the following as desired:
• SENSOR - Bezel keys and display lighting is controlled by the light sensor (photocell) on
the front panel.
• 14V - Configures the lighting bus source voltage to 14V. Bezel keys and display lighting
is controlled by the input voltage (0-14 VDC) on pin 3.
• 28V - Configures the lighting bus source voltage to 28V. Bezel keys and display lighting
is controlled by the input voltage (0-28 VDC) on pin 3.
TIME CONSTANT – Adjusts the speed (in seconds), that the brightness level responds to
changes in the input level.
MIN INPUT LEVEL – Sets the lower input level required to turn the backlighting on to the
percentage of brightness set by the Min Brightness setting.
MIN BRIGHTNESS – Sets the minimum brightness of the display backlight.
MAX INPUT LEVEL – Sets the upper input level required to turn the backlighting on to the
percentage of brightness set by the Max Brightness setting.
MAX BRIGHTNESS – Sets the maximum brightness of the display backlight.
OFF THRESHOLD – Sets the lighting bus off threshold level. At the threshold level, the
backlighting is turned on per the Min Brightness setting. Below the threshold level, the
backlighting defaults to a Backlight Level of 100%. If the value is set to 0%, the value will be
ignored, and the display brightness will remain at the Min Brightness level for any input level
between 0% and the Min Brightness level. This setting is not available when Lighting Source is
set to SENSOR.
OFF HYSTERESIS – Sets the range that the 100% Backlight Level is in effect after the input
level rises above the Off Threshold. This setting is not available when Lighting Source is set to
SENSOR.
BUTTON OFFSET – Adjusts the bezel backlight to be brighter than display backlight Bezel
lighting appears dimmer than display lighting when set to the same brightness level (default
offset is 10%). Bezel backlight can be brightened by raising the BUTTON OFFSET value.
VIEW GRAPH – Press the SMALL Knob to display the Lighting Graph (Figure 5-41).
Figure 5-41 – GTR 200B Lighting Graph

The Lighting Graph page (Figure 5-41) graphically displays the input (voltage or percentage of
lighting sensor) and brightness in real time. Brightness level is displayed as the vertical (Y) axis,
and input level is displayed as the horizontal (X) axis. The graph changes according to the
backlight control settings, and the lighting source input level.
5.36.4.7 RS-232 Status Page
The RS-232 Status page allows the installer to verify if RS-232 data is being received or
transmitted. The indicators next to both ‘RX’ and ‘TX’ will blink if data is being transmitted or
received. The RS-232 Status page is an information only page, there are no user-selectable
settings.
5.36.4.8 Disabling Bluetooth
To aid in troubleshooting the GTR 200B, Bluetooth function can be disabled. To disable
Bluetooth:
1. In normal mode, press the MENU button.
2. Scroll down and select BLUETOOTH (to enter the Bluetooth page).
3. Press and hold the SMALL Knob for three seconds.
4. The Bluetooth page should indicate BLUETOOTH DISABLED.
To re-enable Bluetooth without power cycling:
5. Press and hold the SMALL Knob for 3 seconds.
6. The Bluetooth page will indicate BLUETOOTH INITIALIZING and then return to normal
operation.
NOTE
Once disabled, the GTR 200B Bluetooth function does not remain disabled after turning
the unit off and back on. The GTR 200B Bluetooth function is always enabled following a
power cycle.
5.37 Database Loading & Updates

The GDU 4X0 database updates can be obtained by visiting www.fly.garmin.com which requires
entering the System ID to update databases. This allows the databases to be encrypted with
the G3X system’s unique System ID when copied to the SD Card. The System ID is displayed
on the Database Information Page in normal mode, and on the System Information Page in
configuration mode. The Unit ID is different for each LRU in the G3X system and cannot be
used for this purpose.
Since these databases are stored internally in each GDU, each GDU will need to be updated
separately. The SD card may be removed from the applicable GDU after installing the
databases. After the databases have been updated, check that the appropriate databases are
initialized and displayed on the splash screen during power-up.
NOTE
Perform database updates on the ground only and remain on the ground while a database
update is in progress.
NOTE
A single database update purchased from www.fly.Garmin.com will allow all displays in the
G3X system with matching System ID to be updated, therefore a database purchase is not
required for each display.
5.37.1 Updating Garmin Databases
Equipment required to perform the update is as follows:
• Windows-compatible PC computer
• SD Card Reader, SanDisk SDDR-99 or equivalent card reader
• Updated database obtained from the www.fly.garmin.com website

• SD Card, 8 GB recommended for GDU 4X0 units (Garmin recommends SanDisk®
brand)
• SDXC cards are not supported.
After the data has been copied to the SD card, perform the following steps:
1. Insert the SD card in the card slot of the GDU 4X0 to be updated.
2. Turn ON the GDU 4X0 to be updated.
3. Upon power up, a screen appears which lists the databases on the SD card. A green
checkbox indicates that the database already installed on the GDU 4X0 is up to date, an
empty checkbox indicates that the database on the SD card is more current and should
be installed. Alternatively, the Database Update page can be accessed via Main Menu
> Tools > Database > Menu > Update Databases.
4. The databases can be updated by either highlighting UPDATE ALL and pressing the
ENT key or by highlighting a single database and pressing the ENT Key.
5. When the update process is complete, the screen displays the database status.
6. Once the database(s) have been updated, the SD card can be removed from the unit.
7. The unit must be restarted by pressing the Back key.
8. Repeat steps 1-7 for each installed GDU 4X0.
5.37.2 Available Databases
AOPA Airport Directory
The AOPA Airport Directory provides data on airports and heliports throughout the U.S. and
offers detailed information for over 5,300 U. S. airports, along with the names and phone
numbers of thousands of FBOs. Used to look up taxi services, plan an overnight, and choose
fuel stops; plus find ground transportation, lodging, restaurants, local attractions, etc. This
database is updated every 56 days.
Basemap
The basemap contains data for the topography and land features, such as rivers, lakes, and
towns. It is updated only periodically with no set schedule. There is no expiration date.
FliteCharts
The FliteCharts database contains terminal procedure charts for the United States only. This
database is updated on a 28-day cycle. If not updated within 180 days of the expiration date,
FliteCharts will no longer be user accessible.
IFR/VFR Charts
The IFR/VFR Chart database contains Sectionals, Hi-Altitude, Low-Altitude, World Aeronautical
Charts, and Terminal Area Charts. This database is updated on a 28-day cycle.
Aviation Navigation Data (NavData™)
The database contains the general aviation data (NavData) used by pilots (Airports, VORs,
NDBs, SUAs, etc.) and is updated on a 28-day cycle.
ChartView™ Navigation Database
ChartView database is an optional feature that must be activated by an enablement card that
can be obtained by visiting www.fly.Garmin.com. ChartView resembles the paper version of
terminal procedures charts. The ChartView database is stored on an SD memory card that
remains in the display during normal operation.

The ChartView database is updated by removing the database card, updating the database on
the card, and reinserting the card. ChartView data can be updated by purchasing database
subscription updates from Jeppesen Sanderson.
Obstacle
The obstacle basemap contains data for obstacles, such as towers, that pose a potential hazard
to aircraft. Obstacles 200 feet and higher are included in the obstacle database. It is very
important to note that not all obstacles are necessarily charted and therefore may not be
contained in the obstacle database. This database is updated on a 56-day cycle.
SafeTaxi
The SafeTaxi database contains detailed airport diagrams for selected airports. These
diagrams aid in following ground control instructions by accurately displaying the aircraft
position on the map in relation to taxiways, ramps, runways, terminals, and services. This
database is updated on a 56-day cycle.
Terrain
The terrain database contains the elevation data which represents the topography of the earth.
This database is updated on an “as needed” basis and has no expiration date.
5.38 Activation of GDL 51R/52R SiriusXM Radio and Weather

Before SiriusXM Weather and Radio can be used, service must be activated by SiriusXM.
Service is activated by providing SiriusXM with a Radio ID.
5.38.1 Activation Steps
1. Contact SiriusXM at 1-855-796-9847 or at www.siriusxm.com/sxmaviation to activate.
2. Obtain the Radio ID from the data tag on the unit or from the GDU Datalink page in
normal mode. To access the datalink page press “MENU” key twice for the main menu,
then select Data Link.
3. Position the aircraft in an area with an unobstructed view of the southern sky. It is highly
recommended that the aircraft be positioned outside and at least 25 feet away from the
hangar.
4. Connect an external power unit and apply power to the aircraft and avionics.
5. Navigate to the Data Link page in the main menu section and verify signal quality has
green bars.
6. When the subscribed product is displayed, the activation is complete. For example, in
the screenshot below “Pilot Pro” is the subscribed product.
NOTE
Do not remove power from the aircraft during the activation process.

Figure 5-42 – Data Link Page
NOTE
If the SiriusXM activation is not successful, an Activation Refresh may resolve the issue. An
Activation Refresh may be performed by visiting www.siriusxm.com/sxmaviation; select
“Refresh Now” and following the instructions listed there.
5.39 External Interface Configuration

Reference APPENDIX C (Equipment Compatibility and Configuration) for configuration of
interfaced equipment.
5.39.1 Checklist Editor
The Aviation Checklist Editor (ACE) is available for free download from the Garmin website
www.garmin.com. Click on the Software link on the G3X product page and follow the on-screen
instructions to download the checklist editor software.
NOTE
The checklist file should be named with a ‘.ace’ file extension and placed in the root directory
of the SD card. Only one checklist file should be placed on the SD card.

6. Post Installation Checkout Procedures
The following procedures will verify the proper operation of the G3X Touch EFIS and its
intended function. The G3X can be installed in several different configurations that affect the
following testing. If a section of testing is not supported by the installed configuration disregard
that testing. It is assumed that the person performing these checks is familiar with the aircraft,
has a working knowledge of typical avionics systems, and has experience using the test
equipment defined in this section.
NOTE
For G3X operational instructions, see the Garmin G3X Touch Pilot’s Guide for Certified
Aircraft (190-02472-00) and the GTR 200B Pilot’s Guide (190-01553-01).
NOTE
Some procedures in this section require that the GPS receiver is receiving sufficient satellite
signal to compute a present position. This requires outdoor line-of-site to GPS satellite
signals or a GPS indoor repeater.
NOTE
As some of these procedures involve engine run-up and moving the aircraft, it is
recommended that the installer read this entire section before beginning the checkout
procedure.
NOTE
All test equipment should have current calibration records.
6.1 Recommended Test Equipment

The following test equipment is recommended to conduct and complete all post installation
checkout procedures in this section:
• Ground power cart (capable of supplying power to the aircraft systems and avionics)
• Calibrated Air data test set
• Calibrated VHF NAV test set
• Low resistance ohmmeter
• Calibrated Digital Level
• Digital Multi-Meter (DMM)
• Calibrated Optical Tachometer
• Outdoor line-of-sight to GPS satellite signals or GPS indoor repeater
6.2 Initial Power On and Configuration Ground Checks

Configuration ground check procedures are intended to verify each LRU and interface in the
G3X Touch system has been properly configured. Steps not applicable to a particular
installation may be skipped.

NOTE
Throughout the configuration ground check section, references are made to particular
functions and screens. If a function or screen is not available, ensure that the system has
been configured correctly.
Apply power to the aircraft and aircraft systems and allow the systems to initialize. On the GDUs
verify the following:
1. No Red-X’s displayed.
2. Attitude is displayed.
3. Heading is displayed.
4. Airspeed Tape is displayed (Digital read out will be dashes).
5. Barometric Pressure setting field is displayed and set to 29.92.
6. Altitude Tape displays field elevation adjusted for standard pressure.
7. Ground speed field is displayed and shows 0kt.
8. Slip skid display is displayed and centered.
9. Heading bug is displayed on the compass.
10. COM 1 and STBY radio tuning fields are displayed, if equipped.
11. Map display.
12. EIS gauge and tape display (if equipped).
The LRU status check must be performed on the PFD. Before starting the configuration mode
checkout, the following conditions must be met:
1. All GDU 4X0 displays in the system must be powered on in configuration mode.
2. All system LRUs must be powered on.
3. All installed LRUs must be configured per section 5 of this manual.
6.2.1 LRU Status and Software Check
Perform LRU status and software check. The “System Information” page in the configuration
mode of the GDU 4X0 PFD has a “Devices Online” tab that reports the status of installed LRU’s
and their currently installed software part numbers and versions. The icon/checkbox next to
each LRU reports a green checkmark, a ‘red x’ or blank checkbox to indicate the status of each
LRU as described in Table 6-1.
To access the System Information Page, perform the following steps on the primary GDU:
1. In configuration mode, select the System Information Page. Scroll the Device List box
and the selected device’s info by using the Touch Panel or a Move Selector Knob.
2. Verify that all LRUs connected or configured to each display have a green indicator and
correct software part numbers and version numbers are reported. Reference section
5.3.1 for information about the latest software version from the Garmin website.
3. Press the Back key to return to the Configuration Mode page when finished. Return the
GDU to normal mode.
Table 6-1 – LRU Status Indicators

Color LRU Condition
Green The LRU is online & no faults found.
Red ‘X’ The LRU is online & a fault, warning, or error has been detected.
Blank The LRU is not online.
6.3 Altimeter Check
CAUTION
To avoid damaging the ADAHRS pressure sensors, the pitot and static and GAP 26 (if
installed) must all be connected to the test set. Note that the GAP 26 has a drain hole on the
underside of the probe which must be covered during the test.
The GDU 4X0 altitude displays must be verified per Title 14 CFR 91.411 and 14 CFR Part 43
Appendix E, with the following exception to 14 CFR Part 43 Appendix E, paragraph (b)(1):
• The tests of sub-paragraphs (iv) (Friction) and (vi) (Barometric Scale Error) are not
applicable because the digital outputs of the GSU 25D are not susceptible to these types
of errors.
This procedure is recommended when the GSU 25D is removed and reinstalled/replaced or the
pitot and static system connections are disturbed.
6.4 Transponder Check

The GNX 375, all GTX 335(D)(R)/345(D)(R) transponders, and GTX 33/33ES/330/330ES
transponders with software version 8.00 or later are compliant with RTCA/DO-181D, which
specifies that the selection of transponder ALT and GND modes may not be controlled by the
pilot. To allow the transponder to be operated in ALT mode while on the ground, for the
purposes of performing periodic testing in accordance with the requirements of 14 CFR Part
91.413, a special transponder ground maintenance test mode is provided.
To access ground maintenance mode in a G3X Touch system:
1. Access the Transponder page, press the Menu key twice to access the main menu.
2. On the Main menu, select Setup to access setup page.
3. On the Setup page, select XPDR to access the transponder page.
4. On the transponder page, select “Enabled” under Ground Maintenance Test to force the
transponder into ALT mode.
Figure 6-1 – Transponder Setup Page (Normal Mode)

Transponder ground maintenance mode will be cancelled following a power cycle, or if the
aircraft is determined to be airborne.
6.5 Pitot-Static and Airspeed Tape Settings Checks

CAUTION
To avoid damaging the ADAHRS pressure sensors, the pitot and static and GAP 26 (if
installed) must all be connected to the test set. Note that the GAP 26 has a drain hole on the
underside of the probe which must be covered during the test.
The following section verifies the correct operation of the GDU 4X0 altitude and airspeed display
functions. These tests require the use of a Calibrated Air data test set. When using a Calibrated
Air data test set, only simulate normal aircraft operating conditions, as defined in the aircraft
Type Data (POH/AFM) or other approved STC to avoid component damage.
Airspeeds above Vne should not be checked.
The aircraft or instrument manufacturer’s data should be referenced for tolerances for this test
where available.
1. Connect the calibrated air data test set to the aircraft.
2. Apply power to the aircraft.
3. Verify all self-tests pass on the main startup screen.
4. Perform a pitot-static leak check in accordance with the aircraft manufacturer’s
specification and/or applicable regulations.
5. Using the air data test set, increase the airspeed until the PFD airspeed tape pointer is
at the bottom of the white band (Vs0).
6. Verify that the pitot and static pressure settings used on the test set match what is
displayed on the GDU.
7. On the pitot static test set, change the airspeed until the PFD airspeed tape pointer is at
the bottom of the green band (Vs1).
8. Verify that the bottom of the green arc/band on the standby ASI and PFD airspeed tape
are at the same airspeed value.
9. Change the airspeed until the PFD airspeed tape pointer is at the top of the white band
(Vfe).
10. Verify that the top of the white arc/band on the standby ASI and PFD airspeed tape are
at the same airspeed value.
11. Change the airspeed until the PFD airspeed tape pointer is at the top of the green
band/bottom of the yellow band (Vno).
12. Verify that the top of the green arc/band on the standby ASI and PFD airspeed tape are
at the same airspeed value.
13. Increase the airspeed to the upper red radial/top of yellow arc (Vne).
14. Verify that the red radial on the standby ASI and PFD airspeed tape are at the same
airspeed value.
15. Starting at the current airspeed, decrease the airspeed to zero, stopping at each of the
airspeeds listed in Table 6-2, verifying that the PFD and standby ASI airspeed values
are within the tolerances indicated in Table 6-2.
NOTE

The aircraft or instrument manufacturer’s data should be referenced for standby tolerances, if
available.
Table 6-2 – Airspeed Test Points

Test Set Allowed Tolerance Recorded Result Recorded Result for
(KTS) (+/- KTS) GDU installed Standby ASI)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
6.6 GPS Receiver Check

6.6.1 GPS Receiver Signal Acquisition Test
The following steps constitute a simple test of the GPS receiver’s ability to acquire a GPS signal
from satellites. This test needs to be performed outside, away from obstructions such as
buildings, unless a known working GPS signal repeater has been installed in the hangar for this
type of testing.
1. Power on unit in normal mode and select the Info Page.
2. Verify that the GPS receiver is functional and able to calculate its present position.
6.6.2 GPS Receiver COM Interference Test
NOTE
GPS Status may also be monitored on the Info page in normal mode. The signal strength
bars are a real-time representation of GPS signal strength which may be useful for
troubleshooting a failed COM interference test.
This test must be conducted outside, as the use of a GPS repeater inside a hangar may result
in a failed test. After the preceding signal acquisition test has been completed successfully,
perform the following steps:
1. Apply power to the aircraft and G3X system and allow systems to initialize and the G3X
system and/or GPS navigator (if installed) to acquire sufficient satellites for a GPS
solution.
2. On the MFD (in dual GDU installations) or on the multi-function pane in split format
mode (in a single GDU (PFD) installation); navigate to the info page to view the GPS
status.
3. Monitor GPS status on the Main Page. Possible GPS status indications include:
• No Antenna • 3D GPS Fix*
• Autolocate • Searching the Sky
• Lost GPS Fix • Acquiring
• 2D GPS Fix • No GPS Fix

• 2D Differential • 3D Differential*
*Indicates valid GPS position fix for this test
4. Select 121.150 MHz on the COM transceiver.
5. Transmit for a period of 30 seconds while monitoring GPS status.
6. During the transmit period, verify that GPS status does not lose a valid GPS position fix
on the Main Page in configuration mode.
7. Repeat steps 3 through 5 for the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
8. Repeat steps 3 through 6 for other installed COM transceivers if applicable.
9. If an installed COM supports 8.33 MHz channel spacing, repeat steps 3 through 5 while
transmitting for a period of 35 seconds, for the following frequencies:
• 121.185 MHz
• 121.190 MHz
• 130.285 MHz
• 131.290 MHz
10. Repeat step 8 for other installed COM transceivers supporting 8.33 MHz channel
spacing if applicable.
This COM interference test should be repeated if a second GDU is installed in the aircraft and
paired with GPS antenna
6.6.3 GPS Receiver Interface Check
NOTE
GPS satellite reception is required for the following steps. Perform the test in an outdoor area
with a clear view of the sky. The check may also be performed in a hangar with a good known
GPS repeater.
1. Verify the PFD is in Normal mode.

2. On the PFD options page under FPL Source, select “External GPS”.
3. On the PFD options page under CDI Source, select “GPS” (or “GPS1”) as the navigation
source.
4. Verify the external GPS1 Navigator is powered on and if dual GPS navigators are
installed, ensure the second GPS navigator (GPS2) is powered off.
a. For a GPS 175, GNX 375, GNS 4XXW/5XXW series or GTN 6XX/7XX series
navigator, while on the power-up self-test page, verify that the PFD CDI displays
the correct lateral and vertical deviation information.
b. For a GNS 480 unit, while it is going through its power-up sequence, verify that
the PFD CDI displays the correct lateral and vertical deviation information.
5. Continue in normal mode after self-test and wait until the navigator acquires a position
before proceeding.
6. Review the active alerts on the PFD (if any) and verify that there are no alerts, service
soon, or service required alerts associated with the GPS unit.
7. Create or activate a flight plan on the GPS navigation source.
8. Verify that the active waypoint displayed in the PFD WPT field of the GDU 4X0 is the
same as the active waypoint displayed on the navigator.
9. On the GPS navigator, enter OBS mode.
10. When OBS mode is entered on navigator, the course (CRS) field on the GDU
will activate and change to OBS on a lighter background , and knob that has
been configured for course will be activated to change the course.
11. Adjust the course (OBS) using the configured PFD knob. Course may also be changed
using the touch screen by pressing the OBS/CRS field and entering the value using the
pop-up keypad.
12. Verify that the course to the active waypoint changes on the navigator as the PFD
course pointer is rotating.
13. Exit OBS mode on the navigator.
14. If dual GPS receivers are installed power off GPS 1 and power on GPS 2. Select GPS2
on the CDI and repeat the GPS interface check (Steps 1-13).
6.7 NAV Receiver Check

1. Verify the external NAV1 receiver is powered on and if dual NAV receivers are installed,
ensure the second NAV receiver (NAV2) is powered off.
2. Tune the NAV receiver to a localizer frequency (it is not necessary that a valid localizer
signal is being received).
3. Verify that the CDI on the PFD displays “LOC” (or “LOC1”/“LOC2” for installations with
dual navigators). The CDI source field in PFD options page should also display “LOC”
(or “LOC1”/“LOC2”.
4. If dual navigation receivers are installed, power off NAV 1 and power on NAV 2.
5. Repeat the steps 2 through 4 above.
6.8 Audio Panel Interface Check

The audio interface checkout may be performed in the aircraft on the ramp with known good
microphone, headset, and avionics receivers.
6.8.1 Alert Volume Check
This check is performed with GDU in configuration mode to verify proper alert volumes for alert,
message, AOA, and Alt Alert as applicable.
1. Apply power to aircraft with GDUs in configuration mode.
2. Connect a headset to the pilot’s headset output jack and pilot’s mic jack.
3. Navigate to the “Sound Configuration” page.
4. Select the “Test” button;
• Verify proper sound volume is heard on the headsets.
• Verify proper sound volume is heard on the cabin speaker (if installed).
5. Repeat step 4 for all applicable alerts including non-Garmin alerts. (ie: non-Garmin AP
disconnect).
6.8.2 Failsafe Operation Check
1. Remove power to the unit by pulling the AUDIO circuit breaker.
2. Connect a mono headset to the pilot’s headset output jack and pilot’s mic jack.
NOTE
Use of a true mono headset is required for this test to ensure proper wiring even if a stereo jack
is provided in the installation. Wiring left channel (tip contact) and right channel (ring contact)
backwards will cause failsafe mode not to function with mono headsets. Use of a true mono
headset is required for this test (not a stereo headset with a mono/stereo switch because
headset manufacturers differ on how they accomplish this switching). This will guarantee the
condition of the right channel (ring terminal) being shorted to the return (sleeve terminal) by the
mono headset’s plug. This short occurs because of the physical design of the headset plug
contacts and is an inevitable consequence of plugging a mono headset into a stereo jack.
During power-on operation, this short will not damage the audio panel.
3. Verify that COM1 transceiver can be heard in the pilot’s headset.
4. Verify that COM1 can key and transmit the pilot’s mic audio by verifying received
sidetone or checking reception of the transmission with another radio tuned to receive
this transmission (verify Pilot PTT and mic operation is delivered to this transceiver).
5. Apply unit power by restoring the audio circuit breaker to the normal operating position.
6.8.3 Transceiver Operational Check
1. Perform a ramp test radio check by exercising the installed transceivers, microphone,
microphone key, and audio over the headset.
2. Verify that communications are loud and clear and PTT operation is correct.
6.8.4 Intercom System (ICS) Check
NOTE
Stereo headsets are recommended if stereo jacks are installed. If a monaural headset is used
in a stereo jack, the audio panel's right channel output is shorted to ground by the mono
headset's plug (the audio panel automatically detects the short and turns off the right channel).
In the case of passenger positions wired in parallel, any stereo listener will lose right channel
audio when another passenger plugs in a mono headset.
1. Set the intercom to the ALL mode [Pilot and Crew LED off]
2. Plug in headsets at each ICS position.
3. Check Pilot and Copilot ICS positions for isolation and proper operation of volume
controls.
6.8.5 Aircraft Receivers Check
1. Select the audio source corresponding to each installed avionics unit and check for
audio over the headsets.
6.8.6 Bluetooth Music System Check
Use the following steps to Pair and wirelessly connect a Bluetooth equipped phone or tablet to
the GMA 245R.
1. On the G3X GDU, select the “Audio Panel” page by selecting “Audio” on the data bar or
by navigating to the Main Menu page, then select the “Audio Panel" button to display the
“Audio/Intercom” page.
2. On the “Audio/Intercom” page scroll to the “Phone & Media” tab.
3. Select “Pair Device” to enable the GMA 245R to be discoverable for two minutes, or until
a device is paired or connected. While discoverable the bar below “Pair Device” will be

green and will change back to a gray bar once paired or a device is not paired within two
minutes.
4. While discoverable, a Bluetooth enabled device (e.g., cellphone or tablet) can find and
pair with the GMA. Refer to the device’s instruction manual for information on how to pair
and connect to a new Bluetooth device.
5. Once paired, the appropriate details of the device paired will be displayed.
6. Select the “Music Input” tab and select “Music” (green bar will be displayed under
“Music”).
7. Play music from a device using the Bluetooth connection or by controlling on the “Phone
& Media” tab.
8. With the “Music” button selected and the Bluetooth music source selected, verify music
is heard in the connected headsets and that the music volume field adjusts the volume in
the headset.
9. Tune the COM Radio to the frequency of a local ground or air traffic control station.
10. From the “Intercom” tab, select “Radio Mutes Music”, and verify music is muted with a
transmission from the tuned frequency.
6.8.7 Speaker Check
1. If a speaker was installed, select SPKR and receive COM audio on the selected COM.
When the speaker is selected, the selected Receivers on the GMA (COM, NAV, AUX )
should be heard from the speaker.
NOTE
To ensure the music audio is not being muted by ICS or by COM audio, disable radio and
ICS muting. Also, deselect the PILOT or CREW buttons so that there is no ICS Isolation.
6.8.8 Marker Beacon Operation (if installed)
1. Using a ramp tester, simulate the outer marker, middle marker and inner marker signals
by following the test equipment manufacturer’s instructions. Verify that each marker
audio signal is present over the pilot headset and cockpit speaker (if installed).
2. From the pilot headset position, verify that marker audio can be heard when selected.
3. Verify that the outer, middle, and inner annunciations appear on the G3X GDU when the
corresponding signal is applied.
NOTE
Outer Marker – Blue Lamp – 400 Hz (AM or received audio tone)
Middle Marker – Amber Lamp – 1300 Hz (AM or received audio tone)
Inner Marker – White Lamp – 3000 Hz (AM or received audio tone).
NOTE
For instructions to configure Marker RF threshold sensitivity and audio volume settings,
see the Installation Manual for the avionics system to which it is integrated for User
Interface control.
4. Verify that during HI SENS operation, the RF threshold is more sensitive (marker
audio/indication occurs as a lower RF power) when in HI SENSE mode.

6.9 ADS-B Traffic Interface Check
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.
If the installed system is configured to receive ADS-B In data through an interface with an ADS-
B In capable unit (GNX 375, GTX 3X5(D)(R), or GDL 50R/52R), the interface is verified as
follows:
1. Verify the GDU is in normal mode.
2. Select the Traffic page on the home screen of the MFD or the multi-function pane on the
PFD.
3. Turn on the interfacing ADS-B In capable equipment.
a. If the installation includes TAS/TCAS correlated traffic, turn on the TAS/TCAS
source.
4. Make sure an amber NO DATA or TRAFFIC FAIL messages are not displayed over or
below the “ownship” icon.
5. Make sure there are no FAIL annunciations in the upper left-hand corner of the traffic
status window. Depending on installation either or should be
displayed if ADS-B Interface is correct.
a. If the installation includes TAS/TCAS correlated traffic, verify that the TAS/TCAS
status is either OPER or STBY.
6. Observe targets of opportunity from ADS-B equipped aircraft, or an FAA ground station.
7. Apply power to any installed L-band equipment such as transponders, DME or TCAS,
ensure there is no interference with ADS-B data reception.
6.9.1 TCAS Traffic Interface Check
1. Verify the MFD is in normal mode.
2. Select the Traffic page on the home screen of the MFD or the multi-function pane on the
PFD.
3. Verify that no TAS/TCAS failure annunciations (“NO DATA”, “TRFC FAIL”, “NO TRFC
DATA”, “DATA FAILED”, “FAILED”) are shown on the traffic map.
4. In the upper left corner of the Traffic Map page, verify that the Traffic Status is either
TAS/TCAS: OPER or TAS/TCAS: STBY (“TIS: FAIL” or “TAS/TCAS: FAIL” must not be
displayed).
5. Select the Traffic Status button and change the mode between Operate and Standby.
6. Verify that the mode of the traffic system is updated accordingly.
7. Put the traffic system in Standby mode.
8. Initiate a traffic system self-test by selecting the Test button at the bottom of the page.
Note: The Self-Test button will not be selectable if the traffic system is not powered on or
is in a failed status.
9. Verify that the traffic system runs a self-test and the self-test traffic pattern is displayed.

6.10 TIS-A Traffic Interface Check
If a Garmin GTX 3X5(D) transponder is connected to the G3X Touch system and no other traffic
systems covered in this manual is installed, the traffic interface is verified as follows:
1. Verify the PFD is in normal mode. For a dual GDU installation verify both are in normal
mode, and test is performed on the MFD.
2. For single GDU installations, select the Traffic page in split screen format on PFD.
3. Turn on the GTX 3X5(D) by pressing ALT on the GTX.
4. Verify that the Traffic Status is not TIS Fail.
5. Verify that the amber NO DATA is not displayed over the “ownship” symbol.
6. Verify that the Traffic Status is in Standby mode. (i.e., TAS should not be displayed).
7. Attempt to place the system in Operate mode, if the aircraft is within TIS-A coverage, the
system will display Operate, if the aircraft is not within TIS-A coverage, the unit will
display ‘Unavailable’.
6.11 WX-500 Stormscope Interface Check

1. Verify the GDU is in normal mode. For a dual GDU installation verify both are in normal
mode.
2. Allow up to five minutes for the system to obtain a GPS position fix.
3. On the PFD/MFD (GDU that Stormscope is connected to) Map page, select MENU.
4. Touch Lightning Detection button on the screen to activate the lightning system.
5. Verify bar on the lower part of the ‘button’ turns to green. On the Map page, the following
symbol will be displayed on the lower left corner of the map.
6. From the Map page, press the MENU button, and select Set Up Map.
7. Scroll tabs as necessary to the Lightning Tab.
8. On the Lightning tab, ensure ‘On’ is selected under Lightning Detector Data field.
9. Select the Self Test button to determine if there are any faults on the WX-500 system.
10. Select the desired range to be displayed under Lightning Symbol field.
Figure 6-2 – Lightning Tab

11. Select between Cell and Strike modes under Lightning Detector Mode field.
12. Refer to the WX-500 installation manual for specific post installation test procedures to
simulate and view strike data on the Map page.

6.12 FIS-B Weather via ADS-B In
NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station. If this is not the case, it is recommended that these checks
be performed in flight within range of an FAA ground station.
1. Verify the G3X Touch EFIS is in normal mode.
2. Verify the FIS-B source is in normal mode.
3. Allow up to five minutes for the system to obtain a GPS position fix.
4. On each installed GDU, navigate to the Weather page. If more than one data source is
installed, press MENU then select the FIS-B under the “Data Source” field, otherwise,
the data source selection will be automatic.
NOTE
It may take up to 10 minutes after power-on for the system to begin receiving FIS-B weather
products.
5. Verify there are no warnings displayed.

6. Push the GDU knob (right knob on GDU 460), then select several FIS-B weather
products to display.
7. Verify at least one of the selected products displays a valid time stamp.
8. Verify there are no status fail messages regarding FIS-B weather.
6.13 GDL 51R/52R SXM Weather Check

SiriusXM weather and radio activation is required for this check, reference Section 5.38 for
instructions.
Position the aircraft where there is a clear view of the southeastern or southwestern sky. XM
Satellite Radio satellites are located above the equator over the eastern and western coasts of
the continental United States.
1. Verify the G3X Touch system is in normal mode.
2. Allow up to five minutes for the system to obtain a GPS position fix and the GDL 5XR to
obtain data.
3. On each GDU, select the Weather page from the multi-function pane.
4. Verify there are no warnings displayed.
5. Push the GDU knob (right knob on GDU 460), to display weather data page.
6. Verify weather data associated with the subscribed service level is available. Examples
of weather data available are “NEXRAD, METAR, Winds Aloft, Lightning etc.
6.14 GDL 51R/52R SXM Audio Interface Check

This procedure only verifies correct installation and activation of G3X Touch system functions.
It does not activate the GDL 5XR Series XM data link radio. SiriusXM weather and radio
activation is required for this check, reference Section 5.38 for instructions.
1. Position the aircraft where there is a clear view of the southeastern or southwestern sky.
(XM Satellite Radio satellites are located above the equator over the eastern and
western coasts of the continental United States.)
3. Allow up to five minutes for the system to obtain a GPS position fix and the GDL 5XR to
obtain data.
4. On each GDU’s Multi-function pane, select the SXM page.
5. Verify Audio signal bars are in the Green and that the displayed subscription level is
accurate.
6. Verify that under Artist “XM DATA LINK FAIL” is not displayed.
7. Using the inner knob, scroll the channels.
8. Verify that music plays on multiple channels.
6.15 EIS Check

This section contains procedures to verify proper installation, operation, and gauge markings of
the EIS. Begin with the engine off and at ambient temperature.
6.15.1 EIS Gauge Layout and Marking Check
1. Verify the G3X Touch system in normal mode.
2. Navigate to the engine page on the MFD or multi-function page of the PFD in split
format.
3. Verify that no red or amber X marks are present on any EIS gauge.
4. Verify that the instrument gauge markings and ranges match the guidance in the STC,
POH, and other approved data for the aircraft.
6.15.2 EIS Annunciator Light Check (If installed)

If EIS annunciator lights are installed on a G3X Touch system with a standalone MFD, perform
the procedures below in configuration mode to verify proper operation of the annunciator
discrete outputs from the GEA:
2. Press and hold down the MENU key while powering on the GDU 4X0, until the
Configuration Mode page appears.
3. Select the “Systems Information” page.
4. On the “Device List” tab, navigate to the EIS field.
5. On the “Engine Information System Info” tab, select the “Annunciator Test” button while
observing the EIS annunciator lights. Verify the lights illuminate.
6. Remove power from the aircraft.
NOTE
If the annunciator lights do not illuminate, verify lamp operation by momentarily pressing on
the lens holder. If lamp does not illuminate, inspect/replace lamps and repeat check. If lamp
illuminates, remove power from the aircraft and inspect wiring.
6.15.3 Temperature Sensor Check
This check applies to all temperature sensors interfaced to the EIS.
1. Ensure GDU displaying EIS is in normal mode.
2. Navigate to the engine page on the MFD or multi-function pane of the PFD in split
format.
3. Use section A.5 to compare the Sensor Status page port names and functional names.
4. Verify the temperatures being displayed are within +/- 2°C of the ambient temperature.

NOTE
If the engine has not had sufficient time to reach ambient temperature, it is necessary to verify
each temperature source independently.
5. CHT, EGT - Verify each probe is wired to the corresponding cylinder number by applying
heat to each sensor and monitoring the temperature rise on the EIS display.
NOTE
If the temperature decreases when heat is applied, the wire polarity may be reversed.
6.15.4 Manifold Pressure Sensor Check
format.
3. Verify that the Manifold Pressure Gauge does not have a red or amber X on it.
4. Verify that the gauge reads ambient pressure +/-1 inHg.
NOTE
Estimate the ambient pressure by subtracting 1 inHg for every 1,000 ft of field elevation from
the current barometric pressure.
6.15.5 Oil Pressure Sensor Check
format.
3. Verify that the Oil Pressure Gauge does not have a red or amber X on it.
4. Verify that the gauge reads 0 +/-1 PSI.
6.15.6 Fuel Pressure Sensor Check
2. Navigate to the engine page on the MFD or on the multi-function pane of the PFD in the
split format.
3. Verify that the Fuel Pressure Gauge does not have a red or amber X on it.
4. Verify that the gauge reads 0 +/-1 PSI. It may be necessary to manipulate the
throttle/mixture to reduce residual fuel pressure.
5. If installed, turn on the fuel boost pump and verify the fuel pressure increases. Turn off
the boost pump.
6.15.7 Tachometer Check
format.
3. Verify that the RPM Gauge does not have a red or amber X on it.
4. Verify that the gauge indicates 0 RPM.

6.15.8 Fuel Quantity Check
format.
3. Verify that the Fuel Quantity Gauge(s) does not have a red or amber X on it.
4. Verify the indicated fuel quantities are accurate for each tank.
5. Verify that the unusable fuel quantity established by the aircraft manufacturer is the zero
reading and a red radial is present at zero.
6.15.9 Fuel Flow Sensor Check
format.
3. Verify that the Fuel Flow Gauge (FF) does not have a red or amber X on it.
4. Verify that the gauge reads zero fuel flow, e.g. 0 GPH.
6.15.10Shunt & Voltage Sensor Check
Note that an alternator load meter may indicate a small current if the alternator field is on.
format.
3. Verify that the shunt/voltage gauge does not have a red or amber X on it.
4. Verify all intended gauges are available.
5. Verify that the gauge(s) show the correct aircraft voltage and amperage with the engine
off.
6.15.11EIS Engine Run-up Check
An engine run-up check must be performed to ensure proper installation and configuration of
the EIS sensors and gauges. Always follow engine startup procedures as described in the
Aircraft POH.
CAUTION
If the engine indications are not within operating specifications shortly after starting,
IMMEDIATELY shut down the engine and troubleshoot the problem. Failure to do so may
cause engine damage.
Obtain an optical tachometer to monitor propeller RPM.
1. Place the aircraft in an open and clear area appropriate for an extended engine run-up.
2. Follow the engine start-up procedure as outlined in the aircraft POH. Adhere to the
required observations immediately following the start such as oil pressure within 30
seconds.
3. Verify the EIS RPM gauge(s) match the optical tachometer reading +/- 50 RPM.
4. Allow the engine to warm up and oil temperature to increase to at least 100°F.
5. Verify the engine oil pressure gauge is reading within the green arc.
6. Verify the EIS RPM gauge matches the optical tachometer reading ±50 RPM during all
phases of the engine run-up.

7. Verify the alternator load meter (if installed) and battery charge/discharge ammeter (if
installed) indicate a positive load.
8. Perform individual magneto checks as specified by the aircraft POH. If the RPM does
not drop as expected when switching from both magnetos to one, the P-lead, ignition
switch wiring, or magneto timing is incorrect. Discontinue the test immediately and repair
the ignition system.
9. Perform the engine pre-takeoff run-up checklist in accordance with the aircraft POH.
10. Verify all EIS readings are consistent with normal operation and engine performance in
accordance with aircraft type design, engine type design, and/or aircraft POH/AFM.
11. Verify all installed sensors and fittings are free of leaks.
6.16 ADAHRS and Magnetometer Ground Checks

This section contains the ground checks that may be performed on the magnetometer for
ADAHRS aspects of the G3X system.
Perform a pitot-static leak check in accordance with the aircraft manufacturer’s specification
and/or applicable regulations.
6.16.1 Magnetometer Interference Test

NOTE
The Magnetic Interference Test is only required for initial installation verification. This test
should also be repeated to verify all subsequent electrical changes associated with devices
within 10 feet of the GMU magnetometer. Such changes include, but are not limited to, wiring,
shielding, or grounding changes to any light, strobe, beacon, or other electrical device located
in the vicinity of the GMU magnetometer unit. Likewise, this test should also be repeated to
verify all subsequent changes to materials within ten feet of the GMU magnetometer. Such
changes include but are not limited to: addition, removal, or modification of ferrous or
electrically conductive materials located in the same wing as a GMU magnetometer unit. This
procedure validates that no electronic device is interfering with the operation of the GMU
magnetometer which directly impacts the determination of attitude and heading by the GSU
25D. The ADAHRS Unit Orientation (Section 5.9.1) and Pitch/Roll Offset Compensation
(Section 5.9.2) are not required prior to this execution of this procedure. A sequence of
activities to be performed during a magnetometer interference test is shown in Table 6-3
below. This is an example to help guide a technician through an aircraft’s functions that may
create interference with an installed magnetometer such as the GMU 11.
CAUTION
The real time readout displayed during the interference test is only valid for the location of the
GMU when the test was initiated. If using this procedure to evaluate multiple mounting
locations, the test must be started over for each location, failure to do so could provide
incorrect test results.
1. Power on PFD in configuration mode (Section 5.4.1).

