900-00003-001 CL EFD1k-5c SW2 X Instl Manual

EFD1000 and EFD500 SW v2.
X Installation Manual
EFD1000 and EFD500

Software Version 2.X
Installation Manual
Including the “VFR” PFD – Appendix I

Including integration with the ATX100/100G ADS-B Transceivers – Appendix J
Including the Angle of Attack (AOA) – Appendix K
Including Integration with the NGT-2500/9000/9000+/9000D and GDL 88/GTX 345 – Appendix M
Including the Evolution Backup Display – Appendix N
Including the PRO MAX PFD in the Partial Panel Backup Configuration – Appendix P
For EBB-58 installation information see revision CC of this manual
Aspen Document # 900-00003-001 Revision CL
DOCUMENT # 900-00003-001 PAGE 1-422 REVISION CL

© Copyright 2021 Aspen Avionics Inc.
EFD1000 and EFD500 SW v2.X Installation Manual
SPECIAL NOTES TO THE INSTALLER

It is important to review the entire Installation Manual before installing the EFD1000/500.
The following items are of special note and should be considered for planning and installation.
This manual covers the installation of a single Aspen EFD1000 PFD with and without an
EFD1000 and/or EFD500 MFD. There are important limitations to the allowable configurations.
To avoid unsatisfactory results, refer to the STC Specific Requirements and Limitations,
Section 4, and review the Pre-Mod Planning, Section 5, before beginning the installation.
The installation of a single Aspen Evolution Backup Display (EFD1000 EBD) in aircraft with
non-Aspen Primary Flight Displays is also covered. See Appendix N.
Correct replacement and proper placement of the aircraft instruments is critical to maintain the
aircraft certification. Certain instruments can be removed. More importantly, certain
instruments must not be removed. Installation of an Aspen PFD and EFD1000 MFD (w/EBB or
internal High Performance 30-Minute battery) authorizes removal of Backup airspeed and
altitude instruments.
A Backup attitude instrument may also be removed provided it meets the requirements in
Figure 4-7. Installation of an Aspen Evolution Backup Display (EFD1000 EBD) as backup to a
non-Aspen PFD authorizes the removal of Backup airspeed, altitude and attitude instruments.
The EFD1000 PFD, EFD1000 MFD, EFD500 MFD, and EFD1000 EBD are powered from the
Battery Bus, not the Avionics Bus. Connection through the avionics bus is not approved, and is
not eligible to be approved as a deviation to the STC. Separate EFD (1000 and 500) master
switches are required for each display.
The RSM contains magnetic elements that are sensitive to magnetic fields on the
aircraft. Section 6.10 describes locating the RSM installation. Mounting the RSM over the cabin
can be problematic due to passengers using headsets with magnetic speakers. Exercise the
control cables while validating a location. Consider all the magnetic field variations.
A satisfactory RSM location is part of the Final Check Sheet. Use caution when installing the
RSM connector to avoid damaging the connector or wiring.
The RSM can be damaged if exposed to a magnet. Do not use magnetic tools or magnetic levels
near the RSM.

The installer must determine whether the design changes described in this document are
compatible with previously approved modifications.
The ICA requires installer-supplied wiring diagrams and equipment location information.
See Aspen Avionics document #900-00012-001, Instructions for Continued Airworthiness.
Each EFD battery must be charged before release to the customer. See Section 10.6.20.
This installation is not authorized as a Primary Flight Display or Backup for Category II
Operations. Installation in RVSM aircraft has significant limitations. See paragraph 4.1.
Installations in a Class III aircraft require a PFD containing RTCA DO-178B Level B software.
Verify the software level on the PFD System Data tag before installation. The aircraft
classification of Class III can be determined from Aspen AML-STC document 035-00007-002.
If the aircraft has dual independent pitot/static systems then the PFD must be installed on one
system and the EFD1000 MFD must be installed on the other independent pitot/static system.
The autopilot integrations approved under Aspen AML-STC SA10822SC appear in Section 9 of
this document. All other autopilot interfaces are not approved under Aspen AML-STC
SA10822SC and must be approved separately. See the Autopilot Manufacturer’s STC
documentation for integration approval.
The Ethernet Broadcast output is defined and tested to be connected to external systems.
The external system installation and integration with the EFD is not approved
under Aspen AML-STC SA10822SC. The external system must be tested to assure that the
integration does not result in adverse effects on the external system.
The installation of the ADS-B system is not approved under AML-STC SA10822SC.
See FreeFlight documentation for installation approval.

DOCUMENT REVISIONS
Revision Description of Change Date ECO
Earlier revisions are on file

CA Updated revision of SB2016-06 to A. Added alternate static and dual pitot limitation in Table 5-3 and to 06/08/2019 5768
the Compliance Check table on page 334. Re-worded step 15 under N1 section and step 3 under N2 of
Appendix N. Added new RSM variants for the 2018 Mod and Prior to 2018 Mod.
CB Updated revision of SB2019-01 to B in Table 1-6: AML-STC Additional Document List. 07/25/2019 5812
CC Software version MAP 2.10.2, IOP 2.2.1 is approved. Updated Tables 1-4 and 1-5 to show new software 03/22/2020 5993
levels. Added SB2020-01 to Table 1-6. Added 2.10 or later to last note in Table 1-3.
CD Updated Tables 1-4 and 1-5 to show new software levels. Added SB2020-03 to Table 1-6. Added new N/A 6120
A429 labels to Table 8-4 that are available when configured for A429 autopilot. Added Note 7 to Fig 9-7
and 9-8, Note 9 to Fig 9-9A, Note 5 to Fig 9-10 all regarding A429 ADC output to GPS. Added Note 4 to
Fig 9-28B. Added Note 4 to Fig 9-28C. Added A/P Type 1 and 2 configs to Section 10.4.6.9. Added
Ethernet Broadcast to Section 10.4.6.28. Added K1 relay option to Table F1, Appendix F. Removed Tech
Note from Appendix L because it is extraneous. Added note to TN2009-09 and TN2007-02 to Sections
10.6.1 and 10.6.2.
CE Added Note in Sections 1.1, 2.7, 4.1, 4.8, 4.9.3, 4.9.4, 5.1.4, 6.13, 7.2.15 and N1 about where to find info N/A 6147
on the EBB-23 Emergency Backup Battery. Removed SB for 2.11 from Section 1.1.6. Change Software
Version 2.11 back to Software Version 2.10.2 in Section 1.1.3 and 1.1.4.
CF Removed EBB-23 information and obsolete EBB-58 external battery from various sections of the manual. 10/29/2020 6203
Add new EFD part numbers for new internal 30-Minute Battery versions. The 910-00001-021 MFD1000
version with 30-Minute internal battery can replace the backup instruments in Class I and II aircraft. The -
027 EBD with 30-Minute internal battery is eligible for Class I and II aircraft. Updated Table 1-1, Figures 1-
1 thru 1-8, Figures 3-4 and 3-5, Figures 4-1 thru 4-8. Updated Section 4.1, “C3 PFD Limitations”.
Updated Section N1, “EBD Limitations” for Class I and II aircraft only. Updated Appendix C sample AFMS
tables.
CG EBD P/N 910-00001-027 (with 30-Minute battery) is eligible for Class III aircraft. 11/06/2020 6205
CH Software MAP 2.9.1 added. Added EFD variants P/N 910-00001-009 and -010. The -009 is a -002 EFD 11/15/2020 6225
converted with internal 30 Minute battery. The -010 is a -007 EBD converted with internal 30 Minute
battery. Updated various Figures/Tables and verbiage to reflect these new EFD’s.
CJ Made clear in Table 1-1 that the 30-minute battery is a PMA component and not part of the TSO article. 12/16/2020 6235
CK Software version MAP 2.11 is added. Added SB2020-03 to Table 1-6. Amended document 12/17/2020 6241
revision table.
CL This revision adds the single PRO MAX PFD installation (existing hardware) in the Partial Panel 05/17/2021 6329
Backup Configuration – See Figure 4-2 and Appendix P for installation requirements. Added
Appendix P. Corrected references in Figure 4-1 through Figure 4-7. Updated Figure 4-8 to
add Partial Panel information. Updated Figure 4-8 and Appendix B to emphasize, “Backup
attitude indicators must not rely on Pitot/Static for its operation.” Completed references to the
IFD navigators Figure 9-9A, 9-27 and Table 5-4. Corrected references in Table 8-4. Clarified
wording in one paragraph of Section 10.5.2. Updated current production RSM part numbers in
General Specifications Section 2.3.1. Corrected duplicate Section E5.9 reference. Added
backup Attitude Indicator or Rate-of-Turn indicator check to the Post Installation Flight
Check, Section 11. Updated Appendix C, instructions for completing the AFMS.
See ECO Record For Release

Prepared By: Penny Heinz Reviewed By: Dave Bibby
Authorization

The conditions and tests required for TSO approval of the EFD1000/500 System are minimum
performance standards. It is the responsibility of those installing this article either on or within specific
type or class of aircraft to determine that the aircraft installation conditions are within the TSO
standards. TSO articles must have separate approval for installation in an aircraft. The article may be
installed only if performed under 14 CFR Part 43 or the applicable airworthiness requirements.
This manual contains FAA Approved installation instructions for installation of the Aspen™
EFD1000/EFD500 system under the AML STC for use as a primary electronic flight display and associated
Multifunction display(s) (as applicable) during day/night IFR and VFR operations in those Part 23 Class I,
II and III aircraft (as defined in AC 23.1309-1D) listed on the AML. Installation of the EFD1000/500 into
part 23 Class I, II or III aircraft not included in the AML, into any 14CFR Part 23 Class IV aircraft, or into
any part 25, 27, or 29 aircraft, or non-U.S. registered aircraft requires separate airworthiness approval.
This document is protected by the Copyright Laws of the United States and other countries. Nevertheless,
authorized Aspen dealers and distributors are licensed to make a reasonable number of verbatim copies
of this document for use in their business as Aspen dealers.
Reproduction for any other purpose is strictly prohibited.
Public or fee-based copy centers need not inquire into the bearer's status as an Aspen dealer or
distributor, into the purposes for which reproductions are to be made, or into the reasonableness of the
number of reproductions requested.

Table of Contents:
LIST OF TABLES ................................................................................................................................ 16
LIST OF FIGURES............................................................................................................................... 18
LIST OF DEFINITIONS, ACRONYMS, ABBREVIATIONS ........................................................................... 23
1 INTRODUCTION........................................................................................................... 24
1.1 PART NUMBERS ............................................................................................................... 24
1.1.1 AUTHORIZED DISPLAY CONFIGURATIONS ................................................................................ 25
1.1.2 OPTIONAL AND STANDARD FEATURES OF EACH DISPLAY SYSTEM................................................... 26
1.1.3 LATEST APPROVED SOFTWARE VERSIONS ................................................................................ 27
1.1.4 EFD1000/500 SYSTEM AUTHORIZED SOFTWARE CONFIGURATIONS ............................................. 28
1.1.5 AUTHORIZED SYSTEM COMPONENTS OF EACH DISPLAY SYSTEM .................................................... 29
1.1.6 AML-STC DOCUMENT LIST ............................................................................................... 37
1.2 INSTALLATION KIT CONTENTS ............................................................................................. 38
1.3 OPTIONAL LRU INSTALLATION KITS ...................................................................................... 41
1.4 ACCESSORIES REQUIRED BUT NOT SUPPLIED – EFD1000 PFD ..................................................... 41
1.5 OPTIONAL ACCESSORIES NOT SUPPLIED – EFD1000 PFD .......................................................... 42
1.6 OPTIONAL ACCESSORIES REQUIRED BUT NOT SUPPLIED – EFD1000 MFD OR EBD ............................ 42
1.7 OPTIONAL ACCESSORIES REQUIRED BUT NOT SUPPLIED – EFD500 MFD ......................................... 43
1.8 OPTIONAL ACCESSORIES REQUIRED BUT NOT SUPPLIED – EA100 .................................................. 43
1.9 SPECIAL TOOLS REQUIRED .................................................................................................. 43
1.10 VENDOR INFORMATION ..................................................................................................... 44
1.11 WARRANTY REGISTRATION ................................................................................................. 44
1.12 REGULATORY COMPLIANCE ................................................................................................. 44
1.12.1 TECHNICAL STANDARD ORDER ............................................................................................ 44
1.12.2 SOFTWARE CERTIFICATION ................................................................................................. 44
1.12.3 ENVIRONMENTAL COMPLIANCE ............................................................................................ 45
1.12.4 INSTALLATION APPROVAL ................................................................................................... 45
1.13 FIELD REPLACEABLE PARTS ................................................................................................. 45
1.14 MARKING ...................................................................................................................... 45
2 EQUIPMENT SPECIFICATIONS AND LIMITATIONS ............................................................ 47
2.1 EFD1000 PFD, EBD AND MFD ......................................................................................... 47
2.1.1 GENERAL SPECIFICATIONS .................................................................................................. 47
2.1.2 OPERATIONAL SPECIFICATIONS ............................................................................................ 47
2.1.3 I/O SPECIFICATIONS ......................................................................................................... 47
2.1.4 CERTIFICATION SPECIFICATIONS ........................................................................................... 47
2.1.5 EFD1000 OUTLINE DRAWING ............................................................................................ 51
2.2 EFD500 MFD ............................................................................................................... 51
2.2.5 EFD500 OUTLINE DRAWING .............................................................................................. 54
2.2.6 DESIGN EYE VIEWING ENVELOPE ........................................................................................... 54

2.3 REMOTE SENSOR MODULE (RSM) ......................................................................................... 55

2.3.5 OUTLINE DRAWING: ......................................................................................................... 56
2.4 CONFIGURATION MODULE (CM) .......................................................................................... 56
2.4.5 OUTLINE DRAWING .......................................................................................................... 57
2.5 ANALOG CONVERTER UNIT (ACU)........................................................................................ 58
2.5.5 OUTLINE DRAWING: ......................................................................................................... 59
2.6 ANALOG CONVERTER UNIT 2 .............................................................................................. 59
2.6.5 OUTLINE DRAWING .......................................................................................................... 61
3 SYSTEM DESCRIPTION .................................................................................................. 63
3.1 EFD1000 PFD AND EFD1000/500 MFD SYSTEMS................................................................ 63
3.2 EFD1000 EBD BACKUP DISPLAY SYSTEM .............................................................................. 64
3.3 EFD1000/EFD500........................................................................................................ 64
3.4 REMOTE SENSOR MODULE (RSM) ......................................................................................... 65
3.5 CONFIGURATION MODULE (CM) .......................................................................................... 65
3.6 ANALOG CONVERTER UNIT (ACU)........................................................................................ 66
3.7 ANALOG CONVERTER UNIT 2 (ACU2) ................................................................................... 66
3.8 SYSTEM ARCHITECTURE ..................................................................................................... 67
3.9 EXAMPLE CONFIGURATIONS ................................................................................................ 68
3.9.1 PRO DIGITAL ANALOG MIX WITH AUTOPILOT .......................................................................... 68
3.9.2 TWO DISPLAY PFD WITH MFD1000 OR MFD500 ................................................................... 69
3.9.3 THREE DISPLAY PFD WITH MFD1000 AND MFD500 ............................................................... 70
4 STC SPECIFIC REQUIREMENTS AND LIMITATIONS ........................................................... 71
4.1 PFD/MFD SYSTEM LIMITATIONS ......................................................................................... 71
4.2 SOFTWARE VERSION LIMITATIONS ......................................................................................... 72
4.3 EFD1000 EBD SYSTEM AND INSTALLATION LIMITATIONS........................................................... 72
4.4 ATX100/100G INSTALLATION LIMITATIONS ......................................................................... 72
4.5 THIRD PARTY ADS-B EQUIPMENT INSTALLATION LIMITATIONS ..................................................... 72
4.6 AOA INSTALLATION LIMITATIONS ........................................................................................ 72

4.7 EA100 INSTALLATION LIMITATIONS ..................................................................................... 73