3. Select Magnetic Interference Test.
4. Ensure that the aircraft has been properly prepared per the on-screen instructions. See
Table 6-3 for a sample test sequence. Press the Start button to begin the test.

Figure 6-3 – Magnetometer Interference Test On-screen Instructions
5. The actions must be carried out as called for in the prepared test sequence. During
calibration, a real-time value is displayed that represents the current magnetic field
strength as a percentage of the maximum limit.
Figure 6-4 – Magnetometer Interference Test Progress
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time as
specified in the prepared test sequence.
6. After completing the prepared test sequence, press the Done softkey. Ensure that a
PASSED message appears on the display. The magnetic deviation value is displayed to
indicate the pass or fail margin of the test. Press the Done softkey to return to the
Magnetometer Page.
Figure 6-5 – Magnetometer Interference Test Status

Table 6-3 – Magnetometer Interference Test Sequence Example
Elapsed Time (From Start of Test ) Action
(min:secs)
0:00 Test Begins
0:10 Aileron Full Right
0:20 Aileron Full Left
0:30 Aileron Level
0:40 Elevator Up
0:50 Elevator Down
1:00 Elevator Level
1:20 Rudder Left
1:40 Rudder Right
1:50 Rudder Center
2:00 Flaps Down
2:10 Flaps Up
2:20 Autopilot On
2:30 Autopilot Off
2:40 Electric Trim (GFC 500)
2:50 Landing Gear Up
3:00 Landing Gear Down
3:10 Speed Brake Up
3:20 Speed Brake Down
3:30 Navigation Lights On
3:40 Navigation Lights Off
3:50 Landing Lights On
4:00 Landing Lights Off
4:10 Taxi Lights On
4:20 Taxi Lights Off
4:30 Landing + Taxi Lights On
4:40 Landing + Taxi Lights Off
4:50 Strobes On
5:00 Strobes Off
5:10 Recognition Lights On
5:20 Recognition Lights Off
5:30 All Wing-Tip Lights On (simultaneous)
5:40 All Wing-Tip Lights Off (simultaneous)
5:50 Beacon On
6:00 Beacon Off
6:10 Pitot Heat On
6:20 Pitot Heat Off
6:30 Test Complete

If the test fails, the installation should be considered unreliable until the source of magnetic
interference is identified and remedied. The magnetometer interference test must be repeated
until passed. When the magnetometer interference test fails, record the three magnetometer
maximum deviation values, and the corresponding timestamps. A maximum deviation value
greater than 100% of the total limit in any axis indicates a problem that must be resolved.
Compare the corresponding timestamps with the prepared test sequence to identify which
action produced the problem. Contact Garmin for assistance in resolving the problem.
NOTE
Two common reasons for a failed magnetometer interference test are:
• new equipment is installed near the GMU magnetometer or
• An existing or new electronic device has become grounded through the aircraft
structure instead of by proper ground wire in a twisted shielded pair.
6.16.2 Magnetometer Calibration
NOTE
The Pitch/Roll Offset Compensation procedure in section 5.9.2 must be completed prior to
performing this procedure.
Use a compass rose or calibrated magnetic sight compass to calibrate the magnetometer.
Ensure that the aircraft and compass are located away from magnetic interference sources
including buildings. The accuracy of the ADAHRS cannot be guaranteed if the calibration is not
performed in an area that is free of metallic structure or objects. Refer to the guidance in the
Site Evaluation of Magnetic Disturbances above in section 6.16.1.
With the aircraft stationary, initiate the magnetometer calibration procedure as follows:
1. Start the aircraft engine per the POH/AFM.
2. Taxi the aircraft to a desired calibration area.
NOTE
Ensure that there are no nearby magnetic materials on or near the perimeter of the site. If
unavoidable, maneuver the aircraft to keep the magnetometer from passing within 20 feet of
such objects. Ensure that vehicles or other aircraft are a minimum of 40 feet away from the
aircraft during this procedure.
3. At the site, align the aircraft to a heading of magnetic north (+/- 5°). It is best to offset
the aircraft position to the left (west) of the North/South axis to allow turning clockwise
around the site as indicated below.
Figure 6-6 – Compass Rose Starting Position

4. Power on the display(s) in Configuration Mode.
6. Select Magnetometer Calibration.
7. Ensure that all on-screen instructions have been complied with and select the Start
button to begin the calibration.
Figure 6-7 – Magnetometer Calibration On-Screen Instructions

8. Follow the on-screen instructions, the dots at the end of the text will be removed as the
test progresses.
Figure 6-8 – Magnetometer Calibration Progress

9. Follow the on-screen instructions by slowly turning the aircraft to the right, the dots at the
end of the text will be removed as the aircraft rotates 30 degrees. When all dots have
been removed, and the text changes to ‘Hold Position’, stop turning the aircraft, and wait
for further instructions.
10. Continue following the on-screen instructions until the calibration is completed. The
calibration will go through twelve cycles of holding, then turning to the right, before
completing a full circle.
11. When the calibration is finished, ensure that a Calibration Status of “Success” is
displayed, then press the Done softkey to return to the Magnetometer Configuration
Page.

NOTE
If smooth accurate turns are not made, the ADAHRS may incorrectly interpret a station and
instruct to “Hold current position…” prior to or after completion of the heading change. If this
scenario is encountered, it is best for the operator to temporarily ignore the “Hold current
position…” command and instead use compass rose references to complete the heading
change. Dwelling at these 30° increments for the time recommended by the ADAHRS should
result in successful calibration.
Due to high winds or excessive airframe vibration, the operator may encounter a condition
where the 18 second countdown is restarted without full completion of the previous countdown.
If this is experienced more than once for a given heading point, the operator should begin
turning to the next station (approximately 30°). A minimum of two successful heading points per
quadrant is required. It may sometimes be required to hold at a station after a countdown
restart. A maximum of 20 heading points is allowed for the entire calibration procedure. If too
many countdown restarts are encountered the calibration will fail with the message, TOO MANY
STATIONS.
6.16.3 Compass Swing
After the Magnetometer Calibration Procedure is completed, a compass swing must be
performed to verify the ADAHRS/GMU 11 heading accuracy.
1. Verify ‘Auto Mag. Variation’ is selected.
o With the PFD in Normal mode, navigate to the Position Setup Page (Menu →
Main Menu → Setup →Position).
o Under Heading tab, ensure ‘Auto Mag. Variation’ is selected.
o Return to the main screen.
2. With the PFD in normal mode, all of the aircraft and avionics systems powered and
operating normally, position the aircraft on a known compass rose at a heading 360°
(North), or select a level and magnetically clean location and use a sight compass to
position the aircraft to a heading of 360° (North)
3. Record the HDG value displayed on the PFD as indicated in Table 6-4, below. Also
record the heading displayed on the standby compass. Verify or correct the standby
compass deviation card.
4. Repeat step 2 for each of the headings listed in Table 6-4.
5. Calculate the heading errors by subtracting the displayed (B) value from the actual (A)
value for each of the headings in Table 6-4.
6. If all calculated heading errors displayed on the PFD are at or within +/-10° from the
surveyed heading, the installation is acceptable, and no further work is required to
correct the GMU 11 installation.
7. If a Heading Error (A-B) is greater than +/- 10°, calculate the average error by adding all
errors and dividing by 12. This is the angle by which the GMU 11 must be physically
rotated to correct the installation.
8. Modify the installation to rotate the GMU 11 by the amount calculated in the previous
step. When looking down at the GMU 11, rotate clockwise for positive values, and
counterclockwise for negative values.
9. After physically correcting the GMU 11 installation, repeat the procedures in section
6.16.2 and section 6.16.3.

Table 6-4 – Heading Verification – ADAHRS Check
Heading (A) Displayed ADAHRS Heading Error (A-B) Standby Compass
Heading (B) Heading
360° (North)
30°
60°
90°(East)
120°
150°
180°(South)
210°
240°
270°(West)
300°
330°

6.16.4 Engine Run-Up Vibration Test
NOTE
The Engine Run-Up Vibration Test is required for all installations to validate the vibration
characteristics of the installation. The ADAHRS Unit Orientation (Section 5.9.1) and Pitch/Roll
Offset Compensation (Section 5.9.2) are not required prior to this procedure.
NOTE
Passing the Engine Run-Up Vibration test does not remove the requirement to rigidly mount
the GSU 25D. The Engine Run-Up Vibration Test is intended to help discover mounting
issues, but successful completion of the test does not validate the mounting of the GSU and
does not account for all possible vibration profiles that may be encountered during normal
aircraft operation.
1. Power on the PFD in configuration mode if it is not already in configuration mode.
3. Ensure that all the required status boxes are checked.
4. Select Engine Run-Up Test.
5. Ensure that the aircraft has been properly positioned per the on-screen instructions, then
select the Start button to begin the test.
6. Gradually increase power from idle to full-throttle and back to idle over the course of one
to two minutes; the test data is displayed as the test progresses.
NOTE
If failures are indicated, the engine run-up test may be repeated up to three times. If the test
does not pass after three attempts, the installation should be considered unreliable until the
source of the vibration problem is identified and remedied. If the engine run-up test fails
repeatedly, record the values that are reported to be out of range for future reference.
7. Select the Done softkey when engine run-up has been completed; the test results will be
displayed.
8. Ensure that test results indicate Passed, then select the Done button to return to the
ADAHRS page.
The following are potential causes for failure of the engine run-up test:
• Excessive flexing of GSU 25D and/or GMU magnetometer mechanical mounting with
respect to airframe.
• Vibration or motion of the GSU 25D caused by neighboring equipment and/or
supports.
• Mounting of GSU 25D at a location that is subject to severe vibrations such as near
engine mounts.
• Mounting screws and other hardware for GSU 25D and/or GMU magnetometer not
properly attached.
• GSU 25D connector not firmly attached to unit.
• Absence of recommended mounting support.
• Cabling leading to the GSU 25D not firmly secured to supporting structure.
• An engine/propeller combination that is significantly out of balance.

NOTE
Some aircraft may have difficulty passing this test if performed in windy conditions. Windy
conditions do not provide evidence that the test would otherwise pass successfully; an actual
pass is required before the installation can be considered adequate.
6.17 GTR 20/200B Ground Checks

NOTE
Reference Section 5.36.3 for entering configuration mode on the GTR 200B.
Some checks on this section are only applicable to GTR 200B and are noted on the header.
NOTE
Section 6.17.1, 6.17.3, and 6.17.7 are only applicable to installations using GTR’s intercom.
6.17.1 Headset Tests Page (Configuration Mode) (GTR 200B Only)

The Headset Tests page allows the installer to test the operation of the headset outputs:
1. Enter configuration mode on the GTR 200B, from the Configuration Mode Home page,
turn the LARGE Knob to highlight the Headset Tests page and press the SMALL Knob
to display.
Stereo headsets with the stereo setting selected must be used with 3D audio. Stereo headsets
are shipped set to mono. Make sure the headsets used for this test are set to the stereo
position.
A true mono headset will work correctly with the GTR 200B, but only mono audio will be heard,
and 3D audio will not be available. The GTR 200B will detect the mono headset and
automatically switch to mono operation. A mono headset plug can be identified by the absence
of the RING. Perform the below procedure to verify proper headset configuration.
2. Connect a stereo headset to the pilot headset position.
3. Move to the HEADSET TEST subpage.
4. Verify that none of the HS SHORT checkboxes are checked.
- If the HS SHORT L checkbox is checked it is likely that there is an installation wiring
problem.
- If the HS SHORT R checkbox is checked it is likely that a mono headset is plugged
in or there is an installation wiring problem.
- If both the HS SHORT L and R checkboxes are checked it is likely that a stereo
headset set to mono is plugged in.
- If any of the HS SHORT checkboxes are checked, and no headset is plugged in,
check for an installation wiring problem.
5. Use the SMALL Knob to move through the TEST TONE positions. The positions are:
- PIL LEFT – A tone should be heard in the left ear speaker of the pilot headset.
- PIL RIGHT – A tone should be heard in the right ear speaker of the pilot headset.
- COP LEFT – A tone should be heard in the left ear speaker of the copilot headset.
- COP RIGHT – A tone should be heard in the right ear speaker of the copilot headset.

6. Verify that the test tone is heard in the correct headset ear speaker and the tone is not
heard in any other position.
7. Repeat steps 2 through 6 for the copilot headset position.
6.17.2 COM Tests Page (Configuration Mode) (GTR 200B Only)
The COM Tests page allows the installer to test the operation of the COM functions.
Perform the below procedure to verify proper COM configuration:
turn the LARGE Knob to highlight the COM Tests page and press the SMALL Knob to
select the COM TESTS subpage.
2. Connect a headset to the pilot headset jacks.
3. Verify the following checkboxes are not checked:
- TX – Indicates the radio is transmitting.
- RX – Indicates the radio is receiving.
- SQ – Indicates the radio squelch is overridden. Radio squelch can be overridden by
pushing the volume knob.
- LO VOLT - Indicates the radio input voltage is low. The radio will reduce TX power or
stop transmitting completely depending on the voltage level.
- HI TEMP – Indicates the transmitter temperature is high. If transmitter temperature is
high the radio will reduce TX power until the temperature lowers.
- TX AMPS – This is not a checkbox. This indicates how much current (in Amps) is
supplied to the transmitter. When the GTR 200B is transmitting the current draw will
be approximately 3.0 Amps under ideal load conditions. When the GTR 200B is not
transmitting the current draw will be around 0.01 Amps.
4. If the LO VOLT checkbox is checked this indicates a low battery condition or wiring fault
that is preventing the radio from receiving proper voltage. Correct this condition before
proceeding with this test.
5. Select a frequency that is transmitting. An ATIS, ASOS, or other continuously
transmitting frequency is a good choice. Frequency tuning works differently in
configuration mode. The SMALL Knob changes the highlighted frequency field and the
LARGE Knob moves the highlighted field.
6. Verify the RX checkbox is checked, and the received audio can be heard in the headset.
7. Select a frequency that is safe for transmission. The antenna and coaxial cable must be
properly connected to the radio before attempting to transmit.
8. Key the transmitter and verify the TX checkbox is checked while transmitting. If the
checkbox does not check, there is a wiring fault. If the checkbox is always checked there
is a wiring fault.
9. If the radio is tuned to a frequency that is appropriate for a radio check, one can be
performed as part of this test.
10. If the copilot position is wired for transmission repeat steps 2 through 9 for the copilot
position.
6.17.3 Audio Tests Page (Configuration Mode) (GTR 200B Only)

The Audio Tests page procedure below will verify configuration done in Section 5.36.4 by
verifying the audio level into the GTR 200B AUX/Music inputs listed below are at the desired
level.
Audio Tests Source Selections:
OFF – No audio source is selected.
Music Left and Right – Stereo music input. This input can be muted.
AUX 1 & 2 – Auxiliary inputs 1 and 2. These inputs are not muted.
Perform the below procedure to verify proper Audio configuration:
turn the LARGE Knob to highlight the Audio Tests page and press the SMALL Knob to
select the AUDIO TESTS subpage.
Figure 6-9 – GTR 200B Audio Tests Page

The solid bar represents the average signal level and the vertical line represents the peak level.
2. Turn on the audio source connected to the AUX/Music input(s).
3. Use the LARGE and SMALL Knobs to select the audio source.
4. With the audio source active adjust the audio source output level so the average level is
between the two marks on the level bar.
5. Verify proper audio setup and configuration per Section 5.36.
6. While wearing a headset verify headset volume is at the desired level.
7. Repeat for any other Music inputs.
For AUX inputs:
8. From each LRU feeding the AUX inputs, force an Aural Alert test.
9. Verify the audio is clear and unmuted in the headset.
6.17.4 Lighting Bus Interface Check (Configuration Mode) (GTR 200B Only)
The display and bezel key backlighting on the GTR 200B can track an external lighting/dimmer
bus input and use it to vary the display and bezel key backlight levels accordingly. This check is
only applicable if Lighting Source (on the Lighting Setup Page, Section 5.36.4.6) is set to 14V or
28V and verifies that the interface is connected correctly.
turn the LARGE Knob to highlight the Lighting Setup page Tests page and press the
SMALL Knob to select the Lighting Setup subpage.
2. Ensure the lighting bus input is set to its minimum setting.
3. Slowly vary the input lighting bus level. Verify that the display brightness tracks the
lighting bus setting. Continue to maximum brightness and verify proper operation.
6.17.5 Antenna Check (Normal Mode)
Check the antenna VSWR using an inline wattmeter in the antenna coaxial using frequencies
near both ends of the band. The VSWR should be less than 2:1. A VSWR of 2:1 will cause a
drop in output power of approximately 12%.

6.17.6 Receiver/Transmitter Check (Normal Mode)
Tune the unit to a local VHF frequency and verify the receiver output produces a clear and
understandable audio output. Verify the transmitter functions properly by contacting another
station and getting a response of reliable communications.
6.17.7 Alert Volume Check
This check is performed with GDU in configuration mode to verify proper alert volumes for alert,
message, AOA, and Alt Alert as applicable.
1. Apply power to aircraft with GDUs in configuration mode.
2. Connect a headset to the pilot’s headset output jack and pilot’s mic jack.
3. Navigate to the “Sound Configuration” page.
4. Select the Test button. Verify proper sound volume is heard on the headsets.
5. Repeat step 4 for all applicable alerts including non-Garmin alerts. (ie: non-Garmin AP
disconnect).
6.18 Garmin GFC 500 Autopilot Interface Check

For aircraft equipped with Garmin GFC 500 autopilot system, perform interface checkout of the
autopilot in accordance with procedures outlined in the GFC 500 Part 23 AML STC Installation
Manual 190-02291-00.
6.19 Non-Garmin Autopilot Interface Check

Before proceeding with the autopilot interface tests, verify the G3X system and non-Garmin
autopilot have been properly configured. For configuration instructions see section 5.12.2 and
C.5. Only those interfaces which are directly affected by the G3X Touch STC are covered by
this manual; if any other autopilot modifications were performed, they are outside the scope of
this STC and must be checked in accordance with the autopilot installation manual.
WARNING
It is important that the G3X system be properly configured in order to prevent damage to the
autopilot computer.
NOTE
The following procedures are general in nature and it may be necessary to reference the
autopilot manufacturers testing instructions to allow the autopilot to be tested properly.
6.19.1 Autopilot Engagement Check
This section verifies that the autopilot can be engaged.
1. Verify the G3X Touch system is in normal mode. Allow the PFD to obtain a valid
heading, attitude, altitude, and GPS location.
2. Verify the GPS navigator is in normal mode.
3. Engage the autopilot. If the autopilot cannot be engaged, troubleshoot using the
instructions in the autopilot installation manual.
4. If step 3 was successful, disengage the autopilot.

6.19.2 Heading and Course Error Check
This section verifies that the heading and course error interface between the G3X system and
autopilot computer is functional. For dual GDU G3X Touch installations, the following
instructions apply only to the PFD.
6.19.2.1 Heading Error
2. On the PFD set the heading bug to the current aircraft heading.
3. On the PFD, verify HDG/CRS Valid.
4. Engage the autopilot in HDG mode.
5. Adjust the heading bug to the right.
6. Verify that the control yoke or stick moves to the right.
7. Adjust the heading bug to the left.
8. Verify that the control yoke or stick moves to the left.
9. Adjust the heading bug to the aircraft heading.
10. Disengage the autopilot.
NOTE
If the control yoke or stick moves in the opposite direction of what is expected, reverse the
LEFT/RIGHT HDG Polarity on the Autopilot Calibration page and continue the checkout
process.
6.19.2.2 VOR Course Error
Some autopilot systems might not have course error capability; and this step is not necessary
for those systems.
1. Apply power to the aircraft and aircraft systems and allow the aircraft systems to
initialize.
2. Tune the VHF NAV to the NAV/COM Test Set frequency for VOR operation.
3. Set the Course pointer on the PFD HSI 15 degrees to the left of aircraft heading and
ensure that the PFD CDI is displaying VOR navigation information.
4. Simulate a VOR signal with a “TO” course equal to the aircraft heading.
5. Slowly adjust the course pointer on the PFD CDI toward the aircraft heading until VOR
captures.
6. Center PFD CDI course pointer on the aircraft heading.
7. Engage the autopilot in NAV mode.
8. Adjust the NAV ramp tester course and the PFD CDI course pointer 20 degrees to the
left of current aircraft heading.
9. Verify that the flight controls move toward the left.
10. Adjust NAV ramp tester course to aircraft heading.
11. Adjust the NAV ramp tester course and the PFD CDI course pointer 20 degrees to the
right of current aircraft heading.
12. Verify that the flight controls move toward the right.
13. Adjust the NAV ramp tester course to aircraft heading.
6.19.2.3 Localizer
1. Tune the VHF NAV to the NAV/COM Test Set frequency for LOC operation.
2. On the NAV ramp tester simulate centered LOC needle presentation.
3. Set the Course pointer on the PFD HSI to the current aircraft heading.
4. Verify the PFD CDI displays centered deviation for LOC.
5. On the NAV ramp tester simulate 0.093 DDM Left LOC.
6. Verify PFD CDI deviation bar is one dot left.
7. Verify that the flight controls turn to the left.
8. On the NAV ramp tester simulate 0.093 DDM Right LOC.
9. Verify PFD CDI displays one dot right.
10. Verify that the flight controls turn to the right.
11. On the NAV ramp tester simulate centered LOC needle presentation.
6.19.3 GPSS Course
This test is only performed for installations that are interfaced to a GPS navigation source and
the interfaced autopilot did not previously have a GPSS function. Conduct this test with the
aircraft positioned where it can receive GPS signal.
1. On the GPS navigator, enter a simple Direct-To flight plan with a waypoint that is on the
current aircraft heading and select the PFD CDI to display GPS. If the navigator has the
capability to enter user waypoints, a user waypoint can be entered to facilitate this test.
It is suggested that the waypoint be within 5 miles of the current aircraft position for best
results.
2. On the PFD, press the MENU button to display the 'PFD Options’ page, and select
GPSS. A green bar is displayed at the bottom of the GPSS box to indicate it is
selected(enabled).
3. Verify the following:
On the PFD Attitude field:
• GPSS field is displayed to the right of the airspeed tape.
On the PFD CDI field
• The heading bug changes to a hollow cyan.
4. On the navigator select OBS to enter GPS OBS mode.
5. Set the OBS course for the current aircraft heading (it is assumed the waypoint is on the
current aircraft heading).
6. Engage the autopilot in HDG mode.
7. Adjust the OBS course 20 degrees to the left of current aircraft heading.
8. Verify that the flight controls move toward the left.
9. Adjust the OBS course 20 degrees to the right of current aircraft heading.
10. Verify that the flight controls move toward the right.
11. Adjust the OBS course to aircraft heading.
6.20 G5 Miscompare Check

This test is only performed on installations with G5 ADI as a standby instrument.
1. Apply power to the aircraft and G3X system and allow G5 to initialize.
2. Verify heading, altitude and IAS values on the G3X PFD match the values on the G5,
and heading, altitude and IAS miscompare messages are not displayed on the PFD.
3. Rotate G3X PFD knob that has been configured for controlling heading and verify “HDG
xxxº” is displayed on the G5 and matches the value on the G3X PFD, and the heading
bugs move at the same rate on both the G5 and G3X PFD.

4. Press the G5 knob then rotate to highlight “Heading” field, press the knob to make
selection and rotate to adjust:
• Verify the values on the heading field on the G3X PFD incrementally change at
the same rate and values match the G5 ADI.
• Verify the heading bugs move at the same rate on both the G5 and G3X PFD
5. Rotate G3X PFD knob that has been configured for controlling the altitude bug and verify
the bugs move, values match and incrementally change at the same rate on both the G5
and G3X PFD altitude tape.
6. Press the G5 knob then rotate to highlight “Altitude”, press the knob to make selection
and rotate to adjust:
• Verify the altitude bugs move, values match and incrementally change at the
same rate on both the G5 ADI and G3X PFD altitude tape.
7. Rotate G3X PFD knob that has been configured for controlling “Baro” and verify the
barometric pressure and pressure altitude values incrementally change at the same rate
and values match on both the G5 ADI and G3X PFD.
• Verify the “Baro” field on the G5 changes to a cyan color and the digits change to
black color but revert to black field with cyan digits, once the knob is no longer
rotated.
8. Rotate G5 ADI knob and verify the barometric pressure and pressure altitude values
incrementally change at the same rate and values match on both the G5 ADI and G3X
PFD.
• Verify the “Baro” field on the G3X PFD changes to a cyan color and the digits
change to black color but revert to light background with cyan digits, once the
knob is no longer rotated.
6.21 GAP 26 AOA Probe Checks

The following inspection points should be checked after the installation of the GAP 26 is
complete:
6.21.1 AOA Probe Heater Check
WARNING
When checking the operation of the GAP 26 heater, do not touch the probe.
1. Verify the proper operation of the AOA probe heater.
• Apply power to the aircraft
• Move the AOA heater switch to the ON position.
• Check the temperature of the probe heater by placing hand above the probe to feel
radiant heat or use a temperature probe to verify the elevated temperature of the
probe.
• Move the AOA heater switch to the OFF position.
• Remove power from the aircraft.
6.21.2 AOA Probe Leak Check
NOTE
Although 14 CFR Part 91 does not require a leak test, the AOA system leak test is a
requirement for this STC.

Leak testing must be performed to provide assurance that any leakage is within an acceptable
range and that the system does not experience inconsistent performance or AOA calibration
issues. Perform the AOA system leak test by following the steps below:
• Inspect pitot pressure port, AOA pressure port, and drain holes to ensure that all are
undamaged and clear of debris.
• Ensure all mounting points for the GAP 26 and replacement inspection panel are secure
and there are no visible signs of damage such as cracks around or extending from
mounting holes.
• To prevent burns to the body or damage to test equipment disable the heater
functionality by opening the circuit breaker prior to performing the leak test.
• If a pitot-static tester is used to perform this test, the required airspeed input is 150
knots.
• Perform the leak test on the pneumatic system with the probe installed on aircraft and
with the drain holes fully sealed.
• Apply 150 knots pressure to the system and measure the pressure loss over one minute.
A leak rate of 10 knots/min or less is allowable and still maintains proper functionality.
NOTE
Both pressure chambers on the GAP 26 probe have drain holes that when open during
normal operation would constitute a designed-in leak that is several times higher than 250
knots/min but does not add significant error.
• After the leak test is completed, make sure all pressure ports and drain holes on the
GAP 26 are open and clear of debris.
WARNING
Failure to make sure the pressure ports and drain holes on the GAP 26 are open and clear of
debris could result in equipment damage or a decrease in safety margins.
6.22 Wig-Wag Landing/Taxi Light Check (if configured)

2. Locate the Landing and Taxi Light switches and turn both to Flash. Verify the landing and
taxi light alternately flash.
3. Turn both switches to on and verify the are on continuously.
6.23 CO Detector Display Check (if configured)

1. Apply power to the aircraft with the GDUs in normal mode.
2. On the GDU, navigate to the “Main Menu”,
3. Select “Setup”
4. Select “Data Bar”, on “Data Fields” select “Change”.
5. Touch the magenta pilot-configurable data bar field and select “Carbon Monoxide (ppm)”
on the “Data Bar Setup” page to display CO level.
6. Verify a CO readout on the data bar field is between 0 to 9 PPM.
6.24 Placards and Switch Labeling Check

If any placards were relocated due to display installation, verify the following:
• The font size of the new placard is the same as the old placard it is replacing.
• The color of the new placard is identical to the color of the placard it is replacing.
• The text on the new placard is identical to the text on the placard which it is replacing.
The text may be arranged differently as required by space constraints, but the wording
must be the same.
• The placard must be legible and not obscured to the pilot by the glare shield in all flight
control positions or by any other component in the flight deck.
If the new switch labels were added due to G3X Touch installation, verify the following:
• The labeling and font sizing is legible from the pilot’s seat.
• The labels are legible in all ambient light conditions, particularly that the labels are
legible with ambient floodlighting in darkness.
• The switch label must be legible and not obscured to the pilot by the glare shield in all
flight control positions or by any other component to include the switch position.
If the G3X Touch system installation is limited to VFR operation only, and if a placard is
required, verify the following:
• The text on the placard reads: “AIRCRAFT LIMITED TO VFR.”
• The font is at least 0.25" tall.
• The placard is legible from the pilot’s seat.
6.25 EMI / RFI Check

An EMC check must be conducted once the G3X Touch system is installed and all interfaces to
external equipment are verified to be working correctly. The EMC check verifies that the G3X
system is not producing unacceptable interference in other avionics systems and other avionics
systems are not producing unacceptable interference in the G3X system. Table 6-5 below
should be used to collect data for this check.
1. Enter equipment installed in the aircraft into the Source row and Victim column of the
form.
2. Apply power to all avionics systems except for the components that are part of the G3X
system.
3. Verify all existing avionics systems are functioning properly.
4. Apply power to the G3X system.
5. Remove power from all other avionics systems.
NOTE
Wait for the current system start up sequence to finish before applying power to the next
system.
6. Apply power and/or operate the systems listed on the fillable form on Table 6-5, one
system at a time. Make sure to pull/push circuit breakers or turn on/off large loads, e.g.
heaters, cycling flaps (if electrical) etc.
7. Verify the G3X system functions properly and no related messages are displayed.
8. Verify each radio is functioning properly by completing the following:
a. For each VHF COM radio, monitor one local frequency, one remote frequency,
and one unused frequency.
b. Verify no unintended squelch breaks or audio tones interfere with
communications.

c. For each VHF NAV radio, monitor one local frequency, one remote frequency,
and one unused frequency.
d. Verify there are no guidance errors.
e. Verify no audio tones interfere with the station ID.
f. For each GPS Navigator, enter a simple flight plan and display as appropriate.
i.e. Navigator Display, PFD, CDI etc., if installed.
g. Verify there are no guidance errors.
9. If an EI FT-60 or an EI FT-90 fuel flow sensor is installed, verify the fuel flow indication is
accurate and the indication does not fluctuate or invalidate the display.
a. Transmit various modulating tones on each COM radio (e.g. Whistling).
b. See section 4.17.5 for details if the fuel flow indication fluctuates.
NOTE
EMI check of the fuel flow must be performed with the engine running.
10. Verify all other avionic systems are functioning properly.

Table 6-5 – EMI Victim/Source Matrix
Communication Radio(s)
GTP 59 (OAT indication)
GMU 11 (Mag. Heading)
GAD 29B (If installed)
GDL 5XR (if installed)

GSU 25D (PIT/ROLL)
Gov RPM Incr / Decr

GDU #2 (If installed)
Navigation Radio(s)
GAD 27 Light Flash

GEA24 (if installed)
Magnetic compass
Hydraulic System
Anti-Collision Lt
Radar Altimeter
GAP 26 Heater
Autopilot / SAS
Landing Lights
Transponder
Audio Panel
Pulse Light
TAS/TCAS
Fuel Valve
Generator
Pitot Heat
GDU #1
Pos Lt
GDU #1
GDU #2
(If installed)
GMU 11
(Mag. heading)
GAD 29B
(If installed)
GSU 25D
(PIT/ROLL)
GDL 5XR (if
installed)
GEA 24 (if
installed)
GTP 59 (OAT
Indication)
Magnetic
Compass
Navigation
Radio(s)
SOURCE
Communication
Radio(s)
Fuel Valve
Pitot Heat
Pulse Light
Generator
Pos Lt
Anti-Collision Lt
Landing Lights
Gov RPM Incr /
Decr
Hyd System
Radar Altimeter
TAS/TCAS
Transponder
Audio Panel
Autopilot / SAS
GAP 26 Heater
GAD 27 Light
Flash

7. In-Flight AOA Calibration
NOTE
Ensure the “Advanced User Setup” setting is set to “Enabled” in Systems Options page in
Configuration mode (Reference 5.6). After AOA calibration is completed, “Advanced User
Setup” must be set to “Disabled”.
AOA calibration must be performed on installations that include a GAP 26 to enable AOA
functionality. The AOA calibration is performed in order to configure the four AOA settings
shown on Figure 7-1.
These calibrations must be done while in flight. The AOA calibration procedure is performed
from the Angle of Attack Setup page on PFD 1 accessed in normal mode and requires the
AOA input enabled on the LRU Configuration page (Section 5.8) and “Advanced User Setup”
enabled on the Systems Options page (Section 5.6).
Figure 7-1 – AOA Display
WARNING
AOA calibration involves flying the aircraft at low airspeeds and angles of attack at or near the
stall point. Do not perform AOA calibration until the aircraft's stall recovery characteristics are
well-understood. Before AOA calibration, ensure that the aircraft is clear of all traffic and at a
safe altitude for stall recovery.
7.1 AOA Calibration Procedure

Perform the calibration procedures outlined in this section. Any of the calibration procedures
may be repeated as necessary to fine-tune the behavior of the AOA gauge and audio alerting.
NOTE
For best results, perform all AOA calibration in smooth air. Turbulence or rough air can affect
the calibration.
NOTE
The calibration values displayed for the AOA calibration points are proportional to actual AOA
(the greater the calibration value, the greater the AOA) but are not otherwise representative of
any specific unit of measure.

For the calibration to be valid:
• The Stall Warning AOA calibration value (resultant from the calibration procedure)
must be greater than the Minimum Visible AOA calibration value (Figure 7-2).
• The Caution Alert AOA calibration value (resultant from the calibration procedure)
must be greater than the minimum visible AOA calibration value and less than the
Stall Warning AOA calibration value (see Figure 7-2).
Figure 7-2 – Angle of Attack Setup Page

Perform the following to access the Angle of Attack Setup page:
1. In normal mode on PFD 1, press the MENU Key twice to display the Main Menu.
2. Use the Touch Panel or a Move Selector Knob to select the Setup button.
Figure 7-3 – Main Menu Page

3. Use the Touch Panel or a Move Selector Knob to select the Angle of Attack button.
Figure 7-4 – Setup Page

4. Use the Touch Panel or a Move Selector Knob to make the desired selections.
5. If AOA calibration has not yet been performed, the calibration fields will be blank. “AOA
pressure measurement not valid” will be displayed if an air pressure sensor is not
connected, or if the aircraft is on the ground. To delete an existing AOA calibration,
press the “Clear” button.
6. Perform all the required calibration points; Minimum Visible AOA Calibration, Caution
Alert AOA Calibration, Stall Warning AOA Calibration, and Approach Target AOA
Calibration.
Perform the AOA calibration sequentially from Section 7.1.1 through 7.1.4:
7.1.1 Minimum Visible AOA Calibration
This procedure sets the AOA value for the bottom of the AOA gauge green arc (Figure 7-1),
which is also the AOA value at which the gauge will first appear on the PFD. Perform this
calibration while flying the aircraft at an AOA somewhat higher than a normal cruise flight (1.5 x
stall speed (Vso) is suggested) to avoid nuisance frequent appearances of the AOA gauge.
1. From the Angle of Attack Setup page, select “Calibrate” button in the “Minimum Visible
AOA Calibration” field.
2. Follow onscreen instructions, then press the Start button to begin calibration.

3. Follow onscreen instructions, then press the “Done” button when completed.
4. Verify that the calibration is successful, then press the Done button.
NOTE
After calibrating all required AOA points, if the AOA gauge appears too frequently or not
frequently enough, the Minimum Visible AOA calibration step can be repeated to set a new
value.
7.1.2 Caution Alert AOA Calibration
Caution Alert AOA calibration procedure sets the AOA value for the bottom of the yellow
"chevron" section of the AOA gauge (Figure 7-5), which is also the AOA value at which the
audible stall warning sound will begin to intermittently play.
Perform this calibration while flying the aircraft at an AOA below the aircraft's stall AOA (1.1 x
stall speed (Vso) is suggested).

Figure 7-5 – Caution Alert AOA
1. From the Angle of Attack Setup page, select “Calibrate” button in the “Caution Alert AOA
Calibration” field.

NOTE
After calibrating all required AOA points, if the AOA caution alert and audio warning occur too
frequently or not frequently enough, the Caution Alert AOA calibration step can be repeated to
set a new value.
7.1.3 Stall Warning AOA Calibration
This procedure sets the AOA value for the top of the red "chevron" section of the AOA gauge
(Figure 7-6), which is also the AOA value at which the audible stall warning sound will play
continuously (just before stall break is suggested).
Figure 7-6 – Stall Warning AOA

1. From the Angle of Attack Setup page, select “Calibrate” button in the “Stall Warning AOA
Calibration” field.
2. Stall Warning AOA calibration is performed with flaps in down, mid-range (if applicable)
and up positions. Place the flaps in one of these positions.

6. Repeat Stall Warning AOA calibration using a different flap setting.
NOTE
After calibrating all required AOA points, if the AOA caution alert and audio warning occur too
frequently or not frequently enough, the Stall Warning AOA calibration step can be repeated
to set a new value.
7.1.4 Approach Target AOA Calibration
This procedure sets a specific point (1.3 x stall speed (Vso) is suggested) on the AOA gauge to
use as the ideal target AOA for an approach. If calibrated, the approach target AOA will display

as a green circle on the AOA gauge (Figure 7-7). To be valid, the approach target AOA must be
between the minimum visible (green) and caution alert (yellow chevron) AOA points.
Perform this procedure with flaps down, flying the aircraft at 1.3 x stall speed (Vso) and power at
idle.
Figure 7-7 – Approach Target AOA

1. From the Angle of Attack Setup page, select “Calibrate” button in the “Approach Target
AOA Calibration” field.

5. This completes the AOA calibration procedure.
NOTE
After AOA calibration is successfully completed and the aircraft has landed, disable
‘Advanced User Setup” in configuration mode (Section 5.6).

8. Documentation Checks
All checks contained in the previous sections must be completed prior to performing the
following checks.
8.1 Airplane Flight Manual Supplement (AFMS)

1. Ensure the appropriate data fields in the AFMS are completed.
2. Insert the AFMS in the Airplane Flight Manual (AFM) or Pilot’s Operating Handbook
(POH).
8.2 Instructions for Continued Airworthiness

Ensure that the following aircraft information is recorded in Appendix A of the G3X Touch EFIS
Part 23 AML STC Maintenance Manual contains ICA (P/N 190-02472-02) and is retained with
the aircraft permanent records.
1. Fill in the Aircraft Make, Model, Registration Number, and Serial Number information.
2. Record the G3X software version loaded to the GDU(s).
3. Fill in the part number, serial number, and mod status of all G3X LRUs.
4. Fill in the installation location of each LRU that was installed as part of the G3X Touch
installation.
5. Make a sketch for the location of the wire runs for each LRU that was installed for the
G3X Touch system.
6. Capture all G3X configuration data using an SD card (reference section 5.7).
Refer to the G3X Touch EFIS Part 23 AML STC MM/ICA (P/N 190-02472-02) for configuration,
serial number, and LRU location documentation procedures.

APPENDIX A Connectors and Pin Functions
The following sections show pinout and pin functions of each LRU in a G3X Touch system.
They are organized by LRU. The figures show images/depiction of the connector when looking
at the LRU.
A.1 GAD 27
A.1.1 J271 Pin Function List
Figure A-1 – J271 on the GAD27
J271 Pin Descriptions

PIN PIN NAME I/O
1 CAN HI I/O
2 CAN LO I/O
3 CAN BUS TERM --
4 GAD 27 POWER GND --
5 RESERVED --
6 RESERVED --
7 GAD 27 POWER IN
8 GAD 27 POWER GND --
9 RESERVED --
10 RESERVED --
11 RESERVED --
12 RESERVED --
13 RESERVED --
14 RESERVED --
15 RESERVED --
16 RESERVED --
17 RESERVED --
18 RESERVED --
19 RESERVED --
20 RESERVED --
21 RESERVED --
22 RESERVED --
23 RESERVED --
24 RESERVED --
25 RESERVED --
26 RESERVED --
G3X Touch EFIS Part 23 AML STC Page A-1 Revision 7
PIN PIN NAME I/O
27 RESERVED --
28 RESERVED --
29 RESERVED --
30 RESERVED --
31 RESERVED --
32 RESERVED --
33 RESERVED --
34 LIGHT 1 SWITCH IN
35 LIGHT 2 SWITCH IN
36 ALTERNATING FLASH ON IN
37 RESERVED --
38 GAD 27 POWER GROUND --
39 RESERVED --
40 RESERVED --
41 RESERVED --
42 RESERVED --
43 RESERVED --
44 RESERVED --
45 RESERVED --
46 RESERVED --
47 RESERVED --
48 RESERVED --
49 RESERVED --
50 RESERVED --

This connector is not used in this STC.
A.1.3 TB273 Pin Function List
Figure A-2 – TB273 on the GAD27
TB273 Pin Descriptions

PIN PIN NAME I/O
1 KEEP ALIVE POWER IN IN
2 KEEP ALIVE POWER V OUT OUT
3 LIGHT 1 POWER IN IN
4 LIGHT 2 POWER IN IN
5 RESERVED --
6 RESERVED --
7 RESERVED --
8 RESERVED --
9 LIGHT 1 POWER OUT OUT
10 LIGHT 2 POWER OUT OUT
Keep Alive Power In (TB273 pin 1)
This connection is only required for 14VDC aircraft with EIS. Connect this terminal to an
essential bus in the aircraft. Ring terminal P/N 235-00094-00 is required to connect to this
terminal.
Refer to APPENDIX B for detailed connection information.
Keep Alive Power Out (TB273 pin 2)
This terminal can be connected to three LRUs. Ring terminal P/N 235-00094-00 (Garmin) is
required to connect to this terminal. This connection is described in APPENDIX B. The
maximum output of this terminal is 3.5A at 12VDC.
CAN Bus
The GAD 27 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GAD27 is
used to connect to other aircraft LRUs.
For specific wiring information refer to APPENDIX B.
Alternating flashing light function
The GAD 27 can interface to existing landing and taxi light systems to enable alternating
flashing (wig-wag) of the taxi and landing lights. This function is available for both 14VDC and

28VDC aircraft. The maximum power the GAD 27 can pass through on TB273 pins 3, 4, 9, 10 is
10 amps per light.
A.2 GAD 29B
Figure A-3 – J291 on the GAD 29B

PIN PIN NAME I/O
1 CAN-H I/O
2 CAN-L I/O
3 RESERVED --
4 RESERVED --
5 RESERVED --
6 POWER GROUND --
7 AIRCRAFT POWER IN
8 RESERVED --
9 GROUND --
Figure A-4 – J292 on the GAD 29B

PIN PIN NAME I/O
1 AC REFERENCE HI IN
2 AC REFERENCE LO IN
3 HDG/CRS VALID OUT
4 ARINC 429 RX 4B IN
6 ARINC 429 TX 2B OUT
8 HEADING ERROR HI OUT
9 CAN TERM 1 --
PIN PIN NAME I/O
14 HEADING ERROR LO IN
15 COURSE ERROR HI OUT
16 ARINC 429 RX 4A IN
18 ARINC 429 TX 2A OUT
20 COURSE ERROR LO IN
21 CAN TERM 2 --
Aircraft Power
The GAD 29B operates using power from one 14 / 28 VDC input (J291 pin 7).
CAN Bus
The GAD 29B CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GAD 29B
is used to connect to other aircraft LRUs.
ARINC 429
The ARINC 429 outputs conform to ARINC 429 electrical specifications when loaded with up to
5 standard ARINC 429 receivers. The G3X in conjunction with the GAD 29B can receive GPS
and VHF navigation data and send selected course when connected to a GPS, VHF or
GPS/VHF navigator.
Autopilot Heading/Course
The GAD 29B can provide analog heading and course error outputs to non-Garmin analog
autopilots. In the case of an AC autopilot, the GAD 29B has an AC REFERENCE signal input.
A.3 GDL 5XR
A.3.1 J5X1 Pin Function List

Figure A-5 – J5X1 on the GDL 5XR
J5X1 Pin Functions

PIN PIN NAME I/O
1 RESERVED --
2 RESERVED --
3 RESERVED --
4 RESERVED --
5 RS-232 TX 2 OUT
6 RS-232 RX 2 IN
7 RS-232 TX 1 OUT
8 RS-232 RX 1 IN
9 POWER GROUND --
10 AIRCRAFT POWER IN
11 RS-232 GROUND 1 --
12 RS-232 GROUND 2 --
13 MUSIC OUT LEFT OUT
14 AUDIO COMMON --
15 MUSIC OUT RIGHT OUT
GDL 5XR Aircraft Power (All GDL 5XR)
The GDL 5XR operates using power from one 14 / 28 VDC input (J5X1 pin 10). For specific
wiring information refer to APPENDIX B
GDL 5XR RS-232 Electrical Characteristics (All GDL 5XR)
There are two available RS-232 ports on a GDL 5XR. One port must be connected to each
display to provide ADS-B IN and/or SXM weather data.
Music Output (GDL 51R and GDL 52R)
The MUSIC OUT signals are part of a differential pair (along with the MUSIC RIGHT and
MUSIC LEFT signals). The MUSIC OUT COMMON signal should be used as part of a
differential pair.
For specific wiring information refer to Section APPENDIX B.
SXM Antenna Connection (GDL 51R and GDL 52R)

The SXM antenna connection uses a TNC connector, see Section C.8 for compatible antennas.
See section B.14 for cable dB loss requirements and connections.
ADS-B Antenna Connection (GDL50R and GDL 52R only)
The GDL 52R ADS-B antenna connection uses a BNC connector, see Section C.8 for
compatible antennas. See B.14 for cable dB losses requirements and connections.
GPS Antenna Connection (GDL 5XR)
A.4 GDU 4X0
A.4.1 P4X01 Pin Function List
Figure A-6 – P4X01 Connector on the GDU 4X0
P4X01 Pin Functions

PIN PIN NAME I/O
1 RESERVED --
2 RESERVED --
3 RESERVED --
4 RS-232 TX OUT
5 RS-232 RX IN
6 RESERVED --
7 RESERVED --
8 RESERVED --
9 RS-232 GROUND --

Figure A-7 – P4X02 Connector on the GDU 4X0
P4X02 Pin Functions

PIN PIN NAME I/O
1 ALERT AUDIO OUT HI OUT
2 RESERVED --
3 RESERVED --
4 RESERVED --
5 RESERVED --
6 RESERVED --
7 RESERVED --
8 RESERVED --
9 CDU SYSTEM ID PROGRAM 2 --
10 CDU SYSTEM ID PROGRAM 1 --
11 RESERVED --
12 RESERVED --
13 RS-232 TX 3 OUT
14 RS-232 RX 2 IN
15 RESERVED --
16 POWER GROUND 1 --
17 CONFIG MODULE POWER OUT OUT
18 ALERT AUDIO OUT LO OUT
19 RESERVED --
20 RESERVED --
21 RESERVED --
22 RESERVED --
23 RS-232 RX 4 IN
24 RS-232 RX 5 IN
25 RESERVED --
26 28V LIGHTING BUS HI IN
27 SYSTEM PROGRAM GROUND --
28 CAN BUS TERMINATION --
29 RS-232 RX 3 IN
30 RS-232 TX 2 OUT
31 AIRCRAFT POWER 2 IN
PIN PIN NAME I/O
33 CONFIG MODULE CLOCK I/O
34 RS-232 GROUND 1 --
35 RS-232 GROUND 2 --
36 RS-232 GROUND 3 --
37 RS-232 GROUND 4 --
38 RESERVED --
39 RESERVED --
40 RS-232 TX 4 OUT
41 RS-232 TX 5 OUT
42 RESERVED --
43 14V LIGHTING BUS HI IN
44 RS-232 GROUND 5 --
45 CAN-L I/O
46 CAN-H I/O
47 RS-232 RX 1 IN
48 RS-232 TX 1 OUT
49 CONFIG MODULE GROUND --
50 CONFIG MODULE DATA I/O

Video Input
GPS Antenna Input
This input can be connected to any applicable antenna listed in section C.8. If cable assembly is
required for this connection, use MIL-DTL-17 coax cable (e.g. RG-400) terminated with MIL-
PRF-39012 (e.g. BNC straight P/N M39012/16-0503) crimp terminals. Reference APPENDIX B
for details of cable creation.
Figure A-8 – GPS Connector on the GDU 4X0
Aircraft Power
The GDU 4X0 operates using power from one 14 or 28 VDC input. AIRCRAFT POWER 1,
P4X02 pin 32, is used for both 14VDC and 28VDC aircraft with P4X02 pin 16 used for ground.
AIRCRAFT POWER 2, P4X02 pin 31 is only used for 14V aircraft (if required) where it is
connected to the GAD27 TB273 terminal 3 as a secondary power source.

GDU System ID Programming Pins
The three pins J4X02 9, 10, and 27 are used to identify the position of the installed display.
RS-232
The RS-232 port on P4X01 is hard coded for a connection to either a GSU 25D or GEA 24. Do
not use this connection for general RS-232 interface.
There are five general use RS-232 ports available on P4X02 for connections to G3X LRUs and
other Garmin navigators and transponders. The GDU can also interface to a WX-500 system for
control and display of weather information.
CAN Bus
The GDU 4X0 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GDU is
used to connect to other Garmin LRUs. The GDU is equipped with an internal 120Ω resistor for
CAN bus termination. By splicing P4X02 pin 28 (CAN BUS TERMINATION) to the CAN LO
signal (P4X02 pin 45), this creates the required connections for CAN bus termination.
Lighting
In addition to photocell and manual lighting control, there is a connection for GDU pilot-
controlled lighting input. For 14VDC aircraft connect P4X02 pin 43 (14V LIGHTING BUS HI) to
the already existing aircraft lighting control. For 28VDC aircraft connect P4X02 pin 26 (28V
LIGHTING BUS HI) to the already existing aircraft lighting control. It is recommended to match
the existing aircraft wire gauge for lighting control of the GDU.
Audio
The alert audio out (P4X02 pins 1, 18) is a required connection for a G3X installation. This
connection provides all the alert audio out from the G3X system to an audio panel. This audio
panel input must be unswitched and unmuted. If the G3X is installed with a GFC 500, ensure
that the GFC 500 audio panel input is disconnected prior to connecting the G3X to an audio
panel.

Configuration module interface
These pins provide an interface to the configuration module located in the GDU connector
P4X02 backshell. Interface to a configuration module is only required for the PFD. The wires
connected to the configuration module require special sockets to accept 26-30 AWG wire.
These sockets are provided in the Garmin GDU connector kit.
A.5 GEA 24
Figure A-9 –J241 Connector on the GEA24

PIN PIN NAME I/O
1 CAN HI I/O
2 CAN LO I/O
3 RESERVED --
4 RS-232 RX 1 IN
5 RS-232 TX 1 OUT
6 POWER GROUND --
9 RS-232 GROUND 1 --

Figure A-10 – J242 Connector on the GEA24
PIN PIN NAME I/O

1 RESERVED --
2 CHT CYL 6 LO IN
3 EGT CYL 6 LO IN
4 CHT CYL 5 LO IN
5 EGT CYL 5 LO IN
6 CHT CYL 4 LO IN
7 EGT CYL 4 LO IN
8 CHT CYL 3 LO IN
9 EGT CYL 3 LO IN
10 CHT CYL 2 LO IN
11 EGT CYL 2 LO IN
12 CHT CYL 1 LO IN
13 EGT CYL 1 LO IN
14 CHT CYL 6 HI OUT
15 EGT CYL 6 HI OUT
16 CHT CYL 5 HI OUT
17 EGT CYL 5 HI OUT
18 CHT CYL 4 HI OUT
19 EGT CYL 4 HI OUT
20 CHT CYL 3 HI OUT
21 EGT CYL 3 HI OUT
22 CHT CYL 2 HI OUT
23 EGT CYL 2 HI OUT
24 CHT CYL 1 HI OUT
25 EGT CYL 1 HI OUT

Figure A-11 – J243 Connector on GEA24
PIN PIN NAME I/O

1 FUEL PRESS GND --
2 FUEL PRESS RX IN
3 FUEL PRESS XDCR +12V OUT
4 FUEL PRESS XDCR +5V OUT
5 RPM 2 GND --
6 RPM 2 IN
7 RPM 1 GND --
8 RPM 1 IN
9 RPM 1 +12V OUT
10 RPM 2 +12V OUT
11 RESERVED --
12 MANIFOLD PRESS GND --
13 MANIFOLD PRESS RX IN
14 MANIFOLD PRESS XDCR +12V OUT
15 MANIFOLD PRESS XDCR +5V OUT
16 OIL PRESS GND --
17 OIL PRESS RX IN
18 OIL PRESS XDCR +12V OUT
19 OIL PRESS XDCR +5V OUT
20 FUEL FLOW 1 GND --
21 FUEL FLOW 2 RX IN
22 FUEL FLOW 2 GND --
23 FUEL FLOW 1 RX IN
24 FUEL FLOW 1 XDCR +12V OUT
25 FUEL FLOW 2 XDCR +12V OUT
26 RESERVED --
27 SIGNAL GROUND --
28 TIT 2 LO IN
29 TIT 2 HI IN
30 TIT 1 LO or CARBURETOR TEMP LO IN
31 TIT 1 HI or CARBURETOR TEMP HI IN
32 OIL TEMP LO IN
33 OIL TEMP HI IN
34 BUS 2 AMPS LO IN
35 BUS 2 AMPS HI IN
36 BUS 1 AMPS LO IN
37 BUS 1 AMPS HI IN

Figure A-12 – J244 Connector on GEA24
PIN PIN NAME I/O

1 RESERVED --
2 RESERVED --
3 RESERVED --
4 RESERVED --
5 RESERVED --
6 FUEL QTY 1 IN
7 RESERVED --
8 RESERVED --
9 FUEL QTY 2 IN
10 RESERVED --
11 RESERVED --
12 FUEL QTY 3 IN
13 RESERVED --
14 RESERVED --
15 FUEL QTY 4 IN
16 RESERVED --
17 RESERVED --
18 RESERVED --
19 RESERVED --
20 RESERVED --
21 RESERVED --
22 RESERVED --
23 RESERVED --
24 RESERVED --
25 VOLTS 1 IN
26 RESERVED --
27 RESERVED --
28 VOLTS 2 IN
29 RESERVED --
30 RESERVED --
31 RESERVED --
32 RESERVED --
33 RESERVED --
PIN PIN NAME I/O
34 RESERVED --
35 RESERVED --
36 RESERVED --
37 RESERVED --
38 RESERVED --
39 RESERVED --
40 RESERVED --
41 RESERVED --
42 RESERVED --
43 RESERVED --
44 MASTER WARNING IN
45 MASTER CAUTION IN
46 RESERVED --
47 RESERVED --
48 RESERVED --
49 RESERVED --
50 RESERVED --
Aircraft Power
The GEA 24 operates using power from one 14 / 28 VDC input. AIRCRAFT POWER 1, J241
pin 7, is used for both 14VDC and 28VDC aircraft (uses J241 pin 6 for ground). AIRCRAFT
POWER 2, J241 pin 8, is only used for 14V aircraft where it is connected to the GAD27 TB273
terminal 3 as a secondary power source.
RS-232
There is one RS-232 port available on J241 for use as a backup data path to a GDU. This is a
required connection if the GEA is installed. For specific wiring information refer to APPENDIX B.
CAN Bus
The GEA 24 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN) 2.0-
B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GEA is used to
connect to other aircraft LRUs. The GEA requires a P/N 330-00912-00 part of kit P/N 011-
02887-00 to be installed on connector J241 if the GEA is to be the termination of the CAN bus.
EGT, TIT, Oil, Carburetor Temperature
All EGT, TIT, oil, and carburetor temperature inputs must use K-type thermocouple extension
wire and K-type thermocouple sensors. Sensors connected to these thermocouples must be
grounded. Configurations for number of cylinders, naming convention, and gauge layout can be
found in section 5.
CHT Temperature
CHT temperature inputs can be K-type or J-type thermocouples. The inputs must use
thermocouple extension grade wire for connection to the GEA. All thermocouples must be
grounded. Configurations for number of cylinders, naming convention, thermocouple type, and
gauge layout can be found in section 5.
Fuel, Manifold, and Oil pressure
All pressure sensors are standard three wire inputs. There is one option for excitation voltages
of the transducer +12VDC. For specific wiring information refer to APPENDIX B.
Engine RPM
There are two available methods for measuring engine RPM with the GEA 24. The first method
is via a direct connection to magneto p-leads. In this method a 400kΩ (±10%) resistor needs to
be installed within 6 inches of the connection the p-lead to prevent errant shorts to ground in
case of a broken or shorted wire.
A hall effect sensor can also be utilized for engine RPM sensing. This method does not require
the resistor in line with the signal. Shielded three-wire connections are available for this type of
sensor.
Fuel Flow
The GEA 24 supports two inputs for fuel flow. These connections are standard three-wire, +12
VDC transducer configuration. For specific wiring information refer to APPENDIX B.
Electrical Parameters
The GEA 24 supports measuring voltage and current from two busses or power sources. The
voltage measurement inputs (J244 pins 25, 28) can be directly connected to any two voltage
sources, with a 1A fuse in line for protection of the GEA.
Two currents can be measured from any desired aircraft source (e.g. battery, external power).
Existing current shunts can be re-used for connection to the GEA 24 if they are 50mV shunts. If
a new shunt is required, a current shunt operating at 50mV is required (e.g. AA55524/1-006). A
1A fuse (or existing fuse) in line with each pin between the GEA and the shunt is required,
regardless of shunt used. The CS3200 Cessna current sensor can also be interfaced to the
GEA24.
Fuel Quantity
The GEA 24 can provide readings for four fuel tanks. Resistive and digital fuel probes can
interface with the GEA. Existing fuel quantity wiring can be re-used if long enough to reach the
installation location of the GEA. Otherwise a standard environmental crimp splice can be used
along with shielded stranded wire to extend the signal to the GEA.
Resistive probes require a 1kΩ (±1%) 0.5W resistor to be installed in series between the fuel
probe and the GEA.
CiES® probes that are frequency or voltage based can interface with the GEA. These probe
types do not require a resistor to be installed between the GEA and probe.
For calibration and configuration of fuel probes refer to Section 5 and C.7.
Some aircraft are not allowed connection to resistive probes, see notes column in APPENDIX H
for more details.
Master Caution/Warning

The GEA 24 can provide master warning/caution discrete signals which interface to indicator
assemblies MS25041 to provide remote indication of an EIS gauge which is displaying a red or
yellow alert.
A.6 GMU 11
Figure A-13 – J111 on GMU 11

Pin Pin Name I/O
1 CAN-H I/O
2 CAN-L I/O
3 RESERVED --
4 RESERVED --
5 RESERVED --
6 RESERVED --
7 AIRCRAFT POWER IN
8 RESERVED --
9 POWER GROUND --
Aircraft Power
The GMU 11 operates using power from one 14 / 28 VDC input on J111 pin 7 with pin 9 for
power ground.
RS-232
RS-232 is not used or approved for use by this STC.
CAN Bus
The GMU 11 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GMU 11 is
used to connect the GMU 11 to other G3X LRUs. The GMU 11 requires a P/N 330-00912-00
part of kit P/N 011-02887-00 to be installed on connector J211 if the GMU is to be the
termination of the CAN bus.

A.7 GSU 25D
Figure A-14 – J251 on GSU 25D

Pin Pin Name I/O
1 CAN-H I/O
2 CAN-L I/O
3 RESERVED --
4 RS-232 RX 1 IN
5 RS-232 TX 1 OUT
6 POWER GROUND --
9 RS-232 GROUND 1 --

Figure A-15 – J252 on GSU 25D

PIN PIN NAME I/O
1 TEMP PROBE POWER OUT OUT
2 TEMP PROBE IN HI IN
3 TEMP PROBE IN LO IN
4 RESERVED --
5 RESERVED --
6 RESERVED --
7 RESERVED --
8 RESERVED --
9 RS-232 TX 3 OUT
10 RS-232 RX 3 IN
11 RS-232 GROUND 3 --
12 RESERVED --
13 RESERVED --
14 RS-232 GROUND 2 --
15 RS-232 TX 2 OUT
Aircraft Power
The GSU 25D operates using power from one 14 / 28 VDC input. AIRCRAFT POWER 1, J251
pin 7, is used for both 14VDC and 28VDC aircraft with pin 6 for ground. AIRCRAFT POWER 2,
J251 pin 8, is only used for 14V aircraft connected to the GAD27 TB273 terminal 3 as a
secondary power source.
RS-232
There is one RS-232 port available on J251 for use as a backup data path to a GDU.
The second RS-232 port is available on J252 is not used by this STC.
The third RS-232 port is available for connection to a Garmin transponder. This provides both
the tuning control, and the ability for the GSU to transmit altitude and heading information to the
transponder.
CAN Bus
The GSU 25D CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GSU is
used to connect to other aircraft LRUs. The GSU requires a P/N 330-00912-00 part of kit P/N
011-02887-00 to be installed on connector J251 if the GSU is to be the termination of the CAN
bus.

GTP 59 interface
The GSU 25D has three pins set aside for the sole use of the GTP 59. This interface provides
excitation voltage, and temperature sensing capabilities for the GTP 59. For specific wiring
information refer to APPENDIX B.
A.8 GTP 59
Figure A-16 – GTP 59

PIN WIRE I/O
WH TEMP PROBE POWER IN IN
BL TEMP PROBE OUT HI OUT
OR TEMP PROBE OUT LO OUT
OAT Sensing
The GTP 59 is an OAT sensing device. The connection to this LRU is made via pre-installed
lead wires, if they are not long enough to reach the GSU, crimp splices can be used to extend
the lead wire to the GSU. The pre-installed lead wires are ten feet in length.
A.9 GAP 26
GAP 26 Power
The GAP 26 interfaces to the electrical system on the aircraft for power and ground only. AOA is
transmitted via pneumatic port connections to the GSU 25D (refer to Section 4.15). For specific
wiring information refer to APPENDIX B.
A.10 GTR 20/200B

Figure A-17 – J2001 Connector on GTR 20

PIN PIN NAME I/O
1 AIRCRAFT POWER IN
2 RESERVED --
3 LIGHTING BUS IN
4 TRANSMIT INTERLOCK OUT* OUT
5 TRANSMIT INTERLOCK IN* IN
6 CAN-L I/O
7 CAN-H I/O
8 ID IN --
9 AUX 2 AUDIO IN HI IN
10 SUMMED AUDIO OUT HI OUT
11 COPILOT HEADSET RIGHT OUT
12 COPILOT HEADSET LEFT OUT
13 PILOT HEADSET RIGHT OUT
14 PILOT HEADSET LEFT OUT
15 COPILOT PTT IN* --
16 COPILOT MIC AUDIO IN HI IN
17 PILOT MIC AUDIO IN HI OUT
18 MUSIC 1 IN RIGHT IN
19 MUSIC 1 IN LEFT IN
20 AIRCRAFT GROUND --
21 RESERVED --
22 RESERVED --
23 RESERVED --
24 RESERVED --
25 CAN TERM 2 --
26 CAN TERM 1 --
27 ID LO --
28 AUX 2 AUDIO IN LO --
29 SUMMED AUDIO OUT LO OUT
30 COPILOT HEADSET LO --
31 AUX 1 AUDIO IN LO IN
33 PILOT HEADSET LO --
34 COPILOT MIC AUDIO IN LO IN
35 PILOT PTT IN* IN
36 PILOT MIC AUDIO IN LO IN
37 MUSIC IN LO --

*Denotes active low (ground is active)
Figure A-18 VHF COMM Antenna Connection

Aircraft Power
The GTR 20/200B operates using power from one 14 / 28 VDC input. AIRCRAFT POWER,
J2001 pin 1, is used for both 14VDC and 28VDC aircraft with pin 20 for ground.
Transmit Interlock
Transmit Interlock Out is an active low output that indicates that the GTR 20/200B COM is
transmitting. This can be connected to other LRUs that require this input.
Transmit Interlock In is an active low input that indicates that another COM unit is transmitting.
This can be connected to the GTR 20/200B in order to prevent simultaneous transmission on
COM radios.
CAN Bus
The GTR 20 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN) 2.0-
B and ISO 11898. See Section 3.7.2 for details. The GTR is equipped with an internal 120Ω
resistor for CAN bus termination. By connecting P201 pin 26 (CAN TERM 1) to P4X02 pin 25
(CAN TERM 2), this creates the required connections for CAN bus termination.
Summed Audio Out
The summed audio out of the GTR 20/200B is a 40mW audio output signal, designed to drive a
600Ω load. This audio is the summation of the receiver audio, COM sidetone audio, intercom
audio, and AUX audio.
Mic Audio/PTT In
MIC inputs are designed for standard carbon or dynamic MIC inputs with integrated preamps
providing minimum 20 mVrms into a 150Ω load. MIC IN is set in the factory so that 150 mVrms
modulates the transmitter to 90% nominally at 1000 Hz. The microphone gain adjustment is
made through Configuration Mode (See APPENDIX C). These inputs can be connected in
conjunction with an active low PTT signal.
AUX Audio Inputs
The GTR20/200B has inputs for two auxiliary audio inputs rated for 5 Vrms and a max input
impedance of 600Ω.
Music Input
The GTR20/200B has one input for a music audio source. The MUSIC LO signal is not the
same reference as other ground connections. The MUSIC LO signal should be used as part of a
differential pair (along with the MUSIC RIGHT and MUSIC LEFT signals). If the MUSIC LO
signal is tied to a ground connection, the music will contain noise, and the audio quality will be
degraded.
Headset Outputs
The GTR20/200B has outputs for two headsets audio outputs. Garmin recommends that stereo
headsets and stereo jacks be used to fully utilize the 3D audio features of the GTR20/200B. A
true mono headset will work correctly with the GTR20/200B, but only mono (left channel) audio
will be heard, and 3D audio will not be available (even if enabled). The GTR20/200B will detect
the mono headset (if stereo jacks are used), and automatically switch to mono operation. 3D
audio is not available with mono headsets or in installations that use mono jacks for the
headsets.
In aircraft systems that are wired with stereo headset jacks, if a true mono headset is plugged
into the jack, the right audio channel is shorted to ground. In this condition the GTR20/200B will
detect the right channel short, and turn off the right channel audio to the headset output to
protect the GTR20/200B headset output from driving a signal into a short (and also for internal
audio routing determined by the mono headset plugged into the headset jack).
In aircraft systems that use mono headset jacks, and are wired correctly (if used, mono jacks
should always use left channel audio and headset lo), 3D audio will not be available, and only
left channel audio for music inputs or headset outputs will be heard.
A.11 GMA 245R
Figure A-19 – J2401/J2402 Connector on GMA 245R

PIN PIN NAME I/O
1 MARKER ANTENNA HI IN
2 MARKER ANTENNA LO IN
3 TEL AUDIO IN HI IN
4 TEL AUDIO LO --
5 TEL MIC AUDIO OUT HI OUT
6 RESERVED --
8 AUX 2 AUDIO IN LO --
9 COM 1 AUDIO IN HI IN
10 COM 1 AUDIO LO --
11 COM 1 MIC AUDIO OUT HI OUT
PIN PIN NAME I/O
12 COM 1 MIC KEY OUT OUT
13 COM 2 AUDIO IN HI IN
14 COM 2 AUDIO LO --
15 COM 2 MIC AUDIO OUT HI OUT
16 PILOT ICS KEY IN* IN
17 NAV 1 AUDIO IN HI IN
18 NAV 1 AUDIO IN LO IN
19 NAV 2 AUDIO IN HI IN
20 NAV 2 AUDIO IN LO IN
22 AUX 1 AUDIO IN LO IN
24 COM ACTIVE OUT* OUT
25 RESERVED --
26 RESERVED --
27 RESERVED --
28 RESERVED --
29 ALERT 3 AUDIO IN HI IN
30 COM 2 MIC KEY OUT* OUT
32 ALERT 1 AUDIO IN LO IN
33 PILOT MIC AUDIO IN HI IN
34 PILOT MIC KEY IN* IN
35 PILOT MIC AUDIO IN LO IN
36 CAN-H I/O
37 CAN-L I/O
38 RESERVED --
39 RESERVED --
40 PASS HEADSET LEFT OUT
41 PASS HEADSET RIGHT OUT
42 PASS HEADSET LO --
43 AUX 3, ALERT 3, 4 AUDIO LO --

PIN PIN NAME I/O
1 PILOT HEADSET LO --
2 COPILOT HEADSET LO --
3 COPILOT HEADSET LEFT OUT
4 COPILOT HEADSET RIGHT OUT
5 RESERVED --
6 RESERVED --
7 RESERVED --
9 RESERVED --
10 POWER GROUND --
11 RESERVED --
12 RESERVED --
PIN PIN NAME I/O
13 PASSENGER ICS KEY IN* IN
14 ALERT 2, FAILSAFE AUDIO LO --
16 PILOT HEADSET LEFT OUT
17 RESERVED --
18 RESERVED --
19 RESERVED --
20 COM SWAP IN* IN
21 RESERVED --
22 PLAY KEY IN* IN
25 MUSIC 1 IN LO --
28 MUSIC 2 IN LO --
29 FAILSAFE WARN AUDIO IN HI IN
30 COPILOT ICS KEY IN* IN
31 PILOT HEADSET RIGHT OUT
32 COPILOT MIC AUDIO IN HI IN
33 COPILOT MIC KEY IN* IN
34 COPILOT MIC AUDIO IN LO IN
35 PASS 1 MIC AUDIO IN HI IN
36 PASS 1 MIC AUDIO IN LO IN
43 CABIN SPEAKER OUT HI OUT
44 CABIN SPEAKER OUT LO --
A.11.3 GMA245R Dip Switch Configuration Settings

Switch Function Description
1 ENABLED KEYED When set to ON, the intercom system (ICS) will only allow
ICS intercom MIC audio to be heard when the corresponding ICS
KEY for the MIC position is pressed. When set to ON, auto
squelch will NOT be active.
2 PILOT IN RIGHT This setting is for intercom 3D audio. Normally the Pilot will be
SEAT positioned to the left in the Copilot’s headset, and the Copilot
will be positioned to the right in the Pilot’s headset. When set
to ON, this setting reverses that so the Pilot is positioned to
the right in the Copilot’s headset, and the Copilot is positioned
to the left in the Pilot’s headset.
3 MUTE ON COM TX When set to ON, the monitored COM radio is muted during
mic- selected COM transmission (mic-selected COM is still
heard, but not the monitored COM radio).
4 RESERVED LEAVE SWITCH IN OFF POSITION
8 CONFIGURATION LEAVE SWITCH IN OFF POSITION
LOCKOUT
Aircraft Power
The GMA 245R has two pins for aircraft power/ground. Use one wire for each of the pins
connecting to the aircraft power and ground. Do not splice the power and ground pins at the unit
and use only one wire to aircraft power and ground.
CAN Bus
The GMA 245R CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GMA is
used to connect to other aircraft LRUs. The GMA cannot be used as the CAN bus terminator.
Mic Audio Inputs and Mic Keys
The GMA 245R has a pilot, copilot, and four passenger mic audio inputs. There are two
available mic key inputs for the pilot and copilot.
COM Audio and Mic Keys
The GMA 245R has interfaces for two COM inputs. There are two available COM key outputs
for COM 1 and 2.
Alert Audio Inputs
The GMA 245R has inputs for four alert audio sources. FAILSAFE WARN AUDIO IN is a
failsafe audio input that is only functional after the GMA 245R loses power or has failed.
NOTE
If the GMA 245R is replacing an audio panel which had a failsafe input, any existing interface to
the failsafe input must be connected to FAILSAFE WARN AUDIO IN (Pin 29) and to the ALERT
AUDIO (Pin 15) input on P2402 connector for the GMA 245R.

CAUTION
During failsafe mode both FAILSAFE WARN AUDIO IN HI and COM 1 AUDIO INPUT
are connected to the PILOT HEADSET LEFT OUTPUT. When in failsafe the output of the
COM 1 radio and the output of the device connected to FAILSAFE WARN AUDIO IN HI
will become shorted together, potentially causing damage or interference. If the
FAILSAFE WARN AUDIO IN HI is used, it may be necessary to install summing resistors
in series between these sources and the inputs to the audio panel to protect the outputs
from damage.
AUX and NAV Audio Inputs

The GMA 245R has inputs for two navigation audio sources (i.e. VOR, LOC), and three auxiliary
audio inputs.
Music Inputs
The GMA 245R has inputs for two music audio sources. The MUSIC LO signals are not the
same reference as other ground connections. The MUSIC LO signals should be used as part of
a differential pair (along with the MUSIC RIGHT and MUSIC LEFT signals). If the MUSIC LO
signal is tied to a ground connection, the music will contain noise, and the audio quality will be
degraded.
Telephone Audio Input
The GMA 245R has one input for a three-wire telephone audio source.
Headset Outputs
The GMA 245R has inputs for three audio outputs. Garmin recommends that stereo headsets
and stereo jacks be used to fully utilize the 3D audio features of the GMA 245R. A true mono
headset will work correctly with the GMA 245R, but only mono (left channel) audio will be heard,
and 3D audio will not be available (even if enabled). The GMA 245R will detect the mono
headset (if stereo jacks are used), and automatically switch to mono operation. 3D audio is not
available with mono headsets or in installations that use mono jacks for the headsets.
In aircraft systems that are wired with stereo headset jacks, if a true mono headset is plugged
into the jack, the right audio channel is shorted to ground. In this condition the GMA 245R will
detect the right channel short, and turn off the right channel audio to the headset output to
protect the GMA 245R headset output from driving a signal into a short (and also for internal
audio routing determined by the mono headset plugged into the headset jack).
In aircraft systems that use mono headset jacks, and are wired correctly (if used, mono jacks
should always use left channel audio and headset lo), 3D audio will not be available, and only
left channel audio for music inputs or headset outputs will be heard.
Speaker Audio Out
The GMA 245R has one output for a speaker output. Do not connect the LO of the speaker to
the aircraft chassis. Two wires must be connected from the GMA to the Speaker for the HI and
LO signals. If speaker LO is connected to the aircraft chassis ground, the speaker will contain
more noise than if connected back to the GMA source connections.
Discrete Inputs
The GMA 245R has four discrete inputs. The ICS KEYs are enabled by setting switch 1 of the
DIP switch to ON. The COM Swap and Play key are always enabled.
Discrete Output
The GMA 245R has one discrete output, COM ACTIVE OUT. This is used to interface to other
units that need an active low signal when a COM unit is transmitting.
For specific wiring information refer to APPENDIX B

APPENDIX B Interconnect diagrams
This section will provide the specific wiring interconnects for the various configuration
possibilities for the G3X installations. Power and ground wiring are identical for each installation
and is only shown in Figure B-2 and Figure B-3.

G3X Touch EFIS Part 23 AML STC Page B-1 Revision 7
B.1 G3X Interconnect Notes
1. UNLESS OTHERWISE SPECIFIED, REFER TO SAE AS50881, REV F; WIRING AEROSPACE VEHICLE.
2. INTERCONNECT DRAWINGS INCLUDE ACCEPTABLE WIRE GAUGE AND COAX TYPE WITH DB LOSS. SPECIAL WIRE TYPES
ARE DENOTED IN WIRE CONNECTION DEPICTIONS; CAN BUS WIRE IS "CAN" AND THERMOCOUPLE WIRE IS "THM".
3. THE FOLLOWING SYMBOLS ARE USED ON THIS DRAWING:
W
SG SHIELD BLOCK GROUND SHIELDED TWISTED 2 CONDUCTOR
B
W
CIRCUIT BREAKER SHIELDED TWISTED 3 CONDUCTOR
X B
O
X SPECIFIC NOTE
SHIELDED SINGLE CONDUCTOR
ANTENNA
SOLDER SLEEVE SPLICE
CONTINUATION (WIRE) ENVIRONMENTAL CRIMP SPLICE

EXISTING WIRING / COMPONENT OR OPTIONAL UNIT
TERMINAL LUG
NEW WIRING
FUSE AIRCRAFT GROUND

XXA
CAPACITOR NO CONNECTION
CONNECTION
TRANSFORMER
INDUCTOR
RESISTOR
LIGHTBULB
SINGLE POLE, DOUBLE THROW SWITCH
1
2 T
3
OR HEADSET PHONE/JACK (MONO OR STEREO)
R
4
DOUBLE POLE,
DOUBLE THROW SWITCH
5
6
+
SPEAKER
-
PUSH-BUTTON SW
COAX CONNECTOR
CAP & STOW
4. CRIMP SPLICE AS81824/1-1 IS USED FOR 26-20 AWG WIRE (304-1510 CIRCULAR MILS)
CRIMP SPLICE AS81824/1-2 IS USED FOR 20-16 AWG WIRE (1058-2680 CIRCULAR MILS)
CRIMP SPLICE AS81824/1-3 IS USED FOR 16-12 AWG WIRE (2375-6755 CIRCULAR MILS)
A MAXIMUM OF TWO WIRES PER END OF THE SPLICE IS ALLOWED. WIRE SIZES MAY BE COMBINED, PROVIDED THAT THE
TOTAL CIRCULAR MILS IS WITHIN THE SPECIFIED RANGE.
24 AWG = 475 CIRCULAR MILS
5. A SINGLE SHIELD BRAID IS TERMINATED USING AN 18-22 GAUGE TERMINAL.

TWO SHIELD BRAIDS ARE TERMINATED USING A 14-16 GAUGE TERMINAL.
THREE SHIELD BRAIDS ARE TERMINATED USING A 10-12 GAUGE TERMINAL.
IN ALL CASES, CHOOSE THE TERMINAL THAT FITS THE MOUNTING STUD.
FOR GARMIN D-SUB BACKSHELLS, NO MORE THAN TWO TERMINALS PER SCREW ARE TO BE INSTALLED.
6. FOR COAXIAL CONNECTOR TERMINATION, REFER TO SPECIFIC CONNECTOR MANUFACTURER INFORMATION.