4.8 AUTHORIZED CONFIGURATIONS ........................................................................................... 73
4.9 GENERAL BACKUP INSTRUMENT REQUIREMENTS TO SUPPORT THE ASPEN INSTALLATION ....................... 81
4.9.1 PNEUMATIC BACKUP INSTRUMENTS (SEE FIGURE 4-8) ................................................................ 81
4.9.2 ELECTRIC BACKUP INSTRUMENTS .......................................................................................... 82
4.9.3 USING THE EFD1000 MFD AS BACKUP AIRSPEED, ALTIMETER, AND/OR ATTITUDE (SEE FIGURE 4-9)..... 82
4.9.4 CONSIDERATIONS FOR VMO AIRSPEED INDICATOR REMOVAL (PFD INSTALLATIONS) ............................ 83
4.9.5 BACKUP ATTITUDE POSITIONING .......................................................................................... 86
4.9.6 BACKUP AIRSPEED AND ALTIMETER POSITIONING ...................................................................... 87
4.9.7 BACK UP NAV INDICATOR .................................................................................................. 88
5 PRE-MODIFICATION PLANNING .................................................................................... 89
5.1 PRE-MODIFICATION CHECKLIST ........................................................................................... 89
5.1.1 DIRECTIONAL GYRO/ HSI .................................................................................................. 91
5.1.2 GPS ANNUNCIATORS ........................................................................................................ 92
5.1.3 SYNTHETIC VISION ENABLED PFD PRO (OR EBD ADVANCED) OR MFD (REQUIRES EXTERNAL GPS POSITION)
.................................................................................................................................. 92
5.1.4 AIRCRAFT POWER REQUIREMENTS ......................................................................................... 92
5.1.5 EQUIPMENT POWER REQUIREMENTS ....................................................................................... 93
5.1.6 SPECIAL CONSIDERATIONS FOR AIRCRAFT LIMITED TO VFR .......................................................... 93
5.1.7 CESSNA 190/195 SPECIAL CONSIDERATION........................................................................... 94
5.2 ICA SOFTWARE COMPATIBILITY (SEE SECTION 4.2) ................................................................... 94
5.3 CONVENTIONAL LANDING GEAR “TAIL DRAGGER” AIRCRAFT ......................................................... 94
5.4 PART 135 IFR OPERATIONS .............................................................................................. 94
5.5 SETTING V-SPEED TEXTUAL MARKERS.................................................................................. 95
5.6 OPTIONAL INTERFACES ...................................................................................................... 95
5.6.1 AUTOPILOT .................................................................................................................... 95
5.6.1.1 EA100 ADAPTER ............................................................................................................ 96
5.6.1.2 A/P SOURCE SELECTION SWITCH ......................................................................................... 96
5.6.1.3 ALTITUDE PRE-SELECT SYSTEM ........................................................................................... 96
5.6.2 GPS NAVIGATOR BASEMAP COMPATIBILITY ............................................................................. 96
5.6.3 GPSS ........................................................................................................................... 98
5.6.4 GPS/ NAV SWITCHING ..................................................................................................... 98
5.6.5 SONALERT TONE GENERATOR.............................................................................................. 98
5.6.6 AUDIO OUT ................................................................................................................... 98
5.6.7 HEADING OUTPUT............................................................................................................ 99
5.6.8 AIR DATA OUTPUTS ......................................................................................................... 99
5.6.8.1 EFD1000 AS ENCODING ALTITUDE SOURCE ......................................................................... 100
5.6.9 SECOND ACU ............................................................................................................... 100
5.6.10 DECISION HEIGHT .......................................................................................................... 100
5.6.11 RS-232 CONSIDERATIONS (V1.1 PFD INSTALLATIONS) ........................................................... 100
5.6.12 FLUSH OR RECESS MOUNTING THE EFD................................................................................ 100
5.7 TRAFFIC SENSORS (OPTIONAL – MUST BE UNLOCKED ON PFD AND EBD) ....................................... 101
5.7.1 ARINC 429 ACTIVE TRAFFIC AND TIS ................................................................................ 101
5.7.2 ADS-B TRAFFIC (TIS-B)................................................................................................. 101
5.8 WEATHER INFORMATION (OPTIONAL ON LEVEL C ONLY – MUST BE UNLOCKED ON PFD AND EBD) ........ 101
5.9 ADF .......................................................................................................................... 102
5.10 RADIO ALTIMETER (AGL) ................................................................................................. 102
5.11 REMOTE OAT PROBE ...................................................................................................... 102
5.12 “VFR” PFD SYSTEM ....................................................................................................... 102
5.13 DEGRADED MODE .......................................................................................................... 103
6 MECHANICAL INSTALLATION ..................................................................................... 105
6.1 UNPACKING AND INSPECTING EQUIPMENT ............................................................................. 105
6.2 EQUIPMENT LOCATION DOCUMENTATION ............................................................................. 105
6.3 LOG BOOK ENTRY .......................................................................................................... 105
6.4 WEIGHT AND BALANCE .................................................................................................... 105
6.5 PLACARDS ................................................................................................................... 106
6.6 MOUNTING LIMITATIONS.................................................................................................. 106
6.6.1 EFD1000 MOUNTING LIMITATIONS ................................................................................... 106
6.6.2 RSM MOUNTING LIMITATIONS .......................................................................................... 106
6.6.3 EFD1000 MFD – RSM LIMITATIONS (DUAL RSM MOUNTING).................................................. 107
6.6.3.1 EFD1000 MFD NOT USED AS BACKUP ATTITUDE................................................................ 107
6.6.3.2 EFD1000 MFD (SW 2.10.2 AND LATER) USED AS BACKUP ATTITUDE ........................................ 107
6.7 EQUIPMENT BONDING ..................................................................................................... 108
6.8 COOLING..................................................................................................................... 108
6.9 EFD INSTALLATION ........................................................................................................ 108
6.9.1 PFD MOUNTING LOCATION (FOR EBD LOCATION SEE APPENDIX N).............................................. 108
6.9.2 MFD1000 MOUNTING LOCATION ..................................................................................... 109
6.9.3 SURFACE MOUNTING THE EFD AS PER FIGURE 6-2.................................................................. 109
6.9.4 RECESS MOUNTING THE EFD AS PER FIGURE 6-4.................................................................... 112
6.9.4.1 RECESS MOUNT MODIFICATION PROCEDURE .......................................................................... 112
6.9.5 EFD BONDING STRAP ..................................................................................................... 118
6.9.6 PITOT AND STATIC CONNECTIONS (EFD1000 ONLY) .............................................................. 118
6.9.7 QUICK CONNECTOR INSTALLATION ..................................................................................... 119
6.9.8 LEAK CHECK REQUIREMENTS ............................................................................................. 119
6.10 RSM INSTALLATION ....................................................................................................... 120
6.10.1 RSM EXTERNAL TOP MOUNTING ........................................................................................ 120
6.10.2 RSM INTERNAL MOUNTING .............................................................................................. 121
6.10.3 RSM EXTERNAL BOTTOM MOUNTING .................................................................................. 121
6.10.4 PROPOSED RSM LOCATION CHECK ..................................................................................... 124
6.10.5 PRESSURIZED AIRCRAFT ................................................................................................... 126
6.10.6 RSM MOUNTING ON NON-METAL OR DAMAGE-TOLERANT DESIGN AIRCRAFT ............................... 127
6.10.7 SECOND RSM PLACEMENT (MFD1000) .............................................................................. 127
6.10.8 RSM MOUNTING ANGLES................................................................................................. 127
6.10.8.1 LONGITUDINAL AXIS ....................................................................................................... 128
6.10.8.2 PITCH AXIS .................................................................................................................. 128
6.10.8.3 ROLL AXIS ................................................................................................................... 129
6.10.9 RSM EXTERNAL MOUNT – ALUMINUM SKIN ........................................................................... 129
6.10.9.1 RSM DOUBLER FABRICATION ............................................................................................ 129
6.10.10 RSM INTERNAL MOUNT................................................................................................... 132

6.10.11 RSM INSTALLATION ....................................................................................................... 132
6.10.12 RSM SHIM FABRICATION (IF NECESSARY) .............................................................................. 133
6.11 ACU/ACU2 INSTALLATION ............................................................................................. 135
6.11.1 ACU/ACU2 MOUNTING ................................................................................................. 135
6.12 CONFIGURATION MODULE INSTALLATION ............................................................................. 138
6.13 SONALERT INSTALLATION ................................................................................................. 139
7 ELECTRICAL INSTALLATION ....................................................................................... 141
7.1 ELECTRICAL LOAD ANALYSIS ............................................................................................. 141
7.2 ELECTRICAL INSTALLATION ............................................................................................... 141
7.2.1 EFD1000 PFD ............................................................................................................ 141
7.2.2 EFD1000 MFD ........................................................................................................... 141
7.2.3 EFD500 MFD ............................................................................................................. 142
7.2.4 EFD1000 EBD ............................................................................................................ 142
7.2.5 ACU OR ACU2 (OPTIONAL) ............................................................................................. 142
7.2.6 MISCELLANEOUS WIRING REQUIREMENTS .............................................................................. 142
7.2.7 HIRF/LIGHTNING REQUIREMENTS....................................................................................... 143
7.2.8 EFD TO GPS/VLOC/ACU WIRING .................................................................................... 144
7.2.9 RSM WIRING ................................................................................................................ 144
7.2.9.1 ASSEMBLY USING ASPEN PREFABRICATED 25FT AND OPTIONAL 35FT AND 50FT CABLES .................... 145
7.2.9.2 ASSEMBLY USING M27500-A24SD7T23 CABLE .................................................................. 145
7.2.9.3 EFD END ................................................................................................................... 146
7.2.10 CONFIGURATION MODULE WIRING ...................................................................................... 146
7.2.11 ACU WIRING ................................................................................................................ 146
7.2.12 BACK UP NAV INDICATOR WIRING ..................................................................................... 146
7.2.13 AUTOPILOT WIRING ........................................................................................................ 147
8 ELECTRICAL CONNECTIONS ....................................................................................... 149
8.1 EFD ELECTRICAL SPECIFICATIONS ....................................................................................... 149
8.1.1 POWER INPUT ............................................................................................................... 149
8.1.2 TONE (PFD)/REVERSION (MFD) OUTPUT ............................................................................. 149
8.1.3 AUDIO OUTPUT (PFD WITH SW 2.10.2AND LATER) ................................................................. 149
8.1.4 RS-232 GPS INPUT ...................................................................................................... 149
8.1.5 RS-232 ADC OUTPUT .................................................................................................. 149
8.1.6 ARINC 429 GPS INPUTS ................................................................................................ 150
8.1.7 ARINC 429 VLOC INPUT ............................................................................................... 151
8.1.8 ARINC 429 OUTPUT ..................................................................................................... 151
8.2 ACU ELECTRICAL SPECIFICATIONS (910-00004 ALL DASH NUMBERS) ......................................... 153
8.2.1 POWER INPUT ............................................................................................................... 153
8.2.2 DECISION HEIGHT (DH) INPUT .......................................................................................... 153
8.2.3 VLOC RECEIVER............................................................................................................ 153
8.2.3.1 NAV COMPOSITE INPUT .................................................................................................. 153
8.2.3.2 ILS ENERGIZE DISCRETE INPUT ........................................................................................... 153
8.2.3.3 GLIDE SLOPE DEVIATION INPUT .......................................................................................... 153
8.2.3.4 GLIDE SLOPE FLAG INPUT ................................................................................................. 153

8.2.4 GPS RECEIVER .............................................................................................................. 153

8.2.4.1 OBS SINE, COSINE, ROTOR .............................................................................................. 153
8.2.4.2 TO/ FROM FLAG INPUT ................................................................................................ 154
8.2.4.3 LEFT/ RIGHT INPUT ..................................................................................................... 154
8.2.4.4 LATERAL FLAG INPUT ...................................................................................................... 154
8.2.4.5 VERTICAL DEVIATION INPUT.............................................................................................. 154
8.2.4.6 VERTICAL DEVIATION FLAG INPUT ...................................................................................... 154
8.2.4.7 OBS/ LEG (HOLD) INPUT ............................................................................................... 154
8.2.4.8 APPR ACTIVE INPUT ....................................................................................................... 154
8.2.4.9 FCS-LOC ENGAGE INPUT ................................................................................................ 154
8.2.5 AUTOPILOT .................................................................................................................. 154
8.2.5.1 LATERAL DEVIATION OUTPUT ............................................................................................ 154
8.2.5.2 LATERAL FLAG OUTPUT ................................................................................................... 155
8.2.5.3 VERTICAL DEVIATION OUTPUT ........................................................................................... 155
8.2.5.4 VERTICAL FLAG OUTPUT .................................................................................................. 155
8.2.5.5 ILS ENERGIZE OUTPUT .................................................................................................... 155
8.2.5.6 VOLT REFERENCE OUTPUT ................................................................................................ 155
8.2.5.7 KI-525A HEADING AND COURSE DATUM OUTPUT ................................................................. 155
8.2.5.8 NSD-360 HEADING AND COURSE DATUM OUTPUT ................................................................ 156
8.2.5.9 PN-101 HEADING AND COURSE DATUM OUTPUT .................................................................. 157
8.2.5.10 ACU FLIGHT DIRECTOR TYPES .......................................................................................... 157
8.2.5.11 FLIGHT DIRECTOR VALID INPUT ......................................................................................... 158
8.2.5.12 FLIGHT DIRECTOR ENGAGED INPUT ..................................................................................... 158
8.2.5.13 HEADING VALID OUTPUT ................................................................................................. 158
8.2.5.14 GPS SELECTED OUTPUT................................................................................................... 158
8.2.5.15 ARINC 429 OUTPUT ..................................................................................................... 158
8.3 ACU2 ELECTRICAL SPECIFICATIONS (910-00004-10X ONLY) ................................................. 158
8.3.1 ADF BEARING............................................................................................................... 158
8.3.2 STEC 55X ENHANCED FEATURES....................................................................................... 159
8.3.3 RADIO ALTIMETER.......................................................................................................... 159
8.3.4 HEADING SYNCHRO OUT ................................................................................................. 160
8.3.5 +/- 15VDC POWER OUTPUT ........................................................................................... 160
8.3.6 OUTSIDE AIR TEMPERATURE (OAT) .................................................................................... 160
8.3.7 GLIDESLOPE FLAG (NARCO) .............................................................................................. 160
8.3.8 ACU2 FLIGHT DIRECTOR INPUTS ....................................................................................... 161
8.3.9 ARINC 429 OUTPUT ..................................................................................................... 162
8.4 EFD PIN OUT ............................................................................................................... 162
8.5 RSM PIN OUT .............................................................................................................. 163
8.6 CONFIGURATION MODULE PIN OUT .................................................................................... 164
8.7 ACU/ACU2 PIN OUT .................................................................................................... 164
9 INSTALLATION WIRING DIAGRAMS ............................................................................. 169
9.1 LIST OF WIRING DIAGRAMS – PFD (AND EBD) ....................................................................... 170
9.2 LIST OF WIRING DIAGRAMS – MFD/PFD MULTI DISPLAY SYSTEMS .............................................. 171
9.3 OPTIONAL INTERFACES – ACU AND ACU2 ........................................................................... 171
10 CONFIGURATION AND EQUIPMENT CHECKOUT ........................................................... 231

10.1 POST INSTALLATION WIRING CHECKS .................................................................................. 231
10.1.1 WIRING VERIFICATION ..................................................................................................... 231
10.1.2 BONDING CHECK – FAR 23.867(B) ................................................................................... 231
10.2 DATABASE INSTALLATION................................................................................................. 231
10.3 INITIAL SYSTEM TURN ON ................................................................................................ 232
10.4 SYSTEM CONFIGURATION ................................................................................................. 232
10.4.1 MAIN MENU ACCESS....................................................................................................... 232
10.4.2 MENU NAVIGATION ........................................................................................................ 232
10.4.3 EDIT MODE .................................................................................................................. 233
10.4.4 MAIN MENU CONFIGURATION ........................................................................................... 233
10.4.5 INSTALLATION MENU – UNIT CONFIGURATION ....................................................................... 233
10.4.6 EFD1000 INSTALLATION MENU CONFIGURATION .................................................................. 234
10.4.6.1 INSTALLATION MENU PAGE - IAS CONFIG A ....................................................................... 235
10.4.6.2 INSTALLATION MENU PAGE – IAS CONFIG B ........................................................................ 237
10.4.6.3 INSTALLATION MENU PAGE – IAS CONFIG C ........................................................................ 237
10.4.6.4 INSTALLATION MENU PAGE – IAS CONFIG D........................................................................ 237
10.4.6.5 INSTALLATION MENU PAGE – IAS CONFIG E ........................................................................ 238
10.4.6.6 INSTALLATION MENU PAGE - IAS CONFIG F ........................................................................ 238
10.4.6.7 INSTALLATION MENU PAGE - IAS CONFIG G (SW V2.2 AND ABOVE) .......................................... 239
10.4.6.8 INSTALLATION MENU PAGE – NAV SETUP A ........................................................................ 239
10.4.6.9 INSTALLATION MENU PAGE – NAV SETUP B ......................................................................... 240
10.4.6.10 INSTALLATION MENU PAGE – NAV SETUP C ........................................................................ 240
10.4.6.11 INSTALLATION MENU PAGE – RS-232 CONFIG A ................................................................. 241
10.4.6.12 INSTALLATION MENU PAGE – RS-232 CONFIG B ................................................................. 241
10.4.6.13 INSTALLATION MENU PAGE – RS-232 CONFIG C ................................................................. 242
10.4.6.14 INSTALLATION MENU PAGE – ACU CONFIG A ...................................................................... 243
10.4.6.15 INSTALLATION MENU PAGE – ACU CONFIG B ...................................................................... 243
10.4.6.16 INSTALLATION MENU PAGE – MISC CONFIG A ..................................................................... 244
10.4.6.17 INSTALLATION MENU PAGE – MISC CONFIG B ..................................................................... 244
10.4.6.18 INSTALLATION MENU PAGE – MISC CONFIG C ..................................................................... 245
10.4.6.19 INSTALLATION MENU PAGE – MISC CONFIG D ..................................................................... 245
10.4.6.20 INSTALLATION MENU PAGE – MISC CONFIG E...................................................................... 246
10.4.6.21 INSTALLATION MENU PAGE – RSM CALIBRATION ................................................................ 247
10.4.6.22 INSTALLATION MENU PAGE – ACCEL BIAS CAL .................................................................... 248
10.4.6.23 INSTALLATION MENU PAGE – WX-500 ............................................................................... 248
10.4.6.24 INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE A........................................................ 248
10.4.6.25 INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE B ........................................................ 249
10.4.6.26 INSTALLATION MENU PAGE – AOA CONFIG ......................................................................... 249
10.4.6.27 INSTALLATION MENU PAGE – AUDIO CONFIG ..................................................................... 250
10.4.6.28 INSTALLATION MENU PAGE – NETWORK PAGE .................................................................... 250
10.4.6.29 INSTALLATION MENU PAGE - DIAGNOSTICS ....................................................................... 251
10.4.7 EFD500 MFD INSTALLATION MENU CONFIGURATION ............................................................. 252
10.4.7.1 INSTALLATION MENU PAGE - IAS CONFIG A ................................................................. 252

10.4.7.2 INSTALLATION MENU PAGE – IAS CONFIG B ........................................................................ 252