7. FOR GDU, GMU, GAD, GDL, GMA245R, AND GTR CONNECTOR ASSEMBLY AND SHIELD TERMINATION INSTRUCTIONS
REFERENCE SECTION 4.
8. FOR LRU'S INTERFACING TO G3X SYSTEM WIRING REFERENCE THE MANUFACTURERS INSTALLATION MANUAL FOR
CONNECTOR ASSEMBLY, SHIELD TERMINATION INSTRUCTIONS, AND FURTHER WIRING INTERFACE REQUIREMENTS.
9. REFER TO SAE AS4461 FOR BEST SOLDERING PRACTICES AND MATERIALS.
10. FOR SPLICES NEAR CONNECTORS, MAXIMUM LENGTH FROM SPLICE TO CONNECTOR IS THREE INCHES.
11. CONFIGURATION/STRAPPING JUMPERS MAXIMUM LENGTH IS FOUR INCHES.
12. FOR LABELING OF GDU CONNECTORS REFER TO SECTION 4.
Figure B-1 – G3X Interconnect Notes for Appendix B

B.2 G3X Power and Ground Connections
GDU 470 1
()J4702 4
AIRCRAFT POWER 1 32 20 3 14/28 VDC
POWER GROUND 16 20
GDU 460 1 1
()J4602 4
AIRCRAFT POWER 1 32 20 5 14 VDC OR 3 28 VDC
POWER GROUND 16 20
GDL 5XR DATALINK

P5X1
AIRCRAFT POWER 10 20 1 14/28 VDC
POWER GROUND 9 20
GAD 29B GAD

P291
POWER GROUND 9 20
2 COM () 6
20 5 10 14 VDC
GTR 20/200B
P2001
AIRCRAFT POWER 1 20 5
OR
POWER GROUND 20
COMM () 6
2 20 5 28 VDC
20
NOTES
CIRCUIT BREAKER MUST BE LABELED DIRECTLY ADJACENT TO THE CIRCUIT BREAKER AS "MFD 1", "MFD 2", "PFD 1", OR
1 "PFD 2" WHICHEVER IS APPROPRIATE FOR THE INSTALLATION. THE CIRCUIT BREAKER MUST BE READILY ACCESSIBLE TO
A PILOT.
THE CHASSIS ON THE LRU SHALL BE BONDED TO THE AIRFRAME GROUND. REFER TO SECTION 4 FOR AVAILABLE
2 BONDING METHODS.
THIS CONNECTOR ON THE LRU MUST BE BONDED TO THE AIRFRAME GROUND. A BONDING STRAP SHALL BE USED TO
3 BOND THE LRU TO AIRFRAME GROUND; FOR BOND STRAP INFORMATION REFER TO SECTION 4.
CONNECTORS TO BE LABELED AS FOLLOWS:

4 1. PFD #1: 1J4702 OR 1J4602
2. MFD #1: 2J4702 OR 2J4602
3. MFD #2: 3J4702 OR 3J4602
4. PFD #2: 4J4702 OR 4J4602
FOR 14VDC AIRCRAFT ONLY:

5 MAXIMUM LENGTH OF 20AWG WIRE IS 8 FEET.
MAXIMUM LENGTH OF 18AWG WIRE IS 18 FEET.
MAXIMUM LENGTH OF 16AWG WIRE IS 24 FEET.
IN ANY CASE, THE GROUND WIRE MUST BE THE SAME SIZE AS THE POWER WIRE.
LABEL CIRCUIT BREAKER AS "COM 1" OR "COM 2" DEPENDING UPON THE INSTALLATION.
6
Figure B-2 – Power and Ground Connections Page 1

GMU 11 ADAHRS
P111
POWER GROUND 9 20
5
GSU 25D
P251
AIRCRAFT POWER 1 7 20
POWER GROUND 6 20
GTP 59
P252
W W W W
TEMP PROBE POWER OUT 1 22 (22) TEMP PROBE POWER IN
B B B B
TEMP PROBE IN HI 2 22 (22) TEMP PROBE OUT HI
O O O O
TEMP PROBE IN LO 3 22 (22) TEMP PROBE OUT LO
(16)
(16)
1 3
SG
2
GEA 24 ENG SNSR

P241

TO EIS CAUTION LIGHT 22
6 TO EIS WARNING LIGHT 22
POWER GROUND 6 20
GMA 245R AUDIO

P2402
POWER GROUND 10 22
4
NOTES
THE GTP 59 HAS A 10 FOOT LONG PRE-INSTALLED LEAD, IF THIS IS NOT LONG ENOUGH TO REACH THE GSU 25D THEN
1 CRIMP NEW WIRE TO PRE-INSTALLED LEADS AS SHOWN. EITHER WAY, THE SHIELD OF THE TWISTED SHIELDED WIRE
THAT CONNECTS TO THE GSU 25D BACKSHELL SHALL BE CONNECTED USING A 16 AWG WIRE.
THIS IS A PRE-INSTALLED GROUND LUG ON THE GTP 59. PRIOR TO TIGHTENING THE GTP59 TO AIRCRAFT STRUCTURE,
2 ENSURE THIS TERMINAL LUG IS CONNECTED TO THE HOUSING OF THE GTP 59.
THIS GROUND CONNECTION IS MADE VIA THE STAINLESS STEEL CHASSIS OF THE GTP 59. PREPARE STRUCTURE SURFACE
3 IN ACCORDANCE WITH ARP1870 REVISION A SECTION 5 PRIOR TO FULLY TIGHTENING THE GTP 59 TO THE AIRCRAFT
STRUCTURE. BONDING MUST BE LESS THAN 2.5 MILLIOHM.
THE CHASSIS ON THE LRU SHALL BE BONDED TO THE AIRFRAME GROUND. REFER TO SECTION 4 FOR AVAILABLE
4 BONDING METHODS.
THIS CONNECTOR ON THE LRU MUST BE BONDED TO THE AIRFRAME GROUND. A BONDING STRAP SHALL BE USED TO
5 BOND THE LRU TO AIRFRAME GROUND; FOR BOND STRAP INFORMATION REFER TO SECTION 4.
EIS CAUTION/WARNING LIGHTS TO BE CONNECTED TO A SEPARATE RING TERMINAL ON GEA 24 CIRCUIT BREAKER. LIGHT
6 POWER WIRES CAN BE TERMINATED IN THE SAME RING TERMINAL. SEE MISCELLANEOUS SENSOR INTERCONNECTS PAGE 2
FOR DETAILED WIRE CONNECTIONS.
Figure B-3 – Power and Ground Connections Page 2

B.3 GAD 27 Installation (14-Volt aircraft only)
Refer to B.41 for GAD 27 Wig-Wag Lights.
GAD 27 GAD PWR

3 TB273
KEEP ALIVE POWER IN 1 16 15 14 VDC (ESSENTIAL BUS)

4 1
GDU 4X0 (PFD #1 OR MFD #1)

()J4X02
31 AIRCRAFT POWER 2
SG
20
GEA 24
TB273 P241
SG 6
KEEP ALIVE POWER V OUT 2 20 20 8 AIRCRAFT POWER 2
6
20
GSU 25D
P251
8 AIRCRAFT POWER 2
SG
P271
2
GAD 27 POWER GND 4 20
GAD 27 POWER GND 8 20 16 AIRFRAME GROUND
7
NOTES
1 WIRE MUST BE LESS THAN 7 FEET IN LENGTH.
2 20 AWG WIRE MUST BE LESS THAN 6 INCHES IN LENGTH.
3 GAD 27 IS REQUIRED ON 14VDC AIRCRAFT THAT ALSO HAVE A GEA 24 INSTALLED. ON ALL OTHER 14VDC AIRCRAFT THE GAD 27 IS
OPTIONALLY INSTALLED TO PROVIDE A TEMPORARY POWER BACKUP TO THE PFD AND GSU.
4 USE GARMIN TERMINAL P/N 235-00094-00 TO TERMINATE WIRE.
5 TERMINATE ALL POWER WIRES IN A SINGLE RING TERMINAL P/N 235-00094-00.
6 SHIELDS ARE TO BE TERMINATED ON BACKSHELL OF P271.
7 THE CHASSIS ON THE GAD 27 MUST BE BONDED TO THE AIRFRAME GROUND. REFER TO SECTION 4 FOR AVAILABLE BONDING METHODS.
Figure B-4 – GAD27 Installation (14-Volt Aircraft only)

B.4 Single GDU Baseline
GDU 4X0 (PFD #1 OR MFD #1) GDU CONFIG MODULE

()J4X02 1
CONFIG MODULE POWER OUT 17 (RED) 4 VCC
CONFIG MODULE CLOCK 33 (WHT) 2 CLK
CONFIG MODULE GROUND 49 (BLK) 1 GND
CONFIG MODULE DATA 50 (YEL) 3 DATA
14V LIGHTING BUS HI 43 14 VDC LIGHTING BUS
5 OR 2
SYSTEM PROGRAM GROUND 27 24

CDU SYSTEM ID PROGRAM 1 10
GPS ANTENNA (BNC) MIL-DTL-17 3 4 7

6 (EXISTING)
NOTES
WIRES ARE PRE-INSTALLED ON CONFIGURATION MODULE FROM THE FACTORY.
1
ONLY ONE LIGHTING CONNECTION IS REQUIRED. CHOOSE THE CORRECT LIGHTING BUS CONNECTION BASED UPON AIRCRAFT
2 OPERATING VOLTAGE.
3 GDU CAN INTERFACE WITH ANY ANTENNA SPECIFIED IN APPENDIX C.
4 FOR GARMIN ANTENNA P/N 011-04036-00, A TNC/BNC ADAPTOR WITH GARMIN P/N 330-01754-00 IS REQUIRED FOR
CONNECTION TO THE GDU.
5 AS BEST AS POSSIBLE MATCH EXISTING LIGHTING WIRING GAUGE SIZE WHEN CONNECTING TO LIGHTING CONTROL
MECHANISM (I.E. RHEOSTAT, POTENTIOMETER).
6 IF A COAX CABLE IS REQUIRED TO BE MADE FOR THE GPS ANTENNA (NO PRE-INSTALLED LEAD), THE FOLLOWING IS GUIDANCE FOR
CREATION OF THE GPS ANTENNA COAX (NOT APPLICABLE TO GA56). THE GAIN OF THE GPS ANTENNA MINUS THE CABLE LOSS IS TO
BE GREATER THAN 17dB AND LESS THAN 27dB. EXAMPLE FOR DETERMINING CABLE LENGTH REQUIREMENTS:
CABLE LOSS FOR RG-400 = 0.191 dB/FT

EXAMPLE
ANTENNA GAIN = 22 dB
MAXIMUM CABLE LOSS = ANTENNA GAIN - 17dB = 22dB - 17dB = 5dB
MAXIMUM CABLE LENGTH (RG-400) = 4dB / 0.191 dB/FT = 26.2 FT
NOTE: THERE IS NO MINIMUM CABLE LENGTH WHEN USING AN ANTENNA WITH LESS THAN 27dB GAIN.
FOR ANTENNAS WITH A GAIN OVER 27 dB, USE THE FOLLOWING GUIDANCE:
28dB ANTENNA: MINIMUM CABLE LENGTH 5.2 FT
NOTE: THE FINAL MAXIMUM CABLE LENGTH TOLERANCE IS ±3 INCHES OF CALCULATED MAXIMUM LENGTH
7 FOR THE ANTENNA GA56, THE MAXIMUM COAX CABLE LENGTH IS 15 FT USING RG-400 COAX CABLE.
Figure B-5 – Single GDU Baseline (Standalone PFD or MFD Installation)

B.5 Multiple GDU Baseline
GDU 4X0 (PFD #1) GDU CONFIG MODULE

()J4X02 1
CONFIG MODULE POWER OUT 17 (RED) 4 VCC
CONFIG MODULE CLOCK 33 (WHT) 2 CLK
CONFIG MODULE GROUND 49 (BLK) 1 GND
CONFIG MODULE DATA 50 (YEL) 3 DATA
5 OR 2

GPS ANTENNA (BNC) MIL-DTL-17 3 4 7

6 (EXISTING)
GDU 4X0 (MFD #1)

()J4X02
5 OR 2
8 GPS ANTENNA (BNC, OPT) MIL-DTL-17 3 4 7

6 (EXISTING)
GDU 4X0 (MFD #2)

9 ()J4X02
5 OR 2

CDU SYSTEM ID PROGRAM 2 9 24
CDU SYSTEM ID PROGRAM 1 10 24
GDU 4X0 (PFD #2)

10 ()J4X02
5 OR 2

Figure B-6 – Multiple GDU Baseline Option

NOTES
WIRES ARE PRE-INSTALLED ON CONFIGURATION MODULE FROM FACTORY.

1
ONLY ONE LIGHTING CONNECTION IS REQUIRED. CHOOSE THE CORRECT LIGHTING BUS CONNECTION BASED UPON AIRCRAFT
2 OPERATING VOLTAGE.
3 GDU CAN INTERFACE WITH ANY ANTENNA SPECIFIED IN APPENDIX C.
4 FOR GARMIN ANTENNA P/N 011-04036-00, A TNC/BNC ADAPTOR WITH GARMIN P/N 330-01754-00 IS REQUIRED FOR
CONNECTION TO THE GDU.
5 AS BEST AS POSSIBLE MATCH EXISTING LIGHTING WIRING GAUGE SIZE WHEN CONNECTING TO LIGHTING CONTROL
MECHANISM (I.E. RHEOSTAT, POTENTIOMETER).
6 SEE FIGURE SINGLE GDU BASELINE FIGURE FOR GPS ANTENNA CABLE GUIDANCE (NOT INCLUDING GA56).
7 FOR THE ANTENNA GA56, THE MAXIMUM COAX CABLE LENGTH IS 15 FT USING RG-400 COAX CABLE.
8 A SECOND GPS ANTENNA CAN BE OPTIONALLY CONNECTED TO THE MFD #1.
9 OPTIONALLY INSTALLED THIRD DISPLAY.
10 INSTALLATION OF PFD #2 IS ONLY ALLOWED IN A TANDEM COCKPIT AIRCRAFT.
Figure B-7 – Multiple GDU Baseline Option Notes

B.6 CAN Bus Connections
GDU 4X0 (PFD #1)
()J4X02
4
W
CAN-H 46
CAN B TO G5 AND GFC500 CAN BUS 8
CAN-L 45
CAN BUS TERMINATION 28 SG W
1 B
SG
GDU 4X0 (MFD #1) 1

()J4X02 GAD 13
1P131
W
CAN-H 46 W 9
B 1 CAN-H
CAN-L 45 B
2 CAN-L
CAN BUS TERMINATION 28 SG
1 1
W SG
1 CAN B
W
B
GSU 25D G5 (ADI)
P251 SG 1P51
SG
3 W
W 6
CAN-H 1 B
1 CAN-H
B
CAN-L 2 2 CAN-L
1 SG
SG
W W
GAD 29B CAN B B CAN

P291 1 P2001 GTR20/200B
SG SG
W
2 CAN-H 1 7 CAN-H
B
CAN-L 2 6 CAN-L
SG
W
P292 CAN B
CAN TERM 1 9 24 1 24 26 CAN TERM 1

1 SG
1
CAN TERM 2 21 25 CAN TERM 2
1 W
GEA 24
P241 B CAN GMA245R
3 W
P2401
CAN-H 1 SG
W 7
B
CAN-L 2 36 CAN-H
B
SG
37 CAN-L
W
1 SG
GMU 11 CAN B
P111 1 W
3 W
SG B CAN GDU 4X0 (MFD #2)
CAN-H 1 ()J4X02
B
CAN-L 2 SG
W
46 CAN-H
SG B
W 45 CAN-L
GAD 27 CAN B 28 CAN BUS TERMINATION
P271 1 1 SG
5 1
SG
W W
CAN-H 1
B B CAN GDU 4X0 (PFD #2)
CAN-L 2 ()J4X02
CAN BUS TERM 3 SG 4 SG
W W
1 46 CAN-H
CAN B B
45 CAN-L
SG SG 28 CAN BUS TERMINATION
1
NOTES
1 REFER TO CAN BUS TERMINATION SECTION 3 FOR FURTHER CAN BUS INFORMATION.
2 GAD 29B INSTALLED WHEN INTERFACING TO AN AUTOPILOT AND EXTERNAL NAVIGATION SENSORS.
IF LRU IS INSTALLED AT THE END OF THE CAN BUS, A GARMIN CAN BUS TERMINATOR P/N 011-02887-00 MUST BE
3 INSTALLED ON THIS CONNECTOR.
CAN BUS LRUS MAY BE IN ANY ORDER ALONG BACKBONE AS LONG AS CAN BUS BACKBONE STRUCTURE GUIDELINES ARE
4 FOLLOWED. REFER TO CAN BUS STRUCTURE GUIDELINES IN SECTION 3 FOR FURTHER INFORMATION.
GAD 27 IS REQUIRED ON 14VDC AIRCRAFT THAT ALSO HAVE A GEA 24 INSTALLED. OTHERWISE IT CAN BE OPTIONALLY
5 INSTALLED ON ALL OTHER 14VDC AIRCRAFT TO PROVIDE A TEMPORARY POWER BACKUP TO THE PFD AND GSU. FOR BOTH
14VDC AND 28VDC AIRCRAFT IT CAN BE USED TO ENABLE WIG-WAG FUNCTION OF LANDING AND TAXI LIGHTS.
IF NOT ALREADY INSTALLED, THE G5 MUST HAVE RESISTORS INSTALLED ON ITS CAN BUS WIRING FOR THIS STC. REFER TO
6 APPENDIX E FOR FURTHER INFORMATION ON RESISTOR AND OTHER WIRE HARNESS INSTALLATION REQUIREMENTS OF THE G5.
7 THE GMA245R CANNOT BE USED AS THE CAN BUS TERMINATOR.
8 INSTALLATION OF G5 AND GFC500 LRUS ARE NOT COVERED UNDER THIS STC. REFER TO G5 INSTALLATION MANUAL GARMIN
P/N 190-01112-10 OR GFC500 INSTALLATION MANUAL GARMIN P/N 190-02291-00 FOR FURTHER DETAILS. EXISTING CAN BUS
BACKBONE MAY BE REUSED AND EXTENDED AS LONG AS CAN BUS STRUCTURE GUIDELINES ARE FOLLOWED. REFER TO CAN
BUS STRUCTURE AND GUIDELINES SECTION FOR FURTHER INFORMATION.
9 THE GAD 13 IS PREVIOUSLY INSTALLED BY THE G5 AML STC.
Figure B-8 – CAN Bus Connections

B.7 GDU RS-232 Connections
G3X LRU SECONDARY

GDU 4X0
()J4X01
GSU 25D GEA 24
DATA PATH
P251 P241 2
W W
RS-232 TX 4 24 4 4 RS-232 RX 1
B B
1 RS-232 RX 5 24 5 5 RS-232 TX 1
O O
RS-232 GROUND 9 24 9 9 RS-232 GROUND 1
SG SG
()J4X02
W
RS-232 TX 1 48 24
B
RS-232 RX 1 47 24
O
RS-232 GROUND 1 34 24
SG
W
RS-232 TX 2 30 24
B
RS-232 RX 2 14 24
O
RS-232 GROUND 2 35 24
SG
W
RS-232 TX 3 13 24
B
RS-232 RX 3 29 24 3
O
RS-232 GROUND 3 36 24
SG
W
RS-232 TX 4 40 24
B
RS-232 RX 4 23 24
O
RS-232 GROUND 4 37 24
SG
W
RS-232 TX 5 41 24
B
RS-232 RX 5 24 24
O
RS-232 GROUND 5 44 24
SG
NOTES
THIS INPUT IS HARD CODED TO ONLY CONNECT TO EITHER THE GSU OR GEA, USE THE FOLLOWING GUIDANCE FOR
1 CONNECTION REQUIREMENTS:
1. IF DISPLAY IS INSTALLED AS MFD #1, THIS INPUT IS TO BE CONNECTED TO THE GEA.
2. IF DISPLAY IS INSTALLED AS PFD#1, THIS INPUT IS TO BE CONNECTED TO THE GSU.
IN A SINGLE GDU PFD INSTALLATION, BOTH BACKUP PATHS ARE REQUIRED TO BE CONNECTED TO THE DISPLAY (IF THE
2 GEA IS INSTALLED). ()J4X01 MUST BE USED FOR ONE CONNECTION AND THE SECOND DATA PATH MAY BE CONNECTED
TO ANY AVAILABLE RS-232 PORT ON ()J4X02.
3 THE ABOVE FIGURE REPRESENTS THE FIVE POSSIBLE CONNECTIONS OF THE GDU 4X0 GENERAL USE RS-232 PORTS. THESE CAN
BE USED INTERCHANGEABLY TO ANY REQUIRED INTERFACES THAT THE G3X SYSTEM SUPPORTS.
Figure B-9 – GDU RS-232 connections

GARMIN
B.8
TRANSPONDER
GTX325, GTX335R,
GTX32, GTX33(X), GTX335, GTX335DR
GTX328 GTX335D 2 3 5
GTX327 GTX330(X)
4
1
GSU 25D
P252 P3271 P3281 P3301 P3251 P3251
W W
RS-232 TX 3 9 24 19 22 22 31 31 RS-232 RX
Installation Manual
B B
RS-232 RX 3 10 24 20 23 23 9 9 RS-232 TX
O O
RS-232 GROUND 3 14 24 25 51 51 52 52 RS-232 GND
- 15 15 46 46 AUDIO OUT HI
- 16 16 47 47 AUDIO OUT LO 6
NO CONNECTION - - 47 37 37 AUDIO MUTE
- - - 15 15 CONFIGURABLE DISCRETE

- - - 16 16 CONFIGURABLE DISCRETE 7
NOTES
Transponder Connections
1 GSU 25D MUST BE CONNECTED TO RS-232 PORT 1 WHEN INTERFACING WITH A GTX325, GTX335, OR GTX335D.
2 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE TRANSPONDER (WITH THE EXCEPTION OF THE GTX 335(X)).
3 IT IS ACCEPTABLE TO SPLICE THE SIGNAL GROUND ON THE TRANSPONDER IF A WIRE IS ALREADY CONNECTED TO THE RS-232 GROUND PIN.
4 A. GSU 25D MUST BE CONNECTED TO RS-232 PORT 1 WHEN INTERFACING WITH A GTX335R OR GTX335DR.
B. CONFIGURATION MODULE FOR GTX335R/GTX335DR MUST BE REMOVED WHEN INTERFACING WITH G3X.
Page B-11
5 IN A STAND-ALONE MFD INSTALLATION, INTERFACE TO THESE TRANSPONDERS IS NOT APPROVED.
6 CAP AND STOW, OR REMOVE THE AUDIO CONNECTION WIRING FOR THIS TRANSPONDER.
7 IF THESE INPUTS ARE BEING USED FOR THE AUDIO MUTE FUNCTION OF THE TRANSPONDER, CAP AND STOW THIS WIRING.
Figure B-10 – Transponder Connections
190-02472-01
Revision 7
B.9 Transponder (GTX 345(D)(R)) Connections
GARMIN TRANSPONDER
GTX345/ GTX345R/
GTX345D GTX345DR 5 7
1 6 9
GSU 25D
P252 P3251 P3251
W W
RS-232 TX 3 9 24 31 31 RS-232 RX 1
B B
RS-232 RX 3 10 24 9 9 RS-232 TX 1
O O
RS-232 GROUND 3 14 24 52 52 RS-232 GND 1
SG SG
GDU 4X0
()J4X02
3 W W
24 30 30 RS-232 RX 2
2 RS-232 TX 3 13 B B
8 8 RS-232 TX 2
RS-232 RX 3 29 24 4
O O
RS-232 GROUND 3 36 24 51 51 RS-232 GND 2
SG SG
GDU 4X0
()J4X02
3 W W
RS-232 TX 1 48 24 29 29 RS-232 RX 3
2 RS-232 RX 1 47
B
24
B
7 7 RS-232 TX 3
O O 4
RS-232 GROUND 1 34 24 50 50 RS-232 GND 3
SG SG
46 46 AUDIO OUT HI
47 47 AUDIO OUT LO 8
37 37 AUDIO MUTE
NO CONNECTION 13 13 CONFIGURABLE DISCRETE
14 14 CONFIGURABLE DISCRETE
10
NOTES
1 GSU 25D MUST BE CONNECTED TO RS-232 PORT 1 WHEN INTERFACING WITH A GTX345.
2 A MAXIMUM OF TWO GDUS CAN BE CONNECTED TO THE GTX. CONNECT TO ANY AVAILABLE APPROPRIATELY CONFIGURED
RS-232 PORT ON THE GDU. THESE GDUS WILL DISPLAYS DATALINK WEATHER INFORMATION.
3 IN A STAND-ALONE MFD CONFIGURATION, CONNECT ONE RS-232 PORT TO THE GTX345(). GSU CONNECTION NOT REQUIRED.
4 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE TRANSPONDER.
5 IF THE TRANSPONDER IS CONNECTED TO A GTN VIA RS-232:

A. DISCONNECT AND REMOVE THE RS-232 WIRING BETWEEN THE GTX AND GTN.
B. ALTERNATIVELY THE RS-232 WIRE CAN BE CAPPED AND STOWED AT BOTH ENDS.
6 GSU 25 MUST BE CONNECTED TO RS-232 PORT 1 WHEN INTERFACING WITH A GTX345R.
7 RS-232 CONNECTION TO A GNS MUST BE RETAINED.
9 CONFIGURATION MODULE FOR GTX345R/GTX345DR MUST:

A. BE REMOVED WHEN THE GTX IS NOT INTERFACED TO A NON-GARMIN TRAFFIC SYSTEM.
B. BE RETAINED IF THE GTX IS INTERFACED WITH A NON-GARMIN TRAFFIC SYSTEM.
10 IF THESE INPUTS ARE BEING USED FOR THE AUDIO MUTE FUNCTION OF THE TRANSPONDER, CAP AND STOW THIS WIRING.
Figure B-11 – Transponder (GTX 345(D)(R)) Connections

B.10 GTS 8XX (TCAS) Connections
GARMIN
TAS/TCAS
GTS8XX
3
()J4X02 P8001 P8002
W W
RS-232 TX 5 41 24 6 - RS-232 RX 2
B B
2 RS-232 RX 5 24 24
O O
5 - RS-232 TX 2 1
RS-232 GROUND 5 44 24 7 - RS-232 GND 2
SG SG
- 58 AUDIO OUT HI
NO CONNECTION - 59 AUDIO OUT LO 4
- 11 ADVISORY INHIBIT 1
- 56 ADVISORY INHIBIT 2
NOTES
1 DO NOT CONNECT TO RS-232 PORT 1. CONNECT TO PORT 2, 3, OR 4 ON THE GTS8XX, ENSURE THAT THE PORT IS CORRECTLY CONFIGURED
FOR THIS INSTALLATION.
2 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE GDU. IN A STAND-ALONE MFD INSTALLATION CONNECT GTS8XX RS-232 TO MFD #1.
OTHERWISE, CONNECT GTS8XX RS-232 TO PFD #1.
3 TO PREVENT CONFLICTING TRAFFIC INFORMATION, GTS8XX CONNECTION TO GDU IS NOT ALLOWED IF A

GTX345(X) OR A GNX375 IS INSTALLED.
4 CAP AND STOW, OR REMOVE THE AUDIO CONNECTION WIRING FOR THIS TAS/TCAS.
Figure B-12 – GTS 8XX (TCAS) Connections
B.11 GDL 5XR RS-232 Connections
GDU 4X0 GDL 5XR

()J4X02 P5X1
W W
RS-232 TX 2 30 24 8 RS-232 RX 1
B B
1 RS-232 RX 2 14 24 7 RS-232 TX 1
O O
SG SG
GDU 4X0
()J4X02
W W
RS-232 TX 2 30 24 6 RS-232 RX 2
B B
1 RS-232 RX 2 14 24 5 RS-232 TX 2
O O
SG SG
NOTES
1 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE GDU. IN A SINGLE GDU INSTALLATION, ONLY ONE RS-232 CONNECTION
TO THE GDL5XR IS REQUIRED. DATALINK WEATHER WILL BE DISPLAYED ON THE GDU(S) CONNECTED TO THE GDL.
Figure B-13 – GDL5XR RS-232 Connections

B.12 WX-500 RS-232 Connection
WX-500 LIGHTNING
GDU 4X0 (PFD #1 OR MFD #1) DETECTION
()J4X02 J3 J2
3 1
W W
RS-232 TX 5 41 24 8 - RS-232 RX 1
2 B B
RS-232 RX 5 24 24 20 - RS-232 TX 1
O O
RS-232 GROUND 5 44 24 - 5 GROUND
SG SG
NOTES
REFERENCE STORMSCOPE WX-500 INSTALLATION MANUAL FOR FURTHER INFORMATION ABOUT CONFIGURATION
1 SETTINGS AND CONNECTIONS REQUIRED FOR SYSTEM OPERATION.
2 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE GDU.
3 ONLY THE GDU CONNECTED TO THE WX-500 WILL DISPLAY LIGHTNING INFORMATION. THIS INFORMATION IS NOT
SHARED WITH OTHER GDUS INSTALLED.
Figure B-14 – WX-500 RS-232 Connection

B.13 GNC 300XL/GPS155XL Connection
GARMIN GPS
SINGLE DISPLAY INSTALLATION GNC300XL, POSITION
GPS155XL
()J4X02
P1
W W
5 6 RS-232 RX 1 47 24 24 RS-232 TX 1
B B
RS-232 GROUND 1 34 24 - RS-232 GND
SG
W W
5 6 RS-232 RX 4 23 24 24 RS-232 TX 1
B B
RS-232 GROUND 4 37 24 - RS-232 GND
SG
MULTIPLE DISPLAY INSTALLATION
GDU 4X0 (PFD #1)

()J4X02
1 7 RS-232 RX 1 47
W
24
W
B B 24 RS-232 TX 1 1 7
RS-232 GROUND 1 34 24 - RS-232 GND
SG
GDU 4X0 (MFD #1)

()J4X02
1 7 RS-232 RX 4 23
W
24
W
B B 24 RS-232 TX 1 1 7
RS-232 GROUND 4 37 24 - RS-232 GND
SG
GAD 29B
P292
W
3 W
ARINC 429 RX 1A (GPS) 23 24 16 ARINC 429 TX A
B B
2 ARINC 429 RX 1B (GPS) 11 24 15 ARINC 429 TX B
SG
W
3 W
ARINC 429 TX 1A (EFIS/AIR DATA) 24 24 32 ARINC 429 RX A
B B
ARINC 429 TX 1B (EFIS/AIR DATA) 12 24 33 ARINC 429 RX B
SG
W
3 W
ARINC 429 RX 3A (GPS) 17 24 16 ARINC 429 TX A (OPT)
B B
4 ARINC 429 RX 3B (GPS) 5 24 15 ARINC 429 TX B (OPT)
SG
W
3 W
ARINC 429 TX 2A (EFIS/AIR DATA) 18 24 32 ARINC 429 RX A (OPT)
B B
ARINC 429 TX 2B (EFIS/AIR DATA) 6 24 33 ARINC 429 RX B (OPT)
SG
NOTES
1 IF DUAL NAVIGATORS ARE INSTALLED, CONNECT THE PFD #1 TO THE #1 NAVIGATOR. CONNECT THE MFD #1 TO
THE #2 NAVIGATOR. ENSURE THAT THE RS-232 PORT ON THE GDU AND NAVIGATOR ARE CORRECTLY
CONFIGURED, SEE APPENDIX C.
2 THIS SET OF ARINC 429 CONNECTIONS ARE TO BE USED FOR GPS NAVIGATOR #1.
3 EXISTING WIRING MAY BE RE-USED IF WIRE LENGTH IS SUFFICIENT TO REACH GAD 29B.
4 THIS SET OF ARINC 429 CONNECTIONS ARE TO BE USED FOR GPS NAVIGATOR #2.
5 WHEN INSTALLED WITH DUAL NAVIGATORS, THE #1 NAVIGATOR MUST BE CONNECTED TO A LOWER NUMBERED
PORT ON THE PFD THAN THE #2 NAVIGATOR. ONE CONNECTION IS REQUIRED TO EACH NAVIGATOR.
EXAMPLE: IF NAVIGATOR #1 IS CONNECTED TO RS-232 PORT 3, NAVIGATOR #2 WILL NEED TO BE CONNECTED TO

RS-232 PORT 4 OR 5.
6 IF A SINGLE NAVIGATOR IS INSTALLED, CONNECTION TO ONE RS-232 PORT ON THE NAVIGATOR IS REQUIRED IN
A SINGLE DISPLAY INSTALLATION.
A MULTIPLE DISPLAY INSTALLATION.
Figure B-15 – GNC 300XL/GPS 155XL Connection

B.14 GDL 5XR Coax Cables
GDL 5XR
SXM (TNC) MIL-DTL-17
3 1 (EXISTING)
ADS-B IN (BNC) MIL-DTL-17
2 (EXISTING)
NOTES
FOR SXM COAX CABLE LENGTH GUIDANCE, ENSURE THE TOTAL LOSS OF THE SIRIUS XM COAX CABLE TO BE
1 NO MORE THAN 5 dB AT 2345MHz ONCE TERMINATED. EXAMPLE OF DETERMINING CABLE LENGTH FOLLOWS:

CONNECTOR LOSS = 0.2 dB/CONNECTOR
NOTE: A BULKHEAD CONNECTION COUNTS AS A CONNECTOR, SO THE TOTAL LOSS THROUGH A BULKHEAD
CONNECTION IS 0.6 dB.
(CONNECTOR LOSS + CABLE LOSS) = 5dB
EXAMPLE:
RG-400 CABLE LENGTH = 15 FT

NUMBER OF CONNECTORS = 2 (ONE AT THE GDL AND ONE AT THE ANTENNA)
TOTAL CONNECTOR LOSS = 0.2dB * 2 = 0.4dB

TOTAL RG-400 CABLE LOSS = 0.302dB/FT * 15FT = 4.5dB
(0.4dB + 4.5dB) =4.9dB WHICH IS = 5dB
THE ANTENNA CABLE LENGTH IS GOOD SINCE THE LOSS IS = 5dB
NOTE: THE FINAL CABLE LENGTH TOLERANCE IS ±3 INCHES OF CALCULATED MAXIMUM LENGTH
FOR ADS-B COAX CABLE LENGTH GUIDANCE, ENSURE THE TOTAL LOSS OF THE ADS-B COAX CABLE TO BE
2
NO MORE THAN 5 dB AT 1090 MHZ ONCE TERMINATED.
USE THE FOLLOWING GUIDANCE TO ENSURE THIS REQUIREMENT IS MET.
(CONNECTORS LOSS + CABLE LOSS) = 5dB.

CONNECTOR LOSS = 0.2 dB/CONNECTOR
NOTE: A BULKHEAD CONNECTION COUNT AS A CONNECTOR, SO THE TOTAL LOSS THROUGH A BULKHEAD
CONNECTION IS 0.6 dB.
EXAMPLE:
RG-400 CABLE LENGTH = 10 FT

NUMBER OF CONNECTORS = 2 (ONE AT THE GDL AND ONE AT THE ANTENNA)
TOTAL CONNECTOR LOSS = 0.2 dB * 2 = 0.4 dB

TOTAL RG-400 CABLE LOSS = 0.181 dB/FT * 10 FT = 1.81 dB
(0.4 dB + 1.81 dB) = 2.21 dB WHICH IS = 5 dB
THE ANTENNA CABLE LENGTH IS GOOD SINCE ITS LOSS IS =5 dB
NOTE: THE FINAL CABLE LENGTH TOLERANCE IS ±3 INCHES OF CALCULATED MAXIMUM LENGTH
THE ANTENNA CONNECTIONS REQUIRED DEPEND ON THE MODEL OF GDL INSTALLED.

3 FOR GDL50R ONLY ADS-B IS REQUIRED.
FOR GDL51R ONLY SXM IS REQUIRED.
FOR GDL52R ADS-B AND SXM ARE REQUIRED.
Figure B-16 – GDL5XR coax cables

B.15 Audio Connections
GDU 4X0
2 ()J4X02 AUDIO PANEL
W W
ALERT AUDIO OUT HI 1 24 MONO AUDIO IN
ALERT AUDIO OUT LO 18
B
24
B
MONO AUDIO LO 1 3
SG
GDL 5XR
P5X1
W W
MUSIC OUT LEFT 13 24 STEREO AUDIO LEFT IN
B B
MUSIC OUT RIGHT 15 24 STEREO AUDIO RIGHT IN 4
O O
AUDIO COMMON 14 24 AUDIO LO
SG
NOTES
1 CONNECT TO AN UNSWITCHED AND UNMUTED INPUT.
2 IN A MULTIPLE DISPLAY CONFIGURATION, CONNECT TO THE PFD #1.
3 WHEN INSTALLING THE G3X WITH A GFC500 SYSTEM, DISCONNECT THE GMC507 INTERFACE TO THE AUDIO PANEL.
4 THIS CONNECTION IS OPTIONAL IF A GDL 51R/52R IS INSTALLED. CONNECTION WILL PROVIDE XM AUDIO ON INTERCOM.
Figure B-17 – Audio Connections
B.16 GMA 342 and 345 Audio Interface

GDU 4X0 (PFD #1 OR MFD #1) GMA 34X
()J4X02 P3402
W W
RS-232 TX 4 40 24 17 RS-232 RX 1
B B
1RS-232 RX 4 23 24 18 RS-232 TX 1 2
O O
RS-232 GROUND 4 37 24
SG SG
NOTES
1 CONNECT TO AN APPROPRIATELY CONFIGURED, AVAILABLE RS-232 PORT. SEE APPENDIX C FOR CONFIGURATION SETTINGS.
2 THIS INTERFACE IS OPTIONAL. THIS INTERFACE ENABLES SELECTED COM FROM THE GMA 34X TO BE DISPLAYED ON THE GDU.
REFERENCE GMA 34X INSTALLATION MANUAL FOR FURTHER INFORMATION.
Figure B-18 – GMA 342/345 Audio Interface

B.17 GMA 245R Audio Panel Connections
GMA 245R
P2401
W W
COM 1 AUDIO IN HI 9 22
B B
COM 1 AUDIO LO 10 22
SG
W W
2 COM 1 MIC AUDIO OUT HI 11 22 COM1 TRANSCEIVER
B B
22
SG 3
4 COM 1 MIC KEY* OUT 12
W W
COM 2 AUDIO IN HI 13 22
B B
COM 1 AUDIO LO 14 22
SG
W W
2 COM 2 MIC AUDIO OUT HI 15 22 COM2 TRANSCEIVER
B B
22
SG 3
4 COM 2 MIC KEY* OUT 30
W W
TEL AUDIO IN HI 3 22
B B
TEL AUDIO LO 4 22
SG
TEL SYSTEM
W W
2 TEL MIC AUDIO OUT HI 5 22
B B 5
22
SG
W W
NAV 1 AUDIO IN HI 17 22
B B NAV1 RADIO
NAV 1 AUDIO IN LO 18 22
SG
W W
NAV 2 AUDIO IN HI 19 22
B B NAV2 RADIO
NAV 2 AUDIO IN LO 20 22
SG
W W
AUX 1 AUDIO IN HI 21 22
B B AUX 1 SOURCE
AUX 1 AUDIO IN LO 22 22
SG
W W
B B AUX 2 SOURCE
SG
W W
B B AUX 3 SOURCE
AUX 3, ALERT 3, 4 AUDIO LO 43 22
SG
W W
ALERT 1 AUDIO IN HI 31 22
B B ALERT 1 AUDIO
ALERT 1 AUDIO IN LO 32 22
SG
W W
B
22
B ALERT 3 AUDIO
SG
W W
B
22
B ALERT 4 AUDIO
SG
W W
PASS HEADSET LEFT 40 22 T
R
B B
14 PASS HEADSET RIGHT 41 22 #1 PASS HEADSET
O O
PASS HEADSET LO 42 22 1
SG
W W
22 T
R
B B
22 #2 PASS HEADSET
O O
22 1
SG
W W
22 T
R
B B
22 #3 PASS HEADSET
O O
22 1
SG
W W
22 T
R
B B
22 #4 PASS HEADSET
O O
22 1
SG
Figure B-19 – GMA 245R Audio Connections Page 1 of 5

GMA 245R
P2401
PILOT PTT (EXISTING)
4 PILOT MIC KEY* IN 34 22 22 22

22 T
R 6 7
W W
PILOT MIC AUDIO IN HI 33 22 PILOT MIC
B B
PILOT MIC AUDIO IN LO 35 22 1
SG
PILOT ICS (EXISTING)
4 PILOT ICS KEY* IN 16 22 22

12
4 COM ACTIVE* OUT 24 22 8
P2402
W W
PILOT HEADSET LEFT 16 22 T
R
B B
PILOT HEADSET RIGHT 31 22 PILOT HEADSET
O O
PILOT HEADSET LO 1 22 1
SG
W W
COPILOT HEADSET LEFT 3 22 T
R
B B
COPILOT HEADSET RIGHT 4 22 COPILOT HEADSET
O O
COPILOT HEADSET LO 2 22 1
SG
COPILOT PTT (EXISTING)
4 COPILOT MIC KEY* IN 33 22 22 22

22 T
R 6 7
W W
COPILOT MIC AUDIO IN HI 32 22 COPILOT MIC
B B
COPILOT MIC AUDIO IN LO 34 22 1
SG
N/C T
W W R
PASS 1 MIC AUDIO IN HI 35 22 #1 PASS MIC
B B
PASS 1 MIC AUDIO IN LO 36 22 1
SG
N/C T
W W R
B B
SG
N/C T
W W R
B B
SG
N/C T
W W R
B B
SG
W W
MUSIC 1 IN LEFT 23 22 T
R
B B
MUSIC 1 IN RIGHT 24 22 MUSIC 1 IN
O O
MUSIC 1 IN LO 25 22 1 9
SG
W W
R
B B
O O
MUSIC 2 IN LO 28 22 1 9
SG
W W
CABIN SPEAKER OUT HI 43 22 +
B
22
B CABIN SPEAKER
CABIN SPEAKER OUT LO 44 -
SG 10 11
W W
B B ALERT 2 AUDIO
ALERT 2, FAILSAFE AUDIO LO 14 22
SG
17
W W
FAILSAFE WARN AUDIO IN HI 29 22
B
22
B FAILSAFE AUDIO
SG

GMA 245R
P2402
PASSENGER ICS (EXISTING)
4 PASSENGER ICS KEY* IN 13 22 22

13
COM SWAP (EXISTING)
4 COM SWAP* IN 20 22 22
13
PLAY KEY (EXISTING)
4 PLAY KEY* IN 22 22 22
13
COPILOT ICS (EXISTING)
4 COPILOT ICS KEY* IN 30 22 22

13
P2401 MKR BCN ANTENNA
MARKER ANTENNA HI 1 22 MIL-DTL-17 15

13 MARKER ANTENNA LO 2 22
(EXISTING)
16
MONO AUDIO CONNECTIONS

P2402
W W
PILOT HEADSET LEFT 16 22 PILOT HEADSET
B B
PILOT HEADSET LO 1 22
SG 1
W W
COPILOT HEADSET LEFT 3 22
B B
COPILOT HEADSET LO 2 22 COPILOT HEADSET
SG 1
W W
MUSIC 1 IN LEFT 23 22
B B
MUSIC 1 IN LO 25 22 MUSIC 1 IN
SG 1 9
W W
B B
SG 1 9

GMA 245R NOTES
1 ISOLATE JACK SLEEVE (MOUNTING NUT AND NUT PLATE) FROM AIRCRAFT CHASSIS.
ALL HEADSET, MICROPHONE, AND MUSIC PHONE JACKS MUST BE ELECTRICALLY ISOLATED FROM GROUND.
REFER TO THE FIGURE BELOW FOR HOW THE JACK IS ISOLATED. NOT ISOLATING WILL CAUSE GROUND LOOPS AND NOISE.
AUDIO
FLAT METAL
JACK
WASHER
METAL
NUT
FLAT INSULATED
SHOULDER WASHER
WASHER
AIRCRAFT PANEL
2 IF THE TRANSCEIVER HAS A SEPARATE RETURN FOR AUDIO IN AND AUDIO OUT, CONNECT BOTH TO THE GMA AUDIO LO AT THE GMA
3 TRANSCEIVER INTERFACES CAN ALSO BE WIRED THROUGH SUITABLE JACKS AND CABLES TO HANDHELD COMS THAT HAVE HEADSET
INTERFACE CAPABILITY. THE HANDHELD'S HEADSET OUTPUT (LEFT CHANNEL ONLY IF STEREO) CONNECTS TO THE GMA'S COM AUDIO
IN HI AND COM AUDIO LO PINS, THE HANDHELD'S MIC INPUT CONNECTS TO GMA'S COM MIC AUDIO OUT HI AND COM AUDIO LO PINS,
AND THE HANDHELD'S PTT KEY CONNECTS TO GMA'S COM MIC KEY* OUT. SEE TRANSCEIVER'S INSTRUCTION MANUAL.
4 THE "*" SYMBOL NEXT TO A PIN SIGNAL NAME, DENOTES THIS INPUT AS AN ACTIVE LOW.
5 THE TELEPHONE INTERFACE MAY BE WIRED TO A FIXED MOUNTED TELEPHONE SOURCE (SHOWN) OR TO A SUITABLE JACK FOR
PORTABLE TELEPHONE.
6 THE CONNECTION BETWEEN PTT AND THE MIC JACK TIP IS REQUIRED IF HAND MICS WILL BE USED.
7 ALTERNATIVELY, BASED UPON AIRCRAFT INSTALLATION, PTT INPUT CAN BE CONNECTED AS FOLLOWS:
22
T
R
SEE GMA 245R INTERCONNECT DIAGRAM PILOT PTT
22
8 THIS ACTIVE LOW OUTPUT DISCRETE CAN BE CONNECTED TO OTHER INSTALLED LRUS AS NECESSARY.
9 THE MUSIC LO SIGNALS ARE NOT THE SAME REFERENCE AS OTHER GROUNDS. THE MUSIC LO SIGNALS ARE PART OF A DIFFERENTIAL
PAIR WITH THE RIGHT AND LEFT SIGNALS. IF THE MUSIC LO SIGNAL IS TIED TO A GROUND, THE MUSIC WILL CONTAIN NOISE, AND
THE AUDIO QUALITY WILL BE DEGRADED.
10 DO NOT CONNECT THE SPEAKER GROUND RETURN TO THE AIRCRAFT CHASSIS. THE GROUND RETURN MUST GO TO THE GMA.
11 USE A MINIMUM 10 WATT SPEAKER.

USE 8 OHM SPEAKER FOR 28 VOLT SYSTEMS ONLY.
USE 4 OHM SPEAKER FOR 14 OR 28 VOLT SYSTEMS.
12 ICS KEY INPUTS ARE ALSO COMPATIBLE WITH TWO-STAGE PTT KEYS IN WHICH THE FIRST DETENT ACTIVATES THE ICS KEY AND THE
SECOND DETENT ACTIVATES THE TRANSCEIVER PTT (CREW ONLY) FOR THAT POSITION.
13 THIS IS AN OPTIONAL CONNECTION FOR THE GMA.
14 PASSENGER HEADSET AUDIO CAN BE SPLICED UP TO 4 TIMES.
15 SEE APPENDIX C FOR MKR BCN ANTENNA REQUIREMENTS.

GMA 245R NOTES (Cont'd)
16 PREPARE THE MKR BCN CONNECTION TO THE GMA IN ACCORDANCE WITH THE FOLLOWING.
A. EXPOSE THE OUTER SHIELD OF THE COAXIAL CABLE BY CUTTING THE OUTER INSULATION. ENSURE THERE IS ENOUGH SHIELD EXPOSED TO
MAKE AN ADEQUATE ELECTRICAL CONNECTION FOR TERMINATION OF THE SHIELD (MAXIMUM LENGTH OF EXPOSED SHIELD TO BE 0.31").
B. USING AN AS83519/1-5 SOLDER SLEEVE, ATTACH A 4 INCH PIECE OF M22759/16-22-9 OR M22759/34-22-9 WIRE TO THE SHIELD.
2.5" MAX
4" STRANDED WIRE
SOLDER SLEEVE
0.31" MAX EXPOSED SHIELD
C. TRIM THE COAXIAL CABLE TO EXPOSE THE INNER INSULATOR OF THE COAXIAL CABLE (0.50" MAX FROM SOLDER SLEEVE). TRIM THE
COAXIAL CABLE INSULATOR TO EXPOSE THE INNER CONDUCTOR (MAXIMUM OF 0.50" EXPOSED INNER CONDUCTOR).
STRANDED WIRE
INNER CONDUCTOR,
0.50" MAX EXPOSED
SOLDER SLEEVE
INNER INSULATOR, 0.50" EXPOSED
D. CRIMP AN AS81824/1-2 SPLICE TO THE INNER CONDUCTOR OF THE COAXIAL CABLE. CRIMP A 3" (MAX) PIECE OF 22 AWG STRANDED
WIRE TO THE SECOND END OF THE SPLICE (M22759/16-22-9 OR M22759/34-22-9).
STRANDED WIRE
3.0" MAX
SOLDER SLEEVE
CRIMP SPLICE (ENSURE A GAP EXIST BETWEEN THE SPLICE AND INNER INSULATION)
E. CRIMP A P/N 336-00021-00 CONTACT ONTO THE EXPOSED INNER CONDUCTOR AND SHIELD WIRE. TRIM WIRES AS NECESSARY AND
INSTALL IN GMA CONNECTOR.
17 FAILSAFE AUDIO IS ONLY HEARD WHILE THE GMA IS NOT POWERED. IF MORE THAN ONE AUDIO SOURCE IS REQUIRED TO BE
CONNECTED TO THE FAILSAFE INPUT, MIX AUDIO FROM THE AUDIO SOURCES USING MIXING RESISTORS. MIXING RESISTORS ARE
TYPICALLY 390 OHM(±5%), 0.25W. RE-EVALUATE THE AUDIO LEVELS AFTER MIXING RESISTORS ARE INSTALLED.
GMA 245R AUDIO SOURCE #1

P2402
W W
FAILSAFE WARN AUDIO IN HI 29 AUDIO HI
B B
AUDIO LO
SG
AUDIO SOURCE #2
W W
AUDIO HI
B B
ALERT 2, FAILSAFE AUDIO LO 14 AUDIO LO
SG
ALERT 2 AUDIO LO
SUMMING RESISTOR BUILDUP
SUMMING RESISTOR BUILDUP NOTES
1. FOR THE SUMMING RESISTOR (GMA 245R), USE A 390 OHM (±5%), 0.25W RESISTOR, RATED TO MAINTAIN RESISTANCE AND POWER
RATING AT 70°C, AND BE QUALIFIED TO MIL-R-10509 OR MIL-PRF-22684.
2. THE "-Y" CHARACTER IN THE HEAT SHRINK P/N IS COLOR OF THE HEAT SHRINK, COLOR OF HEAT SHRINK IS THE INSTALLER'S CHOICE.
3. ACCEPTABLE SOLDER TYPES ARE SN60 OR SN63. CLEAN FLUX RESIDUES USING AN APPROPRIATE FLUX CLEANER.

B.18 GTR 20/200B VHF COM Connections
GTR 20/200B
P2001
AUDIO PANEL
W W
PILOT MIC AUDIO IN HI 17 22 COM 1(2) MIC AUDIO OUT HI
B B
PILOT MIC AUDIO IN LO 36 22 COM 1(2) MIC AUDIO OUT LO
O O
PILOT PTT* IN 35 22 COM 1(2) PTT* OUT
1
SG
AUDIO PANEL
W W
SUMMED AUDIO OUT HI 10 22 COM 1(2) AUDIO IN HI
B B
SUMMED AUDIO OUT LO 29 22 COM 1(2) AUDIO IN LO
SG
LIGHTING BUS 3 5
1 TRANSMIT INTERLOCK* IN 5 22
TRANSMIT INTERLOCK* OUT 4 22 2
ID IN 8
ID LO 27 4
VHF COM ANTENNA

P2002
VHF COM ANTENNA (BNC) MIL-DTL-17 3
(EXISTING)
NOTES
2 THESE INTERLOCK SIGNALS CAN BE CONNECTED TO SYSTEMS THAT REQUIRE AN ACTIVE LOW SIGNAL FOR COM TRANSMIT
INTERLOCK FUNCTIONS.
3 SEE APPENDIX C FOR VHF COM ANTENNA REQUIREMENTS.
4 IF THE GTR IS INSTALLED AS COM #2, CONNECT PINS P2001 PIN 8 AND 27. JUMPER TO BE LESS THAN 4 INCHES LONG.
5 THIS CONNECTION ONLY APPLICABLE TO GTR200B. AS BEST AS POSSIBLE MATCH EXISTING LIGHTING WIRING GAUGE
SIZE WHEN CONNECTING TO LIGHTING CONTROL MECHANISM (I.E. RHEOSTAT, POTENTIOMETER).
Figure B-24 – GTR 20/200B VHF COM Connections

B.19 GTR 20/200B VHF COM and Intercom Connections
GTR 20/200B P2001 PILOT PTT (EXISTING)

PILOT PTT* IN 35 22 22 22
1
22 T
R 4 6
PILOT MIC AUDIO IN HI 17
W
22
W PILOT MIC
B B
PILOT MIC AUDIO IN LO 36 22 3
SG
W W
PILOT HEADSET LEFT 14 22 T
R
B B
PILOT HEADSET RIGHT 13 22 PILOT HEADSET
O O
PILOT HEADSET LO 33 22 3
SG
COPILOT PTT (EXISTING)

COPILOT PTT* IN 15 22 22 22
1
22 T
R 4 6
COPILOT MIC AUDIO IN HI 16
W
22
W COPILOT MIC
B B
COPILOT MIC AUDIO IN LO 34 22 3
SG
W W
COPILOT HEADSET LEFT 12 22 T
R
B B
COPILOT HEADSET RIGHT 11 22 COPILOT HEADSET
O O
COPILOT HEADSET LO 30 22 3
SG
LIGHTING BUS 3 5
W W
R
B B
O O
MUSIC 1 IN LO 37 22 3
SG
W W
B B AUX 1 SOURCE
SG
W W
B B AUX 2 SOURCE
SG
VHF COM ANTENNA

P2002
VHF COM ANTENNA (BNC) MIL-DTL-17 2
(EXISTING)
MONO AUDIO CONNECTIONS
P2001
W W
PILOT HEADSET LEFT 14 22 PILOT HEADSET
B B
PILOT HEADSET LO 33 22
SG 3
W W
COPILOT HEADSET LEFT 12 22
B B
COPILOT HEADSET LO 30 22 COPILOT HEADSET
SG 3
W W
B B
SG 3
Figure B-25 – GTR 20/200B VHF COM/Intercom Connections Page 1 of 2

NOTES
2 SEE APPENDIX C FOR VHF COM ANTENNA REQUIREMENTS.
3 ISOLATE JACK SLEEVE (MOUNTING NUT AND NUT PLATE) FROM AIRCRAFT CHASSIS.
ALL HEADSET, MICROPHONE, AND MUSIC PHONE JACKS MUST BE ELECTRICALLY ISOLATED FROM GROUND.
REFER TO THE FIGURE BELOW FOR HOW THE JACK IS ISOLATED. NOT ISOLATING WILL CAUSE GROUND LOOPS AND NOISE.
AUDIO
FLAT METAL
JACK
WASHER
METAL
NUT
FLAT INSULATED
SHOULDER WASHER
WASHER
AIRCRAFT PANEL
4 ALTERNATIVELY, BASED UPON AIRCRAFT INSTALLATION, PTT INPUT CAN BE CONNECTED AS FOLLOWS:
22
T
R
SEE GMA 245R INTERCONNECT DIAGRAM PILOT PTT
22
5 THIS CONNECTION ONLY APPLICABLE TO GTR200B. AS BEST AS POSSIBLE MATCH EXISTING LIGHTING WIRING GAUGE
SIZE WHEN CONNECTING TO LIGHTING CONTROL MECHANISM (I.E. RHEOSTAT, POTENTIOMETER).
6 THE CONNECTION BETWEEN PTT AND THE MIC JACK TIP IS REQUIRED IF HAND MICS WILL BE USED.
Figure B-26 – GTR 20/200B VHF COM/Intercom Connection Page 2 of 2

B.20 VHF NAV/COM RS-232 Connection
GARMIN VHF
SINGLE DISPLAY INSTALLATION GNC255
SL30 SL40
NAV/COMM
GTR225

()J4X02 P2001 37 PIN 15 PIN
W W
RS-232 TX 1 48 24 16 4 10 RS-232 RX
B B
3 4 RS-232 RX 1 47 24 1 5 3 RS-232 TX 5
O O
RS-232 GROUND 1 34 24 31 3 11 RS-232 GND
SG SG
1
W W
RS-232 TX 4 40 24 16 4 10 RS-232 RX
B B
3 4 RS-232 RX 4 23 24 1 5 3 RS-232 TX 5
O O
RS-232 GROUND 4 37 24 31 3 11 RS-232 GND
SG SG
1
GDU 4X0 (PFD #1)

()J4X02
W W
RS-232 TX 1 48 24 16 4 10 RS-232 RX
B B
2 6 RS-232 RX 1 47 24 1 5 3 RS-232 TX 2 6
O O
RS-232 GROUND 1 34 24 31 3 11 RS-232 GND
SG SG
1
GDU 4X0 (MFD #1)

()J4X02
W W
RS-232 TX 4 40 24 16 4 10 RS-232 RX
B B
2 6 RS-232 RX 4 23 24 1 5 3 RS-232 TX 2 6
O O
RS-232 GROUND 4 37 24 31 3 11 RS-232 GND
SG SG
1
NOTES
1 TERMINATE SHIELD GROUNDS TO CONNECTOR BACKSHELL. SHIELD LEADS MUST BE MAX 3.0 INCHES. REFER TO UNIT
INSTALLATION MANUALS FOR MORE INFORMATION.
2 IF DUAL NAVIGATORS ARE INSTALLED, CONNECT THE PFD #1 TO THE #1 NAVIGATOR. CONNECT THE MFD #1 TO
THE #2 NAVIGATOR. ENSURE THAT THE RS-232 PORT ON THE GDU AND NAVIGATOR ARE CORRECTLY
CONFIGURED, SEE APPENDIX C.
3 WHEN INSTALLED WITH DUAL NAVIGATORS, THE #1 NAVIGATOR MUST BE CONNECTED TO A LOWER NUMBERED
PORT ON THE PFD THAN THE #2 NAVIGATOR. ONE CONNECTION IS REQUIRED TO EACH NAVIGATOR.
EXAMPLE: IF NAVIGATOR #1 IS CONNECTED TO RS-232 PORT 3, NAVIGATOR #2 WILL NEED TO BE CONNECTED TO

RS-232 PORT 4 OR 5.
A SINGLE DISPLAY INSTALLATION.
5 CONNECT TO AN APPROPRIATELY CONFIGURED, AVAILABLE RS-232 PORT.
A MULTIPLE DISPLAY INSTALLATION.
Figure B-27 – VHF NAV/COM RS-232 connection

B.21 GPS 175 and GNC 355(A) Interface
GARMIN GPS NAVIGATOR
GPS175 GNC355
()J4X02
P1751 P3551
W W
RS-232 TX 2 30 24 31 31 RS-232 RX 1 (MAPMX)
B B
1 6 8 RS-232 RX 2 14 24 RS-232 TX 1 (MAPMX) 1 8
O O
9 9
RS-232 GROUND 2 35 24 52 52 RS-232 GND 1 (MAPMX)
SG 7 SG
2
W W
RS-232 TX 3 13 24 30 30 RS-232 RX 2 (CONNEXT)
B B
1 8 RS-232 RX 3 29 24 8 8 RS-232 TX 2 (CONNEXT) 1 8
O O
RS-232 GROUND 3 36 24 51 51 RS-232 GND 2 (CONNEXT)
SG SG
2
GAD 29B
P292 5
W
4 W
ARINC 429 RX 1A (GPS) 23 24 5 5 ARINC 429 TX 1A
B B
ARINC 429 RX 1B (GPS) 11 24 6 6 ARINC 429 TX 1B
SG SG
5 2
W
4 W
ARINC 429 TX 1A (EFIS/AIR DATA) 24 24 27 27 ARINC 429 RX 1A
B B 3
ARINC 429 TX 1B (EFIS/AIR DATA) 12 24 28 28 ARINC 429 RX 1B
SG SG
2
NOTES
1 CONNECT TO AN APPROPRIATELY CONFIGURED, AVAILABLE RS-232 PORT. SEE APPENDIX C FOR CONFIGURATION
SETTINGS.
3 CONNECT TO ANY APPROPRIATELY CONFIGURED, AVAILABLE ARINC 429 RX PORT.
5 IT IS ACCEPTABLE TO SPLICE WIRES TO EXISTING WIRING.
6 WHEN INSTALLED WITH DUAL NAVIGATORS, THE #1 NAVIGATOR MAPMX BUS MUST BE CONNECTED TO A LOWER
NUMBERED PORT ON THE PFD THAN THE #2 NAVIGATOR RS-232. ONE RS-232 CONNECTION IS REQUIRED TO
EACH NAVIGATOR.
EXAMPLE: IF #1 NAVIGATO MAP MX BUS IS CONNECTED TO GDU RS-232 PORT 3, THE #2 NAVIGATOR RS-232
WILL NEED TO BE CONNECTED TO GDU RS-232 PORT 4 OR 5.
7 WHEN A G5 IS INSTALLED IN AN AIRCRAFT WITH THE G3X SYSTEM, IT IS ACCEPTABLE TO SPLICE THE RS-232 MAPMX TX
WIRE AND GROUND WIRE WITH THE GDU.
8 IF A SINGLE NAVIGATOR IS INSTALLED, CONNECTION TO ONE SET OF RS-232 PORTS ON THE NAVIGATOR IS
REQUIRED IN A MULTIPLE DISPLAY INSTALLATION.
Figure B-28 – GPS 175 and GNC 355(A) Interface

B.22 GNX 375 GPS/Transponder Interface
GARMIN TRANSPONDER/
GSU 25D
GNX375
GPS NAVIGATOR
P252
P3751 P3752
W W
RS-232 TX 3 9 24 29 - RS-232 RX 5
B B
2 RS-232 RX 3 10 24 7 - RS-232 TX 5
O O 4
RS-232 GROUND 3 14 24 50 - RS-232 GND 5
SG SG
5

11 ()J4X02
W W
RS-232 TX 1 48 24 - 20 RS-232 RX 1 (MAPMX)
2 10 RS-232 RX 1 47
B
24
B
1
O O - 5 RS-232 TX 1 (MAPMX)
RS-232 GROUND 1 34 24 - 34 RS-232 GND 1 (MAPMX)
SG
7 5
SG
W W
RS-232 TX 2 30 24 30 - RS-232 RX 4 (CONNEXT)
B B
2 RS-232 RX 2 14 24 4
O O 8 - RS-232 TX 4 (CONNEXT)
RS-232 GROUND 2 35 24 RS-232 GND 4 (CONNEXT)
51 -
SG SG
5
GDU 4X0 (MFD #1)

3 ()J4X02
W W
RS-232 TX 1 48 24 - 21 RS-232 RX 2 (CONNEXT)
2 RS-232 RX 1 47
B
24
B
RS-232 TX 2 (CONNEXT) 4
O O
- 6
RS-232 GROUND 1 34 24 - 35 RS-232 GND 2 (CONNEXT)
SG SG
5
GAD 29B
P292
8 9
W W
ARINC 429 RX 1A (GPS) 23 24 - 1 ARINC 429 TX 1A
B B
ARINC 429 RX 1B (GPS) 11 24 - 2 ARINC 429 TX 1B
SG SG
5
8
W 9 W
ARINC 429 TX 1A (EFIS/AIR DATA) 24 24 27 - ARINC 429 RX 1A
B B
ARINC 429 TX 1B (EFIS/AIR DATA) 12 24 28 - ARINC 429 RX 1B 6
SG SG
5
15 - AUDIO MUTE
NO CONNECTION 37 - AUDIO MUTE
12
46 - AUDIO OUT HI
47 - AUDIO OUT LO
NOTES
1 MAPMX RS-232 MUST BE CONNECTED TO RS-232 PORT 1 OR 2 ON THE GNX375.
2 CONNECT TO AN APPROPRIATELY CONFIGURED, AVAILABLE RS-232 PORT. SEE APPENDIX C FOR CONFIGURATION SETTINGS.
3 CONNECTIONS SHOWN HERE ARE REQUIRED ONLY IN A MULTIPLE GDU INSTALLATION.
4 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE GNX375. SEE APPENDIX C FOR CONFIGURATION SETTINGS.
7 WHEN A G5 IS INSTALLED IN AN AIRCRAFT WITH THE G3X SYSTEM, IT IS ACCEPTABLE TO SPLICE THE RS-232 MAPMX TX
WIRE AND GROUND WIRE WITH THE GDU.
10 WHEN INSTALLED WITH DUAL NAVIGATORS, THE #1 NAVIGATOR MUST BE CONNECTED TO A LOWER NUMBERED PORT ON THE PFD THAN
THE #2 NAVIGATOR. ONE CONNECTION IS REQUIRED TO EACH NAVIGATOR.
EXAMPLE: IF NAVIGATOR #1 IS CONNECTED TO RS-232 PORT 3, NAVIGATOR #2 WILL NEED TO BE CONNECTED TO RS-232 PORT 4 OR 5.
11 CONNECTIONS SHOWN HERE ARE APPLICABLE FOR A STAND-ALONE MFD/PFD INSTALLATION, AND MULTIPLE GDU INSTALLATION.
Figure B-29 – GNX 375 GPS/Transponder Interfaces

GARMIN
GPS/VHF
5 NAVIGATION
5 5
GTN6XX GNS480
GNS4XX(W) GNS5XX(W)
GTN7XX
GDU 4X0 (PFD #1 OR MFD #1) ()J4X02
9 2 P1001 P1004 P4001 P4006 P5001 P5006 P5050 P1 P5
W W
RS-232 TX 1 48 24 27 - 57 - 57 - - 4 RS-232 RX (MAP MX)
B B
1 RS-232 RX 1 47 24 8 - 56 - 56 - - 5 - RS-232 TX (MAP MX) 1
O O
Installation Manual
SIGNAL GROUND 34 24 46 - GND - GND - - 23 - RS-232 GND (MAP MX)
8
2
W W
RS-232 TX 3 13 B
24 B
26 - 59 - 59 - - - - RS-232 RX (CONNEXT)
1 RS-232 RX 3 29 24 7 - 58 - 58 - - - - RS-232 TX (CONNEXT)
O O
SIGNAL GROUND 36 24 RS-232 GND (CONNEXT)
45 - GND - GND - - - -
1

GAD 29B
P292
5 6
W W
ARINC 429 RX 2A (NAV) 22 24 - 24 - 24 - 24 - - 5 ARINC 429 TX A
B B
ARINC 429 RX 2B (NAV) 10 24 - 23 - 23 - 23 - - 25 ARINC 429 TX B
2 3 3 3 3
6
W W
ARINC 429 RX 1A (GPS) 23 24 10 - 46 - 46 - - - 4 ARINC 429 TX A
B B
ARINC 429 RX 1B (GPS) 11 24 29 - 47 - 47 - - - 24 ARINC 429 TX B
2 3 3 3 3
W W
ARINC 429 TX 1A (EFIS/AIR DATA) 24 24 24 48 - 48 - 48 - - - 8 ARINC 429 RX A
B B
ARINC 429 TX 1B (EFIS/AIR DATA) 12 24 24 67 - 49 - 49 - - - 28 ARINC 429 RX B
2 4 4 4 4
Page B-29
24 - - 50 - 50 - - - - ARINC 429 RX A
24 - - 51 - 51 - - - - ARINC 429 RX B
7 4 4
- - - - - - - - 40 MESSAGE AUDIO OUT

- - - - - - - - 43 MESSAGE AUDIO GND
- - - - - - - - 77 AUDIO INHIBIT IN
NO CONNECTION 35 - - - - - 15 - - TAWS AUDIO ACTIVE OUT
B.23 Single GPS/VHF NAV with Single/Dual GDU Interface
- - - - 11 - - - - ANNUNCIATE
10
- - - - - - 1 - TAWS INHIBIT INPUT
4 - - - 52 - - - - TAWS AUDIO HI
23 - - - 53 - - - - TAWS AUDIO LO
Figure B-30 – Single GPS/VHF NAV with Single/Dual GDU Interfaces
190-02472-01
Revision 7
SINGLE GPS/VHF NAV WITH SINGLE /DUAL GDU INTERFACES NOTES
3 CONNECT TO ANY APPROPRIATELY CONFIGURED, AVAILABLE ARINC 429 TX PORT.
5 ARINC 429 TX (NAV) CONNECTION NOT APPLICABLE WHEN INTERFACING WITH GTN625/725 UNITS OR
GNS4XX(W)/5XX(W) UNITS WITHOUT VHF NAVIGATION.
7 CONNECTION ONLY REQUIRED WHEN INTERFACING TO A NON-GARMIN AUTOPILOT AND ONE OF THE FOLLOWING:
A. GNS IS NOT WAAS ENABLED
B. GNS SOFTWARE IS V5.30 OR EARLIER
8 WHEN A GFC500 WITH G5 IS INSTALLED IN AN AIRCRAFT WITH THE G3X SYSTEM, IT IS ACCEPTABLE TO SPLICE THE
MAPMX TX BUS AND GROUND PINS WITH THE GDU.
9 THESE RS-232 CONNECTIONS ARE APPLICABLE TO SINGLE AND MULTIPLE GDU INSTALLATIONS WITH A SINGLE GPS/VHF
NAVIGATOR INSTALLED.
A. IF A PFD IS INSTALLED, CONNECT RS-232 TO PFD #1
B. IF A STAND-ALONE MFD IS INSTALLED, CONNECT RS-232 TO MFD #1
10 CAP AND STOW OR REMOVE WIRING FROM AIRCRAFT WHEN INSTALLING THE G3X SYSTEM.
Figure B-31 – Single GPS/VHF NAV with Single/Dual GDU Interfaces Notes

GARMIN
SINGLE DISPLAY INSTALLATION
GPS/VHF
GTN6XX
GNS4XX(W) GNS5XX(W) GNS480 NAVIGATION
GTN7XX
GDU 4X0 (PFD #1 OR MFD #1) ()J4X02 6
P1001 P1004 P4001 P4006 P5001 P5006 P1 P5
2
W W
RS-232 TX 1 48 24 27 - 57 - 57 - 4 RS-232 RX (MAP MX)
B B
5 RS-232 RX 1 47 24 8 - 56 - 56 - 5 - RS-232 TX (MAP MX) 1
O O
RS-232 GROUND 1 34 24 46 - GND - GND - 23 - RS-232 GND (MAP MX)
Installation Manual
3
2
W W
RS-232 TX 2 30 24 27 - 57 - 57 - 4 RS-232 RX (MAP MX)
B B
5 RS-232 RX 2 14 24 8 - 56 - 56 - 5 - RS-232 TX (MAP MX) 1
O O
2
W W RS-232 RX (CONNEXT)
RS-232 TX 3 13 24 26 - 59 - 59 - - -

4 B B
RS-232 RX 3 29 24 7 - 58 - 58 - - - RS-232 TX (CONNEXT)
O O
RS-232 GROUND 3 36 24 45 - GND - GND - - - RS-232 GND (CONNEXT)
GDU 4X0 (PFD #1) ()J4X02

7 2
W W
RS-232 TX 1 48 24 27 - 57 - 57 - 4 RS-232 RX (MAP MX)
B B
RS-232 RX 1 47
Page B-31
24 8 - 56 - 56 - 5 - RS-232 TX (MAP MX) 1
O O
2
W W RS-232 RX (CONNEXT)
RS-232 TX 4 40 24 27 - 57 - 57 - - -
B B
4 RS-232 RX 4 23 24 8 - 56 - 56 - - - RS-232 TX (CONNEXT)
O O
RS-232 GROUND 4 37 24 46 - GND - GND - - - RS-232 GND (CONNEXT)
GDU 470 (MFD #1)

7 ()J4702
2
W W
RS-232 TX 4 40 24 26 - 59 - 59 - 4 RS-232 RX (MAP MX)
B B
RS-232 RX 4 23 24 7 - 58 - 58 - 5 - RS-232 TX (MAP MX) 1
O O
24
B.24 Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces
RS-232 GROUND 4 37 45 - GND - GND - 23 - RS-232 GND (MAP MX)

3
Figure B-32 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces
190-02472-01
Revision 7
DUAL GPS/VHF NAV WITH SINGLE/DUAL GDU RS-232 INTERFACE NOTES
3 WHEN A GFC500 WITH G5 IS INSTALLED IN AN AIRCRAFT WITH THE G3X SYSTEM, IT IS ACCEPTABLE TO SPLICE THE
MAPMX TX BUS AND GROUND PINS WITH THE GDU.
4 THE CONNEXT BUS MUST BE CONNECTED TO GNS/GTN #1.
5 WHEN INSTALLED WITH DUAL NAVIGATORS, THE #1 MAPMX BUS MUST BE CONNECTED TO A LOWER NUMBERED PORT ON
THE PFD THAN THE #2 NAVIGATOR. ONE RS-232 CONNECTION IS REQUIRED TO EACH NAVIGATOR.
EXAMPLE: IF GNS #1 MAP MX BUS IS CONNECTED TO RS-232 PORT 3, THE #2 NAVIGATOR RS-232 WILL NEED TO BE
CONNECTED TO RS-232 PORT 4 OR 5.
6 FOR GAD 29B REQUIRED CONNECTIONS FOR DUAL GPS/VHF NAVIGATORS, SEE DUAL GPS/VHF NAV ARINC 429
INTERFACES FIGURE.
7 ENSURE WHEN CONNECTING DUAL NAVIGATORS IN A MULTIPLE GDU INSTALLATION THAT NAVIGATOR #1 IS CONNECTED
TO THE PFD #1 AND NAVIGATOR #2 IS CONNECTED TO MFD #1.
Figure B-33 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interface Notes

GARMIN
GPS/VHF
4 NAVIGATION
4 4
GTN6XX GNS480
GNS4XX(W) GNS5XX(W)
GTN7XX 8
GAD 29B
P1001 P1004 P4001 P4006 P5001 P5006 P5050 P1 P5
P292
4 5
W W
Installation Manual
B B
1 2 2 2 2
6 5
W W
B B
ARINC 429 RX 1B (GPS) 11 24 29 - 47 - 47 - - - 24 ARINC 429 TX B
1 2 2 2 2
5
W W
ARINC 429 TX 1A (EFIS/AIR DATA) 24 24 48 - 48 - 48 - - - 8 ARINC 429 RX A
B B
ARINC 429 TX 1B (EFIS/AIR DATA) 12 24 67 - 49 - 49 - - - 28 ARINC 429 RX B

1 3 3 3 3
4 5
W W
B B
1 2 2 2 2
5
W W
B B
7 ARINC 429 RX 3B (GPS) 5 24
Page B-33
29 - 47 - 47 - - - 24 ARINC 429 TX B
1 2 2 2 2
5
W W
ARINC 429 TX 2A (EFIS/AIR DATA) 18 24 48 - 48 - 48 - - - 8 ARINC 429 RX A
B B
ARINC 429 TX 2B (EFIS/AIR DATA) 6 24 67 - 49 - 49 - - - 28 ARINC 429 RX B
1 3 3 3 3
- - - - - - - - 40 MESSAGE AUDIO OUT

- - - - - - - - 43 MESSAGE AUDIO GND
- - - - - - - - 77 AUDIO INHIBIT IN
NO CONNECTION 35 - - - - - 15 - - TAWS AUDIO ACTIVE OUT
- - - - 11 - - - - ANNUNCIATE
9 - - - - - - 1 - TAWS INHIBIT INPUT
4 - - - 52 - - - - TAWS AUDIO HI
23 - - - 53 - - - - TAWS AUDIO LO
B.25 Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces
Figure B-34 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces
190-02472-01
Revision 7
DUAL GPS/VHF NAV WITH SINGLE /DUAL GDU ARINC 429 INTERFACE NOTES
2 CONNECT TO ANY APPROPRIATELY CONFIGURED, AVAILABLE ARINC 429 TX PORT.
4 ARINC 429 TX (NAV) CONNECTION NOT APPLICABLE WHEN INTERFACING WITH GTN625/725 UNITS OR
GNS4XX(W)/5XX(W) UNITS WITHOUT VHF NAVIGATION.
6 THIS SET OF GAD 29B ARINC 429 PORTS TO BE CONNECTED TO THE #1 NAVIGATOR.
7 THIS SET OF GAD 29B ARINC 429 PORTS TO BE CONNECTED TO THE #2 NAVIGATOR.
8 FOR GDU REQUIRED CONNECTIONS FOR DUAL GPS/VHF NAVIGATORS, SEE DUAL GPS/VHF NAV RS-232 INTERFACES
FIGURE.
9 CAP AND STOW OR REMOVE WIRING FROM AIRCRAFT WHEN INSTALLING THE G3X SYSTEM.
Figure B-35 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interface Notes

B.26 Engine Temperature Sensors (CHT K-Type)
GEA 24 GARMIN P/N K TYPE
P242
494-70008-00 THERMOCOUPLE
2 3 1
CHT CYL 1 HI 24 (YEL) YEL YEL
THM RED RED
CHT CYL 1 LO 12 (RED)
CHT CYL 2 HI 22
CHT CYL 2 LO 10
CHT CYL 3 HI 20
CHT CYL 3 LO 8
CHT CYL 4 HI 18
5
CHT CYL 4 LO 6
CHT CYL 5 HI 16
CHT CYL 5 LO 4
CHT CYL 6 HI 14
CHT CYL 6 LO 2 GARMIN P/N K TYPE
2 3 1
EGT CYL 1 HI 25 (YEL) YEL YEL
THM RED RED
EGT CYL 1 LO 13 (RED)
EGT CYL 2 HI 23
EGT CYL 2 LO 11
EGT CYL 3 HI 21
EGT CYL 3 LO 9
EGT CYL 4 HI 19
EGT CYL 4 LO 7 5
EGT CYL 5 HI 17
EGT CYL 5 LO 5
EGT CYL 6 HI 15
EGT CYL 6 LO 3
GARMIN P/N K TYPE

P243 494-70002-00 THERMOCOUPLE
2 3 1
TIT 1 HI 31 (YEL) YEL YEL
THM RED RED
TIT 1 LO 30 (RED)
5
TIT 2 HI 29
TIT 2 LO 28
GARMIN P/N UMA T3B3 K TYPE

494-70009-00 THERMOCOUPLE THERMOCOUPLE
2 3 4 1
OIL TEMP HI 33 (YEL) YEL YEL YEL
THM
OIL TEMP LO 32 (RED) RED RED RED
OR
MS28034 6
RTD
OIL TEMP HI 33 (22) HI

OIL TEMP LO 32 (22) LO
7 SIGNAL GROUND 27 (22)
GARMIN P/N K TYPE

2 3 4 1
CARBURETOR TEMP HI 31 (YEL) YEL YEL
THM RED RED
CARBURETOR TEMP LO 30 (RED)
OR
MS28034 6
RTD
CARBURETOR TEMP HI 31 (22) HI

CARBURETOR TEMP LO 30 (22) LO
SIGNAL GROUND 27 (22)
7
Figure B-36 – Engine Temperature Sensors (CHT K-Type)

ENGINE TEMPERATURE SENSORS (CHT K-TYPE) NOTES
WIRES ARE PRE-INSTALLED LEADS FROM THE MANUFACTURER OR ALREADY EXISTING ON THE AIRCRAFT.
1
SEE EGT, CHT, TIT SPLICE FIGURE FOR SPLICE DETAILED BUILDUP OF PROBES USING STANDARD #4 OR #6 RING
2 TERMINALS.
WIRE FROM GEA TO PROBES SHALL BE THERMOCOUPLE EXTENSION GRADE WIRE. THE WIRE SHALL BE K-TYPE, 150°C OR
3 HIGHER, STRANDED, COLORED PER ASTM E 230, AND TESTED IN ACCORDANCE WITH AT LEAST ONE OF THESE
STANDARDS: ASTM E 207, ASTM E 220, OR AMS 2750. THE WIRE IS NOT REQUIRED TO BE SHIELDED.
THE FOLLOWING DESCRIBES THE SPLICE DETAIL FOR THE TEMPERATURE PROBES P/N 494-70010-00, AND 494-70009-00.
4
1. ATTACH A MS25036-102 TERMINAL TO THE WIRE FROM THE GEA.
2. INSERT THIS TERMINAL INTO THE LOCK NUT ON THE PRESSURE PROBE.
3. TORQUE THE ASSEMBLY TO 8-10 IN-LB. ENSURE A POSITIVE MECHANICAL CONNECTION BETWEEN THE LOCK NUT AND THE
TERMINAL.
4. WRAP THE ASSEMBLY IN M3190/5 OR M3190/6 FIBERGLASS SLEEVE AND SECURE WITH THREE EQUALLY SPACED CABLE TIES.
THE FIBERGLASS SLEEVE SHALL EXTEND A MINIMUM OF 1.5 INCHES OVER INSULATED WIRE PRIOR TO SECURING. (REFERENCE
CHT, EGT, TIT PROBE BUILD-UP FOR PLACEMENT OF CABLE TIES)
USE THESE INPUTS AS NECESSARY GIVEN ENGINE CONFIGURATION.

5
USE SOCKET P/N M39029/30-217 TO INTERFACE WITH RTD P/N MS28034.

6
IF TWO MS28034 TEMPERATURE PROBES ARE NEEDED TO BE CONNECTED TO THE GEA, P243 PIN 27 CAN BE SPLICED TO
7 BOTH "LO" SIGNALS OF THE PROBES.
Figure B-37 – Engine Temperature Sensors (CHT K-Type) notes

B.27 CHT Sensor Interconnect (J-type)
J TYPE
GEA 24 THERMOCOUPLE
P242
2 3 1
CHT CYL 1 HI 24 (WHT) WHT
THM
CHT CYL 1 LO 12 (RED) RED
CHT CYL 2 HI 22
CHT CYL 2 LO 10
CHT CYL 3 HI 20
CHT CYL 3 LO 8
CHT CYL 4 HI 18
4
CHT CYL 4 LO 6
CHT CYL 5 HI 16
CHT CYL 5 LO 4
CHT CYL 6 HI 14
CHT CYL 6 LO 2
NOTES
WIRES ARE PRE-INSTALLED LEADS FROM THE MANUFACTURER.
1
SEE EGT, CHT, TIT SPLICE FIGURE FOR SPLICE DETAILED BUILDUP.
2
WIRE FROM GEA TO PROBES SHALL BE THERMOCOUPLE EXTENSION GRADE WIRE. THE WIRE SHALL BE J-TYPE, 150°C OR
3 HIGHER, STRANDED, COLORED PER ASTM E 230, AND TESTED IN ACCORDANCE WITH AT LEAST ONE OF THESE
STANDARDS: ASTM E 207, ASTM E 220, OR AMS 2750. THE WIRE IS NOT REQUIRED TO BE SHIELDED.
USE THESE INPUTS AS NECESSARY GIVEN ENGINE CONFIGURATION.