10.4.7.3 INSTALLATION MENU PAGE – IAS CONFIG C (SW V2.2 AND ABOVE) .......................................... 252
10.4.7.4 INSTALLATION MENU PAGE – IAS CONFIG D........................................................................ 252
10.4.7.5 INSTALLATION MENU PAGE - IAS CONFIG E ........................................................................ 252
10.4.7.6 INSTALLATION MENU PAGE – IAS CONFIG F ........................................................................ 252
10.4.7.7 INSTALLATION MENU PAGE – IAS CONFIG G ........................................................................ 252
10.4.7.8 INSTALLATION MENU PAGE – NAV SET UP A ........................................................................ 253
10.4.7.9 INSTALLATION MENU PAGE – NAV SET UP B ........................................................................ 253
10.4.7.10 INSTALLATION MENU PAGE – NAV SET UP C ........................................................................ 254
10.4.7.11 INSTALLATION MENU PAGE – RS-232 CONFIG A ................................................................ 254
10.4.7.12 INSTALLATION MENU PAGE – RS-232 CONFIG B ................................................................. 255
10.4.7.13 INSTALLATION MENU PAGE – RS-232 CONFIG C ................................................................. 255
10.4.7.14 INSTALLATION MENU PAGE – ACU CONFIG A ...................................................................... 255
10.4.7.15 INSTALLATION MENU PAGE – ACU CONFIG B ...................................................................... 255
10.4.7.16 INSTALLATION MENU PAGE – MISC CONFIG A ..................................................................... 256
10.4.7.17 INSTALLATION MENU PAGE – MISC CONFIG B ..................................................................... 256
10.4.7.18 INSTALLATION MENU PAGE – MISC CONFIG C ..................................................................... 257
10.4.7.19 INSTALLATION MENU PAGE – MISC CONFIG D ..................................................................... 257
10.4.7.20 INSTALLATION MENU – MISC CONFIG E ............................................................................. 257
10.4.7.21 INSTALLATION MENU PAGE – RSM CALIBRATION ................................................................ 257
10.4.7.22 INSTALLATION MENU PAGE – ACCEL BIAS CAL .................................................................... 257
10.4.7.23 INSTALLATION MENU PAGE – WX500 ................................................................................. 258
10.4.7.24 INSTALLATION MENU PAGE - DFC A/P CONFIG PAGE A ....................................................... 258
10.4.7.25 INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE B ........................................................ 258
10.4.7.26 INSTALLATION MENU PAGE – AOA CONFIG ......................................................................... 258
10.4.7.27 INSTALLATION MENU PAGE – NETWORK PAGE .................................................................... 259
10.4.7.28 INSTALLATION MENU PAGE – DIAGNOSTICS ....................................................................... 259
10.4.7.29 EXITING / SAVING DATA............................................................................................. 259
10.4.8 CONFIGURATION DEFINITIONS ........................................................................................... 260
10.4.8.1 AIRCRAFT WITH VMO/MMO AIRSPEED INDICATORS .................................................................. 260
10.4.8.2 IAS CONFIGURATIONS ..................................................................................................... 264
10.4.8.3 PANEL TILT PITCH ADJ................................................................................................ 267
10.4.8.4 PANEL ROLL ADJ ........................................................................................................ 268
10.4.8.5 ATTITUDE REF SYMBOL ADJ ........................................................................................ 268
10.4.9 NAV SETUP CONFIGURATION ............................................................................................ 268
10.4.9.1 GPS/NAV#1 (ID#1) ..................................................................................................... 268
10.4.9.2 GPS/NAV#2 (ID#2) ..................................................................................................... 268
10.4.9.3 COMPOSITE PHASE (VOR1, VOR2) ............................................................................... 269
10.4.10 ACU CONFIGURATION .................................................................................................... 269
10.4.10.1 ACU HSI TYPE ............................................................................................................ 269
10.4.10.2 ACU FD TYPE ............................................................................................................. 269
10.4.10.3 ACU DATUM .............................................................................................................. 270
10.4.10.4 FD ROLL OFFSET ADJ .................................................................................................. 270
10.4.10.5 FD PITCH OFFSET ADJ ................................................................................................ 270
10.4.10.6 EXITING / SAVING DATA............................................................................................. 270

10.5 RSM CALIBRATION ........................................................................................................ 270
10.5.1 CALIBRATION OVERVIEW .................................................................................................. 270
10.5.1.1 SECOND PHASE RSM LOCATION EVALUATION ........................................................................ 271
10.5.1.2 CONVENTIONAL GEAR RSM CALIBRATION PROCEDURE ............................................................. 273
10.5.2 RSM CALIBRATION PROCEDURE ......................................................................................... 275
10.5.3 HEADING OFFSET ADJUSTMENT.......................................................................................... 277
10.5.3.1 HEADING OFFSET ADJUSTMENT.......................................................................................... 277
10.5.4 HEADING ACCURACY TEST ............................................................................................... 278
10.5.5 HEADING INTERFERENCE TEST ........................................................................................... 278
10.6 GROUND TEST PROCEDURE (PFD, EFD500 MFD AND EFD1000 IN PFD REV & MFD MODE) ........... 279
10.6.1 INDICATED AIRSPEED DISPLAY ........................................................................................... 280
10.6.2 ALTITUDE DISPLAY ......................................................................................................... 280
10.6.3 SYSTEM LEAK TEST......................................................................................................... 280
10.6.4 OUTSIDE AIR TEMPERATURE (IF ENABLED)........................................................................... 280
10.6.5 AHRS SENSOR TEST ....................................................................................................... 280
10.6.6 GPS SENSOR TEST ......................................................................................................... 280
10.6.6.1 ALL GPS INTERFACES ...................................................................................................... 281
10.6.6.2 ANALOG GPS INTERFACES ................................................................................................ 281
10.6.6.3 RSM GPS (IF ENABLED, REQUIRED ON MFD1000 WHEN USED AS BACKUP ATTITUDE) ..................... 281
10.6.7 NAV RECEIVER SENSOR TEST ............................................................................................ 281
10.6.8 BACKUP NAVIGATION INDICATOR ....................................................................................... 282
10.6.9 AUTOPILOT SENSOR TEST................................................................................................. 282
10.6.10 FLIGHT DIRECTOR TEST ................................................................................................... 283
10.6.11 ACU2 ANALOG INPUTS ................................................................................................... 284
10.6.11.1 AUTOMATIC DIRECTION FINDER (ADF) ................................................................................ 284
10.6.11.2 RADIO ALTIMETER.......................................................................................................... 284
10.6.12 SONALERT OR AUDIO OUT TEST ........................................................................................ 284
10.6.13 DECISION HEIGHT (DH) TEST (IF INSTALLED) ......................................................................... 284
10.6.14 TRAFFIC DISPLAY TEST (IF INSTALLED) ................................................................................. 284
10.6.15 XM WEATHER DISPLAY AND CONTROL TEST (IF INSTALLED) ....................................................... 284
10.6.16 WX-500 DISPLAY AND CONTROL TEST (IF INSTALLED) ............................................................ 285
10.6.17 ANCILLARY EQUIPMENT HEADING CHECK .............................................................................. 285
10.6.18 ANCILLARY EQUIPMENT AIR DATA CHECK ............................................................................. 285
10.6.19 EFD INTER-SYSTEM COMMUNICATION TEST ......................................................................... 285
10.6.20 INTERNAL BATTERY TESTS ................................................................................................. 285
10.6.21 TAPES CONFIGURATION CHECK ........................................................................................ 286
10.6.22 EMC (ELECTROMAGNETIC COMPATIBILITY) TEST (TEST WITH ALL EFD1000/500 SYSTEMS AND EA100 OPERATING) 286
10.6.22.1 GROUND EMC TEST ....................................................................................................... 286
10.6.23 FLIGHT CONTROL INTERFERENCE CHECK .............................................................................. 292
10.6.24 OBS MODE CHECK - DUAL ARINC SDI GPS DEVICES ............................................................. 293
10.6.25 OBS MODE CHECK FOR ONE ANALOG/RS-232 GPS DEVICE AND ONE ANALOG GPS DEVICE OR ONE
ANALOG/RS-232 GPS DEVICE AND ONE ARINC GPS DEVICE. .................................................. 293
10.6.26 OBS MODE CHECK - SINGLE ANALOG, ARINC OR RS-232 GPS DEVICE ...................................... 293
10.6.27 EA100 ADAPTER TESTING ............................................................................................... 294

10.6.28 AOA TESTING .............................................................................................................. 294
10.6.29 ATX-100/100G ADSB TESTING ..................................................................................... 294
10.6.30 L-3 NGT-9000/9000+/9000D/9000D+/2500 ADSB TESTING ....................................... 294
10.6.31 GDL 88/GTX 345 ADSB TESTING ................................................................................... 294
10.7 WX-500 INSTALLATION AND MAINTENANCE ........................................................................ 294
10.7.1 SYSTEM DATA .............................................................................................................. 294
10.7.2 STRIKE TEST ................................................................................................................. 296
10.7.3 NOISE MONITOR ............................................................................................................ 296
10.7.4 ANTENNA MOUNT ......................................................................................................... 297
11 POST INSTALLATION FLIGHT CHECK ........................................................................... 299
11.1 BASIC ATTITUDE INDICATOR FLIGHT CHECKS (PFD, EBD AND EFD1000 MFD IN REVERSION) ............ 299
11.2 BASIC HSI/DG FLIGHT CHECKS (PFD, EBD AND EFD1000 MFD IN REVERSION) ............................ 299
11.3 ILS FLIGHT CHECKS PFD, EBD (EFD1000 MFD AND EFD1000 SECONDARY HSI) ........................ 300
11.4 AUTOPILOT FLIGHT CHECKS (IF INSTALLED, PFD ONLY) ............................................................ 300
11.5 RSM GPS TEST (ONLY FOR AIRCRAFT USING EFD1000 MFD AS BACKUP ATTITUDE) ....................... 301
11.6 DOCUMENT OPERATIONAL CHECK ...................................................................................... 301
12 OPERATING INSTRUCTIONS ........................................................................................ 303
12.1 PILOT CONTROLS........................................................................................................... 303
12.1.1 OVERVIEW ................................................................................................................... 303
12.1.2 POWER CONTROL .......................................................................................................... 303
12.1.3 PFD (EBD ADVANCED) DISPLAY AND CONTROL LAYOUT .......................................................... 305
12.1.4 CONTROL KNOBS........................................................................................................... 306
12.1.4.1 GENERAL ..................................................................................................................... 306
12.2 TRAFFIC DISPLAY (OPTIONAL) ............................................................................................ 306
12.3 XM WEATHER DISPLAY (OPTIONAL)..................................................................................... 306
12.4 WX-500 DISPLAY (OPTIONAL) .......................................................................................... 306
12.5 CHARTS ...................................................................................................................... 307
13 ENVIRONMENTAL QUALIFICATION FORMS .................................................................. 309
: TROUBLESHOOTING................................................................................................. 314
: INSTALLATION FINAL CHECK SHEET ......................................................................... 322
OPERATOR CONFIGURATION CHECKLIST AND INSTRUCTIONS TO COMPLETE THE AFMS ...... 328
: COMPONENT MAINTENANCE MANUAL (CMM) ........................................................... 331
: EA100 ADAPTER ...................................................................................................... 333
: A/P SOURCE SELECT ................................................................................................ 368
: APS4A ALTITUDE PRE-SELECT SYSTEM...................................................................... 373
: CG100 STC INSTALLATION INSTRUCTIONS ............................................................... 380
: “VFR” PFD INSTALLATION INSTRUCTIONS.................................................................. 382
: ATX100 AND ATX100G ADS-B TRANSCEIVER INSTALLATION INFORMATION .............. 385
: AOA – ANGLE OF ATTACK ........................................................................................ 391
: RESERVED ............................................................................................................... 405
: THIRD PARTY ADSB INSTALLATION INFORMATION .................................................... 406
– ASPEN EVOLUTION BACKUP DISPLAY EFD1000 EBD .................................................. 412
– THIS APPENDIX IS SKIPPED ....................................................................................... 419
PFD PRO MAX WITH INTERNAL HIGH-PERFORMANCE 30-MINUTE BATTERY - PARTIAL
PANEL BACKUP CONFIGURATION .............................................................................. 419

List of Tables
Table 1-1: TSO Part Numbers ............................................................................................................ 24
Table 1-2: Authorized Display Configurations ................................................................................... 25
Table 1-3: Display System Options .................................................................................................... 26
Table 1-4: Latest Approved Software Versions ................................................................................... 27
Table 1-5: Authorized Software Configurations ................................................................................. 28
Table 1-6: AML-STC Additional Document List .................................................................................. 37
Table 1-7: 903-00001-( ) EFD1000 PFD Install Kits ........................................................................... 38
Table 1-8: 903-00001-( ) EFD1000 MFD Install Kits .......................................................................... 39
Table 1-9: 903-00004-( ) EFD500 Install Kit [and 903-00001-( ) EFD1000 Install Kits used in the EFD500] . 39
Table 1-10: 903-00007-001 EFD Recess Mount Kit ........................................................................... 40
Table 1-11: 903-00002-( ) RSM Install Kits ....................................................................................... 40
Table 1-12: 903-00003-001 ACU Install Kit ...................................................................................... 40
Table 1-13: 903-00003-002 ACU2 Install Kit .................................................................................... 41
Table 1-14: 903-00011-( ) EA100 Install Kits .................................................................................... 41
Table 1-15: PFD Accessories Required but Not Supplied .................................................................... 42
Table 1-16: PFD Optional Accessories Not Supplied ........................................................................... 42
Table 1-17: EFD1000 MFD or EBD Optional Accessories Required but Not Supplied ............................ 42
Table 1-18: EFD500 MFD Optional Accessories Required but Not Supplied ......................................... 43
Table 1-19: EA100 Optional Accessories Required but Not Supplied ................................................... 43
Table 1-20: Special Tools.................................................................................................................. 43
Table 5-1: PFD Pre-Modification Checklist ......................................................................................... 90
Table 5-2: MFD Pre-Modification Checklist ........................................................................................ 91
Table 5-3: EBD Pre-Modification Checklist ......................................................................................... 91
Table 5-4: GPS Basemap Compatibility .............................................................................................. 97
Table 5-5: Heading Sources .............................................................................................................. 99
Table 5-6: Air Data Sources .............................................................................................................. 99
Table 6-1: Component Weights ....................................................................................................... 105
Table 6-2: Parts Required to Recess Mount each EFD ....................................................................... 112
Table 6-3: Static Load Table ............................................................................................................ 115
Table 6-4: RSM Mounting Hardware ................................................................................................ 133
Table 7-1: Current Draw ................................................................................................................. 141
Table 8-1: RS-232 ADC Outputs ..................................................................................................... 149
Table 8-2: EFD A429 GPS Input ....................................................................................................... 151
Table 8-3: EFD A429 VLOC Input..................................................................................................... 151
Table 8-4: EFD1000 A429 Output ................................................................................................... 152
Table 8-5: KI525A Emulation Specifications ..................................................................................... 156
Table 8-6: NSD360A Emulation Specifications ................................................................................. 156
Table 8-7: PN101 Emulation Specifications ...................................................................................... 157
Table 8-8: ACU Flight Director Types .............................................................................................. 157
Table 8-9: ACU A429 Output .......................................................................................................... 158
Table 8-10:– Radio Altimeter Types ................................................................................................. 159
Table 8-11: Flight Director Types .................................................................................................... 161

Table 8-12: ACU2 ARINC 429 Output .............................................................................................. 162

Table 8-13: PFD/MFD Pin Out ......................................................................................................... 163
Table 8-14: RSM Pin Out ................................................................................................................. 163
Table 8-15: Configuration Module Pin Out....................................................................................... 164
Table 8-16: ACU J1 Pin Out ............................................................................................................. 164
Table 9-1: PFD/EBD Wiring Diagrams .............................................................................................. 171
Table 9-2: MFD Wiring Diagrams ..................................................................................................... 171
Table 9-3: Optional ACU/ACU2 Interfaces ....................................................................................... 171
Table 10-1: Turbo Prop Aircraft with Vmo Airspeed Indicators ......................................................... 264
Table 10-2: Vertical Component Evaluation table ............................................................................. 272
Table 13-1: EFD1000 Environmental Qualification Form ................................................................... 309
Table 13-2: EFD1000 MAX Environmental Qualification Form ........................................................... 310
Table 13-3 - RSM Environmental Qualification Form, 2018 Mod ....................................................... 311
Table 13-4: RSM Environmental Qualification Form, Prior to 2018 Mod............................................. 312
Table 13-5: ACU Environmental Qualification Form .......................................................................... 313

List of Figures
Figure 1-1: EFD1000 PFD PRO Authorized System Components.......................................................... 29
Figure 1-2: EFD1000C3 Level B PFD Authorized System Components ................................................. 30
Figure 1-3: EFD1000 PFD PILOT Authorized System Components ....................................................... 31
Figure 1-4: EFD1000 “VFR” PFD Authorized System Components ........................................................ 32
Figure 1-5: EFD1000 EBD Advanced Authorized System Components ................................................. 33
Figure 1-6: EFD1000 MFD Authorized System Components (Suitable for replacing Backup instruments) ............ 34
Figure 1-7: EFD1000 MFD Authorized System Components (Not suitable for replacing Backup Instruments) ...... 35
Figure 1-8: EFD500 MFD Authorized System Components .................................................................. 36
Figure 2-1: EFD1000 Outline Drawing (inches) ................................................................................... 51
Figure 2-2: EFD500 Outline Drawing (inches)..................................................................................... 54
Figure 2-3: RSM Outline Drawing (inches) .......................................................................................... 56
Figure 2-4: Configuration Module Outline Drawing (inches) ............................................................... 57
Figure 2-5: ACU Outline Drawing (inches) .......................................................................................... 59
Figure 2-6: ACU2 Outline Drawing (inches) ........................................................................................ 61
Figure 3-1: EFD1000 in a PFD View ................................................................................................... 64
Figure 3-2: EFD1000 Single PFD System Architecture ......................................................................... 67
Figure 3-3: Example Digital and Analog PFD Configuration ................................................................ 68
Figure 3-4: Example Two display PFD and MFD Configuration ............................................................ 69
Figure 3-5: Example Three Display PFD/MFD Configuration ............................................................... 70
Figure 4-1: EFD1000 PFD Authorized Configurations ......................................................................... 74
Figure 4-2: EFD1000 PRO MAX PFD Partial Panel Backup Configuration............................................... 75
Figure 4-3: EFD1000 “VFR” PFD (with and without MFD500) ............................................................... 76
Figure 4-4: EFD1000 PFD and MFD500 Authorized Configuration ....................................................... 77
Figure 4-5: EFD1000 PFD and MFD1000 Authorized Configuration (with or without MFD500)
Class I, II and III aircraft................................................................................................... 78
Figure 4-6: EFD1000 PFD and MFD1000 (keep separate backup Attitude) Class I, II, and III aircraft ...... 79
Figure 4-8: Required Backup Instruments Flowchart........................................................................... 84
Figure 4-9: Required Backups when using MFD1000 Flowchart .......................................................... 85
Figure 4-10: Backup Instrument Placement and Placard Location ........................................................ 86
Figure 4-11: Basic T configuration .................................................................................................... 87
Figure 6-1: PFD Mounting Location ................................................................................................. 109
Figure 6-2: EFD and Bracket Installation .......................................................................................... 111
Figure 6-3: Single Display Recess Mount Cutout (inches) .................................................................. 113
Figure 6-4: Single Display Recess Mount Bracket Installation ............................................................ 114
Figure 6-5: Ground Strap Attachment Points .................................................................................... 115
Figure 6-6: Dual Display Recess Mount Cutout (inches) .................................................................... 116
Figure 6-7: Three Display Recess Mount Cutout (inches) .................................................................. 116
Figure 6-8: Recess Mounting Bracket Dimensions (inches) ............................................................... 117
Figure 6-9: EFD Mounting Bracket (inches ....................................................................................... 117
Figure 6-10: EFD Bonding Strap Connection .................................................................................... 118
Figure 6-11: Pitot & Static Quick Connector ..................................................................................... 119
Figure 6-12: Pitot & Static Line Connections .................................................................................... 119

Figure 6-13: RSM-External Mounting Locations (Top/Side View) – all aircraft types ........................... 122
Figure 6-14: RSM Internal Mounting Locations – Composite/Fabric Aircraft ...................................... 123
Figure 6-15: RSM-003 External Mounting Locations (Bottom view) ................................................... 124
Figure 6-16: RSM Top View longitudinal Alignment .......................................................................... 128
Figure 6-17: RSM Fore or Aft Max Tilt.............................................................................................. 128
Figure 6-18: RSM Fore or Aft Max Tilt (Shim installed)...................................................................... 128
Figure 6-19: RSM Side to Side Max Tilt ............................................................................................ 129
Figure 6-20: RSM Side to Side Max Tilt (Shim installed) .................................................................... 129
Figure 6-21: RSM Doubler P/N 503-00015-001 .............................................................................. 130
Figure 6-22: Masking of Doubler..................................................................................................... 131
Figure 6-23: Doubler Installation .................................................................................................... 132
Figure 6-24: RSM Mounting ............................................................................................................ 133
Figure 6-25: Example Shim Top View .............................................................................................. 133
Figure 6-26: Example Shim Side View .............................................................................................. 134
Figure 6-27: Masking of Shim for Priming ....................................................................................... 134
Figure 6-28: ACU/ACU2 Mount to Flat Metal Shelf ........................................................................... 135
Figure 6-29: ACU Dimensions (inches) ............................................................................................ 136
Figure 6-30: ACU2 Dimensions (inches) .......................................................................................... 137
Figure 6-31: Configuration Module Dimensions (inches) .................................................................. 138
Figure 6-32: Configuration Module Tie Wrapped to Harness............................................................. 138
Figure 6-33: Sonalert Mounting Instructions .................................................................................... 139
Figure 7-1: EFD1000 PFD/EFD1000 MFD/EFD500MFD Switches........................................................ 142
Figure 7-2: Over Braid/ Double Shield Requirements ....................................................................... 143
Figure 7-3: EFD Back Shell Grounds ................................................................................................. 144
Figure 7-4: RSM Connector assembly .............................................................................................. 145
Figure 7-5: EFD Back Shell Grounds/RSM ......................................................................................... 146
Figure 8-1: PFD/MFD Connector (as viewed from rear of unit) .......................................................... 163
Figure 8-2: RSM Mating Connector –Install Side ............................................................................... 163
Figure 8-3: Configuration Module Connector (Install side) ................................................................ 164
Figure 8-4: ACU J1 Connector (as viewed from front of unit) ............................................................ 164
Figure 8-7: ACU2 J4 Connector (ACU2 only)..................................................................................... 168
Figure 9-1: EFD1000/500 Main Connections ................................................................................... 172
Figure 9-2: ACU/ACU2 Input Power ................................................................................................. 173
Figure 9-3: Decision Height (DH) Interface ....................................................................................... 173
Figure 9-4: PILOT & EBD Basic RS-232 GPS Interface ........................................................................ 174
Figure 9-5: PILOT & EBD Basic ARINC 429 GPS Interface ................................................................... 174
Figure 9-6: PRO/VFR/EBD Adv Single Digital with "Tracker" or no Autopilot Interface ........................ 175
Figure 9-7: PRO/VFR/EBD Adv Single Digital with ACU/ACU2 ........................................................... 176
Figure 9-8: PRO/VFR/EBD Adv Digital & Analog Mix with ACU/ACU2 ................................................ 177
Figure 9-9: PRO/VFR/EBD Adv Dual Digital without Autopilot Interface ............................................. 178
Figure 9-9A: PRO/VFR/EBD Adv Dual Digital with ACU/ACU2 ........................................................... 179
Figure 9-9B: Non-Aspen PFD with EBD backup or cross-side EFD1000 ............................................. 180
Figure 9-9C: Non-Aspen PFD with EBD backup or cross-side EFD1000, ACU2 .................................. 181
Figure 9-10: PRO/VFR/EBD Adv ARINC 429 GPS & Analog VLOC (1 or 2) with ACU/ACU2 .................. 182
Figure 9-11: PRO/VFR/EBD Adv RS-232 GPS & Analog VLOC (1 or 2) with ACU/ACU2 ....................... 183
Figure 9-12: KLN89B & KLN94 RS-232 and Analog to ACU Interface ................................................. 184
Figure 9-13: KLN-90/A/B RS-232 and Analog to ACU Interface ....................................................... 185
Figure 9-14: GX-50/60 & GX-55/65 RS-232 and Analog to ACU Interface ....................................... 186
Figure 9-15: Analog NAV Interface .................................................................................................. 187
Figure 9-15A: Narco and Cessna ARC Navigation Radios .................................................................. 188
Figure 9-16: KI525A Emulation (Bendix/King autopilot to ACU) ........................................................ 189
Figure 9-16A: KFC250 (4”)/325 Autopilot to ACU ............................................................................ 190
Figure 9-16B: KFC300 Autopilot to ACU Interface ............................................................................ 191
Figure 9-17: S-TEC Autopilot to ACU Interface ................................................................................ 192
Figure 9-17A: S-TEC 55X with ACU2 and Enhanced Features............................................................ 193
Figure 9-17B: NSD360A Emulation (S-TEC Autopilot) ....................................................................... 194
Figure 9-18: Century Autopilot to ACU Interface (minus HDG/CRS Datum) ........................................ 195
Figure 9-18A: NSD360A Emulation (Century 21/31/41/2000/4000) ................................................ 195
Figure 9-18B: NSD360A Emulation Century 1C388/M, 1C388C/MC Radio Couplers .......................... 196
Figure 9-18C: NSD360A Emulation Century 1C388-2/-3 Radio Couplers ......................................... 197
Figure 9-18D: NSD-360A Emulation Century IV (DC version) ............................................................ 198
Figure 9-19: Cessna ARC 300B/400B/800B Autopilot to ACU Interface ............................................. 199
Figure 9-19A: Cessna Navomatic 300/400/800 IFCS to ACU Interface .............................................. 200
Figure 9-19B: NAVOMATIC 400/400A Autopilot to ACU Interface ..................................................... 201
Figure 9-19C: Cessna ARC 300A AC & DC version to ACU Interface .................................................. 202
Figure 9-19D: Cessna 300 Navomatic to ACU Interface .................................................................... 203
Figure 9-19E: Cessna ARC 1000A IFCS Interface (-102 ACU2 only) ................................................... 204
Figure 9-20: Bendix FCS-810 Autopilot to ACU ............................................................................... 205
Figure 9-20A: Bendix M-4C and M-4D Autopilot to ACU .................................................................. 206
Figure 9-21: Collins AP-106/107 Autopilot to ACU.......................................................................... 207
Figure 9-22: Sperry SPZ200/500 Autopilot (-002 ACU2 only) ........................................................... 208
Figure 9-23: KI-256 Emulation (Bendix King) Flight Director ............................................................ 209
Figure 9-23B: 52C77 Emulation (Century 41/2000/4000) Flight Director ......................................... 210
Figure 9-23C: 52C77 Emulation (Century IV) Flight Director ............................................................. 211
Figure 9-23D: G550A/1050A Emulation (Cessna ARC) Flight Director ............................................... 212
Figure 9-23E: KI256 Emulation (S-TEC 55/55X/60/65) Flight Director.............................................. 213
Figure 9-23F: FD-112V Emulation (Collins) Flight Director ............................................................... 214
Figure 9-23G: FD-112V Emulation (Bendix M-4D) Flight Director ..................................................... 215
Figure 9-23H: AD500 Emulation (Sperry) Flight Director................................................................... 216
Figure 9-24: Back-up NAV Indicator (Internal Converter) .................................................................. 217
Figure 9-25: Back-up NAV Indicator (OBS Resolver) ......................................................................... 218
Figure 9-26: Back-up NAV/GPS Indicator (GNS-430/530) ................................................................ 219
Figure 9-27: Non-Aspen Equipment Configuration Notes................................................................. 220
Figure 9-28: Evolution Hazard Awareness – Traffic/XM/WX500 ........................................................ 221
Figure 9-28A: Digital Heading/ADC Outputs ................................................................................... 222
Figure 9-28B: ARINC 407 Synchro Output (ACU2 only) ..................................................................... 223
Figure 9-28C: ADF and Radio Altimeter Interface (ACU2 only) .......................................................... 224
Figure 9-28D: Remote OAT Probe Connection (ACU2 only) ............................................................... 225
Figure 9-30: Two Display System PFD/MFD, Generic ........................................................................ 227
Figure 9-30A: Three Display System PFD/MFD1000/MFD500, Generic .............................................. 228
Figure 9-31: Two Display System PFD/MFD, GNAV1 and Analog NAV#2 or GPS#2 Configurations
(1A-2D) or (1A-2H) or (1A-2F) ................................................................................... 229
Figure 9-32: Two Display System PFD/MFD, GNAV1 and GNAV2 Configurations (1B-2A) or (1B-2C) .. 230
Figure 10-1: Installation Menu Access ............................................................................................. 233
Figure 10-2: Installation Menu Warning ........................................................................................... 233
Figure 10-3: Diagnostics Page......................................................................................................... 251
Figure 10-4: TAPES Configuration Flow Chart (PFD) .......................................................................... 266
Figure 10-5: Illustration of aircraft 2º nose high .............................................................................. 267
Figure 10-6: Illustration of Zero degree pitch adjustment ................................................................ 268
Figure 10-7: GPS/NAV Example ....................................................................................................... 268
Figure 10-8: HSI Type Example ....................................................................................................... 269
Figure 10-9: FD Type Example ........................................................................................................ 270
Figure 10-10: nT Example .............................................................................................................. 272
Figure 10-11: EFD1000 Diagnostic Page Magnetometer Row Example .............................................. 273
Figure 10-12: RSM Calibration Graphic ............................................................................................ 274
Figure 10-13: RSM Calibration Page ................................................................................................ 275
Figure 10-14: Calibration in Process................................................................................................ 276
Figure 10-15: Aircraft Turning ........................................................................................................ 276
Figure 10-16: Accept/Reject Results ............................................................................................... 276
Figure 10-17: Results Accepted ...................................................................................................... 277
Figure 10-18: Results Rejected........................................................................................................ 277
Figure 10-19: Calibration Heading Before Adjustment ..................................................................... 277
Figure 10-20: Calibrated Heading After Adjustment ......................................................................... 278
Figure 10-21: WX-500 System Data Page 1 ..................................................................................... 295
Figure 10-25: WX-500 Strike Test Page ........................................................................................... 296
Figure 10-26: WX-500 Noise Monitor Page ...................................................................................... 297
Figure E1: EA100 Outline Drawing (inches) and center of gravity ...................................................... 336
Figure E2: EA100 Block Diagram (Bendix King Autopilots) ................................................................ 336
Figure E3: EA100 Block Diagram (Century Autopilots)....................................................................... 336
Figure E4: EA100 Mounting ............................................................................................................. 338
Figure E5: A/P AHRS FAIL Annunciator and Placard Location ............................................................. 340
Figure E6: MS25041-4 Dimmable “Catseye” ..................................................................................... 341
Figure E8: EA100 Main Wiring Connections (King and Century) ......................................................... 344
Figure E9: EA100 to KAP100/KAP150/KFC150 Attitude Source w/DISC ............................................. 345
Figure E10: EA100 to KAP/KFC200 Attitude Source w/DISC .............................................................. 346
Figure E11: EA100 to KFC225 Attitude Source w/DISC ...................................................................... 347
Figure E12: EA100 to KFC250 (with KA141) Attitude Source w/DISC ................................................. 348
Figure E13: EA100 to KFC250 (without KA141) Attitude Source w/Disc ............................................. 349
Figure E14: EA100 to KFC275 Attitude Source w/Disc ...................................................................... 350
Figure E15: EA100 to Century IIB Attitude Source w/DISC ................................................................. 351
Figure E16: EA100 to Century III Attitude Source w/DISC .................................................................. 352
Figure E17: EA100 to Century IV Attitude Source w/DISC .................................................................. 353
Figure E18: EA100 to Century 21 Attitude Source w/DISC ................................................................. 354
Figure E21: EA100 to Century 2000 Attitude Source w/DISC ............................................................. 357
Figure E22: EA100 to Century 4000 Attitude Source w/DISC ............................................................. 358
Figure E23: ACU/ACU2 Flight Director Modification .......................................................................... 359
Figure F1: A/P Source Select Wiring Diagram .................................................................................... 371
Figure F2: Suggested control switch layouts ..................................................................................... 372
Figure G1: APS4A Mount to Flat Metal Shelf (dimensions in mm) ....................................................... 375
Figure G2: Eaton Quik Connect ........................................................................................................ 376
Figure G3: Switch Body removal ....................................................................................................... 377
Figure G4: Side View of properly mounted switch ............................................................................. 377
Figure G5: APS4A System Wiring Diagram ........................................................................................ 378
Figure J1: ATX100 Interconnect to EFD displays ............................................................................... 388
Figure M1: ADSB Interconnect to EFD Displays ................................................................................. 408
Figure N1 – Required Placard ........................................................................................................... 413
Figure N2 - “Primary Field of View” – EBD and placard allowed locations ........................................... 416
Figure N3 – EFD1000 EBD “TAPES” Configuration.............................................................................. 417

List of Definitions, Acronyms, Abbreviations

ACU ................................................ Analog Converter Unit
ADAHRS .......................................... Air Data Attitude Heading Reference System
ADC ................................................ Air Data Computer
Attitude Indicator ............................ Attitude Director Indicator
Adv ................................................. Advanced
AI .................................................... Attitude Indicator
AHRS .............................................. Attitude and Heading Reference System
ALT ................................................. Altimeter, Altitude
AML ................................................ Approved Model List
AMMD ............................................. Aerodrome Moving Map Display (geo-referenced airport diagram)
AOA ................................................ Angle of Attack
A/P ................................................. Autopilot
ASI .................................................. Airspeed Indicator
A429............................................... ARINC 429 interface
CM .................................................. Configuration Module
DG .................................................. Directional Gyro
DH .................................................. Decision Height
EBB ................................................. Evolution Backup Battery
EBD ................................................. Evolution Backup Display [EFD1000 EBD – Advanced (Adv) and Basic models]
EFD ................................................. Electronic Flight Display (refers to all versions)
EFD500 ........................................... EFD500 MFD Flight Display
EFD1000 ......................................... EFD1000 PFD or EFD1000 MFD
EHA ................................................ Evolution Hazard Awareness
ELOS ............................................... Equivalent Level Of Safety memorandum
ESV ................................................. Evolution Synthetic Vision
EWR ................................................ Evolution Weather Receiver
FAR ................................................. Federal Aviation Regulations
FD ................................................... Flight Director
FPM................................................. Flight Path Marker
GNAV .............................................. Combined GPS and VOR radio (all A429 interface)
GPS ................................................. Global Positioning System
GPSS ............................................... GPS Steering
GS ................................................... Glide-slope or Groundspeed
HSI .................................................. Horizontal Situational Indicator
ICA ................................................. Instructions for Continued Airworthiness
IFR .................................................. Instrument Flight Rules
IOP ................................................. Input/Output Processor (Aspen software)
LOC ................................................ ILS Localizer
LRU ................................................. Line Replaceable Unit
MAP ................................................ Main Application Processor (Aspen software)
MFD ................................................ Multi-Function Display (refers to EFD500 MFD or EFD1000 MFD)
MOL ................................................ Maximum Operating Limit
MPS ................................................ Minimum Performance Standard
OAT ................................................ Outside Air Temperature
OBS ................................................. Omni-Bearing Selector
PARAM ............................................ Parameter
PFD ................................................. Primary Flight Display (refers to EFD1000 PFD only)
RSM ................................................ Remote Sensor Module
SEL .................................................. Select
STC ................................................. Supplemental Type Certificate
TAS ................................................. True Airspeed
VFR ................................................. Visual Flight Rules
VLOC .............................................. The VOR side of a GNAV radio
VOT ................................................ FAA VOR test facility – test signal
WAAS .............................................. Wide Area Augmentation System
W/ .................................................. With

1 Introduction
This Installation Manual contains FAA Approved Data, but only when used to install the Aspen Avionics
EFD1000 and/or EFD500 display systems in accordance with AML STC SA10822SC. This document
contains detailed instructions for installing the EFD1000/500 System into specific aircraft as listed in
the AML-STC. There are regulations that must be complied with to ensure an airworthy installation.
Section 4 -STC Specific Requirements and Limitations and Section 5 -Pre-Modification Planning will
guide you through these requirements. For the Aspen Evolution Backup Display system see appendix
N for STC specific requirements and limitations.
1.1 Part Numbers

List of the major hardware components (by part number) that make up the EFD1000/500
system complying with the standards prescribed in this TSO.
Part Number Description