4
Figure B-38 – CHT sensor interconnect (J-type)

B.28 EGT, CHT, TIT Splice
THE FOLLOWING DESCRIBES THE SPLICE DETAIL FOR THE EGT, CHT, AND TIT PROBES.
1. PRIOR TO APPLYING TORQUE TO THE FINAL ASSEMBLY, SLIDE HEAT SHRINK M23503/5-004-Y (IF USING M7928/7 RING
TERMINALS) OR M23503/4-302-Y (IF USING MS25036 RING TERMINALS) OVER THE BARREL OF EACH TERMINAL AND SHRINK TO
SEAL TERMINAL BARREL AND APPLY M23503/5 HEAT SHRINK TO THE END OF THE THERMOCOUPLE EXTENSION WIRE FROM THE
GEA EXIT.
NOTE: THE "-Y" CHARACTER IN THE HEAT SHRINK P/N IS COLOR OF THE HEAT SHRINK, COLOR OF HEAT SHRINK IS THE
INSTALLER'S CHOICE.
1(±0.25)"
TERMINAL BARREL
HEAT SHRINK
TERMINAL
BARREL
1.5(±0.5)"
HEAT SHRINK
0.5(±0.25)"
HEAT SHRINK 1.5(±0.5)"
HEAT SHRINK
CHT, EGT, TIT MECHANICAL SPLICE DETAIL

(TYPICAL)
3/8" NON-STRUCTURAL SCREW (e.g MS35206)
TERMINAL (EXISTING FROM PROBE)
M7928/7 OR MS25036 TERMINAL (WIRING TO GEA)
FLAT WASHER, CAD PLATED
STAR WASHER, CAD PLATED
PLAIN NUT, CAD PLATED
SPLICE DETAILS
SCREW TERMINAL FLAT WASHER STAR WASHER PLAIN NUT TORQUE
SIZE #6 AWG 20 SIZE #6 NAS1149FN632P MS35333-37P MS35649-262 8-10 IN-LB
SIZE #4 AWG 20 SIZE #4 NAS1149FN432P MS35333-36P MS35649-242 6-7 IN-LB
2. TORQUE THE ASSEMBLY, THEN COVER THE SPLICE AS FOLLOWS:

2.1. STAGGER THE SPLICE CONNECTION POINTS.
2.2. COVER THE SPLICE CONNECTIONS AND WITH M3190/3, M3190/5, OR M3190/6 FIBER GLASS SLEEVE OR THE FIBERGLASS
SLEEVE PROVIDED WITH THE PROBES.
2.3. SECURE FIBER GLASS SLEEVE TO THE WIRING WITH THREE CABLE TIES. ONE IS TO BE WITHIN 0.5 INCH OF EACH END,
AND ONE IN THE MIDDLE OF THE SPLICES.
0.5(±0.1)" 0.5(±0.1)"
MS3367 CABLE TIES
=1.5"
=1.5"
FIBERGLASS SLEEVE
Figure B-39 – EGT, CHT, TIT splice

B.29 Fuel, Oil and Manifold Pressure Transducer Interconnects
GEA 24 GARMIN P/N 5V FUEL PRESSURE

3 P243 1 011-04202-XX TRANSDUCER
W W
FUEL PRESS XDCR +5V 4 20 RED 5V PWR
B B
FUEL PRESS RX 2 20 GRN SIGNAL
O O
FUEL PRESS GND 1 20 BLK GROUND
SG
OR
UMA
P/N T1EU 12V FUEL PRESSURE
TRANSDUCER
1 2
W W
FUEL PRESS XDCR +12V 3 20 ORG 12V PWR
B B
FUEL PRESS RX 2 20 BLU SIGNAL
O O
FUEL PRESS GND 1 20 GRY GROUND
SG
GARMIN P/N 5V MANIFOLD PRESSURE

P243 1 011-04202-00 TRANSDUCER
W W
MANIFOLD PRESS XDCR +5V 15 20 RED 5V PWR
B B
MANIFOLD PRESS RX 13 20 GRN SIGNAL
O O
MANIFOLD PRESS GND 12 20 BLK GROUND
SG
OR
UMA 12V MANIFOLD

P/N T1EU PRESSURE
1 2 TRANSDUCER
W W
MANIFOLD PRESS XDCR +12V 14 20 ORG 12V PWR
B B
MANIFOLD PRESS RX 13 20 BLU SIGNAL
O O
MANIFOLD PRESS GND 12 20 GRY GROUND
SG
GARMIN P/N 5V OIL PRESSURE

P243 1 011-04202-30 TRANSDUCER
W W
OIL PRESS XDCR +5V 19 20 RED 5V PWR
B B
OIL PRESS RX 17 20 GRN SIGNAL
O O
OIL PRESS GND 16 20 BLK GROUND
SG
OR
UMA
P/N T1EU 12V OIL PRESSURE
TRANSDUCER
1 2
W W
OIL PRESS XDCR +12V 18 20 ORG 12V PWR
B B
OIL PRESS RX 17 20 BLU SIGNAL
O O
OIL PRESS GND 16 20 GRY GROUND
SG
OR
BEECH P/N
102-389017-X
OIL PRESS RX 17 20 P
SG
20 C
OIL PRESS GND 16 20 4
NOTES
WIRES ARE PRE-INSTALLED LEADS FROM THE MANUFACTURER.
1
THE PRE-INSTALLED OVERBRAID OF THE UMA PRESSURE SENSOR NEED TO BE MAINTAINED ALL THE WAY TO THE GEA CONNECTION. USE
2 BRAID QUALIFIED TO CID A-A-59569 OR MIL SPEC QQ-B-575.
USE THESE INPUTS AS NECESSARY GIVEN AIRCRAFT CONFIGURATION.

3
IT IS ACCEPTABLE TO REUSE EXISTING GROUND WIRING CONNECTED TO TERMINAL C.

4
Figure B-40 – Fuel, Oil, and Manifold Pressure Transducer Interconnects

B.30 Fuel Quantity Sensor Interconnects
GEA 24 1
P244
4
1K OHM
FUEL QTY 1 (RESISTIVE) 6 22 22 EXISTING FUEL QTY WIRE
SG
3 4
FUEL QTY 2 (RESISTIVE) 9
OR
CIES FUEL PROBE CIES FUEL PROBE

(VOLT) (FREQ)
FUEL QTY 1 (DIGITAL) 6 22 GREEN BLUE
SG
3 FUEL QTY 2 (DIGITAL) 9

FUEL QTY 3 (DIGITAL) 12
FUEL QTY 4 (DIGITAL) 15
NOTES
SEE FUEL RESISTOR BUILDUP FIGURE FOR DETAILED INSTALLATION OF RESISTOR.
1
SEE CIES STC IM FOR DIGITAL TYPE FUEL PROBES INTERFACE COMPLETE REQUIREMENTS.
2

3
AIRCRAFT WITH CERTAIN CONSTRUCTIONS CANNOT INTERFACE WITH RESISTIVE FUEL PROBES. SEE SECTION 2 FOR
4 SPECIFIC LIMITATIONS.
Figure B-41 – Fuel Quantity Sensor Interconnects

Installation Manual
1
3

2
B.31 Fuel Resistor Detailed Buildup
Page B-41
NOTES
FOR THE FUEL QUANTITY RESISTOR (GEA 24), USE A 1K OHM (±1%), 0.5W RESISTOR, RATED TO MAINTAIN RESISTANCE AND POWER RATING AT 75°C,
1 AND BE QUALIFIED TO MIL-R-10509 OR MIL-PRF-22684.
THE "-Y" CHARACTER IN THE HEAT SHRINK P/N IS COLOR OF THE HEAT SHRINK, COLOR OF HEAT SHRINK IS THE INSTALLER'S CHOICE.
2
Figure B-42 – Fuel Resistor Detailed buildup

ACCEPTABLE SOLDER TYPES ARE SN60 OR SN63. CLEAN FLUX RESIDUES USING AN APPROPRIATE FLUX CLEANER.
3
190-02472-01
Revision 7
B.32 Miscellaneous Sensor Interconnects
GEA 24
3 P243
BEECH FLOSCAN
GARMIN P/N 102-389012-11 JPI FUEL FLOW
201B-6,
494-10001-XX 700900-X TRANSDUCER
4 231
W W
FUEL FLOW 1 XDCR +12V 24 20 RED A RED RED 12V PWR
B B
FUEL FLOW 1 RX 23 20 WHT B WHT WHT SIGNAL
O O
FUEL FLOW 1 GND 20 20 BLK C BLK BLK GROUND
SG
BEECH FLOSCAN
GARMIN P/N 102-389012-11 JPI FUEL FLOW
201B-6,
494-10001-XX 700900-X TRANSDUCER
4 231
W W
FUEL FLOW 2 XDCR +12V 25 20 RED A RED RED 12V PWR
B B
FUEL FLOW 2 RX 21 20 WHT B WHT WHT SIGNAL
O O
FUEL FLOW 2 GND 22 20 BLK C BLK BLK GROUND
SG
400K OHM (±10%) LH MAGNETO

RPM 1 8 22 OUT HI (P-LEAD)
SG
5
2
400K OHM (±10%) RH MAGNETO

RPM 2 6 22 OUT HI (P-LEAD)
SG
5
OR
400K OHM (±10%) IGNITION SWITCH

RPM 1 8 22 LH IGNITION
SG
400K OHM (±10%)

RPM 2 6 22 RH IGNITION
SG
OR
UMA RPM HALL EFFECT

P/N T1A9-X SENSOR
1
W W
RPM 1 +12V 9 24 ORG 12V PWR
B B
RPM 1 8 24 GRY SIGNAL
O O
RPM 1 GND 7 24 BLU GROUND
SG
NOTES
1 WIRES ARE PRE-INSTALLED LEADS FROM THE MANUFACTURER.
2 SEE P-LEAD RESISTOR INSTALLATION FIGURE FOR DETAILED INSTALLATION OF RESISTOR.
3 USE THESE INPUTS AS NECESSARY GIVEN AIRCRAFT CONFIGURATION.
4 USE PIN P/N M39029/26-212 TO CONNECT WIRING TO EXISTING CONNECTOR ON PROBE.
5 CONNECT WIRE SHIELD TO THE GROUND STUD ON THE MAGNETO.
Figure B-43 – Miscellaneous Sensor Interconnects – Page 1

GEA 24
1 P244
VOLTS 1 25 24 24 BATTERY/BUS 1 +
1A
2 SG
3
VOLTS 2 28 24 24 BATTERY/BUS 2 +
SG
1A
3
TO GEA 24 CIRCUIT BREAKER 22 1
MASTER WARNING 44 22 2 RED 4
22 3
EIS WARNING LIGHT
TO GEA 24 CIRCUIT BREAKER 22 1
MASTER CAUTION 45 22 2 AMBER 4
22 3
A-A-55524 EIS CAUTION LIGHT

P243
5 6 CURRENT SHUNT
W W
BUS 1 AMPS HI 37 24 BATTERY/BUS 1 +
1A
B B
BUS 1 AMPS LO 36 24 BATTERY/BUS 1 -
SG 1A
OR
CESSNA
ELECTRICAL
CS3200
P243 CURRENT SHUNT
PB018
W W
BUS 1 AMPS HI 37 24 F AMMETER
B B
BUS 1 AMPS LO 36 24 G AMMETER
SG
P243
5 6 CURRENT SHUNT
W W
BUS 2 AMPS HI 35 24 BATTERY/BUS 2 +
1A
B B
BUS 2 AMPS LO 34 24 BATTERY/BUS 2 -
SG 1A
OR
CESSNA
ELECTRICAL
CS3200
P243 CURRENT SHUNT
PB018
W W
BUS 2 AMPS HI 35 24 F AMMETER
B B
BUS 2 AMPS LO 34 24 G AMMETER
SG
NOTES
1
THESE INPUTS ARE OPTIONAL, VOLTAGE CAN BE DISPLAYED BASED UPON GEA24 POWER INPUT VOLTAGE. SEE SECTION 5
2 FOR CONFIGURATION SETTINGS.
IF THE AIRCRAFT ELECTRICAL SYSTEM CONTAINS A VOLTAGE MEASURING MEANS THAT IS PROTECTED WITH FUSES, THIS
3 MEASURING METHOD CAN BE RETAINED AND WIRING FROM THE GEA CAN BE SPLICED TO EXISTING WIRING. SEE FUSE
HOLDER ASSEMBLY FIGURE FOR ASSEMBLY OF 330-01791-10 FUSE HOLDER.
USE MS25041-2 (RED) OR MS25041-4 (AMBER) INDICATOR WITH MS25237-327 LAMP FOR 28VDC, OR MS25237-330 LAMP
4 FOR 14VDC.
5 IF USING MIL-PRF-19207(FHN) FUSE HOLDERS, HOLDERS ARE TO BE PLACED WITHIN 6 INCHES OF THE CURRENT SHUNT.
IF USING 330-01791-10 FUSE HOLDERS, HOLDERS ARE TO BE PLACED WITHIN 12 INCHES OF THE CURRENT SHUNT. SEE
FUSE HOLDER ASSEMBLY FIGURE FOR ASSEMBLY OF 330-01791-10 FUSE HOLDER.
IF THE AIRCRAFT ELECTRICAL SYSTEM CONTAINS A CURRENT MEASURING MEANS THAT IS PROTECTED WITH FUSES, THIS
6 MEASURING METHOD CAN BE RETAINED AND WIRING FROM THE GEA CAN BE SPLICED TO EXISTING WIRING.
Figure B-44 – Miscellaneous Sensor Interconnects – Page 2

B.33 In-line Fuse Holder Build-Up
ASSEMBLY OF IN-LINE FUSE HOLDER P/N 330-01791-10
TO GEA
FUSE HOLDER
CABLE TIE,
SEE FUSE HOLDER MOUNTING
FOR AVAILABLE CABLE TIE
PREPARATION METHODS
TO AIRCRAFT WIRING
PART PREPARATION
FUSE-HOLDER IS ACTUALLY A ONE-PIECE ASSEMBLY.
THUS ONLY ONE HALF OF THE ASSEMBLY IS SHOWN IN
THIS VIEW FOR DRAWING CLARITY. FUSE-HOLDER
MUST REMAIN AS ONE ASSEMBLY.
P/O FUSE HOLDER ASSEMBLY
FUSE HOLDER MOUNTING

(TYPICAL)
CABLE TIE
"FIGURE 8" WRAP
OR
CABLE TIE
DISCRETE WRAPS
1. CRIMP FUSE HOLDER LEADS TO WIRE USING ONE OF THE FOLLOWING RECOMMENDED CRIMP TOOLS:
THOMAS & BETTS - ERG4002

CHANNELLOCK NO. 909
THOMAS & BETTS WT-112M
2. INSTALL FUSE, CLOSE FUSE HOLDER AND ATTACH FUSE HOLDER TO EXISTING BUNDLE OR STRUCTURE
USING CABLE TIES IN ACCORDANCE WITH AC 43.13-1B, CHAPTER 11, PARAGRAPHS 11-158 AND
11-220 AND ALSO TABLE 11-22.
3. FUSE HOLDERS MUST BE SEPARATED BY A MINIMUM OF SIX INCHES
Figure B-45 – P/N 330-01791-10 In-Line Fuse Holder Build-up

Installation Manual
2
1
4

3
NOTES
Page B-45
USE A RESISTOR THAT IS 400K OHM (±10%), 0.5W, RATED TO MAINTAIN RESISTANCE AND POWER RATING AT 150°C AND BE QUALIFIED TO MIL-R-10509.
1
USE MS25036 TERMINALS OF APPROPRIATE SIZE FOR THE BRAID AND GROUND STUD ON THE MAGNETO OR THE IGNITION SWITCH.
2
3
4
Figure B-46 – P-lead Resistor Detailed Buildup (Braided Shield) Page 1 of 2

B.34 P-lead Resistor Detailed Buildup (Braid Shield and Stranded Wire Shield)
190-02472-01
Revision 7
Installation Manual
2

1
4
Page B-46
NOTES
USE A RESISTOR THAT IS 400K OHM (±10%), 0.5W, RATED TO MAINTAIN RESISTANCE AND POWER RATING AT 150°C AND BE QUALIFIED TO MIL-R-10509.
1
USE MS25036 TERMINALS OF APPROPRIATE SIZE FOR THE 22 AWG WIRE AND GROUND STUD ON THE MAGNETO.
2
3
4
Figure B-47 – P-lead Resistor Buildup (Stranded Wire Shield) Page 2 of 2
190-02472-01
Revision 7
CENTURY II/IIB/III
AUTOPILOT
1C388 1C388C (SEE NEXT PAGE FOR NOTES)
1C388M 1C388MC
7
CD33 7
CD33
GAD 29B TO AMP
P292 TO DG CD33 TO DG
2
W W 1 4 W W
AC REFERENCE HI 1 24 24 C - D ROLL EXC 27 VAC 5 KHZ
B B B B
Installation Manual
AC REFERENCE LO 2 24 24 F - E ROLL EXC 27 VAC 5 KHZ
3 10kO
3 6
T1
COURSE ERROR HI 15 NO CONNECTION 1
10K:10K
COURSE ERROR LO 20 NO CONNECTION
1 4 W W
24 - A A HEADING SIGNAL
B B
24 - B B ROLL COMMON
W W 2

HEADING ERROR HI 8 24 10kO 3
B B
HEADING ERROR LO 14 24
3 6
T1 4
10K:10K 1 18mH .047µF
- D - DG EXCITATION
24 - E - DG EXCITATION
CENTURY II/IIB/III
AUTOPILOT
(SEE NEXT PAGE FOR NOTES)
1C388-2 1C388-3
Page B-47
7
CD33 7
CD33
GAD 29B TO AMP
P292 TO DG CD33 TO DG
2
W W 1 4 W W
AC REFERENCE HI 1 24 24 - D E ROLL EXC 27 VAC 5 KHZ
B B B B
AC REFERENCE LO 2 24 24 - E D ROLL EXC 27 VAC 5 KHZ
3 10kO
3 6
T1
10K:10K 1
1 4 W W
B.35 Century II, IIB, III Autopilot Systems Interface to GAD 29B
24 - A A HEADING SIGNAL
B B
24 B - F ROLL COMMON
W W 2
HEADING ERROR HI 8 24 10kO 3
B B
3 6
Figure B-48 – Century II, IIB, III Autopilot Interface to GAD 29B
T1
10K:10K 1
1 4 W W
24 - B B COURSE SIGNAL
B B
24 B - C ROLL COMMON
W W 2
COURSE ERROR HI 15 24 10kO 3
8 B B
COURSE ERROR LO 20 24
3 6
T1
1
190-02472-01
Revision 7
10K:10K
CENTURY AUTOPILOT
CENTURY
CENTURY 21 CENTURY 31 CENTURY 41 CENTURY 2000
IV
GAD 29B
P292 CD66 CD175 CD194 CD175 CD200 CD175 CD185 CD175 CD220
W 6 W
HEADING ERROR HI 8 49 17 - 17 - 17 17 - HDG DATUM HI
B B
Installation Manual
HEADING ERROR LO 14
W 6 W
COURSE ERROR HI 15 48 2 - 2 - 12 2 - CRS DATUM HI
B B
8 COURSE ERROR LO 20
NO CONNECTION - - 13 - 32 17 - 42 DG SELECT
5 NO CONNECTION - - 15 - 49 8 - 46 ARINC SELECT
NO CONNECTION - - 14 - - 9 - 28 GROUND

NOTES FOR CENTURY AUTOPILOTS INTERFACE
1 USE MIL-T-27 TYPE TF5S21ZZ TRANSFORMER TRIAD MAGNETICS P/N SP-66. REFER TO GAD29B TRANSFORMER MOUNTING INSTRUCTIONS FOR TRANSFORMER MOUNTING
AND INSTALLATION INSTRUCTIONS.
2 SPLICE NEW WIRING TO EXISTING WIRING AT RADIO COUPLER.
Page B-48
3 USE MIL-R-10509 TYPE RN RESISTOR VISHAY P/N RN60D1002FB14.
4 USE CENTURY TANK CIRCUIT (CENTURY P/N 24A93) OR INDUCTOR JW MILLER P/N 8250-183K-RC AND MIL-PRF-39014 CAPACITOR KEMET P/N CKR05BX473M OR EQUIVALENT.
5 WHEN INTERFACING WITH A CENTURY A/P, REMOVE ALL JUMPERS CONNECTED TO THE DESIGNATED PINS LISTED IN THE TABLE.
7 FOR CONNECTIONS TO "CD33 TO DG" PIGTAIL AT RADIO COUPLER, BUILD MATING CONNECTOR USING P/N 126-217-1000.
B.36 Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B
CD33 TO AMP
TO NEW WIRING AND TRANSFORMERS

RADIO
COUPLER
CD33 TO DG NEW MATING CONNECTOR
Figure B-49 – Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B
(PIGTAIL) P/N 126-217-1000
8 COURSE ERROR OUT IS ONLY CONNECTED WHEN THE G3X IS INTERFACING WITH A GARMIN NAVIGATOR (GPS, VHF, OR GPS/VHF).
190-02472-01
Revision 7
B.37 Cessna Autopilot Interface to GAD 29B
CESSNA AUTOPILOT
300/400/800
IFCS
S530A CA530FD
GAD 29B
P292 J3/P18 J1/P5
W 3 W
HEADING ERROR HI 8 24 E - HDG ERROR 1 HI
B B
HEADING ERROR LO 14 24 C - HDG ERROR 1 LO 2
SG
W W 1 4 W 3 W
COURSE ERROR HI 15 24 24 V - NAV 1 CRS DATUM HI
B B B B
4 COURSE ERROR LO 20 24 24 K* - NAV 1 CRS DATUM LO
SG 2
3 6
T1
10K:10K 1
W 3 W
AC REFERENCE HI 1 24 - E 10 VAC 400 HZ
B B
AC REFERENCE LO 2 24 - F 10 VAC 400 HZ RETURN
SG
CESSNA AUTOPILOT
300B/400B/800B
400B
IFCS
CA550A/FD S-550A CA550A/FD

GAD 29B
P292 J1/P4 J2/P5 J1 J3 J1 J2
W 3 W
HEADING ERROR HI 8 24 24 - 12 - - - DC HDG GYRO IN
B B
SG
W 3 W
COURSE ERROR HI 15 24 - 17 - 21 - - DC COURSE DATUM IN
B B
4 COURSE ERROR LO 20 24
SG
24 15 - - - 15 - AC COURSE DATUM
- 20 - - - 20 AC HDG GYRO IN
NOTES
1 USE MIL-T-27 TYPE TF5S21ZZ TRANSFORMER TRIAD MAGNETICS P/N SP-66. REFER TO GAD 29B TRANSFORMER
MOUNTING INSTRUCTIONS FOR TRANSFORMER MOUNTING AND INSTALLATION INSTRUCTIONS.
2 TUNE RESISTANCE POTS ON HEADING ERROR HI AND COURSE ERROR HI TO END OF TRAVEL IN ORDER NOT TO AFFECT
THE HEADING AND COURSE ERROR SIGNALS. REFER TO CESSNA 300/400/800 IFCS MAINTENANCE MANUAL FOR FURTHER
INFORMATION.
4 COURSE ERROR OUT IS ONLY CONNECTED WHEN THE G3X IS INTERFACING WITH A GARMIN NAVIGATOR (GPS, VHF, OR
GPS/VHF).
Figure B-50 – Cessna Autopilot Interface to GAD 29B

B.38 Honeywell (Bendix/King) Autopilot Interface to GAD 29B
HONEYWELL (BENDIX/KING)
AUTOPILOT
KAP 150
KAP 100 KAP 140
KFC 150
KC 191
KC 190 KC 140
KC 192 2
GAD 29B
P292 P1901 P1401 P1402 P19X1
W 1 W
HEADING ERROR HI 8 24 X 2 - X HDG DATUM HI
B B
HEADING ERROR LO 14 24 20 27 - 20 HDG DATUM LO
SG
W 1 W
COURSE ERROR HI 15 24 W - 17 W CRS DATUM HI
B B
4 COURSE ERROR LO 20 24 19 27 - 19 CRS DATUM LO
SG
1
HDG/CRS VALID 3 24 1 11 - 1 COMPASS VALID
HONEYWELL (BENDIX/KING) AUTOPILOT

KAP 200
KFC 225
KFC 200
KC 295
KC 225
KC 295
GAD 29B
P292 P1 P2 P2251 P2252
W 1 W
HEADING ERROR HI 8 24 - H 2 - HDG DATUM HI
B B
SG
W 1 W
COURSE ERROR HI 15 24 - W - 16 CRS DATUM HI
B B
4 COURSE ERROR LO 20 24 - M 28 - HDG/CRS DATUM LO
SG
1
HDG/CRS VALID 3 24 C* - 11 - COMPASS VALID
3
W W
ARINC 429 RX 1A (GPS) 23 - - 46 - GPS ARINC 429 RX A
B B
ARINC 429 RX 1B (GPS) 11 - - 47 - GPS ARINC 429 RX B
SG
SG
GTN/GNS GPS NAVIGATOR W

PXX 3 B
W
GPS ARINC 429 TX A XX
B
GPS ARINC 429 TX B XX
SG
NOTES
2 EFIS-ENABLED KC 19X COMPUTER (P/N 065-0042-16) IS NOT SUPPORTED.
3 SEE GAD 29B INTERFACE TO GPS/VHF NAVIGATOR FIGURES.
Figure B-51 – Honeywell (Bendix/King) Autopilot Interface to GAD 29B

B.39 S-Tec Autopilot Interface to GAD 29B
S-TEC AUTOPILOT
S-TEC
S-TEC S-TEC
S-TEC 55/55X 60-1/60-2
20/30 40/50
/65
GAD 29B
P292 P1 P1 P1 P2 RFGC
W 1 W
HEADING ERROR HI 8 24 8 31 28 - 19 HDG DATUM HI
B B
HEADING ERROR LO 14 24 7 29 29 - 13 HDG DATUM LO
SG
W 1 W
COURSE ERROR HI 15 24 - - 11 - 20 CRS DATUM HI
B B
6 COURSE ERROR LO 20 24 - - 12 - 13 CRS DATUM LO
SG
4 5
W W
ARINC 429 RX 1A (GPS) 23 - - - 36 - GPS ARINC 429 RX A
B B
ARINC 429 RX 1B (GPS) 11 - - - 37 - GPS ARINC 429 RX B
SG
SG
GTN/GNS GPS NAVIGATOR W

PXX 4 B
W
GPS ARINC 429 TX A XX
B
GPS ARINC 429 TX B XX
SG
2 NO CONNECTION - - 9 - 18 DG GROUND STRAP
NO CONNECTION - - 10 - 34 GROUND
3 NO CONNECTION 20 23 - - - NO HEADING SYSTEM A

NO CONNECTION 21 39 - - - NO HEADING SYSTEM B
NOTES
2 REMOVE ALL JUMPERS FOR DG GROUND STRAP.
3 REMOVE ALL JUMPERS FOR NO HEADING SYSTEM.
4 SEE GAD 29B INTERFACE TO GPS/VHF NAVIGATOR FIGURES.
5 ARINC 429 GPSS DATA IN A/B APPLIES TO S-TEC 55X SYSTEM ONLY.
Figure B-52 – S-Tec Autopilot Interface to GAD 29B

PIPER AUTOCONTROL III, III B, IIIC AUTOPILOT
ALTIMATIC III, III B-1, IIIC
1C388P 1C388-2
GAD29B CD33 TO CD33 TO CD33 TO CD33 TO

P292
2 AMP DG 5 AMP DG 5
W W 1 4 W W
AC REFERENCE HI 1 C - - D ROLL EXC 27 VAC 5 KHZ
B B B B
AC REFERENCE LO 2 F - - E ROLL EXC 27 VAC 5 KHZ
3 10kO
Installation Manual
3 6
T1
10K:10K 1
1 4 W W
- A - A HEADING SIGNAL
B B
- B B - ROLL COMMON
W W 2
HEADING ERROR HI 8 10kO 3
B B
HEADING ERROR LO 14
3 6

T1 4
10K:10K 1 18mH .047µF
- D - - DG EXCITATION
- E - - DG EXCITATION
1 4 W W
- - - B COURSE SIGNAL
B B
- - B - ROLL COMMON
W W 2
6 COURSE ERROR HI 15 10kO 3
B B
COURSE ERROR LO 20
3 6
T1
B.40 Piper Autopilot Interface to GAD 29B
10K:10K 1
Page B-52
NOTES
1 USE MIL-T-27 TYPE TF5S21ZZ TRANSFORMER TRIAD MAGNETICS P/N SP-66. REFER TO GAD29B TRANSFORMER MOUNTING
INSTRUCTIONS FOR TRANSFORMER MOUNTING AND INSTALLATION INSTRUCTIONS.
2 SPLICE NEW WIRING TO EXISTING WIRING AT RADIO COUPLER.
3 USE MIL-R-10509 TYPE RN RESISTOR VISHAY P/N RN60D1002FB14.
4 USE INDUCTOR JW MILLER P/N 8250-183K-RC AND MIL-PRF-39014 CAPACITOR KEMET P/N CKR05BX473M OR EQUIVALENT.
Figure B-53 – Piper Autopilot Interface to GAD 29B

5 FOR CONNECTIONS TO "CD33 TO DG" PIGTAIL AT RADIO COUPLER, BUILD MATING CONNECTOR USING P/N 126-217-1000.
CD33 TO AMP
TO NEW WIRING AND TRANSFORMERS

RADIO
COUPLER
CD33 TO DG NEW MATING CONNECTOR

(PIGTAIL) P/N 126-217-1000
190-02472-01
Revision 7
B.41 GAD 27 Wig-Wag Lights
Refer to B.3 for GAD 27 connection for GEA 24 power stabilization.
TB273 4 6
GAD 27
1
LIGHT 1 POWER IN 3 LANDING LIGHT EXISTING WIRING
EXISTING LANDING
3 1 2 LIGHT POWER WIRING
3
4
TB273 EXISTING LANDING LIGHT 22 AIRFRAME
5
LIGHT 1 POWER OUT 9 6 GROUND
3 1
P271 GAD PWR

2
GAD 27 POWER 7 20 14/28 VDC 8
LIGHT 1 SWITCH 34 22
ALTERNATING FLASH ON 36 22
SG
LIGHT 2 SWITCH (OPT) 35 22
7
GAD 27 POWER GND 8 20 16 AIRFRAME
GAD 27 POWER GND 38 20 GROUND
TB273 4 6
1
LIGHT 2 POWER IN (OPT) 4 TAXI LIGHT EXISTING WIRING
3 EXISTING TAXI LIGHT
1 2
3 POWER WIRING
TB273 EXISTING TAXI LIGHT 4
LIGHT 2 POWER OUT (OPT) 10 22 AIRFRAME
1 5
3 6 GROUND
NOTES
1 MAXIMUM CURRENT DRAW FOR LIGHTS CONNECTED TO THESE TERMINAL IS 10 AMPS. IF WIRING MODIFICATIONS NEED TO BE MADE TO
EXISTING WIRING TO CONNECT TO GAD27, REFERENCE AC43-13-1B CHAPTER 11.
2 INSTALLATION OF CIRCUIT BREAKER IS REQUIRED IF NOT INSTALLED ACCORDING TO GAD27 INSTALLATION (14-VOLT AIRCRAFT ONLY) FIGURE.
3 USE GARMIN TERMINAL P/N 235-00094-00 TO TERMINATE EXISTING WIRE ON TB273.
4 LABEL THE SWITCH AS FOLLOWS ON THE INSTRUMENT PANEL, DEPENDING UPON THE AIRCRAFT CONFIGURATION
(SWITCH SHOWN IN MIDDLE POSITION):
LANDING LIGHT TAXI LIGHT
ON KEYWAY ON KEYWAY
FLASH FLASH
OFF OFF
5 THE CHASSIS ON THE GAD 27 MUST BE BONDED TO THE AIRFRAME GROUND. REFER TO SECTION 4 FOR AVAILABLE BONDING METHODS.
6 THE TERMINAL NUMBERS SHOWN ARE REPRESENTATIVE OF A THREE POSITION SWITCH P/N 2TL1-10. IF AN ALTERNATE SWITCH IS USED,
IT IS THE INSTALLER'S RESPONSIBILITY TO ENSURE CORRECT CONNECTIONS ARE MADE.
7 20 AWG WIRE MUST BE LESS THAN 6 INCHES IN LENGTH.
8 GAD27 TO BE CONNECTED TO ELECTRICAL BUS THAT LIGHTS WERE CONNECTED TO PRIOR TO G3X MODIFICATION.
Figure B-54 –Landing/Taxi Light Wig-Wag Configuration

B.42 GAP 26 Power and Ground Connections
AOA HEAT
AOA HEAT
1 2 ON
GAP 26 2 (14 OR 12) 15 14 VDC
AIRCRAFT POWER 1 PLAIN WIRE (14 OR 12) 4
AIRCRAFT POWER 2 PLAIN WIRE 3 1
OFF
GROUND BANDED WIRE (14 OR 12)
GROUND BANDED WIRE
AIRFRAME GROUND
OR
AOA HEAT
AOA HEAT
1 2 ON
GAP 26 3 2 (10) 15 14 VDC
AIRCRAFT POWER 1 PLAIN WIRE (10) 4
AIRCRAFT POWER 2 PLAIN WIRE 3 1
OFF
GROUND BANDED WIRE (10)
GROUND BANDED WIRE
3 AIRFRAME GROUND
OR
AOA HEAT
2 AOA HEAT
1 2 ON
GAP 26 2 (18, 16, 14) 10 28 VDC
AIRCRAFT POWER 1 PLAIN WIRE (18, 16, 14) 4
3 1
GROUND BANDED WIRE
OFF
GROUND BANDED WIRE
AIRCRAFT POWER 2 PLAIN WIRE (18, 16, 14)
2
AIRFRAME GROUND
NOTES
WIRES ARE PRE-INSTALLED ON GAP FROM FACTORY.
1
GAP POWER WIRE GAUGE REQUIREMENTS VARY WITH TOTAL LENGTH.

2
USE THE FOLLOWING TO DETERMINE REQUIRED WIRE GAUGE FOR GAP POWER.
LENGTH OF WIRE 14VDC WIRE GAUGE 28VDC WIRE GAUGE
<12 FT 14 AWG 18 AWG
12-20 FT 12 AWG 16 AWG
20-30 FT 10 AWG 14 AWG
TERMINAL SPLICE DETAIL IS PROVIDED IN GAP 26 MECHANICAL SPLICE DETAIL FIGURE.

3
THE TERMINAL NUMBERS SHOWN ARE REPRESENTATIVE OF SWITCH P/N 1TL-1. IF AN ALTERNATE SWITCH IS USED, IT IS THE INSTALLER'S
4
RESPONSIBILITY TO ENSURE CORRECT CONNECTIONS ARE MADE.
Figure B-55 – GAP 26 Power and Ground Connections

B.43 GAP 26 Mechanical Splice Buildup
THE FOLLOWING DESCRIBES THE SPLICE DETAIL FOR THE GAP IF 10 AWG WIRE IS REQUIRED FOR POWER AND GROUND.
1. ATTACH A MS25036-112 TERMINAL TO ALL WIRES (FOUR FROM THE GAP AND TWO FROM THE AIRCRAFT WIRING).
2. ASSEMBLE THE SPLICE AS SHOWN BELOW. TORQUE THE ASSEMBLY TO 20-29 IN-LB.
NOTE: THE TERMINAL ORDER DOES NOT MATTER FOR THIS ASSEMBLY.
GAP MECHANICAL SPLICE DETAIL

(TYPICAL)
#10 CAD PLATED NON-STRUCTUAL SCREW
TERMINAL (MS25036-112)
FLAT WASHER, CAD PLATED (NAS1149FN032P)
STAR WASHER, CAD PLATED (MS35333-39P)

#10 LOCK NUT
3. TORQUE THE ASSEMBLY, THEN COVER THE SPLICE AS FOLLOWS:

3.1. COVER THE SPLICE CONNECTION WITH M3190/3 FIBERGLASS SLEEVE.
3.2. SECURE THE FIBERGLASS SLEEVE TO THE GAP WIRING WITH TWO CABLE TIES. ONE IS TO BE WITHIN 0.5 INCH OF
EACH END.
0.5(±0.1)" 0.5(±0.1)"
MS3367 CABLE TIES
TO AIRCRAFT POWER
TO GAP26
AND GROUND
FIBERGLASS SLEEVE
Figure B-56 – GAP 26 Mechanical Splice Detail

B.44 Carbon Monoxide (CO) Detector
GUARDIAN CO
DETECTOR
AERO
452-201-010(011) AERO AERO
/454/455/851 452-201-012(013) 551/553
1
3
()J4X02 J1 J1 J1
W W
22 8 8 2 RS-232 RX 1
2 RS-232 TX 5 41
B B
RS-232 RX 5 24 22 7 7 10 RS-232 TX 1
O O
RS-232 GROUND 5 44 22 3 GND GND GROUND
SG
NOTES
REFERENCE GUARDIAN CO DETECTOR INSTALLATION MANUAL FOR FURTHER INFORMATION ABOUT CONFIGURATION
1 SETTINGS AND CONNECTIONS REQUIRED FOR SYSTEM OPERATION.
2 CONNECT TO ANY AVAILABLE RS-232 PORT ON THE GDU. IN A STAND-ALONE MFD INSTALLATION CONNECTION TO A
CARBON MONOXIDE DETECTOR IS NOT SUPPORTED.
3 FOR THE GUARDIAN MODEL 851 ONLY, IT IS ACCEPTABLE TO CONNECT TO ANY AVAILABLE RS-232 PORT.
Figure B-57 – Carbon Monoxide Detector Interface

APPENDIX C Equipment Compatibility and Configuration
The following equipment listed in this section is compatible with the G3X Touch system when
configured as described. The equipment listed has been included to show where there are
specific equipment requirements that will impact the availability of features and functions of the
G3X Touch EFIS.
C.1 GPS/VHF Nav Interfaces
The GPS position sources listed in Table C-1 are compatible with the G3X Touch. Reference
Section 5 for entering configuration and changing data on G3X units.
NOTE
Make configuration changes only as described in this section, changing other configuration
settings is not recommended and may significantly alter the unit’s operation. Garmin
recommends recording all existing configuration settings (before making any changes) for
reference.
Table C-1 – Compatible Equipment – GPS/VHF Nav Interfaces

MFR Model Data G3X Configuration Interfacing Equipment
Format Setting Configuration Setting
Garmin GNS 4XX(W)/ 5XX(W) ARINC 429 ARINC 429 Configuration GNS 4XX(W)/5XX(W)
Series Page: Main ARINC Config Page:
429 Output 1: “EFIS /Airdata IN 1 Speed: “LOW”
Main Software v3.30 or Format 1” and “Nav 1” IN 1 Data: “EFIS/Air Data”
later is required. 429 Input 1: “Garmin GPS” and OUT Speed: “LOW”
“Nav 1” OUT Data: “GAMA 429”
429 Input 2: “Garmin VOR/ILS” SDI: “LNAV 1”
and “Nav 1” (GNS VNAV: “Enable Labels” (WAAS
430(W)/530(W)) Units Only)
For dual GNS configure #1 GNS When interfaced with Non-Garmin
as above and #2 GNS as below: autopilot:
429 Output 2: “EFIS /Airdata IN 2 Speed: “LOW” (2)
Format 1” and “Nav 2” IN 2 Data: “Garmin GAD 42” (2)
429 Input 3: “Garmin GPS” and For dual GNS configure as above
“Nav 2” for GNS #2 (If and below:
Applicable)
429 Input 4: “Garmin VOR/ILS” SDI: “LNAV 2” on #2 GNS (dual
and “Nav 2” for GNS #2 (GNS GNS ONLY)
430(W)/530(W)) VNAV: “Enable Labels” on #2 GNS
(WAAS Units Only)

G3X Touch EFIS Part 23 AML STC Page C-1 Revision 7
RS-232 RS-232 Configuration Page RS-232 Configuration Page
Serial Port ‘x’: “MapMX” CHNL 1 Input: “OFF”
(WAAS Unit) or “Aviation In” CHNL 1 Output: “MapMX” (WAAS
(Non-WAAS unit) units only) or “Aviation” (Non-WAAS
Serial Port ‘x’ (Connext): unit)
“Garmin Instrument Data” (GTN CHNL 2 Input/Output: “Connext”
4XXW/5XXW Only) (When Connext is used)
For dual GNS, configure #1

GNS as above and #2 GNS as
below:
RS-232 Configuration Page
Serial Port ‘x’: “MapMX”
(WAAS Unit) or “Aviation In”
(Non-WAAS unit) (PFD or MFD)
NOTE: “x” = Connected Port #

(GNS #1 must be connected to a
lower number port than GNS #2.
In dual GDU installations GNS,
#2 may be connected to any port
on the MFD))
Misc. Main CDI/OBS Config Page (GNS
430(W)/530(W)
Press Menu and select “Ignore SEL
CRS for VLOC” Option
Note: Menu will display “Allow SEL
Course for VLOC” when set
correctly.
VOR/ILS ARINC 429 Config Mode
Page (GNS 430(W)/530(W)
RX and TX Speed: “LOW”
SDI: “VOR/ILS 1” (“VOR/ILS 2” for
GNS 2)
GNS 480 ARINC 429 ARINC 429 Configuration GNS 480 Main ARINC Setup
Page: Page:
Software v2.3 or later is 429 Output 1: “EFIS /Airdata IN 2SEL: “EFIS”
required. Format 1” and “Nav 1” IN 2 Speed: “LOW”
429 Input 1: “Garmin GPS” and IN 2 SDI: “SYS1”
“Nav 1” OUT 1SEL: “GAMA 429”
429 Input 2: “Garmin VOR/ILS” OUT 1 Speed: “LOW”
and “Nav 1” OUT 1 SDI: “SYS1”
OUT 2 SEL: “VOR/ILS”
OUT 2 Speed: “LOW”
OUT 2 SDI: “SYS1”
RS-232 RS-232 Configuration Page GNS 480 Serial Setup Page
Serial Port ‘x’: “MapMX” CHNL 1 Output: “MapMX
Misc. Resolver Interface Page

Resolver: “Not Installed”
Miscellaneous Setup Page
CDI Select: “USE”

GTN 6XX/ 7XX ARINC 429 ARINC 429 Configuration GTN Main ARINC 429 Config
Software v6.51 or later Page: Page:
is required 429 Output 1: “EFIS /Airdata IN 1 Speed: “LOW”
Format 1” and “Nav 1” IN 1 Data: “EFIS Format 2”
429 Input 1: “Garmin GPS” and OUT 1 Speed: “LOW”
“Nav 1” OUT 1 Data: “Garmin 429”
429 Input 2: “Garmin VOR/ILS” SDI: “LNAV 1”
and “Nav 1”
For dual GTN configure as above
For dual GTN configure as and below (GTN 2) :
above (GTN 1) and below (GTN IN 1 Speed: “LOW”
2): IN 1 Data: “EFIS Format 2”
429 Output 1: “EFIS /Airdata OUT 1 Speed: “LOW”
Format 1” and “Nav 2” OUT 1 Data: “Garmin 429”
429 Input 3: “Garmin GPS” and SDI: “LNAV 2” on #2 GTN (dual
“Nav 2” for GTN #2 (If GTN ONLY)
Applicable)
429 Input 4: “Garmin VOR/ILS”
and “Nav 2” for GTN #2
RS-232 RS-232 Configuration Page GTN RS-232 Configuration Page:
Serial Port ‘x’: “MapMX” (PFD) On Both GTNs
Serial Port ‘x’: “GTN Connext CHNL x Input: “MapMX Format 2”
2” (PFD) CHNL x Output: “MapMX Format 2”
CHNL x Input/Output: “Connext
Format 2” (When Connext is used,
For dual GTN configure as #1 GTN Only)
above (GTN 1) and below (GTN
2): (1)
Serial Port ‘x’: “MapMX” (PFD NOTE: “x” = Connected Port
or MFD) for GTN 2

(GTN 1 must be connected to a
lower number port than GTN 2.
In dual GDU installations GTN,
#2 may be connected to any port
on the MFD)
Misc. Main Indicator (Analog) Config
Page:
Selected Course for VLOC:
“Ignored”
VOR/LOC/GS Config Page:
Nav Radio: “Enabled”
ARINC 429 Config:
TX Speed: “LOW”
SDI: “VOR/ILS 1” (“VOR/ILS 2” for
GTN 2)
Notes:
(1) In installations with dual GTNs, GTN 1 must be connected to a lower number RS-232 port than
GTN 2. In dual GDU installations GTN, #2 may be connected to any port on the MFD)
(2) Only used when a Non-Garmin autopilot is interfaced, reference applicable interconnect diagrams
in APPENDIX B.