910-00001-001 EFD1000, Evolution Flight Display, PFD/MFD
910-00001-002 EFD1000, Evolution Flight Display, MFD, for use with Emergency Backup Battery
910-00001-004 EFD1000 Level B, Evolution Flight Display, PFD, Level B software (Required for installation in
Class III aircraft)
910-00001-011 EFD1000, (MAX) Evolution Flight Display, PFD/MFD
910-00001-021* EFD1000, (MAX) Evolution Flight Display, 30-Minute Battery, PFD/MFD
910-00001-003 EFD500, Evolution Flight Display, MFD
910-00001-023* EFD500, (MAX) Evolution Flight Display, 30-Minute Battery, MFD
910-00001-013 EFD500, (MAX) Evolution Flight Display, MFD
910-00001-027* EFD1000 (MAX) EBD Backup Display, 30-Minute Battery – Backup Display System for Non-Aspen
PFD only.
910-00001-017 EFD1000 (MAX) EBD Backup Display, for use with Emergency Backup Battery – Backup Display
System for Non-Aspen PFD only.
910-00001-009* EFD1000, Evolution Flight Display, 30-Minute Battery, PFD/MFD
910-00001-010* EFD1000 EBD Backup Display, 30-Minute Battery - Backup Display System for Non-Aspen PFD
only.
910-00001-007 EFD1000, Evolution Flight Display, EBD Backup Display, for use with Emergency Backup Battery –
Backup Display System for Non-Aspen PFD only.
910-00001-012 EFD1000, Evolution Flight Display, MFD, for use with Emergency Backup Battery
910-00005-004 Configuration Module, Assy
910-00003-011 RSM, Remote Sensor Module, Top Mount w/GPS (Prior to 2018 Mod)
910-00003-012 RSM, Remote Sensor Module, Top Mount w/o GPS (Prior to 2018 Mod)
910-00003-013 RSM, Remote Sensor Module, Bottom Mount w/o GPS (Prior to 2018 Mod)
910-00003-021 RSM, Remote Sensor Module, Top Mount w/GPS (2018 Mod)
910-00003-022 RSM, Remote Sensor Module, Top Mount w/o GPS (2018 Mod)
910-00003-023 RSM, Remote Sensor Module, Bottom Mount w/o GPS (2018 Mod)
910-00004-001 ACU, Analog Converter Unit - optional
903-00001-( ) EFD1000 PFD or MFD or EBD Install Kit
903-00004-001 EFD500 Install Kit
903-00002-( ) RSM Install Kit
903-00003-001 ACU Install Kit
*The 30-Minute Battery is a PMA component and is not part of the TSO article.
Table 1-1: TSO Part Numbers

Part Number Description

910-00013-001 EA100 Adapter
903-00011-( ) EA100 Installation Kit
910-00004-101 ACU2 Analog Converter Unit– ADF/RAD ALT/HDG Synchro/C3 Flt Dir.
910-00004-102 ACU2 – Same as ACU2-001 but with discrete to drive autopilots with G/S and NAV
superflag inputs.
903-00003-002 ACU2 Install Kit
910-00007-001 EWR50 XM Weather Receiver
903-00005-001 EWR50 Installation Kit
910-00014-001 CG100 Connected Panel Gateway ( only Part Number 910-00014-001 is compatible
with STC SA10822SC)
910-00014-502 CG100 Connected Panel Gateway- OEM with Software Version 1.2 or later
903-00013-( ) CG100 Installation Kit
Table 1-1A: EFD1000 Optional LRUs
1.1.1 Authorized Display Configurations
The following table identifies the only Authorized Display Configurations for software
version 2.X equipment. Other combinations are not approved. See Aspen Document
A-01-126-00 for installation of software version 1.0 and 1.1 equipment.
DISPLAYS PFD EFD1000 EFD500 EFD1000

PFD PFD PFD PFD
PRO(6) MFD(1)(6) MFD(1)(6) EBD(3)
PRO(6) C3(2)(4) VFR(5) Pilot(5)
CONFIG MAX and MFD MAX and MFD MAX and EBD MAX
PFD X
PFD/MFD X X
PFD/MFD X X
PFD/MFD/MFD X X X
PFD X
PFD/MFD X X
PFD/MFD X X
PFD/MFD/MFD X X X
PFD X
PFD/MFD X X
PFD/MFD X X
PFD/MFD/MFD X X X
PFD X
PFD/MFD X X
PFD X
PFD/MFD X X
ASPEN BACKUP
SYSTEM with X
NON-ASPEN PFD
(1) Standalone MFD installations are not authorized at this time. An MFD must always be installed with a PFD on the pilot side of the panel.
(2) The EFD1000 Level B PFD is required for Class III aircraft.
(3) EFD1000 EBD is approved as a backup in Class I, II, and III aircraft.
(4) PFD C3 currently available with software B2.3.5, any connected MFD must have sw v2.9.0.1 or earlier (MAX version not compatible).
(5) PFD Pilot and “VFR” PFD currently available with software V2.9.0.1, any connected MFD must have sw v2.9.0.1 or earlier (MAX version not
compatible).
(6) PFD and MFD must be at same software level. See Table 1-5.
Table 1-2: Authorized Display Configurations

1.1.2 Optional and Standard Features of Each Display System
EHA Traffic ADS-B Angle of ESV(1) ACU ACU2(2) S-TEC 55X Class III EA100 CG100
Option
Evolution Display Display Attack Evolution Enhanced FD(3) (interface) P/N910-
Hazard (no WX) Indicator Synthetic Features(5) 00014-001
System
Awareness (AOA) Vision (interface)
Option
PFD Pilot N/A N/A N/A Unlock N/A N/A N/A N/A N/A N/A N/A
Card
Option Option
N/A
“VFR” PFD Unlock Standard(4) Unlock N/A Option Option(2) N/A N/A Standard N/A
Incl. in EHA
Card Card
Option Option Option Option(5) Option(3)
PFD Pro or N/A
Unlock Standard(4) Unlock Unlock Standard Option(2) Unlock Unlock Standard N/A
EBD Advanced incl. in EHA
Card Card Card Card Card
Option Option(5) Option(3)
N/A
PFD Pro Plus Unlock Standard(4) Included Included Standard Option(2) Unlock Unlock Standard N/A
incl. in EHA
Card Card Card
Option Option(3)
PFD C3 N/A Unlock N/A N/A N/A Standard Option(2) N/A Unlock Standard N/A
Card Card
Option Option
MFD 500 Standard Standard Standard(4) Unlock Unlock N/A N/A N/A N/A N/A Standard(7)
Card Card
Option Option Option(5)
MFD 1000 Standard Standard Standard(4) Unlock Unlock N/A(6) N/A(6) Unlock N/A(6) N/A Standard(7)
Card Card Card (6)
(1) ESV will require a Sonalert or Audio (sw 2.10.2or later) connection unless a TAWS system is installed. EFD1000C3 SW version B2.3.2 and higher supports MFD ESV.
(2) ACU2 is required for ADF/Rad Alt/Remote OAT/ARINC 407 Heading out/ Class III Flight Director and 55X Pre-select/Annun/FD. Certain Class III FD types require an
Unlock Card. FD not available of “VFR” PFD.
(3) FD Types 8-15 (see Section 8) require Unlock Card. The ACU2 is required for these FD Types.
(4) ADS-B display capability is standard when connected to a compatible Aspen ADS-B system. Other ADS-B units require Unlock card.
(5) S-TEC 55X Enhanced Features requires an ACU2 and the purchase of an Unlock Card. The enhanced features include Altitude Pre-Select and vertical speed controlled
from the PFD, autopilot annunciators on the PFD and direct FD connection (no ST645 required). EBD Advanced interface not approved for this feature.
(6) MFD1000 will interface with these features when connected via A/P Source Select switch – see Appendix F.
(7) CG100 interface not available with MAP sw 2.10.2or later
Table 1-3: Display System Options

1.1.3 Latest Approved Software Versions
Software Part Number and

Description Hardware Component
Revision
A-05-110-00
EFD1000/500 Display 910-00001-001
302-00007-027 MAP Version
MAP (Main Application Processor) 910-00001-002
2.9.1
Software Design Assurance Level C 910-00001-003
302-00013-007 IOP Version
IOP (Input/Output Processor) 910-00001-007
2.1.1
Software Design Assurance Level B 910-00001-009
910-00001-010
EFD1000/500 MAX Display

910-00001-011 302-00007-202 MAP Version
MAP (Main Application Processor) 910-00001-012 2.11
Software Design Assurance Level C
910-00001-013 302-00013-201 IOP Version
IOP (Input/Output Processor) 910-00001-017 2.2.1
Software Design Assurance Level B
EFD1000/500 MAX Display

910-00001-021 302-00007-202 MAP Version
MAP (Main Application Processor)
2.11
Software Design Assurance Level C 910-00001-023
IOP (Input/Output Processor) 910-00001-027
2.2.1
Software Design Assurance Level B
302-00014-009 MAP Version

EFD 1000 PFD
B2.3.5
(Software Design Assurance 910-00001-004
Level B)
B2.0.5
910-00004-001 or
Analog Control Unit (ACU) Version 1.1
A-05-112-00
Analog Control Unit2 (ACU2) 910-00004-10x Version 2.0
EA100 910-00013-001 Version 1.2
CG100 910-00014-001 Version 1.1.1
Table 1-4: Latest Approved Software Versions
NOTE: Previous software versions are also approved for installation. Factory only hardware
modifications are required to go from previous software levels to version 2.10.2 and later.

1.1.4 EFD1000/500 System Authorized Software Configurations
EFD1000 MFD and/or EFD500 MFD
Software V2.10.x
V2.1 V2.2.x V2.3.x V2.4.x V2.5 V2.6.x V2.7.2 V2.8.x V2.9.x
Version v2.11
VB2.1 OK - - - - - - - - -
VB2.2.x - OK - - - - - - - -
VB2.3.1 - - OK - - - - - - -
EFD1000 PFD
PRO C3 VB2.3.2 - - - OK - - - - - -
VB2.3.3
VB2.3.4 - - - - OK OK OK OK OK -
VB2.3.5
V2.1 OK - - - - - - - - -
V2.2.x - OK - - - - - - - -
V2.3.x - - OK - - - - - - -
V2.4.x - - - OK - - - - - -
EFD1000 PFD - -
V2.5 - - - - OK - - -
PRO
V2.6.x - - - - - OK - - - -
V2.7.2 - - - - - - OK - - -
V2.8.x - - - - - - - OK - -
V2.9.x - - - - - - - - OK -
V2.10.x - - - - - - - - - OK
V2.1 OK - - - - - - - - -
V2.2.x - OK - - - - - - - -
V2.3.x - - OK - - - - - - -
EFD1000 PFD
VFR or PILOT V2.4.x - - - OK - - - - - -
(only connection
V2.5 - - - - OK - - - - -
to MFD500
approved) V2.6.x - - - - - OK - - - -
V2.7.2 - - - - - - OK - - -
V2.8.x - - - - - - - OK - -
V2.9.x - - - - - - - - OK -
EFD1000 EBD
N/A – Backup display not approved for MFD connections
Backup Display
Table 1-5: Authorized Software Configurations

1.1.5 Authorized System Components of Each Display System
EFD1000 PFD PRO, TSO
910-00001-001, -009, -011, -021

DISPLAY
w/ Internal Battery
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
910-00005-004 Configuration
Module
300-00001-005 CM IMAGE
PRO
Pick one 300-00001-012 CM IMAGE

IMAGE FILE PRO w/ WX and Traffic
300-00001-020 CM IMAGE
PRO PLUS
910-00003-001, -011, -021

RSM w/GPS, TOP MOUNT
Pick one 910-00003-002, -012, -022

RSM RSM w/o GPS, TOP MOUNT
910-00003-003, -013, -023

RSM w/o GPS, BOTTOM MOUNT
903-00001- ( ) PFD Install Kit

903-00002- ( ) RSM Install Kit
Optional Equipment
910-00013-001 EA100
903-00011-001 EA100 Install Kit
910-00004-001 ACU
910-00004-101,-102 ACU2
903-00003- ( ) ACU/ACU2 Install Kit
910-00007-001 EWR50 XM WX
903-00005-001 EWR50 Install Kit
430-00006- ( ) ESV Database
903-00001-005 Tone Generator Kit
903-00007-001 EFD Recess Mount
Figure 1-1: EFD1000 PFD PRO Authorized System Components

EFD1000 Level B, TSO

PFD w/ Level B Software
910-00001-004 DISPLAY
w/ Internal Battery
302-00013-( ) SOFTWARE
EFD1000 IOP
302-00014-( ) SOFTWARE
EFD1000 MAP
Module
300-00001-007 CM IMAGE
PRO – Level B
300-00001-010 CM IMAGE
PRO w/ Traffic– Level B
EFD1000 SW vB2.2.3 and above
910-00003-001, -011, -021

Pick one 910-00003-002, -012, -022

910-00003-003, -013, -023


Optional Equipment
910-00013-001 EA100
903-00011-001 EA100 Install Kit
910-00004-001 ACU
910-00004-101, -102 ACU2
903-00001-005 Tone Generator Kit
Figure 1-2: EFD1000C3 Level B PFD Authorized System Components

EFD1000 PFD PILOT, TSO
910-00001-001 DISPLAY
w/ Internal Battery
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
Module
300-00001-004 CM IMAGE
PILOT
910-00003-001, -011, -021

Pick one 910-00003-002, -012, -022

910-00003-003, -013, -023


Note – MAP 2.9.0.1 is the latest approved software version for the PILOT.
Figure 1-3: EFD1000 PFD PILOT Authorized System Components

Note – Aircraft registered in countries under EASA authority are not eligible for
installation of the VFR System under AML-STC SA10822SC
EFD1000 PFD VFR, TSO
910-00001-001 DISPLAY
w/ Internal Battery
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
Module
300-00001-021 CM IMAGE
IMAGE FILE
VFR
910-00003-001, -011, -021

Pick one 910-00003-002, -012, -022

910-00003-003, -013, -023


Optional Equipment
910-00013-001 EA100
903-00011-001 EA100 Install Kit
910-00004-001 ACU
910-00004-101,-102 ACU2
910-00007-001 EWR50 XM WX
Optional Autopilot
Autopilot must not have a Glide

Slope or Vertical Deviation input.
Note – MAP 2.9.0.1 is the latest approved software version for the “VFR” PFD.
Figure 1-4: EFD1000 “VFR” PFD Authorized System Components

EFD1000 EBD, TSO
910-00001-010, -027* (*) The -027 EFD is only available

w/ internal 30-Minute Battery in the ADVANCED version
Portrait Display
Or
910-00001-007, -017
w/external EBB battery
302-00013 -( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
Module
300-00001-016 CM IMAGE
ADVANCED*
300-00001-015 CM IMAGE
BASIC
910-00003-001, -011, -021

Pick one 910-00003-002, -012, -022

910-00003-003, -013, -023

903-00001- ( ) PFD EBD Install Kit

Optional Equipment
(*Advanced only)
910-00013-001 EA100*
903-00011-001 EA100 Install Kit*
910-00004-001 ACU*
910-00004-101,-102 ACU2*
903-00003- ( ) ACU/ACU2 Inst Kit*
910-00007-001 EWR50 XM WX*
903-00005-001 EWR50 Install Kit*
903-00001-005 Tone Generator Kit*
Figure 1-5: EFD1000 EBD Advanced Authorized System Components

EFD1000 MFD, TSO

Suitable for replacing standby
ASI, ALT, and AI (1)
-009 or -002 EFD not approved
(*)
910-00001-021 (or -009*) DISPLAY for AI replacement, ASI and ALT
w/internal 30-Minute Battery only
Or
910-00001-012 (or -002*)
w/ external EBB battery
302-00013-( ) SOFTWARE
EFD1000-500 IOP
(1)AI replacement requires
IOP 2.2 or later
302-00007-( ) SOFTWARE
EFD1000-500 MAP
(1)AI replacement requires
MAP 2.10 or later
Module
300-00001-009 CM IMAGE
EFD1000 MFD
910-00003-001, -011, -021

RSM w/GPS, TOP MOUNT(1)
Pick one 910-00003-002, -012, -022

910-00003-003, -013, -023

AI replacement also requires
(1)
use of a Top Mount RSM w/GPS
903-00001- ( ) MFD Install Kit

430-00006- ( ) MFD Database
Optional Equipment
910-00007-001 EWR50 XM WX
910-00014-001 CG100 Gateway* *CG100 interface not available with MFD
903-00013-( ) CG100 Install Kit software version 2.10.
Figure 1-6: EFD1000 MFD Authorized System Components (Suitable for replacing Backup instruments)

EFD1000 MFD, TSO
910-00001-xx1 DISPLAY
w/ Internal Battery
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
Module
300-00001-009 CM IMAGE
EFD1000 MFD
910-00003-001, -011, -021

Pick one 910-00003-002, -012, -022

910-00003-003, -013, -023


Optional Equipment
910-00007-001 EWR50 XM WX
903-00005-001 EWR50 Install Kit *CG100 interface not available with MFD
910-00014-001 CG100 Gateway* software version 2.10.
903-00013-( ) CG100 Install Kit
Figure 1-7: EFD1000 MFD Authorized System Components (Not suitable for replacing Backup
Instruments)

EFD500 MFD, TSO
910-00001-003, -013, -023

DISPLAY w/o Sensor Board
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
Module
300-00001-013 CM IMAGE
EFD500 MFD

Optional Equipment
910-00007-001 EWR50 XM WX *CG100 interface not available with MFD
903-00005-001 EWR50 Install Kit software version 2.10.
910-00014-001 CG100 Gateway*
903-00013-( ) CG100 Install Kit
Figure 1-8: EFD500 MFD Authorized System Components