C.2 GPS NAV Interface
The GPS Nav position source listed in Table C-2 is compatible with the G3X Touch. Reference
Section 5 for entering configuration and changing data on G3X units.
Table C-2 – Compatible Equipment – GPS NAV

MFR Model Data G3X Configuration Setting Interfacing Equipment
Format Configuration Setting
Garmin GNC 300XL/GPS ARINC ARINC 429 Configuration Page: GNC 300XL/GPS 155XL ARINC 429
155XL 429 429 Output 1: “EFIS /Airdata Format Config Page:
1” and “Nav 1” IN: “Course Heading”
429 Input 1: “Garmin GPS” and “Nav OUT: “King EFS 40/50”
1”
RS-232 RS-232 Configuration Page: GNC 300XL/GPS 155XL I/O

Serial Port ‘x’: “Aviation In” CHANNEL 1 Config Page:
IN: “OFF”
NOTE: “x” = Connected Port # OUT: “Aviation”
GPS 175 ARINC ARINC 429 Configuration Page: GPS 175 ARINC 429 Config Page:
429 429 Output 1: “EFIS /Airdata Format IN 1: “EFIS/AIR DATA”, Low Speed
1” and “Nav 1” OUT 1: “GAMA FORMAT 1”, Low
429 Input 1: “Garmin GPS” and “Nav Speed
1” SDI: “LNAV 1”
RS-232 RS-232 Configuration Page: GPS 175 RS-232 CHNL 1 Config
Serial Port ‘x’: “MAPMX” Page:
Serial Port ‘x’ (Connext): “CONNEXT IN & OUT: “MAPMX FORMAT 1”
57600 BAUD” GPS 175 RS-232 CHNL 2 Config
Page:
NOTE: “x” = Connected Port # IN & OUT: “CONNEXT 57600”
Misc. GPS 175 Main Indicator (Analog)

Page:
Selected Course: “Allowed”
GNC 355(A) ARINC ARINC 429 Configuration Page: GNC 355(A) ARINC 429 Config
429 429 Output 1: “EFIS /Airdata Format Page:
1” and “Nav 1” IN 1: “EFIS/AIR DATA”, Low Speed
429 Input 1: “Garmin GPS” and “Nav OUT 1: “GAMA FORMAT 1”, Low
1” Speed
SDI: “LNAV 1”
RS-232 RS-232 Configuration Page: GNC 355(A) RS-232 CHNL 1 Config
Serial Port ‘x’: “MAPMX” Page:
57600 BAUD” GNC 355(A) RS-232 CHNL 2 Config
Page:
NOTE: “x” = Connected Port # IN & OUT: “CONNEXT 57600”
Misc. GNC 355(A) Main Indicator

(Analog) Page:
Selected Course: “Allowed”
GNX 375 ARINC ARINC 429 Configuration Page: GNX 375 ARINC 429 Config Page:
429 429 Output 1: “EFIS /Airdata Format IN 1: “EFIS/AIR DATA”, Low Speed
1” and “Nav 1” OUT 1: “GAMA FORMAT 1”, Low
429 Input 1: “Garmin GPS” and “Nav Speed
1” SDI: “LNAV 1”
RS-232 RS-232 Configuration Page: GNX 375 RS-232 CHNL 1 Config
Serial Port ‘x’: “MAPMX” Page (Connected to GDU):

57600 BAUD” (2) GNX 375 RS-232 CHNL ‘x’ Config
Page (Connected to GDU for
NOTE: “x” = Connected Port # Connext & ADS-B):
IN & OUT: “CONNEXT 57600”
NOTE: No GSU configuration is GNX 375 RS-232 CHNL ‘x’ Config
required Page (Connected to GSU 25D):
IN & OUT: “TRANSPONDER FRMT
1”
Misc. Transponder Configuration Page: GNX 375 Main Indicator (Analog)
Transponder Type: “GNX 375” (1) Page:
On-screen Controls: “Show” (if Selected Course: “Allowed”
desired) or “Hide”
Notes:
(1) Set type on transponder configuration page of the GDU in configuration mode if remote control of
Transponder on G3X GDU is desired.
(2) Only one ADS-B Source maybe configured at a time.

C.3 VHF NAV/ COM Interface
The navigation receivers listed in Table C-3 are compatible with the G3X Touch system. These
receivers transmit data to the G3X Touch system digitally.
Table C-3 – Compatible Equipment – VHF NAV/COM

Garmin GNC 255 RS-232 RS-232 Configuration Page: Nav Configuration Page:
One or two Serial Port ‘x’: “Garmin VHF CDI Indicator Type: “Serial”
navigation Nav/Comm” SYS Configuration Page:
receivers can be NOTE: “x” = Connected Port #
connected Serial Port IO Mode: “NMEA”
SL 30 RS-232 RS-232 Configuration Page: Nav Setup Pages:

Serial Port ‘x’: “Garmin VHF Attitude Config Page:
Nav/Comm” Indicator Head Type: “Serial”
SL 40 RS-232 RS-232 Configuration Page: N/A
Serial Port ‘x’: “Garmin VHF
Comm”
GTR 225 RS-232 RS-232 Configuration Page: SYS Configuration Page:
Serial Port ‘x’: “Garmin VHF Serial Port IO Mode: “NMEA”
Comm”
GTR 20 CAN Reference Section 5 for None
configuration information
GTR 200B CAN Reference Section 5 for Reference Section 5 for configuration
configuration information information

C.4 Traffic and Weather Source
Table C-4 – Compatible Traffic and Weather Sources

Garmin GTX 33(ES) RS-232 Transponder Configuration Page: GTX RS-232 Config Mode Page:
GTX 330(ES) Transponder Type: “GTX 32” or “GTX RS-232 Input: “Remote”
GTX 32 33” or “GTX 33ES” or “GTX 327” (1) or Input/Output Format: “XPDR FMT 1”
“GTX 328” (1) or “GTX 330” (1) or “GTX
GTX 327 330ES” as appropriate.
GTX 328 GTX 328/330 Squat Switch Config
Mode Page:
(3)
Squat Switch: “NO”
Note: No GSU configuration is required
GTX 325 RS-232 Transponder Configuration Page: GTX 325/335(D) RS-232 Set Up Page:
GTX 335(D) Transponder Type: “GTX 325” (1) or RS-232 CH 1 (Connected to GSU 25D:
GTX 335(D)R “GTX 335” (1) or “GTX 335R” as “XPDR FMT 1”
appropriate.
For ADS-B
GTX 335(D)R Connected to Garmin GTX 335(D) RS-232 CH (Connected to
Navigator for Position Source for Garmin Navigator) Input: “ADS-B+”
ADS-B Out
Transponder Configuration Page:
GTN/GNS RS-232 Configuration
RS-232 Port ‘x’: ‘ADS-B+ GPS” Page:
(3) RS-232 CH (Connected to GTX)
NOTE: No GSU configuration is Output: “ADS-B+ Format 1”
required
GTX 345(D) RS-232 Transponder Configuration Page: GTX RS-232 Set Up Page:
Transponder Type: “GTX 345” RS-232 CH 1 (Connected to GSU 25D)
On-screen Controls: “Show” (if Input/Output Format: “XPDR FMT 1”
desired) or “Hide” RS-232 CH ‘x’ (Connected to GDU):
RS-232 Configuration Page: Input/output: “Connext FMT 1”
RS-232 Port ‘x’: ‘Connext 57600 Baud”
(GDU port connected to GTX) (2) For ADS-B
- For Traffic/Weather (if no other GTX RS-232 CH (Connected to
source is connected) Garmin Navigator) Input: “ADS-B+”
The GTX 345(D) also provides FIS-B GNS RS-232 Configuration Page:
weather data with this interface. RS-232 CH (Connected to GTX)
Output: “ADS-B+ Format 1”
NOTE: No GSU configuration is NOTE: “x” = Connected Port #
required
GTX 345(D)R RS-232 Transponder Configuration Page: GTX Installed with GTN
HSDB (w/ Transponder Type: “GTX 345R” GTN Interfaced Equipment Page:
GTN or GTS) ADS-B IN Source Type: “GTX #1”
RS-232 Port ‘x’: ‘Connext FMT 1”
(GTX port connected to GDU) GNS RS-232 Configuration Page:
RS-232 CH (Connected to GTX)
RS-232 Configuration Page: Output: “ADS-B+ Format 1”
(GDU port connected to GTX) (2)
For Traffic/Weather (if no other source
is connected)
ADS-B/TIS-B

GTX 345(D)R Connected to Garmin
Navigator for Position Source for
ADS-B Out (2)
Transponder Configuration Page:
HSDB Devices: Enable “GTN” or
“GTS”
NOTE: No GSU configuration is

required
GTX 345(D)R RS-232 RS-232 Configuration Page: GTN Interfaced Equipment Page:
w/ Non- HSDB (w/ RS-232 Port ‘x’: ‘Connext 57600 Baud” ADS-B IN Source Type: “GTX #1”
Garmin GTN) (GDU port connected to GTX)
Traffic
GTX Install Tool Configuration: (5)
RS-232 CH 1 (Connected to GSU 25D)
Input/Output Format: “Transponder R
FMT 1”
RS-232 CH ‘x’ (Connected to GDU):
Input/output: “Connext FMT 1”

GDL 5XR RS-232 RS-232 Configuration Page: N/A
(GDU port connected to GDL) (2)

GTS 8XX RS-232 RS-232 Configuration Page: GTS 8XX Traffic Display Destination
ARINC 429 (if RS-232 Port ‘x’: GTS Instrument Data Page:
Software connected to Enhanced COM Port: “RS-232 Port x”
V4.10 and GTX)
If a remote GTX that supports TIS-A is
later installed disable as shown below: If GTX is installed:
Transponder Configuration Page: GTS 8XX Transponder 1
TIS-A Traffic Data: “Disable” Communication Page:
A429 Primary TX/RX: set to “TX/RX
Channel x and Check HIGH SPEED”
If direct audio connection from GTS to
Audio Panel is wired, perform the GTS 8XX GPS Position Velocity Page:
following: A429 Primary RX: set to “RX Channel x
Sound Configuration Page: and Check HIGH Speed”
Traffic Audio: “Disable” NOTE: “x” = Connected Port #
Traffic N/A Alert: “Disable”
Notes:
(1) Set type on transponder configuration page of the GDU in configuration mode if remote control of
Transponder on G3X GDU is desired.
(2) Only one ADS-B Source maybe configured at a time.
(3) If a GDL 50R/52R is installed with a GTX 33ES or GTX 335(D)R, ensure UAT and 1090ES are
enabled (green indicator). See Section 5 for detailed configuration information.
(4) See Table C.2 for GNX 375 configuration information.
(5) To configure GTX 345(D)R with non-Garmin traffic, the GTX 3X5 Installation Tool must be used.
Reference the GTX 3X5 TSO Installation Manual 190-01499-02 for guidance. GTX 345(D)R
configuration module must be installed.

C.5 Non-Garmin Autopilot Systems
Non-Garmin autopilots listed in Table C-5 are compatible with the G3X Touch system.
Table C-5 – Compatible Equipment – Autopilots

Format Configuration
Information
Century 1C388* analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 1C388”
GPS Steering: “Enabled”
GPSS Scale Factor: “1.000”
1C388M* analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 1C388M”
1C388C* analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 1C388C”
1C388MC* analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 1C388MC”
1C388-2* analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 1C388-2”
1C388-3* analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 1C388-3”
2000 analog Analog Autopilot Configuration Page:
Autopilot Type: “Century 2000”
IV analog Analog Autopilot Configuration Page:
Autopilot Type: “Century IV”
Cessna 300 IFCS analog Analog Autopilot Configuration Page:
400 IFCS Autopilot Type: “Cessna 300 (AC)”,
800 IFCS “Cessna 400 (AC)” or “Cessna 800 (AC)”
– as applicable.

Information
300B IFCS analog Analog Autopilot Configuration Page:
400B IFCS Autopilot Type: “Cessna 300 (DC)”,
800B IFCS “Cessna 400 (DC)” or “Cessna 800 (DC)”
– as applicable.
Honeywell / KAP 100 analog Analog Autopilot Configuration Page:
Bendix King Autopilot Type: “Bendix King KAP 100”
KAP 140 analog Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KAP 140”
KFC 150 analog Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KFC 150”
KFC 200 analog Analog Autopilot Configuration Page:
Autopilot Type: “Bendix King KFC 200”
KFC 225 analog, Analog Autopilot Configuration Page:
ARINC 429 Autopilot Type: “Bendix King KFC 225”
GPSS
S-TEC System 20 analog, Analog Autopilot Configuration Page: Must be configured to operate with
discrete Autopilot Type: “S-Tec System 20” KI-525 (KCS-55) heading system.
System 30 analog, Analog Autopilot Configuration Page: Must be configured to operate with
discrete KI-525 (KCS-55) heading system.

Information
Autopilot Type: “S-Tec System 55”
System 55X analog, Analog Autopilot Configuration Page: Must be configured to operate with
discrete, Autopilot Type: “S-Tec System 55X” KI-525 (KCS-55) heading system.
ARINC 429
System 65 Analog Analog Autopilot Configuration Page: Must be configured to operate with
Piper Autocontrol analog Analog Autopilot Configuration Page:

III/IIIB/IIIC Autopilot Type: “Piper AutoControl”
Altimatic analog Analog Autopilot Configuration Page:

III/IIIB-1/IIIC Autopilot Type: “Piper Altimatic”
C.6 Audio Panel

The following audio panels support user interface functions on the G3X Touch system. For all
other audio panels, refer to installation guidance for the selected audio panel for configuration
information.
Garmin GMA 342/345 RS-232 RS-232 Configuration Page: Refer to the GMA 342/345 Installation
Serial Port ‘x’: “Garmin Instrument Manual for guidance.
Data”
Sound Configuration Page:
Alert Source: “PFD”
Alert Output: “Mono Only”
GMA 245R CAN Sound Configuration Page: None
Alert Source: “PFD”
Alert Output: “Mono Only”
NOTE: Reference Section 5 for

additional configuration information

C.7 EIS Sensors
G3X EIS gauge displays require data captured by approved sensors that are configured in
accordance with Table C-6. EIS Sensors that are authorized as Interface Only require a
separate installation approval. Refer to section 5.33.1 for sensor configuration and calibration.
Table C-6 – Compatible EIS Sensors

Function Mfg. Garmin P/N Description G3X Sensor Input STC Approval
Configuration
Cylinder Alcor 494-70008-00 Alcor 86252 (K type CHT → Type K Interface Only
Head probe)
Temperature Varies N/A K Type Thermocouple CHT → Type K Interface Only
Varies N/A J Type Thermocouple CHT → Type J Interface Only
Exhaust Gas Alcor 494-70001-00 Alcor 86255 (K type EGT → Type K Interface Only
Temperature probe)
Varies N/A K Type Thermocouple EGT → Type K Interface Only
Turbo Inlet Alcor 494-70002-00 Alcor 86245 (Type K Misc. Temp 1 or 2 Interface Only
Temperature probe) →Turbine Inlet Temp 1
or 2 (Type K
Thermocouple)
Varies N/A K Type Thermocouple Misc. Temp 1 or 2 Interface Only
→Turbine Inlet Temp 1
or 2 (Type K
Thermocouple)
Garmin 011-04202-30 150 PSIG Oil Pressure → Kavlico Interface &
P4055-5020-4 Installation
Textron N/A Beech 102-389017-1 Oil Pressure → Beech Interface Only
Aviation 102-389017
Oil Pressure
Textron N/A Beech 102-389017-3 Oil Pressure → Beech Interface Only
Aviation 102-389017
UMA N/A T1EU150G Oil Pressure → UMA Interface Only
T1EU150G
UMA N/A T1EU150G-CS Oil Pressure → UMA Interface Only
T1EU150G
UMA 494-70009-00 T3B3-2.5G (K Type Oil Temp → Type K Interface &
probe) Installation
UMA N/A T3B3 Oil Temp → Type K Interface Only
Oil Temp UMA N/A T3B3A Oil Temp → Type K Interface Only
UMA N/A T3B3-2.5 Oil Temp → Type K Interface Only
Mil-Spec N/A MS28034 Oil Temp → MS28034 Interface Only
Varies N/A K Type Thermocouple Oil Temp → Type K Interface Only
Garmin 011-04202-00 30 PSIA Manifold Pressure → Interface &
Manifold Kavlico P4055-5020-1 Installation
Pressure UMA N/A T1EU50A Manifold Pressure → Interface Only
UMA T1EU50A
UMA N/A T1EU50A-CS Manifold Pressure → Interface Only
UMA T1EU50A
UMA 494-70010-00 T3B10-SG (K Type Misc. Temp 1 or 2 Interface &
probe) →Carb Temp (Type K Installation
Carb Air Thermocouple)
Temp Mil-Spec N/A MS28034 Misc. Temp 1 or 2 → Interface Only
Carb Temp (MS28034)
Varies N/A K Type Thermocouple Misc. Temp 1 or 2 Interface Only
(various →Carb Temp (Type K
manufacturers) Thermocouple)
Garmin 011-04202-20 75 PSIG Fuel Pressure → Interface &
Kavlico P4055-5020-3 Installation
(0-75 PSI)

Configuration
Garmin 011-04202-10 15 PSIG Fuel Pressure → Interface &
Kavlico P4055-5020-2 Installation
Fuel Press (0-15 PSI)
UMA N/A T1EU70G Fuel Pressure → UMA Interface Only
T1EU70G (0-70 PSI)
UMA N/A T1EU70G-CS Fuel Pressure → UMA Interface Only
T1EU70G (0-70 PSI)
UMA N/A T1EU35G Fuel Pressure → UMA Interface Only
T1EU35G (0-35 PSI)
UMA N/A T1EU35G-CS Fuel Pressure → UMA Interface Only
T1EU35G (0-35 PSI)
Shunt Varies N/A AA55524 (various Shunt 1 or 2 (manual Interface Only
mfg.) configuration)
Lamar N/A CS3200 Shunt 1 or 2 (manual Interface Only
configuration)
Voltage Varies N/A N/A (sense Bus Volts 1 or 2 (manual Interface Only
Voltage) configuration)
Resistive N/A Resistive float Fuel 1 or 2 → Resistive Interface Only
Fuel float
Quantity CIES N/A CiES CC284022- Fuel 1 or 2 → Voltage Interface Only
CORP XXXX-105 (0-5V
Analog)
CIES N/A CiES CC284022- Fuel 1 or 2 → Digital Interface Only
CORP XXXX-101 (Digital)
Electroni 494-10001-00 EI FT-60 (Red Cube) Fuel Flow → EI FT-60 Interface &
Fuel Flow & cs Installation
Return FF Internatio
nal
Electroni 494-10001-01 EI FT-90 (Gold Cube) Fuel Flow → EI FT-90 Interface &
cs Installation
Internatio
nal
Textron N/A 102-389012-11 Fuel Flow → Beech Interface Only
Aviation 102-389012
JPI N/A JPI 700900-1 (201) Fuel Flow → Floscan Interface Only
206 B6
JPI N/A JPI 700900-2 (231) Fuel Flow → Floscan Interface Only
231
Floscan N/A Floscan 201 B-6 Fuel Flow → Floscan Interface Only
206 B6
Floscan N/A Floscan 231 Fuel Flow → Floscan Interface Only
231
UMA N/A UMA T1A9-1 (Slick RPM 1 or 2 → UMA Interface Only
RPM Mag) T1A9 Mag Port (4 or 6-
Cylinder)
UMA N/A UMA T1A9-2 (Bendix RPM 1 or 2 → UMA Interface Only
Mag) T1A9 Mag Port (4 or 6-
Cylinder)
N/A Magneto P-lead, 4- RPM → Magneto P- N/A (No sensor
Cylinder Lead (1.000 pulse/rev) req’d)
Cylinder Lead (1.500 pulse/rev) req’d)
Cylinder, 0.64000:1 Lead (2.344 pulse/rev) req’d)
Prop Gear Ratio

Configuration
Prop Gear Ratio
Prop Gear Ratio
Prop Gear Ratio
Prop Gear Ratio
N/A Dual Magneto P-lead, RPM → Magneto P- N/A (No sensor
4-Cylinder Lead (2.000 pulse/rev) req’d)
N/A Dual Magneto P-lead, RPM → Magneto P- N/A (No sensor
6-Cylinder Lead (1.500 pulse/rev) req’d)

C.8 Antennas
This section contains general information for interfaced GPS, GPS/WAAS, SXM, ADS-B, COM,
and Marker Beacon antennas. This STC provides installation approval only for the Garmin
glareshield-mounted GPS Antenna (011-04036-00 and 011-04036-10), refer to section 4.15 for
installation guidance. All other antennas are approved as interface only and require separate
installation approval.
A minimum of one GPS antenna is required for G3X installations. When multiple displays are
installed the connected GDU (PFD) will share GPS data with the other GDUs. Additional GPS
antennas may be used for redundancy but are not required.
Table C-7 – Supported GPS & SXM Antennas

Approved LRU
Make & Model P/N Mounting
G3X Function Connection
Comant 2480-201 (GPS/VHF CI 2480-201 GPS GDU 4X0 Blade antenna, external
Com)
Garmin Glareshield GPS 011-04036-00 GPS GDU 4X0 Glareshield mounted via hook &
Antenna (TNC) (ordered as 010- loop or screws
12444-00)
Garmin Glareshield GPS 011-04036-10 GPS GDU 4X0 Glareshield mounted via hook &
Antenna (BNC) (ordered as 010- loop or screws
12444-10)
Garmin GA 56 011-00134-00 GPS GDU 4X0 Stud mount, teardrop, external
(ordered as 010-
10040-01)
Garmin GA 37 (GPS/SXM) 013-00245-00 SXM GDL 51R/52R ARINC 743, external
Garmin GA 55 011-01033-00 SXM GDL 51R/52R Stud-mount, teardrop, external
Garmin GA 55A 011-01153-00 SXM GDL 51R/52R Through-mount, ARINC 743,
external
The GPS antenna interface on the GDL 5XR is not used in this STC.
Only the SXM connection to the GA 37 antenna is approved in this STC. The GPS connection
to the GA 37 is not compatible with any G3X LRUs but might be used for other installed
equipment under their respective interface approvals.
Also note that if a previously installed G5 is connected to a GPS antenna mounted externally on
the airframe, that antenna must be disconnected when the G5 is used as a standby instrument
for G3X. It may be possible to repurpose the external antenna for other avionics if it is
compatible under their respective interface approvals.
The GPS antenna should provide a gain of 16 to 25 dB. The GDU 4X0 supplies power to the
antenna at 4.5-5.5 VDC with a maximum current of 50 mA.
The following information describes antenna performance requirements for proper system
functionality.

Table C-8 – GPS or GPS/WAAS Antenna Minimum Requirements
Characteristics Specifications
Frequency Range 1565 to 1585 MHz
Gain 16 to 25 dB typical, 40 dB max.
Noise Figure <4.00 dB
Nominal Output Impedance 50Ω
Supply Voltage 4.5 to 5.5 VDC
Supply Current up to 50 mA
Output Connector BNC or TNC
Table C-9 – SXM Satellite Radio Antenna Minimum Requirements

Characteristics Specifications
Frequency Range 2332.5 to 2345 MHz
Gain 24 dB*
Noise Figure <1.2 dB
Nominal Output Impedance 50Ω
Supply Voltage 3.5 to 5.5 VDC
Supply Current 55 mA
Operating Temperature Gain -50° to +85° C
* - For each 1 dB gain over 24 dB, add 1 dB of attenuation into the antenna cable path between
the antenna and the GDU.
ADS-B Antenna Interface
The GDL 50R or GDL 52R requires an external monopole or blade-type ADS-B antenna for
reception. The antenna should be mounted on the bottom of the aircraft and located at least 3.3
feet from high power transmitting antennas such as VHF Comm, HF transmitter, DME,
Transponder, and Radar. The connection is made by attaching the coax cable from the external
antenna to the BNC connector on the GDL 50R/52R. The GDL 50R/52R requires a UHF
antenna that meets the following specifications:
• Standard 50 Ω vertically polarized antenna with a VSWR < 1.7:1 at 978 MHz and < 1.5:1
at 1090 MHz.
• TSO-C66, TSO-C74, or TSO-C112 antennas that also meet the VSWR specification.
COM Antenna Interface
The GTR 20/200B requires an external COM antenna for reception. The COM antenna should
be electrically bonded to a flat ground plane over as large an area as possible (at least 18
inches square). The antenna should be located at least 6 feet from other COM antennas, four
feet from any ADF sense antennas, two feet from any GPS/SBAS antenna, and as far apart as
practical from the ELT antenna for best performance. A configuration of one top-side antenna
and one bottom-side antenna is recommended for dual COM installations. The GTR 20/200B
requires a VHF antenna that meets the following specifications:
• Standard 50 Ω vertically polarized antenna.
• TSO-C37() and C38() or TSO-C169().

Marker Beacon Antenna Interface
The GMA 245R may optionally be connected to an external marker beacon antenna for
reception. The antenna must meet TSO-C35(). The marker beacon antenna should be mounted
on a flat surface on the underside of the aircraft body.
The antenna should be located to minimize the amount of structure between it and the ground
radio stations. It should be located as far away as possible from transmitter antennas.
In a composite aircraft, the antenna must have an acceptable ground plane. Conductive wire
mesh, radials, or thin aluminum sheets embedded in the composite material provide the proper
ground plane.

APPENDIX D Lightning Protection
D.1 Lightning Zones for GTP 59, GMU 11, and GAP 26
This section provides lightning zoning diagrams (areas of the aircraft where lightning attachment
is likely) for various types of aircraft to facilitate correct installation of the GMU 11, GAP 26 and
GTP 59. Additional restrictions related to the installation of the GMU 11, GTP 59 and GAP 26
can be found in Section 4.8, Section 4.14 and 4.15, respectively.
The zoning levels correspond to the severity of lightning strikes and probability of occurrence on
the aircraft. The order of severity starting with the safest zone is Zone 3, 2A, 2B, 1C, and 1A/1B.
The GTP 59 cannot be installed in Zones 1A, 1B, 1C, or 2B. The GA 26 can only be installed in
Zone 3.
All diagrams in this appendix use the legend shown in Table D-1. The zoning described is
divided into the following: wings, fuselage, and empennage. For the particular airframe, the
applicable wings, fuselage, and empennage zoning should be merged to get a complete zonal
definition. The zoning figures applicable to any particular model are found in Table D-1. If there
is a region of overlapping zones, the more severe zone should always be applied (i.e., if Zone
2A and 1A overlap in a region, then the overlapping region should be considered Zone 1A).
Examples of complete lightning zoning diagrams can be found in section D.1.
Table D-1 – Lightning Zoning Legend
D.1.1 Wings
The different zoning for wingtips and wings is described in the following subsections.
D.1.1.1 Wingtips
Aircraft Not Limited to VFR Operation
Zoning of various types of wingtips is shown in Figure D-1.
Figure D-1A shows zoning for straight wingtips. Figure D-1B shows zoning for curved wingtips;
whose zones are similar to those of straight wingtips. The main difference is that Zone 1 on
curved wingtips extends from the outboard edge of the wing past the tangent point of the chord
and 0.5m inboard.
Figure D-1C shows zoning for winglets. Note that the winglet figure shows a flattened winglet.
Winglet classifications are very similar to those of curved wingtips. The main difference is that
Zone 1 extends from the outboard edge of the wing past the tangent point of the winglet and
0.5m inboard.
Figure D-1D shows zoning for tip tanks. The rule that applies to tip tanks is very similar to that
of the curved wing. The main difference is that Zone 1 extends 0.50m past the inboard edge of
the tip tank.

G3X Touch EFIS Part 23 AML STC Page D-1 Revision 7
0.6 m
0.6 m
0.5 m
0.5 m Tangent Point
0.15 m 0.15 m
A (STRAIGHT WINGTIP) B (CURVED WINGTIP)
0.6 m
0.6 m
0.5 m
0.5 m
Tangent Point
Tangent Point
0.15 m
0.15 m
C (WINGLET) D (TIP TANKS)
Figure D-1 – Wingtip Zoning – Not Limited to VFR Operation
Aircraft Limited to VFR Operation

This zoning section is applicable to those aircraft models that are limited to VFR operation only.
NOTE
The aircraft must have a position light in the wing tip area as a prerequisite for this STC.
If there is no position light on the wing, then Zone 3 does not exist and the GTP 59 cannot be
installed on this particular aircraft. For those aircraft identified as VFR in APPENDIX H, the
following criteria is used to determine the Zone 3 area:
• Zone 1A/1B finishes as shown in Figure D-1 or 0.5 meters inboard from the inboard
edge of the position light, whichever is the greater distance from the outboard edge of
the wing tip, as shown in Figure D-2.
• Zone 2A/2B extends a total of 2.1 meters inboard of Zone 1A/1B.
• Zone 3 extends inboard of Zone 2A/2B from the wing tip and stops at another Zone
1A/1B or 2A/2B determined from other areas of Appendix Section D.1.2.
0.5 m
0.5 m 0.5 m
0.5 m Position Light
Position Light Tangent Point
0.15 m 0.15 m
A (STRAIGHT WINGTIP) B (CURVED WINGTIP)
0.5 m
0.5 m
0.5 m 0.5 m
Position Light Position Light
Tangent Point
Tangent Point
0.15 m
0.15 m
C (WINGLET) D (TIP TANKS)
Figure D-2 – Wingtip Zoning – Limited to VFR Operation
D.1.1.2 Landing Gear

The landing gear is considered Zone 1A. The struts that connect the landing gear to the wings
are Zone 2A. Each side of landing gear is zoned individually. If there is a single strut connecting
the landing gear to the wing, then the inboard and outboard edges of the landing gear should be
used for zoning instead of using the connection point of the wing and the strut. In addition to the
zoning shown in Figure D-3, the zoning described for the fuselage and wings also applies. The
floats for a float-mounted fuselage have not been zoned because they do not influence the
zoning of the bottom of the fuselage. Neither the GTP 59 nor the GMU 11 can be mounted on
landing gear, including floats, or its struts. The floats for a float-mounted fuselage are not zoned
as they do not influence the zoning of the fuselage. Electronic hardware should not be mounted
on landing gear, including floats, or its struts.
Figure D-3– Wing Zoning – Affected by Landing Gear
D.1.2 Fuselage
The empennage is zoned in Appendix Section D.1.3.
Aft of every Zone 2A is a 0.15-meter Zone 2B (i.e., Zone 2A is followed by a 0.15-meter Zone
2B). Although Zone 2B areas are marked on the diagrams, sometimes their widths are not
defined (0.15 meters should be used in these cases).
The horizontal stabilizer of the tail is NOT zoned because neither the GTP 59 nor the GMU 11
can be mounted there. In addition, neither the GTP 59 nor the GMU 11 can be mounted within
0.5 meters of the rear-most point of the fuselage. Section D.1.3 explains the conditions under
which the GTP 59 can be mounted on the vertical stabilizer. Although all diagrams show low
wing aircraft, the same zoning can be applied to high wing aircraft. The values d1 and d2 are
defined as follows:
• d1 = 1.3m (51.2”)
• d2 = 2.6m (102.4”)
Single Propeller Aircraft
Figure D-4 shows zoning for both low and high-wing aircraft. The area of the nose immediately
aft of the propeller is Zone 3. The 0.6m distance should be measured from the outboard-most
edge of the fuselage or the tip of the propeller, whichever is longer. Figure D-6 show the case
of an aircraft with a curved fuselage. The portion of the fuselage that extends 1.3m aft of the
propeller blades is Zone 1C. The bottom centerline is Zone 2A, and it is an acceptable location
to mount the GTP 59.

Figure D-4 – Zoning for a Single Propeller (Low or High Wing)
Figure D-5 – Fuselage Zoning – Canard with a Rear Mounted Propeller

Figure D-6 – Fuselage Zoning – Curved Lower Fuselage

Figure D-7 – Fuselage Zoning – Single, Rear Mounted Propeller Above Fuselage
D.1.3 Empennage
If the GTP 59 cannot be mounted in Zone 3 areas of the aircraft, it is acceptable for metal
aircraft with one of the three traditional empennages shown in Figure D-8 to mount the GTP 59
in the Zone 2A area of the tail.
However, the GTP 59 or GMU 11 cannot be mounted on/under any non-conducting surfaces. If
the complete empennage of the aircraft being considered does not match those shown in Figure
D-8, then it should be mounted in allowed areas defined for the fuselage and wings. If only
portions of the empennage shown below match, then the same rule applies and the GTP 59
cannot be installed in the empennage.
Neither the GTP 59 nor the GMU 11 can be mounted in the tail of a composite empennage.
NOTE
It is allowable for only the horizontal stabilizer tips to differ from those shown in Figure D-8.
The GTP 59 cannot be installed in the horizontal stabilizer of the empennage.

Figure D-8 – Empennage Zoning
D.1.4 Biplanes Zoning

Biplanes are classified using as shown on Figure D-9 using Figure D-2 and Figure D-4 above.
The top and bottom of both wings are zoned using Figure D-2, while the fuselage and
midsections of the wing are zoned using Figure D-4.
Figure D-9 – Zoning for Biplane

D.2 Example Lighting Zoning Diagrams
This section contains sample lightning zoning diagrams for typical aircraft.
Figure D-10 – Single Propeller Aircraft Zoning Example

APPENDIX E Garmin G5 as Standby Flight Display
E.1 Purpose
The Garmin G5 display instrument, installed as part of STC SA01818WI, may be integrated with
a G3X PFD on certified aircraft to provide standby Attitude Direction Indicator (ADI), Altimeter,
and Airspeed Indicator (ASI) functions. The G5 is the only acceptable standby instrument in
G3X installations which include Copilot displays. This configuration of G5 interfaces to the G3X
system via the CAN bus, allowing it to access information from the GMU 11 magnetometer and
GDUs. This section of the G3X installation manual describes requirements unique to this
configuration.
Installation of a G3X PFD on aircraft with existing G5 ADI to be used as a backup to G3X must
update the G5 in accordance with G5 EFI Part 23 AML STC Installation Manual (190-01112-10
Rev. 15 or later).
Reference Garmin G5 EFI Part 23 AML STC Installation Manual (190-01112-10) for information
beyond the scope of this document. To use the G5 as a standby flight display, perform the
following:
• The G5 backup battery pack must be retained and installed.
• The G5 must be configured as an attitude indicator with display of attitude, altitude,
heading and airspeed.
• The G5 STC requires that the G5 be installed in the primary ADI location. The G3X
STC described in this manual approves moving the G5 from the primary ADI location
to an appropriate standby location which is described in this section.
• When the G5 is installed as a standby flight display, the G3X STC allows the existing
analog airspeed indicator, altimeter, vertical speed indicator, attitude gyro, DG/HSI
and rate-of-turn indicator to be removed as these functions are replaced by the G3X
Touch EFIS in normal operations and G5 as a standby.
G5 equipment required for this installation is shown below in Table E-1.
Table E-1 – G5 Standby Equipment

Model Nomenclature Unit P/N Catalog P/N Catalog P/N
G5 Electronic Flight 011-03809-00 010-01485-00 006-B2304-XX*
Instrument
G5 Installation Kit 011-03892-00 010-12493-10 N/A
G5 Battery Pack 011-03893-00 010-12493-00 N/A
* - The approved G5 Electronic Flight Instrument Part 23 AML STC software is P/N 006-B2304-
XX. XX denotes the specific version P/N, i.e. 006-B2304-02 is software version 2.60. To verify
the latest approved software visit www.Garmin.com and navigate to the Aviation /General
Aviation/Flight Instruments & Indicators/G5 page. Select “Software” in the overview tab.
E.2 G5 Interface
The following sections and information on the interconnect diagrams in APPENDIX B describe
the interface between the G5 and the G3X system as well as the rest of the aircraft systems.
E.2.1 Air Data

The G5 requires pitot and static inputs for the altitude and airspeed functions. The G5 unit is
connected to the aircraft’s Pitot/Static system, reference section 3.5.10 of this document and the

G3X Touch EFIS Part 23 AML STC Page E-1 Revision 7
Pneumatic Connections section of the G5 EFI Part 23 AML STC Installation Manual (190-
01112-10) for details.
E.2.2 Standby Battery

The G5 standby battery must be retained. The G5 has an externally mounted lithium-ion battery
that sustains the G5 standby display with up to four hours of emergency power.
E.2.3 GPS Source
The G5 as a standby flight display for G3X must have a GPS source other than from the GDU.
This must be either its own glareshield mounted GPS antenna (Garmin p/n 011-04036-00
connected using the 330-01754-00 TNC/BNC Adapter) or from a Garmin GPS 175, GNX 375,
GNC 355(A), GTN 6XX/7XX, GNS 4XXW/5XXW, or GTX 3X5(D)(R) with GPS option.
NOTE
If a previously installed G5 is connected to a GPS antenna mounted externally on the airframe,
that antenna must be disconnected when the G5 is used as a standby instrument for G3X. The
only acceptable GPS antenna for a G5 standby instrument is the glareshield mounted antenna.
E.3 Installation Guidance
The G5, when installed as a standby flight display, is to be installed within close proximity of the
G3X primary flight display. A maximum edge-to-edge distance between the G5 and a G3X PFD
should be no more than two inches. The G5 may be located above, below, or on either side of
the PFD. In multiple display installations the standby instruments are required to be installed
next to the PFD 1 only.
See Figure E-1 below for a typical example of an installation of a G5 and a G3X PFD.
Figure E-1 – G5 Standby Display Installation Guidance

E.4 Electrical Bonding and Connections
For new and existing G5 ADI installations, the following must be installed and complied with in
accordance with G5 EFI Part 23 AML STC Installation Manual (190-01112-10 Rev. 15 or later):
• Resistors on the CAN bus input and
• A diode on each power input
• Connection to a GPS antenna mounted externally on the airframe is prohibited for the
G5 standby instrument (reference section E.2.3 for acceptable GPS sources)
In addition to the above, a bonding strap must be installed as shown in Section 4.2.3 of this
manual.
E.5 Configuration
Under “Device Information” in G5 configuration mode, with the G3X system turned OFF, the
“Installation Type” must be configured as “G3X System Backup”. When configured as backup,
the V-speeds configured for G3X via the GDU will be automatically transferred to the G5
airspeed tape.
All other G5 configuration settings for an ADI installation should be done per the G5 EFI Part 23
AML STC Installation Manual (190-01112-10).
E.6 Software
Software updates for the G5 are included within the G3X system software which is loaded via a
GDU per section 5.3. Software should not be loaded directly into a G5 standby instrument via
its dedicated microSD slot as described in the G5 EFI Part 23 AML STC Installation Manual or
Maintenance Manual.