1.1.6 AML-STC Document List

The following list of Service Bulletin (SB) documents contain engineering aspects that are a part of
AML-STC SA10822SC data.
Document P/N Rev * Description
ICA 900-00012-001 AE Instructions for Continued Airworthiness
SB2020-03 991-00147-001 () Upgrading EFD1000/500 to software version MAP 2.11
SB2020-06 991-00152-001 () EFD/EBD 30 Minute Internal Battery Field Conversion AML STC SA10822SC
SB2020-05 991-00151-001 A EFD/EBD MAX 30 Minute Internal Battery Field Conversion AML STC SA10822SC
SB2020-01 991-00145-001 A Upgrading EFD1000/500 to software version MAP 2.10.2 and IOP 2.2.1
SB2019-03 991-00137-001 A Upgrading to EFD MAX Version 2.10.2
SB2019-01 991-00133-001 B Upgrading EFD1000/500 from software version 2.x to software version 2.9.0.1
SB2016-06 991-00124-001 A Upgrading EA100 to software version 1.2
SB2016-04 991-00120-001 () Upgrading EFD1000/500 to MAP version 2.9 and IOP version 2.1
SB2016-01 991-00115-001 () Upgrading EFD1000/500 from software version 2.x to software version 2.8.3
SB2015-01 991-00105-001 A Upgrading EFD1000/500 from software version 2.x to software version 2.8
SB2014-02 991-00095-001 () Upgrading EFD1000 C3 from software version B2.x to software version vB2.3.5
SB2012-09 991-00084-001 A Upgrading the EA100 to software version 1.1
SB2012-08 991-00083-001 () Upgrading EFD1000 from IOP v2.0.3 to v2.0.4
SB2012-07 991-00081-001 () Upgrading the CG100 from Version 1.1 or 1.1.1
SB2012-05 991-00078-001 () Upgrading EFD1000/500 from software version 2.x to software version 2.6
SB2012-01 991-00072-001 () Upgrading EFD1000/500 from software version 2.x to software version 2.5
SB2011-05 991-00060-001 A Upgrading EFD1000/500 from software version 2.x to software version 2.4.1
SB2011-02 991-00055-001 () Upgrading the EA100 from Version 1.0 or 1.0.1 or 1.0.2 to Version 1.0.3
SB2010-11 991-00046-001 A Upgrading the EA100 from Version 1.0 or 1.0.1 to Version 1.0.2
SB2010-09 991-00039-001 () Upgrading the EA100 from Version 1.0 to Version 1.0.1
SB2010-07 991-00034-001 D Upgrading EFD1000/500 from software version 2.x to software version 2.2
SB2009-06 991-00028-001 () Upgrading EFD1000/500 from software version 2.0 to software version 2.1
SB2009-05 991-00027-001 B Upgrading the EFD1000 PFD from software version 1.1 to software version 2.1
SB2009-04 991-00021-001 C Upgrading the EFD1000 Pro PFD software version 1.1 to software version 2.0
SB2008-01 A-10-102-00 B Upgrading the EFD1000 Pro PFD software version 1.0 to software version 1.1
TN2010-08 991-00036-001 G Modifying Pitot Obstruction Monitor Detection Time
* or later FAA approved Revision
Table 1-6: AML-STC Additional Document List

1.2 Installation Kit Contents
Installation Kit, EFD1000 PFD (and EBD) - Basic P/N 903-00001-004

Part Number Description Quantity
403-00002-001 Panel Mounting Bracket Assembly 1
116-00022-002 44 Pin HD D-Sub connector with contacts 1
116-00026-006 EMI Metal Back shell 1
275-00001-002 Pitot Quick Connector 1
275-00001-001 Static Quick Connector 1
273-00003-001 Tee Fittings for pitot/static, 0.25” x 0.17” x 0.25” 2
271-00001-001 Miniature Hose Clamps 8
412-00004-001 Configuration Module Cable Assembly 1
Installation Kit, EFD1000 - Tone Generator P/N 903-00001-005
143-00001-002 Tone Generator 1
– Required for ESV, optional for Selected Altitude
annunciations
(only required when audio is not used or available)
Installation Kit, EFD1000 – Datacard, Americas P/N 903-00001-006

430-00006-001 MicroSD Card with Charts and Jeppesen Database – Americas 1
Installation Kit, EFD1000 – Datacard, International P/N 903-00001-007

430-00006-002 MicroSD Card with Charts and Jeppesen Database – International 1
Table 1-7: 903-00001-( ) EFD1000 PFD Install Kits

Installation Kit, EFD1000 MFD - Basic P/N 903-00001-003

275-00001-002 Pitot Quick Connector 1
275-00001-001 Static Quick Connector 1
273-00003-001 Tee Fittings for pitot/static, 0.25” x 0.17” x 0.25” 2
271-00001-001 Miniature Hose Clamps 8
Installation Kit, EFD1000 – CG100 Optional Accessories P/N 903-00001-008
910-00014-001 Connected Gateway (CG100) 1
903-00013-( ) CG100 Installation Kit (see CG100 TSO installation instructions 1
P/N 900-00023-001 for kit contents)
Table 1-8: 903-00001-( ) EFD1000 MFD Install Kits
Installation Kit, EFD500 – MFD Basic P/N 903-00004-001

Installation Kit, EFD1000 – CG100 Optional Accessories P/N 903-00001-008
910-00014-001 Connected Gateway (CG100) 1
903-00013-( ) CG100 Installation Kit (see CG100 TSO installation instructions 1
P/N 900-00023-001 for kit contents)
Table 1-9: 903-00004-( ) EFD500 Install Kit [and 903-00001-( ) EFD1000 Install Kits used in the EFD500]

Optional EFD Recess Mount Kit P/N 903-00007-001

903-00007-001 EFD Recess Mount Installation Kit (1 required per EFD) 1
Table 1-10: 903-00007-001 EFD Recess Mount Kit
Installation Kit, RSM P/N 903-00002-( )

Quantity by Kit Variant
Part Number Description -001 -002 -003 -004 -005 -006
412-00001-001 RSM 25ft cable assembly - - - - 1 1
w/connector
412-00005-002 RSM 35ft cable assembly 1 1 - - - -
w/connector (low loss)
412-00006-001 RSM 50ft cable assembly - - 1 1 - -
w/connector
201-00004-001 Screw, Machined, Pan, Phillips, 4 4 4 4 4 4
Brass, 8-32 11/4”, MS35214-47
212-00001-001 Nut, Hex, Locking, Nylon Insert, 4 4 4 4 4 4
Brass, 8-32, MS21044B08
231-00001-001 Washer, Flat, #8, Brass, 11/64” ID, 4 4 4 4 4 4
3/8” OD, NAS1149B0832H
256-00001-001 O-Ring, AS568A-120 1 1 1 1 1 1
403-00004-001 RSM Doubler Installation Assy - 1 - 1 - 1
Table 1-11: 903-00002-( ) RSM Install Kits
Installation Kit, ACU P/N 903-00003-001

116-00014-001 15 pin D-Sub connector 1
116-00026-002 DB15 EMI Back shell 1
116-00015-001 Crimp Sockets 77
Table 1-12: 903-00003-001 ACU Install Kit

1.3 Optional LRU Installation Kits
Installation Kit, ACU2 P/N 903-00003-002

116-00052-001 62 pin high density D-Sub connector, contacts, back shell 1
116-00015-001 Crimp Sockets 77
Table 1-13: 903-00003-002 ACU2 Install Kit
Installation Kit, EA100 P/N 903-00011-( )

Quantity by Kit Variant
Part Number Description -001 -002 -003 -004
116-00022-002 44 Pin HD D-Sub connector with contacts 1 1 1 1

116-00026-001 DB 25 EMI Metal Back shell 1 1 1 1
116-00014-001 15 pin D-sub connector 1 1 1 1
116-00026-007 DB15 EMI Back shell 1 1 1 1
116-00015-001 Crimp Sockets (15) 1 1 1 1
122-00031-001 Diode Junction Splice, 200v 1 1 1 1
403-00009-001 Century II/III/IV supplemental parts bag: 1 1 1 1
2ea. 126-00004-006 Cap 0.12uF. 400V
2ea. 132-00007-002 Resistor 1.21KΩ, 1/4W, 1%
2ea. 132-00007-004 Resistor 2.2KΩ, 1/4W, 1%
412-00013-001 EA100 10ft Ethernet Cable - 1 - -
412-00013-002 EA100 20ft Ethernet Cable - - 1 -
412-00013-003 EA100 30ft Ethernet Cable - - - 1
Table 1-14: 903-00011-( ) EA100 Install Kits
1.4 Accessories Required but Not Supplied – EFD1000 PFD
Description Manufacturer’s P/N or Specification

Circuit Breaker pull to open (EFD1000) 7.5 amp MS 26574-7.5
Circuit Breaker (ACU) 2 amp (1 for each ACU) MS26574-2
EFD to GPS/ACU double shielded cable M27500-22TG2V64
Unshielded wire 24, 22, 20 AWG MIL-W-22759/16
Shielded Wire 22/20 AWG MIL-C-27500
3/16” pitot/static tube (EFD to T fitting MIL-DTL-5593
EFD Mounting Screws #6-32, 6 ea. MS24693-S30
EFD Mounting Lock Nuts #6-32 MS21044N06

Description Manufacturer’s P/N or Specification

EFD Mounting Washers NAS1149FN632P
ACU Mounting Screw #8-32 MS35206-XXX
ACU Mounting Lock Nuts #8-32 MS21044N08
ACU Mounting Washers NAS1149FN832P
Table 1-15: PFD Accessories Required but Not Supplied
1.5 Optional Accessories Not Supplied – EFD1000 PFD
Description Manufacturer P/N or Specification

EFIS Master switch –rated for 7.5 amps cont. MS35058-22 SPST switch
Circuit Breaker/Switch 7.5amp MS24509-A- 7½
(optional – in lieu of separate C/B and switch)
*Tinned Copper Over Braid MIL-SPEC# AA59569R36T0250 ¼”
*used in lieu of double shielded wire MIL-SPEC# AA59569R36T0500 ½”
RSM Doubler Installer fabricated per Section 6.9.5
RSM Shim Installer fabricated per Section 6.9.9
(may be required on extreme mounting angles)
RSM sealant non-pressure vessel mounting MIL-A-46146, Dow 738
7 conductor shielded cable M27500-A24SD7T23/
For installer fabricated harness using M27500-22TG7T14
116-00020-001 connector.
Remote OAT Probe Davtron # 655 P/N 10-00653 (PMA) or
Only required if OAT sensor in RSM is not

Shadin P/N 681201-1 (TSO)
acceptable based on RSM location. Installation approval of these probes is
outside the scope of the Aspen EFD
(Requires ACU2.)
installation approval.
Table 1-16: PFD Optional Accessories Not Supplied
1.6 Optional Accessories Required but Not Supplied – EFD1000 MFD or EBD

MFD or EBD Master switch –rated for 7.5 amps cont. MS35058-22 SPST switch
Circuit Breaker/Switch 7.5amp MS24509-A- 7½
3/16” pitot/static tube (EFD to T fitting) MIL-DTL-5593
See RSM mounting items in Table 1-16 -
EFD Mounting Screws #6-32, 6ea. MS24693-S30
EFD Mounting Lock Nuts #6-32, 6ea. MS21044N06
Table 1-17: EFD1000 MFD or EBD Optional Accessories Required but Not Supplied

1.7 Optional Accessories Required but Not Supplied – EFD500 MFD

MFD Master switch –rated for 5A-7.5A cont. MS35058-22 SPST switch
Circuit Breaker EFD500 5A – 7.5A MS26574-5 or MS26574-7.5
Circuit Breaker/Switch 5A -7.5A MS24509-A-5, MS24509-A- 7½
EFD Mounting Screws #6-32, 6ea. MS24693-S30
EFD Mounting Lock Nuts #6-32, 6ea. MS21044N06
Table 1-18: EFD500 MFD Optional Accessories Required but Not Supplied
1.8 Optional Accessories Required but Not Supplied – EA100

A/P AHRS FAIL press-to-test indicator Electroswitch Electronic Products
“dimmable cat’s-eye” MS25041-4 (dimmable)
(also available from Aircraft Spruce)
EA100 10ft (or 20ft) Ethernet Cable Order Aspen Avionics EA100 Installation kits
(Cat 5e Ethernet cable (MX100P-24) 903-00011-002 or -003 which include the
cable.
EA100 Mounting Lock Nuts #8-32 (6) MS21044N08
EA100 Mounting Washers (6) NAS1149FN832P
EA100 Mounting Screw #8-32 (6) MS35206-XXX
Circuit Breaker 2A MS26574-2
Table 1-19: EA100 Optional Accessories Required but Not Supplied
1.9 Special Tools Required
Manufacturer
Tool Part Number Usage
Positronics crimp tool 9507-0-0-0 All D-Sub
Daniels crimp tool AFM8 All D-Sub
Positioner M81969/1-02, K13-1 ACU/ACU2 –J1/J2/J3, EA100 J1,
CG100 J2
Positioner M81969/1-01, K41 EFD, ACU2 – J4, EA100 J2, CG100 J1
Magnetometer HMR2300‐DEMO‐D21‐232 RSM Installation
Table 1-20: Special Tools

1.10 Vendor Information

EDMO Distributors, Inc. (Wire,
Aspen Avionics Inc
Cable)
5001 Indian School Road NE
12830E Mirabeau Pkwy
Albuquerque, NM 87110
Spokane Valley, WA 99216
(505) 856-5034
(800) 235-3300
dealersupport@aspenavionics.com
info@edmo.com
Wirenetics (Thermax Cat 5e

A.E. Petsche Co. (Double Shielded Cable)
cable)
2112 West Division St.
27737 Avenue Hopkins
Arlington, TX 76012-3693
Valencia, CA 91355
(817) 461-9473
(661) 257-2400
Info@aepetsche.com
jtoy@wirenetics.com
Positronic Industries Inc. Aircraft Spruce (OAT

(Crimpers/Connectors) Probes)
423 N. Campbell Ave. 225 Airport Circle
Springfield, MO 65801 Corona, CA 92889
(417) 866-2322 877-477-7823
info@connectpositronic.com www.aircraftspruce.com
Jeppesen (JSUM Application Jeppesen (Database

Help) Accounts/passwords)
JSUM – Jeppesen Services Update Mgr. Customer Service
(800) 732-2800 (800) 621-5377
(303) 328-4587 (303) 799-9090
pctechsupport@jeppesen.com captain@jeppesen.com
1.11 Warranty Registration

Registration of LRU part numbers and serial numbers must be recorded on the dealer portal
of the Aspen Avionics website at www.aspenavionics.com/dealerramp. Activating the warranty
on the EFD1000/500 system is just one important aspect of providing a satisfying installation
experience for our customers
1.12 Regulatory Compliance

1.12.1 Technical Standard Order
All components of the EFD1000/500 system are produced under Technical Standard
Order Authorization (TSOA)
1.12.2 Software Certification
The software for the EFD1000/500 system was developed to RTCA DO-178B software
Level C. A variant of the EFD1000 software provides Level B software for the Primary
Flight Display. The RSM GPS receiver software was developed to RTCA DO-178B level E.
The RSM GPS is approved for emergency use only.

1.12.3 Environmental Compliance
All system components meet the categories of RTCA/DO-160E as shown in the

environmental qualification forms in Section 13.
1.12.4 Installation Approval
Installation of the EFD1000 PFD, EFD1000 EBD, EFD1000 MFD and EFD500 MFD is FAA
approved under AML STC SA10822SC. This installation manual contains FAA Approved
Data, but only when used to install the Aspen Avionics EFD1000 and/or EFD500 display
systems in accordance with this AML STC. The data in this manual may be used only by
Authorized Aspen Avionics Dealers, and then only to support installation of the EFD1000
and/or EFD500, either under STC SA10822SC, or as a follow-on field approval for aircraft
not included in the Approved Model List. Use of this data for any other purpose requires
separate written approval from Aspen Avionics Inc.
1.13 Field Replaceable Parts

Refer to Appendix D- Component Maintenance Manual (CMM) for a list of field replaceable
parts.
1.14 Marking
The following additional TSOs and the required markings are listed here in lieu of marking
on the nameplate in accordance with FAA Order 8150.1C and an FAA-granted deviation:
TSO-C2d............................. Airspeed Instruments Type B (20 to 450 kts) (EFD1000 only)

TSO-C3d............................. Turn and Slip Instrument Type B (EFD1000 only)
TSO-C4c ............................. Bank and Pitch Instruments AS396B (EFD1000 only)
TSO-C6d............................. Direction Instrument Magnetic (Gyroscopically Stabilized)
(EFD1000 only)
TSO-C8d............................. Vertical Velocity Instrument (Rate-of-Climb) VSI Type B/9900
FPM Max (EFD1000 only)
TSO-C10b........................... Altitude Pressure Activated Sensitive Type (-1600 to 51,000
feet) (EFD1000 only)
TSO-C106........................... Air Data Computer (EFD1000 only)
TSO-C113........................... Airborne Multipurpose Electronic Display (this is the primary
TSO and is marked on the nameplate)
TSO-C157a Incomplete ...... Aircraft Flight Information Services-Broadcast (FIS-B) Data Link
Systems and Equipment. The specific MPS that the EFD1000
meets, when configured with a compatible FreeFlight ADS-B
Receiver or Transceiver is RTCA DO-267A Sections 2.1.2, 2.2.1,
2.2.2, 2.2.3, 2.2.4, 2.2.5, 2.2.6, 2.2.7, 2.2.8, 2.2.11.1, 3.4.7,
3.6.2.3, 3.8.1, 3.8.1.1, 3.8.1.2, 3.8.1.2.1, 3.8.1.3, 3.8.1.4,
3.8.1.5, 3.8.1.6, 3.8.1.7, 3.8.1.10, 3.8.1.12, 3.8.2.1, 3.8.2.1.1,
and 3.8.3. Equipment Functional Class 1.

TSO-C165........................... Electronic Map Display Equipment for Graphical Depiction of

Aircraft Position (Optional, Aircraft Position on the Approach
Charts, when the approach charts database is used, MFD Only.
TSO-C195a Incomplete ....... Avionics Supporting Automatic Dependent Surveillance –

Broadcast (ADS-B) Aircraft Surveillance Applications (ASA). The
specific MPS that the EFD1000 meets, when configured with a
compatible FreeFlight ADS-B Receiver or Transceiver is RTCA
DO-317A Section 2.3.1, 2.3.1.1 a, 2.3.1.1 b, 2.3.1.1 c,
2.3.1.1.1, 2.3.1.2 a, 2.3.1.2 b, 2.3.1.2 c, 2.3.1.2 d, 2.3.2.1 a,
2.3.2.2 a, 2.3.2.2 b, 2.3.2.3, 2.3.2.3.1.1 a, 2.3.2.3.1.1 b,
2.3.2.3.1.3 a, 2.3.2.3.1.3 b, 2.3.2.3.1.3 c, 2.3.2.3.1.3 d,
2.3.3.1, 2.3.3.4 a, 2.3.4.1 a, 2.3.4.1 b, 2.3.4.1 c, 2.3.4.1 e,
2.3.4.1 f, 2.3.4.1 h, 2.3.4.2.1 a, 2.3.4.2.1 b, 2.3.4.2.1 c,
2.3.4.2.1 d, 2.3.4.2.3 a, 2.3.4.2.3 b, 2.3.4.2.3.1 a, 2.3.4.2.3.1
b, 2.3.4.2.3.2.1 a, 2.3.4.2.3.2.1 b, 2.3.4.2.3.2.1 c,
2.3.4.2.3.2.1 f, 2.3.4.2.3.2.2 a, 2.3.4.2.3.2.2 b, 2.3.4.2.3.2.2 c,
2.3.4.2.3.2.2 f, 2.3.4.2.3.2.3 a, 2.3.4.2.3.2.3 b, 2.3.4.2.3.2.5 a,
2.3.4.2.3.2.6 a, 2.3.4.2.3.2.7, 2.3.4.2.3.2.7 a, 2.3.4.2.3.2.7 b,
2.3.4.2.3.2.7 c, 2.3.4.2.3.2.8 a, 2.3.4.2.3.2.8 b, 2.3.4.2.3.2.8 c,
2.3.4.2.3.3 a, 2.3.4.2.3.3.1 a, 2.3.4.2.3.3.1 b, 2.3.4.2.3.3.2,
2.3.4.3 a, 2.3.5.3, 2.3.5.5, 2.3.5.5 a, 2.3.5.5 d, 2.3.5.5 e,
2.3.5.5 f, 2.3.5.5 g, 2.3.5.5.1 a, 2.3.5.5.1 c, 2.3.5.5.1 d,
2.3.5.5.1 e, 2.3.5.5.1 f, 2.3.5.6, 2.3.5.6 a, 2.3.5.6 b, 2.3.5.11 b,
2.3.5.11 c, 2.3.5.11 d, 2.3.5.11 e, 2.3.5.12, 2.3.5.13 a, 2.3.5.13
b, 2.3.5.13 c, 2.3.6.2, 2.3.6.3, 2.3.6.4.1, 2.3.6.4.1 a,
2.3.6.4.1 b, 2.3.6.4.1 c, 2.3.6.4.1 d, 2.3.6.4.1 e, 2.3.6.4.3 a,
2.3.6.5 a, 2.3.7.1, 2.3.7.2, 2.3.7.8, 2.3.8.1 a, 2.3.8.1 e,
2.3.8.1 f, 2.3.10 a, 2.3.10 b, 2.3.10 c, 2.3.10 d, 2.3.10 e,
2.3.10 f, and 2.3.11 c.
Equipment Functional Class B1.
TSO-C198 Incomplete ......... Automatic Flight Guidance and Control System (AFGS)
Equipment. The specific MPS that the EFD1000 meets, when
configured with the Avidyne and S-TEC 55X Autopilot, is RTCA
DO-325 Section 2.2.5 (only) and 2.2.7. Equipment Functional
Classes A1 and C. The failure condition classification for which
the equipment is designed is Catastrophic for 14 CFR Part 23
Class I and II airplanes, and Hazardous for Class III
airplanes. The highest failure condition for this application is
Major.

2 Equipment Specifications and Limitations

2.1 EFD1000 PFD, EBD and MFD
2.1.1 General Specifications
Part Number ...................... 910-00001-001, -004, -009, -010 -011, -012, -017,
-021 and -027
Width/Height ..................... 3.50 in./7.00 in. (Measured at Bezel)
Can Depth ......................... 4.15 in. (Rear of Bezel to Rear of Can)
Overall Depth .................... 6.35 in. (Knob to Rear Pressure Fitting)
Weight ............................... 2.9 lbs. with bracket
Display Type ...................... 6.0 in. Diagonal TFT Active Matrix LCD (400x760)
Face .................................. Anti-Reflective Coated Glass
Backlight ........................... High Intensity White LED
Rotary Knobs ..................... Optical Encoder with Momentary Push
Dimming ........................... Manual & Automatic (Front Bezel Mounted Sensor)
2.1.2 Operational Specifications
Operating Temp ................ -20°C to +70°C

Storage Temp .................... -55°C to +85°C
Max Operating Altitude ...... 35,000 ft. Unpressurized/ 55,000 ft. Pressurized
Cooling ............................. Integral Fan
Max Humidity .................... 95% at 50°C
Input Voltage ....................... +9 to +32 VDC (Note: Input power must transition >11VDC to
turn on the unit
Nominal Current ................ 2.4/4.8 Amps (28v/14v)
2.1.3 I/O Specifications
ARINC 429 Inputs .............. 5 Low/High Speed

ARINC 429 Outputs ........... 1 Low/High Speed
RS-232 Inputs ................... 5
RS-232 Outputs................. 3
Pitot/Static ........................ Quick Connect
2.1.4 Certification Specifications
Technical Standard Order (EFD1000):

TSO-C2d ........................... Airspeed Instruments
TSO-C3d ........................... Turn and Slip Instrument
TSO-C4c............................ Bank and Pitch Instruments
TSO-C6d ........................... Direction Instrument Magnetic (Gyroscopically Stabilized)
TSO-C8d ........................... Vertical Velocity Instrument (Rate-of-Climb)
TSO-C10b ......................... Altitude Pressure Activated Sensitive Type
TSO-C106 ......................... Air Data Computer
TSO-C113 ......................... Airborne Multipurpose Electronic Display

TSO-C157a Incomplete..... Aircraft Flight Information Services-Broadcast (FIS-B) Data Link

Systems and Equipment. The specific MPS that the EFD1000
meets, when configured with a compatible FreeFlight ADS-B
Receiver or Transceiver is RTCA DO-267A Sections 2.1.2, 2.2.1,
2.2.2, 2.2.3, 2.2.4, 2.2.5, 2.2.6, 2.2.7, 2.2.8, 2.2.11.1, 3.4.7,
3.6.2.3, 3.8.1, 3.8.1.1, 3.8.1.2, 3.8.1.2.1, 3.8.1.3, 3.8.1.4,
3.8.1.5, 3.8.1.6, 3.8.1.7, 3.8.1.10, 3.8.1.12, 3.8.2.1, 3.8.2.1.1
and 3.8.3. Equipment Functional Class 1.
TSO-C165 ......................... Electronic Map Display Equipment for Graphical Depiction of
Charts, when the approach charts database is used, MFD Only.
TSO-C195a Incomplete...... Avionics Supporting Automatic Dependent Surveillance –
Broadcast (ADS-B) Aircraft Surveillance Applications (ASA). The
specific MPS that the EFD1000 meets, when configured with a
compatible FreeFlight ADS-B Receiver or Transceiver is RTCA
DO-317A Section 2.3.1, 2.3.1.1 a, 2.3.1.1 b, 2.3.1.1 c,
2.3.1.1.1, 2.3.1.2 a, 2.3.1.2 b, 2.3.1.2 c, 2.3.1.2 d, 2.3.2.1 a,
2.3.2.2 a, 2.3.2.2 b, 2.3.2.3, 2.3.2.3.1.1 a, 2.3.2.3.1.1 b,
2.3.2.3.1.3 a, 2.3.2.3.1.3 b, 2.3.2.3.1.3 c, 2.3.2.3.1.3 d,
2.3.3.1, 2.3.3.4 a, 2.3.4.1 a, 2.3.4.1 b, 2.3.4.1 c, 2.3.4.1 e,
2.3.4.1 f, 2.3.4.1 h, 2.3.4.2.1 a, 2.3.4.2.1 b, 2.3.4.2.1 c,
2.3.4.2.1 d, 2.3.4.2.3 a, 2.3.4.2.3 b, 2.3.4.2.3.1 a,
2.3.4.2.3.1 b, 2.3.4.2.3.2.1 a, 2.3.4.2.3.2.1 b, 2.3.4.2.3.2.1 c,
2.3.4.2.3.2.1 f, 2.3.4.2.3.2.2 a, 2.3.4.2.3.2.2 b, 2.3.4.2.3.2.2 c,
2.3.4.2.3.2.2 f, 2.3.4.2.3.2.3 a, 2.3.4.2.3.2.3 b, 2.3.4.2.3.2.5 a,
2.3.4.2.3.2.6 a, 2.3.4.2.3.2.7, 2.3.4.2.3.2.7 a, 2.3.4.2.3.2.7 b,
2.3.4.2.3.2.7 c, 2.3.4.2.3.2.8 a, 2.3.4.2.3.2.8 b, 2.3.4.2.3.2.8 c,
2.3.4.2.3.3 a, 2.3.4.2.3.3.1 a, 2.3.4.2.3.3.1 b, 2.3.4.2.3.3.2,
2.3.4.3 a, 2.3.5.3, 2.3.5.5, 2.3.5.5 a, 2.3.5.5 d, 2.3.5.5 e,
2.3.5.5 f, 2.3.5.5 g, 2.3.5.5.1 a, 2.3.5.5.1 c, 2.3.5.5.1 d,
2.3.5.5.1 e, 2.3.5.5.1 f, 2.3.5.6, 2.3.5.6 a, 2.3.5.6 b, 2.3.5.11 b,
2.3.5.11 c, 2.3.5.11 d, 2.3.5.11 e, 2.3.5.12, 2.3.5.13 a,
2.3.5.13 b, 2.3.5.13 c, 2.3.6.2, 2.3.6.3, 2.3.6.4.1, 2.3.6.4.1 a,
2.3.6.4.1 b, 2.3.6.4.1 c, 2.3.6.4.1 d, 2.3.6.4.1 e, 2.3.6.4.3 a,
2.3.6.5 a, 2.3.7.1, 2.3.7.2, 2.3.7.8, 2.3.8.1 a, 2.3.8.1 e,
2.3.8.1 f, 2.3.10 a, 2.3.10 b, 2.3.10 c, 2.3.10 d, 2.3.10 e,
2.3.10 f, and 2.3.11 c.
TSO-C198 Incomplete ...... Automatic Flight Guidance and Control System (AFGS)
Equipment. The specific MPS that the EFD1000 meets, when
configured with the Avidyne and S-TEC 55X Autopilot, is RTCA
DO-325 Section 2.2.5 (only) and 2.2.7. The failure condition
classification for which the equipment is designed is
Catastrophic for 14 CFR Part 23 Class I and II airplanes, and
Hazardous for Class III airplanes. The highest failure condition

for this application is Major.
Software:
RTCA DO-178B.................. Level C, or Level B for a specialized software variant for the PFD.
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E .................. See Environmental Qualification Form Section 13
List of TSO deviations

1. TSO article marking requirements: Marking of only the primary TSO number on the
nameplate.
European Technical Standard Order:

ETSO-C2d Type B, -C3d Type II, -C4c, -C6d, -C8d Type B, -C10b (-1600 to 51,000 feet),
-C106, -C113 Type I.
List of ETSO deviations
1. Use of EUROCAE ED-14E/RTCA DO-160E instead of ED-14D/DO-160D change 3.
2. Deviate from ETSO-C2d to eliminate the requirement 3.2.3 in SAEAS 8019 that
requires "the instrument face to be marked with 'Airspeed' or 'IAS' and also with the
applicable units of measure."
3. Deviate from ETSO-C4c 3.1.2 and SAE Aerospace Standard AS 8001 to use RTCA
DO-160D instead of RTCA DO-138 as the standard for Environmental Conditions and
Test Procedures for Airborne Equipment.
4. Deviate from SAEAS 392C Section 4.2.4 to not display ALTITUDE or ALT next to the
tape indicating altitude.
5. Deviate from ETSO-C10b 3.1.1 to use RTCA DO-160D instead of SAEAS 392C as the
standard for Environmental Conditions and Test Procedures for Airborne Equipment.
6. Deviate from SAE AS 392C Section 4.1. In lieu of a pointer moving in a clockwise
direction, there is a display of a vertical altitude scale/tape with digital readout. The
altitude display comports with SAE ARP 4102-7 Appendix A Symbols 39 and 40.
For more information, see the Declaration of Design and Performance, Issue 7 or
subsequent, available from Aspen Avionics.
The EFD1000 includes the following non-TSO functions:
• Selected Airspeed "Bug"
• Selected Altitude "Bug" and Altitude Alerter Function
• Selected Heading "Bug"
• Minimums Alerter
• Display of External GPS Flight Plan Data
• Display of External Radar Altimeter Decision Height
• Provide Course and Heading datum to Autopilots
• Battery Backup Capability

• Installation Configuration Mode

• Pilot-adjustable Nav Map Pan Timeout Selection
• Check Pitot Heat Function
• Angle of Attack (AOA) Indicator
• Altitude Intercept ARC
• Voice Annunciations (PFD)
• Degraded Attitude Mode
• Chart Timer (MFD)
• Timer View (MFD)
TSO-C165 Operational Capability is the depiction of the ownship on the pre-composed

instrument approach charts for use in flight.
With respect to TSO-C165, the software qualification is level C. Failure of the functions
defined in TSO-C165 for Electronic Map Display (airborne applications) have been
determined to be a major failure condition for malfunctions causing the display of
misleading information
The conditions and tests required for TSO approval of this article are minimum performance
standards. It is the responsibility of those installing this article either on or within a specific
type or class of aircraft to determine that the aircraft installation conditions are within the
TSO standards. TSO articles must have separate approval for installation in an aircraft. The
article may be installed only if performed under 14 CFR Part 43 or the applicable
airworthiness requirements

2.1.5 EFD1000 Outline Drawing
1.75
EVOLUTION
2.75
C.G.
1.50
Figure 2-1: EFD1000 Outline Drawing (inches)
2.2 EFD500 MFD

Part Number ...................... 910-00001-003, -013, and -023

Width/Height..................... 3.50 in./7.00 in. (Measured at Bezel)
Can Depth ......................... 4.15 in. (Rear of Bezel to Rear of Can)
Overall Depth .................... 5.70 in. (Knob to Rear of Can)
Weight............................... 2.4 lbs. with bracket
Display Type...................... 6.0 in. Diagonal TFT Active Matrix LCD (400x760)
Face .................................. Anti-Reflective Coated Glass
Backlight ........................... High Intensity White LED
Rotary Knobs ..................... Optical Encoder with Momentary Push
Dimming ........................... Manual & Automatic (Front Bezel Mounted Sensor)


Max Operating Altitude ..... 35,000 ft. Unpressurized/ 55,000 ft. Pressurized
Cooling ............................. Integral Fan
Max Humidity .................... 95% at 50°C
Input Voltage..................... +9 to +32 VDC (Note: Input power must transition >11VDC
to turn on the unit

RS-232 Inputs ................... 5
RS-232 Outputs ................ 3
Pitot/Static ........................ N/A
Technical Standard Order:

TSO-C113 ......................... Airborne Multipurpose Electronic Display
TSO-C157a Incomplete .... Aircraft Flight Information Services-Broadcast (FIS-B) Data
Link Systems and Equipment. The specific MPS that the
EFD1000 meets, when configured with a compatible
FreeFlight ADS-B Receiver or Transceiver is RTCA DO-267A
Sections 2.1.2, 2.2.1, 2.2.2, 2.2.3, 2.2.4, 2.2.5, 2.2.6, 2.2.7,
2.2.8, 2.2.11.1, 3.4.7, 3.6.2.3, 3.8.1, 3.8.1.1, 3.8.1.2,
3.8.1.2.1, 3.8.1.3, 3.8.1.4, 3.8.1.5, 3.8.1.6, 3.8.1.7, 3.8.1.10,
3.8.1.12, 3.8.2.1, 3.8.2.1.1 and 3.8.3.
Equipment Functional Class 1.
TSO-C165 ......................... Electronic Map Display Equipment for Graphical Depiction of
Charts, when the approach charts database is used, MFD
Only.
TSO-C195a Incomplete ..... Avionics Supporting Automatic Dependent Surveillance –
Broadcast (ADS-B) Aircraft Surveillance Applications (ASA).
The specific MPS that the EFD1000 meets, when configured
with a compatible FreeFlight ADS-B Receiver or Transceiver is
RTCA DO-317A Section 2.3.1, 2.3.1.1 a, 2.3.1.1 b, 2.3.1.1 c,
2.3.1.1.1, 2.3.1.2 a, 2.3.1.2 b, 2.3.1.2 c, 2.3.1.2 d, 2.3.2.1 a,
2.3.2.2 a, 2.3.2.2 b, 2.3.2.3, 2.3.2.3.1.1 a, 2.3.2.3.1.1 b,
2.3.2.3.1.3 a, 2.3.2.3.1.3 b, 2.3.2.3.1.3 c, 2.3.2.3.1.3 d,
2.3.3.1, 2.3.3.4 a, 2.3.4.1 a, 2.3.4.1 b, 2.3.4.1 c, 2.3.4.1 e,
2.3.4.1 f, 2.3.4.1 h, 2.3.4.2.1 a, 2.3.4.2.1 b, 2.3.4.2.1 c,
2.3.4.2.1 d, 2.3.4.2.3 a, 2.3.4.2.3 b, 2.3.4.2.3.1 a,

2.3.4.2.3.1 b, 2.3.4.2.3.2.1 a, 2.3.4.2.3.2.1 b,

2.3.4.2.3.2.1 c, 2.3.4.2.3.2.1 f, 2.3.4.2.3.2.2 a,
2.3.4.2.3.2.2 b, 2.3.4.2.3.2.2 c, 2.3.4.2.3.2.2 f,
2.3.4.2.3.2.3 a, 2.3.4.2.3.2.3 b, 2.3.4.2.3.2.5 a,
2.3.4.2.3.2.6 a, 2.3.4.2.3.2.7, 2.3.4.2.3.2.7 a,
2.3.4.2.3.2.7 b, 2.3.4.2.3.2.7 c, 2.3.4.2.3.2.8 a,
2.3.4.2.3.2.8 b, 2.3.4.2.3.2.8 c, 2.3.4.2.3.3 a,
2.3.4.2.3.3.1 a, 2.3.4.2.3.3.1 b, 2.3.4.2.3.3.2, 2.3.4.3 a,
2.3.5.3, 2.3.5.5, 2.3.5.5 a, 2.3.5.5 d, 2.3.5.5 e, 2.3.5.5 f,
2.3.5.5 g, 2.3.5.5.1 a, 2.3.5.5.1 c, 2.3.5.5.1 d, 2.3.5.5.1 e,
2.3.5.5.1 f, 2.3.5.6, 2.3.5.6 a, 2.3.5.6 b, 2.3.5.11 b,
2.3.5.11 c, 2.3.5.11 d, 2.3.5.11 e, 2.3.5.12, 2.3.5.13 a,
2.3.5.13 b, 2.3.5.13 c, 2.3.6.2, 2.3.6.3, 2.3.6.4.1,
2.3.6.4.1 a, 2.3.6.4.1 b, 2.3.6.4.1 c, 2.3.6.4.1 d, 2.3.6.4.1 e,
2.3.6.4.3 a, 2.3.6.5 a, 2.3.7.1, 2.3.7.2, 2.3.7.8, 2.3.8.1 a,
2.3.8.1 e, 2.3.8.1 f, 2.3.10 a, 2.3.10 b, 2.3.10 c, 2.3.10 d,
2.3.10 e, 2.3.10 f, and 2.3.11 c.
Software:
RTCA DO-178B ................. Level C
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form Section 13
European Technical Standard Order:
Same as those listed under EFD1000 specifications.
The EFD500 includes the following non-TSO functions:

• Display of External GPS Flight Plan Data
• Battery Backup Capability
• Installation Configuration Mode
• Pilot-adjustable Nav Map Pan Timeout Selection
• Angle of Attack (AOA) Indicator
• Altitude Intercept ARC
• Chart Timer
• Timer View

2.2.5 EFD500 Outline Drawing
1.75
EVOLUTION
2.75
C.G.
1.50
Figure 2-2: EFD500 Outline Drawing (inches)
2.2.6 Design Eye Viewing Envelope

The following information defines the viewing envelope within which the EFD1000 and
EFD500 comply with the equipment standards.
Minimum and maximum distance from the center of the EFD display surface:
From 10 inches (25.4 cm) minimum to 35 inches (114.3 cm) maximum:
Total viewing angles:
From -30º to +30º (left/right), and +30º to -30º (top/bottom) perpendicular to
the EFD front glass surface.
Minimum and maximum distance from the center of the EFD display surface:
From 10 inches (25.4 cm) minimum to 45 inches (114.3 cm) maximum.
Total viewing angles:
From -30º to +30º (left/right), and +30º to -0º (top/bottom) perpendicular to the
EFD front glass surface.