APPENDIX F Garmin GI 275 as Standby Flight Display
F.1 Purpose
The Garmin GI 275 display instrument, installed by STC SA02658SE, may be installed with a
G3X PFD on certified aircraft to provide standby Attitude, Altimeter, and Airspeed Indicator
functions (except in G3X installations which include Copilot displays).
This section of the G3X installation manual describes requirements unique to this configuration.
Reference Garmin GI 275 Part 23 AML STC Installation Manual (190-02246-10) for information
beyond the scope of this document. To use the GI 275 as a standby flight display, perform the
following:
• The GI 275 backup battery pack must be retained and installed.
• The GI 275 must be configured as a Primary ADI (as defined in the GI 275 Part 23
AML STC Installation Manual) with display of attitude, altitude, and airspeed.
• The GI 275 STC requires that the GI 275 be installed in the primary field-of-view of
the pilot (±15° from centerline). The G3X STC approves moving the GI 275 to an
appropriate standby location which is described in this appendix.
• When the GI 275 is installed as a standby flight display, the G3X STC allows the
existing analog airspeed indicator, altimeter, vertical speed indicator, attitude gyro,
DG/HSI and rate-of-turn indicator to be removed as these functions are replaced by
the G3X Touch EFIS in normal operations with GI 275 as a standby.
GI 275 models approved for use as a G3X standby instrument are shown below in Table F-1.
Table F-1 – GI 275 Standby Equipment

Model Nomenclature Unit P/N Catalog P/N
GI 275 ADAHRS, Class I & II Multi-Function Instrument 011-04489-10 010-01912-10
GI 275 ADAHRS+AP, Class I Multi-Function Instrument 011-04489-20 010-01912-20
& II
Reference the GI 275 Part 23 AML STC Installation Manual for connector kits and other
hardware required to complete a GI 275 installation.
F.2 GI 275 Interfaces
The GI 275 has no interface to the G3X system. The following paragraphs provide more detail
about interface limitations and requirements for the GI 275 installed as a G3X standby
instrument.
F.2.1 Magnetometer and OAT Probe

The G3X system and GI 275 standby instrument cannot share the same GMU 11
magnetometer and GTP 59 OAT probe. If magnetic heading, OAT, TAS, and standard rate turn
bank angle pointers are desired to be displayed on the GI 275, an additional magnetometer and
OAT probe must be installed for the GI 275. Reference the GI 275 Part 23 AML STC
Installation Manual for details.
F.2.2 External Navigators

When used as a standby instrument for G3X, external navigators may not be interfaced to the
GI 275.

G3X Touch EFIS Part 23 AML STC Page F-1 Revision 7
F.2.3 Autopilot
The GI 275 STC supports a variety of interfaces to compatible autopilots for the GI 275
ADAHRS+AP model. When used as a standby instrument for G3X, the approved autopilot
interfaces for the GI 275 are limited to Gyro (attitude), Baro Correction, and Yaw Rate.
Interfaces for Flight Director, GPSS, and HSI (heading error and course error) may not be
connected to the GI 275.
F.2.4 Air Data

The GI 275 requires pitot and static inputs for the altitude and airspeed functions. The GI 275
unit is connected to the aircraft’s Pitot/Static system. Reference section 3.5.10 of this document
and the Pitot-Static Routing section of the GI 275 Part 23 AML STC Installation Manual for
details.
F.2.5 Backup Battery

An internal backup battery is included with all GI 275 ADAHRS and ADAHRS+AP units and
must be retained when installed as a standby instrument for G3X. The backup battery sustains
the GI 275 standby display with at least 60 minutes of emergency power.
F.2.6 GPS Source
The GI 275 as a standby flight display for G3X must be connected to either a GPS antenna or a
GTX 3X5 transponder with internal GPS receiver. Reference the GI 275 Part 23 AML STC
Installation Manual for more information.
F.2.7 Audio
The GI 275 audio output must not be connected when used as a standby flight display for G3X.
F.3 Installation Guidance

The GI 275, when installed as a standby flight display, is to be installed within close proximity of
the G3X primary flight display. A maximum edge-to-edge distance between the GI 275 and a
G3X PFD should be no more than two inches. The GI 275 may be located above, below, or on
either side of the PFD. In multiple display installations the standby instruments are required to
be installed next to the PFD 1 only.
See Figure F-1 below for a typical example of an installation of a GI 275 and a G3X PFD.

Figure F-1 – GI 275 Standby Display Installation Guidance
F.4 Configuration
The GI 275 must be configured as ‘ADI’ with Standby set to Disabled.
NOTE
When the GI 275 is installed as a standby instrument for G3X, from the perspective of the GI
275 Part 23 AML STC Installation Manual it must be configured as a Primary ADI and not a
Standby.
The Altitude Bug and Airspeed bug must be set to Disabled.

All other GI 275 configuration settings for a Primary ADI installation should be done per the GI
275 Part 23 AML STC Installation Manual.
F.5 Software
The latest approved version of software for the GI 275 should be loaded in accordance with
instructions in the GI 275 Part 23 AML STC Installation Manual or Maintenance Manual. G3X
software updates do not update the GI 275 software.

APPENDIX G Magnetic Interference Survey
G.1 Introduction
The magnetic interference survey is used to identify an aircraft location with acceptable levels of
magnetic interference to mount the GMU 11. This appendix describes the materials,
precautions, setup, and procedures required to successfully conduct the magnetic interference
survey.
CAUTION
If both the GMU 11 and GAP 26 AOA probe will be installed in the same wing, it is
recommended to install the GAP 26 and connect the probe heater wiring prior to performing
the magnetic survey.
G.2 Required Materials

The following items are required to complete the magnetic interference survey.
DC Power Source
To perform the magnetic interference survey, it is required to use a DC power source capable of
supplying 8-36 VDC/350 mA to the G3X GDU for test purposes.
GDU
A G3X GDU 4X0 is required to run the magnetic interference survey. Use normal aircraft power
to power the GDU or an external power source capable of providing 9-32VDC power.
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.
Magnetic Interference Survey Test Cable

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 G-1. The CAN bus wiring can be
standard twisted pair copper wire (M27500).

G3X Touch EFIS Part 23 AML STC Page G-4 Revision 7
FABRICATE LENGTH AS NECESSARY
(MAX 15FT LENGTH)
GMU 11 GDU 4X0

P111 1 2 J4X02
W W
CAN-H 1 46 CAN-H
B B
CAN-L 2 45 CAN-L
28 CAN TERMINATE
9-32 VDC 22 AWG 32 AIRCRAFT POWER 1
3
GND 22 AWG 16 POWER GROUND
1 J4X01
AIRCRAFT POWER 1 7 22 AWG 7 GMU POWER
POWER GROUND 9 22 AWG 6 GMU GROUND
NOTES
1 P111 AND J4X01 ARE PART OF GARMIN CONNECTOR KIT P/N 011-03002-00 AND 011-01921-15.
ALTERNATELY, P111 AND J4X01 MAY BE ASSEMBLED USING A TE CONNECTIVITY P/N 1757820-1 OR
POSITRONIC P/N RD09F0000X. INSTALL CAN TERMINATION KIT (GARMIN P/N 011-02887-00) ON THE
GMU 11, PART OF GARMIN CONNECTOR KIT P/N 011-03002-00.
2 J4X02 IS PART OF GARMIN CONNECTOR KIT P/N 011-01921-15. ALTERNATELY, J4X02 MAY BE
ASSEMBLED USING A TE CONNECTIVITY P/N 1757820-5 OR POSITRONIC P/N RD50F0000X.
3 GDU DOES NOT NEED TO BE CONNECTED TO AIRCRAFT POWER FOR THIS TEST SETUP. FOR EXAMPLE
THE GDU CAN BE POWERED BY A PORTABLE POWER SUPPLY CAPABLE OF 9-32VDC. AS LONG AS THE
POWER SOURCE PROVIDES POWER AT 9-32 VDC, THE POWER SOURCE WILL BE ACCEPTABLE FOR THIS
TESTING.
Figure G-1 – Magnetic Interference Test Harness

G.3 Conducting the GMU 11 Location Survey
This section describes the setup and procedure required to successfully complete the GMU 11
location survey using the G3X GDU.
G.3.1 Aircraft and GMU 11 Setup

Prepare the aircraft and GMU 11 for the location survey by completing the following steps:
1. Prepare a detailed survey sequence list with start and stop times for exercising all
aircraft components and devices that may affect the operation of the GMU 11
magnetometer through movement of ferrous metal parts or electrical inductance. Aircraft
components included on the list will vary depending on aircraft model. An example
survey sequence is provided below.
2. Position the aircraft in a magnetically quiet area. This step may involve repositioning
large metal objects including aircraft and ground support equipment away from the
survey area.
3. Position the GMU 11 in the aircraft location to be surveyed.
CAUTION
Do not permanently install the GMU 11 prior to successfully completing the GMU 11
location survey. A non-surveyed location may be unsuitable for permanent installation
and cause the GMU 11 to function incorrectly.

Table G-1 – Example Survey Sequence
Aircraft Reg.: _________________ Survey Data File Name: ___________________________________________
Elapsed Time Elapsed Time Action
(sec) (min:sec)
0 0:00 Test begins (calibration period – no activity permitted)
20 0:20 Calibration period ends
30 0:30 Aileron full right
40 0:40 Aileron full left
50 0:50 Aileron level
60 1:00 Rudder full right
70 1:10 Rudder full left
80 1:20 Rudder neutral
90 1:30 Elevators full up
100 1:40 Elevators full down
110 1:50 Elevators neutral
120 2:00 Flaps down
140 2:20 Flaps up
160 2:40 Landing gear up
180 3:00 Landing gear down
190 3:10 Speed brake up
200 3:20 Speed brake down
210 3:30 Navigation lights on
220 3:40 Navigation lights off
230 3:50 Landing lights on
240 4:00 Landing lights off
250 4:10 Taxi lights on
260 4:20 Taxi lights off
270 4:30 Air conditioning on
280 4:40 Air conditioning off
290 4:50 Landing lights and taxi lights on
300 5:00 Landing lights and taxi lights off
310 5:10 Strobes on
320 5:20 Strobes off
330 5:30 Recognition lights on
340 5:40 Recognition lights off
350 5:50 Turn on all wingtip lights simultaneously
360 6:00 Turn off all wingtip lights simultaneously
370 6:10 Beacon on
380 6:20 Beacon off
390 6:30 Autopilot engaged in a pitch and roll made (to engage servo clutches)
400 6:40 Autopilot disengaged
410 6:50 Pitot heat on
420 7:00 Pitot heat off
430 7:10 End of test
G.3.2 GDU Tool Setup Procedure and operation

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. Apply power to the aircraft (master switch, avionics bus, etc.).
2. Connect the test harness to the GDU with 9-32 VDC/350mA limited power supply as
shown in Figure G-1 above.
3. Power on the GDU in configuration mode.
4. Navigate to the “Magnetometer” page.
5. Select “Interference Test…”.
6. Follow the instructions displayed on the GDU.
7. Select “Start” on the GDU.
8. Perform each exercise on the survey sequence sheet at its specified elapsed time and
duration. This will help ensure correct identification of magnetic field deviation sources
after the survey is complete.
9. Monitor the magnetic field deviation percentage throughout the survey. If deviation levels
exceed thresholds, mark the survey sequence exercises during which these deviations
occurred.
10. When all exercises in the survey sequence have been completed, the GDU status page
will display the worst-case percentage of magnetic interference and the time stamp at
which it occurred.
G.4 GDU Data Analysis
The GDU status page will display a “Test status:” of either “Pass” or “Fail” and the worst-case
percentage of magnetic interference and the time stamp at which it occurred. Use this time
stamp in conjunction with the completed survey sequence to determine the item that had the
highest magnetic interference.
If the test passes, then the location chosen for the test is acceptable for mounting the GMU 11.
No further testing is required.
If the test fails, the location chosen for the test should be considered unreliable until the source
of magnetic interference is identified and remedied. Compare the corresponding timestamp with
the prepared test sequence to identify which action produced the problem. If the source of the
magnet interference cannot be identified or remedied, a new location for testing should be
chosen. Repeat the test until a suitable location is found.

APPENDIX H Model Specific Data
This appendix provides the following information for every model listed on the AML:
• The lightning zoning figures from APPENDIX D that are applicable to a particular aircraft model.
• Suitable lightning zones for installation of the GTP 59 Temperature Probe and GMU 11 Magnetometer in a particular aircraft model. For
additional location and mounting information, refer to Section 4.14 for GTP 59 and Section 4.8 for GMU 11.
• Aircraft Models that require a fuel pressure check with reference to Section 3.4.4.
• Any notes related to a particular aircraft model.
The GAP 26 can only be installed in Zone 3 areas of the wing.

G3X Touch EFIS Part 23 AML STC Page H-1 Revision 7
Marchetti]
Airplane Make
(TCDS Holder)
[common name or
Aermacchi S.p.A
Installation Manual
previous make]
(Aermacchi S.p.A) [Siai

F.260E, F.260F
Airplane Model
Designation
F.260, F.260B, F.260C, F.260D,
Fuel Pressure
Check Required
(Ref. section 3.4.4)
Lightning Zone
Type (Ref.
Figure D-3
Appendix D) Wing
Figure D-1,
Page H-2
Lightning Zone
Type (Ref.
Appendix D)
Figure D-4
Fuselage
Table H-1 –Aircraft Model Specific Data
Lightning Zone Type

(Ref. Appendix D)
Empennage
Figure D-8
[1] [2]
Zone 3,
Zone 2A
GTP 59 Location
ALL
GMU 11 Location
Notes
190-02472-01
Revision 7
Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Aermacchi S.p.A S.205-18/F, S.205-18/R, S.205-20/F,
(Aermacchi S.p.A) [Siai S.205-20/R, S.205-22/R, S.208, S.208A
Marchetti]
Zone 3,
Figure D-1, Zone 2A
Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Aero Commander (Dynac 10, 10A, 100, 100A, 100-180

Aerospace Corp) [Volaire]
Zone 3,
Figure D-1, Zone 2A
Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Aeronautica Macchi AM-3
Aerfer (Aeronautica
Macchi S.p.A. & Aerfer-
Industrie Aerospaziali
Meridionali S.p.A.)
Zone 3,
Figure D-1, Zone 2A
X Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Alexandria Aircraft 14-19, 14-19-2, 14-19-3, 14-19-3A, 17-

(Alexandria Aircraft, LLC) 30, 17-31, 17-31TC
[Bellanca]
Zone 2A ALL (Except

X Not Allowed Figure D-4 Figure D-8 [8]
[1] [3] Wing) [5]
Alexandria Aircraft 17-30A, 17-31A, 17-31ATC Zone 2A ALL (Except

(Alexandria Aircraft LLC) Not Allowed Figure D-4 Figure D-8 [8]
[1] [3] Wing) [5]
[Bellanca]
American Champion 7ECA, 7GCAA, 7GCBC, 7KCAB Zone 3,
(American Champion Figure D-1 ALL (Except
Aircraft Corporation) Figure D-4 Figure D-8 Zone 2A [8]
[10] Wing) [5]
[1] [3]
American Champion 8KCAB, 8GCBC Zone 3,
(American Champion Figure D-1 ALL (Except
Aircraft Corporation) Figure D-4 Figure D-8 Zone 2A [8]
[10] Wing) [5]
[1] [3]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Zone 2,
Augustair (Augustair, Inc.) 2150A
[Morrisey, Varga] Figure D-1 Figure D-4 Figure D-8 ALL
Zone 3
Aviat Aircraft, Inc. (Aviat A-1, A-1A, A-1B, A-1C-180, A-1C-200 Zone 3,
Aircraft, Inc.) [Sky
International] Figure D-1 Figure D-4 Figure D-8 Zone 2A ALL [8]
[1] [3]
Aviat Aircraft, Inc. (Aviat S-1S, S-1T, S-2, S-2A, S-2S,S-2B, S-2C Zone 3,
Aircraft, Inc.) [Sky ALL (Except
International] Not Allowed Figure D-4 Figure D-8 Zone 2A Figure D-4
Wing) [5]
[1] [2]
Bellanca (Bellanca Aircraft 14-13-2, 14-13-3W, 14-13-3, 14-13 Zone 3,
Corporation) Figure D-1 ALL (Except
Figure D-4 Figure D-8 Zone 2A
[10] Wing) [5]
[1] [3]
Boeing (The Boeing BC-1A, AT-6 (SNJ-2), AT-6A (SNJ-3), Zone 3,
Company) [Rockwell AT-6B, AT-6C (SNJ-4), AT-6D (SNJ-5), Figure D-1,
International] AT-6F (SNJ-6), SNJ-7, T-6G Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Commander (Commander 112, 112TC, 112B, 112TCA, 114, 114A, Zone 3,
Aircraft Corporation) 114B, 114TC Figure D-1,
[CPAC, Inc.] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Cub Crafters (Cub CC19-180 Zone 3,
Crafters Inc.) Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
DeHavilland Support Beagle B.121 Series 1, Beagle B.121 Zone 3,
Limited Series 2, Beagle B.121 Series 3
X Figure D-1 Figure D-4 Figure D-8 Zone 2A ALL
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Diamond (Diamond DA 40F, DA 40 Must have Diamond
Aircraft Industries, Inc.) Figure D-1, Zone 3 Zone 3 SB OSB 40-004/3
Figure D-4 Figure D-8
Figure D-3 [4] [6] incorporated. [8] [9]
[11].
Diamond (Diamond DA20-A1, DA20-C1 Installation approved
Aircraft Industries, Inc.) Zone 3, for VFR operation
Zone 3 only. Interface to
Figure D-2, Zone 2A
Figure D-4 Figure D-8 resistive fuel
Figure D-3 [4] (fuselage quantity sensors is
only) [6] not approved in this
aircraft. [8] [9]
Discovery XL-2 Figure D-2, Zone 3
X Figure D-4 Figure D-8 ALL
Figure D-3 [4]
EADS-PZL "Warszawa- PZL-104 WILGA 80, PZL-104M WILGA Zone 3,
Okecie" (EADS-PZL 2000, PZL-104MA WILGA 2000 Figure D-1,
"Warszawa-Okecie" S.A.) X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
EADS-PZL "Warszawa- PZL-KOLIBER 150A, Zone 3,
Okecie" (EADS-PZL Figure D-1,
"Warszawa-Okecie" S.A.) PZL-KOLIBER 160A X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Extra (Extra EA-300L, EA-300S, EA-300/200, EA- Zone 3, Interface to resistive
Flugzeugproduktions- und 300, EA 300/LC X ALL (Except fuel quantity sensors
Vertriebs- GmbH) Not Allowed Figure D-4 Figure D-8 Zone 2A
(/LC Only) Wing) [5] is not approved in
[1].[3] this aircraft. [8]
Found Brothers (Found FBA Centennial "100" Zone 3,

Brothers Aviation Limited) Figure D-1,
X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
FS2003 Corp. (FS 2003 PA-12, PA-12S Zone 3,
Corporation) [The New ALL (Except
Piper Aircraft, Inc.] X Not Allowed Figure D-4 Not Allowed Zone 2A [8]
Wing) [5]
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Fuji (Fuji Heavy FA-200-160, FA-200-180, FA-200-180AO Zone 3,
Industries, Ltd) Figure D-1,
Figure D-3
[1].[2]
Helio (Helio Aircraft, LLC) H-250, H-295 (USAF U-10D), HT-295, H- Figure D-1, Zone 3, H-800 only: Neither
391 (USAF YL-24), H-391B, H-395 Figure D-3 GMU 11, nor GTP
(USAF L-28A or U-10B), H-395A, H-700, Figure D-4 Figure D-8 Zone 2A ALL
(refer to 59 can be mounted
H-800 notes) [1].[2] on the aircraft wing.
Interceptor (Interceptor 200, 200A, 200B, 200C, 200D, 400 Zone 3,

Aircraft Inc) [Prop-Jets, X Figure D-1,
Inc.; Meyers] Figure D-4 Figure D-8 Zone 2A ALL
(400 Only) Figure D-3
[1].[2]
Luscombe (Good 8A, 8B, 8C, 8D, 8E, 8F, 8, T-8F Zone 3,
Earthkeeping Organization Figure D-1,
Inc) Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Maule (Maule Aerospace Bee Dee M-4, M-4, M-4C, M-4S, M-4T,
Technology, Inc.) M-4-180C, M-4-180S, M-4-180T, M-4-
180V, 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-5-180C, M‑5‑200, M-
5‑210C, M-5-210TC, M-5-220C, Zone 2,
M‑5‑235C, M-6-180, M-6-235, M-7-235, Figure D-1 Figure D-4 Figure D-8 ALL [8]
Zone 3
MX‑7‑235, MX-7-180, MXT-7-180, MT-7-
235, M‑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-9-235

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Mooney (Mooney M20, M20A, M20B, M20C, M20D, M20E,
International Corporation) M20F, M20G, M20J, M20K, M20L, Zone 3,
[Mooney Aviation M20M, M20R, M20S
Figure D-1,
Company, Inc.; Mooney Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Airplane Co.; Mooney
Aircraft Corporation; [1].[2]
Aerostar Aircraft Corp]
Mooney (Mooney Aircraft M22 Zone 3,
Corporation) Figure D-1,
Figure D-3
[1].[2]
Nardi (Nardi S.A.) [Siai FN-333 Zone 3,
Marchetti] Figure D-1,
X Figure D-6 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Navion (Sierra Hotel Aero, Navion (L-17A), Navion A (L-17B, L- Zone 3,
Inc.) 17C), Navion B, Navion D, Navion E, Figure D-1,
Navion F, Navion G, Navion H Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Pacific Aerospace FBA-2C, FBA-2C1 (Bush Hawk), FBA- Zone 3,
Limited. (Pacific 2C2 (Bush Hawk XP) Figure D-1,
Aerospace Ltd.) [Found X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Aircraft Canada, Inc] [1].[2]
Piper Aircraft, Inc. (Piper PA-16, PA-16S Zone 3,
Aircraft, Inc.) Figure D-1,
Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Piper Aircraft, Inc. (Piper PA-18, PA-18 “105”, PA-18 "125" (Army
Aircraft, Inc.) L-21A), PA-18S, PA-18S “105”, PA-18S
"125", PA-18AS "125", PA-18 "135" Zone 3,
(Army L-21B), PA-18A, PA-18A "135", Figure D-1,
PA-18S "135", PA-18AS "135", PA-18 Figure D-3
"150", PA-18A "150", PA-18S "150", PA- [1].[2]
18AS "150", PA-19 (Army L-18C), PA-
19S
Piper Aircraft, Inc. (Piper PA-20, PA-20S, PA-20 “115”, PA-20S Zone 3,
Aircraft, Inc.) “115” PA-20 “135”, PA-20S “135” Figure D-1,
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-22, PA-22-108, PA-22-135, PA-22S- Zone 3,
Aircraft, Inc.) 135, PA-22-150, PA-22S-150, PA-22- Figure D-1,
160, PA-22S-160 Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-24, PA-24-250, PA-24-260, PA-24- Zone 3,
Aircraft, Inc.) 400 Figure D-1,
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-28-140, PA-28-150, PA-28-151, PA-
Aircraft, Inc.) 28-160, PA-28-161, PA-28-180, PA-28- Zone 3,
235, PA-28S-160, PA-28R-180, PA-28S- Figure D-1, ALL
180, PA-28-181, PA-28R-200, PA-28R- Figure D-3
201, PA-28R-201T, PA-28RT-201, [1].[2]
PA-28RT-201T, PA-28-201T, PA-28-236
Piper Aircraft, Inc. (Piper PA-38-112 Zone 3,
Aircraft, Inc.) Figure D-1,
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-32-260, PA-32-300, PA-32S-300, PA- Zone 3,
Aircraft, Inc.) 32R-300, PA-32RT-300, PA-32RT-300T,
Figure D-1, ALL
PA-32R-301(SP), PA-32R-301(HP), PA- Figure D-4 Figure D-8 Zone 2A
Figure D-3
32R-301T, PA-32-301, PA-32-301T, PA-
32-301FT, PA32-301XTC [1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Polskie Zaklady Lotnicze PZL M26 01 Zone 3,
Spolka zo.o (Polskie Figure D-1,
Zaklady Lotnicze Spolka X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
zo.o) [PZL MIELEC] [1].[2]
Revo, Inc. (Revo, Colonial C-1, Colonial C-2, Lake Model Zone 3,
Incorporated) [Lake] 250 Figure D-1,
Figure D-3
[1].[2]
LA-4, LA-4A, LA-4P, LA-4-200 Zone 3,
Figure D-1, Figure D-4 Figure D-8 ALL
Zone 2A
SOCATA Morane Rallye 100S, Rallye 150ST, Rallye 150T, Zone 3,
Saulnier Rallye Rallye 235E, Rallye 235C, MS 880B, MS Figure D-1,
(SOCATA) [SOCATA - 885, MS 894A, MS 893A, MS 892A-150, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Groupe Aerospatiale] MS 892E-150, MS 893E, MS 894E [1].[2]
TB 9, TB 10, TB 20, TB 21, TB 200 Zone 3,
Figure D-1 Figure D-4 Figure D-8 ALL
Zone 2
Spartan Aircraft Spartan 7W Zone 3,
Company Figure D-1,
Figure D-3
[1].[2]
STOL (Sky Enterprises, RC-3 Zone 3,
Inc.) [Republic Sea-Bee] Figure D-1,
Figure D-3
[1].[2]
Swift (Swift Museum GC-1A, GC-1B Zone 3,
Foundation Inc.) [Globe Figure D-1,
Aircraft Company] Figure D-6 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Symphony Aircraft OMF-100-160, SA 160 Zone 3,
Industries Inc. Figure D-1,
(Symphony Aircraft X Figure D-4 Figure D-8 Zone 2A ALL [8] [9]
Figure D-3
Industries Inc.) [OMF] [1].[2]
Textron Aviation (Textron D17S (Army UC-43, UC-43B, Navy GB- Zone 3,
Aviation Inc.) [Beechcraft] 1, GB-2), SD17S Figure D-1,
Figure D-9 Figure D-8 Zone 2A ALL [8]
Figure D-3
[1].[2]
Textron Aviation (Textron G17S Zone 3,
Aviation Inc.) [Beechcraft] Figure D-1,
Figure D-3
[1].[2]
Textron Aviation (Textron 19A, B19, M19A, 23, A23, A23A, A23-19, Zone 3,
Aviation Inc.) [Beechcraft A23-24, B23, C23, A24, A24R, B24R, Figure D-1,
C24R Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation (Textron 35-33, 35-A33, 35-B33, 35-C33, 35- Vertical Tail
Figure D-8 Zone 3, Depiction in Figure
Aviation Inc.) [Beechcraft C33A, E33, E33A, E33C, F33, F33A,
Figure D-1, (refer to D-8 is applicable to
F33C, G33, H35, J35, K35, M35, N35, Figure D-4 Zone 2A ALL
Figure D-3 note both V sections of
P35, S35, V35, V35A, V35B, 36, A36,
column) [1].[2] the V tail.
A36TC, B36TC
Textron Aviation (Textron 35, A35, B35, C35, D35, E35, F35, G35 Zone 3, Vertical Tail
Figure D-8
Aviation Inc.) [Beechcraft Depiction in Figure
Figure D-1, (refer to
Figure D-4 Zone 2A ALL D-8 is applicable to
Figure D-3 note
both V sections of
column) [1].[2] the V tail.
Textron Aviation (Textron 45 (YT-34), A45 (T-34A, B-45), D45 (T- Zone 3,
Aviation Inc.) [Beechcraft 34B) Figure D-1,
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation (Textron 77 Zone 3,
Aviation Inc.) [Beechcraft Figure D-1,
Figure D-3
[1].[2]
Textron Aviation Inc. 140A Zone 3,
(Textron Aviation Inc.) Figure D-1,
[Cessna Aircraft Company] X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 120, 140 Zone 3,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 150, 150A, 150B, 150C, 150D, 150E, Zone 3,
(Textron Aviation Inc.) 150F, 150G, 150H, 150J, 150K, A150K, Figure D-1,
[Cessna Aircraft Company] 150L, A150L, 150M, A150M, 152, A152 Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 170, 170A, 170B Zone 3,
Figure D-3
[1].[2]
(Textron Aviation Inc.) 172F (USAF T-41A), 172G, 172H (USAF Figure D-1,
[Cessna Aircraft Company] T-41A), 172I, 172K, 172L, 172M, 172N, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
172P, 172Q, 172R, 172S [1].[2]
Textron Aviation Inc. F172D, F172E, F172F, F172G, F172H, Zone 3,
(Textron Aviation Inc.) F172K, F172L, F172M, F172N, F172P, Figure D-1,
[Cessna Aircraft Company] FP172D X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Textron Aviation Inc. FR172E FR172F, FR172G, FR172H, Zone 3,
(Textron Aviation Inc.) FR172J, FR172K Figure D-1,
Figure D-3
[1] [2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation Inc. 175, 175A, 175B, 175C, P172D, R172E Zone 3,
(Textron Aviation Inc.) (USAF T-41B), (USAF T-41C or D),
Figure D-1, ALL
[Cessna Aircraft Company] R172F (USAF T-41D), R172G (USAF T- Figure D-4 Figure D-8 Zone 2A
Figure D-3
41C or D), R172H (USAF T-41D), R172J,
172RG, R172K [1].[2]
Textron Aviation Inc. 177, 177A, 177B Zone 3,

Figure D-3
[1].[2]
Textron Aviation Inc. 177RG Zone 3,
Figure D-3
[1].[2]
Textron Aviation Inc. F177RG Zone 3,
Figure D-3
[1] [2]
(Textron Aviation Inc.) 180F, 180G, 180H, 180J, 180K Figure D-1,
Figure D-3
[1].[2]
(Textron Aviation Inc.) 182F, 182G, 182H, 182J, 182K, 182L, Figure D-1,
[Cessna Aircraft Company] 182M, 182N, 182P, 182Q, 182R, 182S, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
182T, R182, T182, TR182, T182T [1].[2]
Textron Aviation Inc. F182P, F182Q, FR182 Zone 3,
Figure D-3
[1] [2]
(Textron Aviation Inc.) A185E, A185F Figure D-1,
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation Inc. 190, 195 (LC-126A,B,C), 195A, 195B Zone 3,
Figure D-3
[1].[2]
Textron Aviation Inc. 206, P206, P206A, P206B, P206C,
(Textron Aviation Inc.) P206D, P206E, TP206A, TP206B, Zone 3,
[Cessna Aircraft Company] TP206C, TP206D, TP206E, U206, ALL
Figure D-1,
U206A, U206B, U206C, U206D, U206E, Figure D-4 Figure D-8 Zone 2A
Figure D-3
U206F, U206G, TU206A, TU206B,
TU206C, TU206D, TU206E, TU206F, [1].[2]
TU206G, 206H, T206H
Textron Aviation Inc. 210, 210A, 210B, 210C, 210D, 210E,
(Textron Aviation Inc.) 210F, T210F, 210G, T210G, 210H, Zone 3,
[Cessna Aircraft Company] T210H, 210J, T210J, 210K, T210K, Figure D-1, ALL
210L, T210L, 210M, T210M, 210N, Figure D-3
T210N, 210R, T210R, 210-5 (205), 210- [1].[2]
5A (205A)
Topcub Aircraft, Inc. CC18-180, CC18-180A Zone 2,
(Topcub Aircraft, Inc. ) Figure D-1 Figure D-4 Figure D-8 ALL [8]
Zone 3
[Cub Crafters Inc.]
Trident (Viking Air, Ltd.) TR-1 Zone 3,
Figure D-1,
Figure D-3
[1].[2]
True Flight Holdings LLC AA-1, AA-1A, AA-1B, AA-1C Zone 3,
(True Flight Holdings LLC) Figure D-1,
[American General] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
True Flight Holdings LLC AA-5, AA-5A, AA-5B, AG-5B Zone 3,
(True Flight Holdings LLC) Figure D-1,
[American General] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Univair (Univair Aircraft 108, 108-1, 108-2, 108-3, 108-5 Zone 3,
Corporation) [Stinson] Figure D-1,
Figure D-3
[1].[3]
Zone 2,
415-C, 415-CD
Figure D-1 Figure D-4 Figure D-8 ALL
Zone 3
WACO (The WACO YMF Zone 3,

Aircraft Company) Figure D-1,
Figure D-3
[1].[2]
W.Z.D. Enterprises 11E

Inc. (W.Z.D.
Zone 3,
Enterprises Inc.)
Figure D-1,
[Quartz Mountain X
Figure D-3
Aerospace] [Luscombe [1].[2]
Aircraft] [JGS
Properties, LLC]
Zenair (Zenair Ltd.) CH2000 Zone 3,
Figure D-1,
Figure D-3
[1].[2]
ZLIN Aircraft a.s. Z-242L, Z-143L Zone 3, Zone 3,

(ZLIN Aircraft a.s.) Figure D-1,
Figure D-4 Figure D-8 Zone 2A Zone 2A
[Moravan National Figure D-3
Corporation] [1].[2] [5] [7]
Zone 2,
ZLIN 526L
Figure D-1 Figure D-4 Figure D-8 ALL [8]
Zone 3
Notes:
[1] The GTP 59 cannot be installed on Zone 2A composite areas.
[2] The GTP 59 must be bonded to the aluminum skin. For details, refer to Section 4.11.

[3] The GTP 59 must be bonded to the metallic tube structure. For details, refer to Section 4.11.
[4] The GTP 59 must be isolated from the aircraft ground plane. For details, refer to Section 4.11.
[5] The GMU 11 must be bonded to the aircraft ground plane. For details, refer to Section 4.8.
[6] The GMU 11 must be isolated from the aircraft ground plane. For details, refer to Section 4.8.
[7] The GMU 11 may be mounted in the wingtip provided that certain criteria are met. For details, refer to Section 4.8.
[8] Nonmetallic aircraft.
[9] Remote LRUs must be installed on existing structure designated by aircraft manufacturer for avionics installation.
[10] Only for aluminum wings. Not allowed for wooden wings.
[11] With the exception of GTP 59, GMU 11, all other installed wires must be routed behind metallic substructure (i.e., routed behind instrument
panel/pedestal/circuit breaker panel, along lightning ground bar/strip, inside lightning ground tube, or along other airframe ground plane.

APPENDIX I Instrument Panel Fabrication for Textron Aviation (Cessna) 182T/T182T Models
This section shows how a 10.6” PFD (GDU 460) can be installed in a Textron Aviation (Cessna) 182T (serial numbers 18280945 and on) or T182T
(serial numbers T18208001 and on) which does not have a G1000 system. The installation will require modification of the existing structure by
removing material from the bulkhead assembly that supports the instrument panel at certain areas as outlined in Section I.2.
I.1 Creating New Instrument Panels
New instrument panels may be fabricated to accommodate the unique location of the GDU’s.
Specifically, the new instrument panels must:
1. Use the same material type, thickness (not less than 0.090 inch), and corrosion protection as the original instrument panel.
a. 2024-T3 aluminum per AMS-QQ-A-250/5, or 6061-T6 aluminum per AMS 4025, AMS 4027, or AMS-QQ-A-250/11 must be used if
existing instrument panel material is not known.
b. Corrosion protection must be in accordance with aircraft model specific standard practices manual or per MIL-DTL-5541.
2. Be manufactured using methods and procedures defined in an aircraft standard practices manual, maintenance manual, or structural repair
manual. Methods, techniques, and practices defined in AC 43.13-1B chapter 4, section 4 Metal Repair Procedures are acceptable.
3. Maintain the form of the existing instrument panel, including the location of fasteners, and retain all elements of the instrument panel
structure (if comprised of multiple parts assembled together), such that every feature of the instrument panel is preserved or duplicated with
the exceptions noted below.
4. Retain the lighting for all previously installed instrument(s) that will be re-installed.
Figure I-1 shows placement of pilot side panel with a GDU 460 as PFD, while Figure I-2 shows a panel with a GDU 470 as PFD. Figure I-3 shows
the copilot side with a GDU 470 as the MFD.

G3X Touch EFIS Part 23 AML STC Page I-1 Revision 7
Figure I-1 – Cessna 182T/T182T, Pilot Side Panel – 10.6” Landscape PFD/MFD

Figure I-2 – Cessna 182T/T182T, Pilot Side Panel –7” Portrait PFD
NOTE
There is a range of positions that the GDU 470 can fit, laterally, in the pilot side panel when used as the PFD. Only the maximum outboard
position is shown in Figure I-2. If desired, a second GDU 470 may be anywhere to the right of the PFD on the pilot side panel, so long as
no additional fasteners are removed beyond what is allowed in Figure I-4.

Figure I-3 – Cessna 182T/T182T, Copilot Side Panel – 7” Portrait MFD

I.2 Installation Guidance
1. Remove existing instruments and existing instrument panels.
2. Position and temporarily attach new panels in place with Cleco fasteners.
3. Locate the exposed structure which is not covered by the new instrument panels. There may be as many as four fastener locations that are
exposed in the opening where the GDU will be inserted.
4. Mark the material on the exposed bulkhead assembly tabs that needs to be removed. See Figure I-4.
Figure I-4 – 182T/T182T, Pilot Side Bulkhead Assembly Marking
5. Remove the new panels.

6. Trim the bulkhead assembly structure as marked in step 4.

Figure I-5 – 182T/T182T, Pilot Side Bulkhead Assembly Trimming
7. Remove burrs and sharp edges to R0.01 max and apply a chemical conversion coat such as Alodine 1200 to bare metal.
8. Install new instrument panels with hardware removed in Step 1.


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Garmin G3X Touch

Electronic Flight Instrument System

190-02472-01 2020 Revision 7

Garmin International, Inc.

Garmin (Europe) Ltd.

Garmin AT, Inc.

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

1.2 STC Applicability

1.3 Acronyms and Abbreviations

Installation Manual 190-02472-01

Installation Manual 190-02472-01

1.4 System Overview

Installation Manual 190-02472-01

Installation Manual 190-02472-01

1.5 Reference Documents

Installation Manual 190-02472-01

Table 1-2 – Technical References

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Figure 1-6 – GMU 11 (Magnetometer)

Figure 1-7 – GTP 59 (Temperature Probe)

Installation Manual 190-02472-01

Figure 1-8 – GAD 27 (Electronic Adapter Unit)

Figure 1-9 – GAD 29B (ARINC 429 Adapter)

Installation Manual 190-02472-01

Figure 1-10 – GEA 24 (Engine Indicating System)

1.6.8.1.2 Oil Temperature Sensors

Installation Manual 190-02472-01

1.6.8.1.4 Carburetor Air Temperature Sensors

1.6.8.1.5 Fuel Pressure Sensors

1.6.8.1.6 Fuel Flow Sensors

Installation Manual 190-02472-01

Table 1-3 – GDL 5XR Data Link Features and Functions

Figure 1-11 – GDL 52R

Installation Manual 190-02472-01

Figure 1-12 – GPS Antenna (P/N 011-04036-10 Shown)

Installation Manual 190-02472-01

Figure 1-14 – GTR 20 COM Radio

Installation Manual 190-02472-01

Figure 1-15 – GTR 200B COM Radio

Figure 1-16 – GMA 245R Audio Panel

Installation Manual 190-02472-01

G3X Touch AML STC Avionics System

Figure 1-17 – Example G3X Architecture

Installation Manual 190-02472-01

Installation Manual 190-02472-01