2.3 Remote Sensor Module (RSM)

There are three versions of the Remote Sensor Module. One is designed for top mounting
and contains the emergency GPS, the second is also designed for top or internal mounting
and does not include the emergency GPS. The third version is designed for bottom or internal
mounting and does not include the emergency GPS
Part Number ...................... 910-00003-001, -011, -021 (RSM with GPS)

910-00003-002, -012, -022 (RSM, top mount, no GPS)
910-00003-003, -013, -023 (RSM, bottom mount, no GPS)
Width ................................ 2.65 in. (Measured at Base)
Height ............................... 1.1 in. maximum (Measured from Base)
Length............................... 4.40 in. (Front to Rear)
Weight............................... 0.5 lbs.

Max Operating Altitude ..... 55,000 ft. Unpressurized
Cooling ............................. None Required
Max Humidity .................... 95% at 50°C
Input Voltage..................... Provided by EFD
Nominal Current ................ Included in EFD Current
Magnetometer ................... Proprietary Digital

OAT .................................. Proprietary Digital
GPS ................................... Proprietary Digital
The RSM is certified as a component of the EFD1000 system
Software:
RTCA DO-178B ................. Level E
Environmental:

2.3.5 Outline Drawing:
FWD
1.1 max
4.36 2.64
24 inches
1.750
0.75
C.G.
1.625
CABLE
FEEDTHRU
0.813
4 X 0.194
2.10
Figure 2-3: RSM Outline Drawing (inches)
2.4 Configuration Module (CM)

For EFD1000/500 systems using Software Version 2.X, there is a single hardware part number
Configuration Module, which is then loaded with the appropriate configuration settings image
file that established the functionality and feature set of the attached EFD1000 or EFD500
system. The image file base feature set (PILOT VFR, PRO, PRO+, EDB, etc.) that was originally
loaded is identified on the white label on opposite side of the CM.
Part Number ...................... 910-00005-004 (common CM for Version 2.X software)

A-05-113-00 (Original CM for Pilot)
A-05-114-00 (Original CM for Pro)
Width ................................ 1.0 in.
Height ............................... 0.55 in.
Length............................... 1.85 in.
Weight............................... 0.1 lbs.


Max Operating Altitude ..... 35,000 ft. Unpressurized/ 55,000 ft. Pressurized
Max Humidity .................... 95% at 50°C
Input Voltage..................... Provided by EFD
Nominal Current ................ Included in EFD Current
Proprietary Digital
The Configuration Module is certified as a component of the EFD1000/500 system
Software: NONE
Environmental:
2.4.5 Outline Drawing
1 .8 5
in
C.G.
in
55
0.
C.G. is in the dimensional center of

the module for HxWxL
in
0
1.
Figure 2-4: Configuration Module Outline Drawing (inches)

2.5 Analog Converter Unit (ACU)

Part Number ...................... 910-00004-001, A-05-112-00 (These part numbers are equivalent)
Width ................................ 5.75 in. including mounting flanges
Height ............................... 1.60 in.
Length............................... 4.28 in.
Weight............................... 0.8 lbs.

Max Operating Altitude ..... 35,000 ft.
Max Humidity .................... 95% at 50°C
Input Voltage..................... +11 to +32 VDC
ARINC 429 Inputs .............. 2 Low Speed

ARINC 429 Outputs ........... 2 Low Speed
RS-232 Inputs ................... 1 (software loading only)
VHF Nav Receiver ............... 1 Analog input
GPS Receiver ...................... 1 Analog input
GPS OBS Interface .............. 1 Output
GPS Discrete ...................... 4 Active low inputs
DH Discrete ....................... 1 Active low input
Flight Director ................... 1 input port
Autopilot Interface............. 1 Analog port
The ACU is certified as a component of the EFD1000 system
Software:
RTCA DO-178B ................. Level C
Environmental:

2.5.5 Outline Drawing:
4.2
2 8
4.7
C.G.
2.1
6 4
2.3
0.80
1.60
Figure 2-5: ACU Outline Drawing (inches)
2.6 Analog Converter Unit 2

Part Number ...................... 910-00004-101, -102

Height ............................... 2.25 in.
Length............................... 4.28 in.
Weight............................... 1.1 lbs.

Max Humidity .................... 95% at 50°C
Input Voltage..................... +11 to +32 VDC


RS-422.............................. 2 Transmitters
RS-422.............................. 2 Receivers
RS-232 Input..................... 1 (software loading only)
VHF Nav Receiver ............... 1 Analog input
GPS Receiver ...................... 1 Analog input
GPS OBS Interface .............. 1 Output
GPS Discrete ...................... 4 Active low inputs
DH Discrete ....................... 1 Active low input
Flight Director ................... 1 input port
Autopilot Interface............. 1 Analog port
G/S and NAV Flag to A/P ... low level (-101), Discrete to drive Superflag (-102)
ADF ................................... 2 Sin/Cos inputs
Heading Synchro ............... 1 Output with 26Vac Reference
Radio Altimeter ................. 2 differential Analog Inputs
1 digital Input
Outside Air Temperature ... 1 Analog Input for probe
The ACU2 is certified as a component of the EFD1000 system
Software:
RTCA DO-178B ................. Level C
Environmental:

2.6.5 Outline Drawing
2.1
6 4
2.3
1.12
Figure 2-6: ACU2 Outline Drawing (inches)

THIS PAGE IS INTENTIONALLY LEFT BLANK

3 System Description
3.1 EFD1000 PFD and EFD1000/500 MFD systems
The Aspen Avionics EFD1000 and EFD500 systems are multi-purpose displays. The EFD1000
contains an internal ADAHRS that is used to provide attitude, heading and air data for the
display. The EFD500 is a variant of the EFD1000 and does not contain the internal ADAHRS.
The EFD1000 and the EFD500 come standard with an internal battery to provide a nominal
30-minute operation in the event of power loss. Some of these batteries are not designed to
provide 30-minute operation under all foreseeable operating conditions, such as extreme
cold temperatures where battery operation is not assured.
There are a few variants of the display that when configured as an MFD1000 or EBD do
provide at least 30 minutes of operation under all foreseeable operating conditions. These
variants are listed in Table 1-1 as “30-Minute Battery”. Typical battery endurance at 25 deg C
will exceed 40 minutes when the battery is fully charged. When a PFD is installed with the
910-00001-021 (or -009) EFD1000 MFD, the legacy Backup altimeter, airspeed and in some
cases the attitude indicator may be removed from the aircraft.
Additional equipment is normally installed in support of the displays, including the Remote
Sensor Module (RSM), Configuration Module (CM), optional Emergency Backup Battery (as
noted above) and optional Analog Converter Unit (ACU). Several external sensors can
optionally be connected to the displays, including GPS systems, the Aspen EWR50 XM weather
receiver, The Aspen CG100™ Connected Gateway (prior to SW version 2.10), WX-500
Stormscope, GTX330 and certain other ARINC 735A protocol TAS and TCAS I systems.
The EFD1000 system can be configured as a PFD or MFD. In the PFD configuration, the
EFD1000 provides display of attitude, airspeed, altitude, direction of flight, vertical speed,
turn rate, and turn quality. The system can provide display of navigation information, pilot-
selectable indices (“bugs”), and annunciations to increase situational awareness and enhance
flight safety.
The “Pro” and “Pilot” configuration are available in software version 2.1 and later. The Pro
Max configuration is available in software version 2.10.2 and later. The Pro Max has a second
generation display and processor, audio output, Degraded Mode and other features. The
“VFR” configuration is available in software 2.6.5 and later (see Appendix I for VFR specific
information). The Pro and VFR Systems can optionally display WX-500 data, XM datalink
weather products and traffic information from ARINC 735 compatible traffic systems. The
EFD1000C3 Level B PFD can optionally display traffic but not XM or WX-500 data. The Pilot
System provides a moving map; however it does not provide an HSI or second GPS navigation.
S-TEC 55X interface functional description - The Aspen EFD1000 PFD (excluding the C3)
supports the S-TEC 55X autopilot function by displaying modes, vertical speed bug and flight
director.

The EFD1000 can also be purchased in a multi-function display configuration with reversion
capability to a Primary Flight Display. The EFD500 is a variant of the EFD family that does not
include an ADAHRS. The EFD500 may only be purchased in a multi-function display
configuration and does not include reversion capability.
3.2 EFD1000 EBD Backup Display system

The Aspen Evolution Backup Display EBD P/N 910-00001-027 and -010 has an internal 30-
Minute Battery. The Advanced version of the EBD has all the features and inter-connectivity of
the Pro system described above. The Basic version (only available in the -010 EBD) has all the
features of the Pilot PFD.
3.3 EFD1000/EFD500
The EFD1000/EFD500 are digital systems that consists of a high-resolution 6” diagonal color
LCD display, user controls, photocell and Micro SD data card slot. The rear portion of the
EFD1000 includes a non-removable electronics module that contains a full air data computer,
attitude heading reference system, power supplies, backup battery, and dual processor
electronics. Also, on the rear of the unit, a fan is provided to cool the backlight and
electronics. The EFD500 does not contain an air data computer or attitude heading reference
system.
The EFD1000/500 mounts to the front surface of most instrument panels. The electronics
module and cooling fins on the back are sized to fit into existing instrument panel holes. A
recess-mount bracket is available to mount the displays nearly flush with the instrument
panel.
The mechanical design allows the instrument to be installed in a vertically oriented pair of
instrument openings, without interfering with the surrounding instruments. The installation
requires minimal mechanical modifications to most general aviation aircraft instrument
panels.
The EFD1000 and EFD500 contain a microSD card port and reader at the bottom of the
display bezel. When authorized, software updates and system upgrades can be installed
using the card port. The port is also used for database information in the EFD1000 MFD,
EFD500 MFD and EFD1000 PFD with the Evolution Synthetic Vision enabled.
Figure 3-1: EFD1000 in a PFD View

The EFD1000 is a digital system and supports both ARINC 429 and RS-232 digital interfaces.
In installations with a modern digital radio installation, the PFD connects directly to the
interfaced equipment.
In installations that require interfaces to analog avionics (i.e., older VLOC navigation radios
and autopilots) an ACU is required to digitize the analog signals into ARINC 429 for the PFD.
The MFDs are connected to the PFD and each other via an RS-232 digital cross-
communications bus.
NOTE: Version 1.X PFD is not compatible with the Version 2.X MFD. To be used in a multi-display
configuration, the PFD must be upgraded to Version 2.X.
3.4 Remote Sensor Module (RSM)

The RSM is required for each EFD1000 and connects directly to the display. It physically
resembles a traditional GPS antenna and follows the industry standard mounting hole pattern.
The RSM contains all of the sensors that must be remotely located from the PFD display unit.
Certain versions of the RSM can be installed on the underside of the aircraft or internally.
The RSM is powered by the PFD through a shielded wire harness and contains the following
sub-systems:
• Outside Air Temperature (OAT) sensor
• Emergency backup GPS (RSM GPS version)
• Magnetic “flux” sensors
All RSM versions must be mounted in a magnetically quiet environment. The emergency GPS
version of the RSM is mounted in an area that will provide acceptable reception for the
integral GPS antenna. The versions that do not have GPS can be mounted internally to the
fuselage or wing structure, or in the case of the bottom-mount RSM, on the underside of the
aircraft. Internally mounting the RSM may require disabling of the OAT on the associated EFD
unless a remote OAT probe is installed with the ACU2. It is also possible to inter-
communicate OAT information from one display with an OAT sensor to another display
without an OAT sensor. Disabling of OAT will also disable TAS and calculated winds.
There are three configuration versions of RSM:

• Top Mount with Emergency Backup GPS
• Top Mount without Emergency Backup GPS
• Bottom Mount without Emergency Backup GPS
CAUTION: Do not mount an RSM made for inverted operation on the top of the aircraft as reverse
magnetic sensing will result, producing unacceptable AHRS performance.
3.5 Configuration Module (CM)

The Configuration Module retains system configuration settings and calibration data. The
Configuration Module connects to the EFD1000/500 through a short fabricated harness and
is fastened to the main wiring bundle of the display.

Each display has an associated Configuration Module that retains that display’s aircraft
specific configuration, calibration data and user settings. This scheme permits the display
hardware to be replaced without re-entering the installation settings or re-calibrating the
EFD.
3.6 Analog Converter Unit (ACU)

The optional Analog Converter Unit (ACU) provides compatibility with older, analog-based
avionics when required. The ACU converts and concentrates multiple analog interfaces to
digital signals supported by the EFD1000. Control parameters, such as desired heading and
selected course, are also sent from the PFD to the ACU for conversion to analog format for
autopilot support.
The feature set of the “Pilot” and EBD “Basic” systems do not support interface to navigation
equipment, and therefore do not support the ACU interface. The ACU is required when any of
the following capabilities are required in a “Pro” or “VFR” or EBD “Advanced” installation:
• Interface to supported autopilots
• Interface to supported non-ARINC 429 VLOC navigation radios
• Interface to supported non-ARINC 429 GPS navigators
• Interface to supported radar altimeter decision height (discrete)
If digital radios (i.e., Garmin 4XX/5XX series radios) are equipped in the aircraft and no other
aircraft interfaces are to be used, then the ACU is not required.
3.7 Analog Converter Unit 2 (ACU2)

The optional ACU2 provides all the features of the standard ACU above but adds the following
capabilities:
• ADF1 and ADF2 inputs that are displayed on the HSI bearing pointers.
• Radio Altimeter input that displays in feet AGL on the PFD.
• Heading Synchro (bootstrap) output to drive ancillary equipment that requires an
ARINC 407 analog heading input.
• Remote OAT probe input for when the RSM is internal mounted or in the exhaust
stream.
• Additional Flight Director interfaces.
• A special variant of ACU2 (-102) provides G/S and NAV flag output for autopilots that
require a superflag input.
• S-TEC 55X Altitude Pre-Select, Vertical Speed command, A/P Annunciators, and direct
flight director input. Requires purchase of optional Unlock Card.
Note – The “VFR” PFD system is capable of connecting to the ACU2 for certain functions like
autopilot interface and remote OAT but that does not mean it supports other features of the
PFD Pro as listed above.

3.8 System Architecture

The system architecture in Figure 3-2 shows the relationships of a single EFD1000 PFD with
its associated RSM, Configuration Module and ACU. EFD1000 EBD and EFD1000 MFD are
similar. The EFD500 is similar to the EFD1000 but without the pitot/static, RSM, and ACU
connections.
Existing Aircraft Static Line
Existing Aircraft Pitot Line
Aircraft Power SPI

Remote Sensor
Module (RSM)
EFD1000 PFD RS-232
Configuration Module I2C Primary Flight Display
RS232
Digital GPS/VLOC (optional)

Digital GPS/VLOC ARINC429
WX-500
Analog GPS/VLOC via ACU (optional)
RS232
Legacy GPS
EWR50
RS232 XM Weather
Analog NAV Sources
Analog
Converter Unit
Radar Altimeter (DH) (ACU, ACU2)
ARINC 429 Traffic

AutoPilot_FD
ARINC 407
ADF1 and ADF2 Heading Equipment
Baro Output
Radar Altitude (AGL) Analog (future sw release) CG100
Ethernet Gateway
Converter Unit
(ACU2 only)
STEC 55X
OAT - Remote Pre-selector
Annunciator
EA100
Ethernet A/P AHRS
Figure 3-2: EFD1000 Single PFD System Architecture

3.9 Example Configurations

The following are some examples of popular system interfaces. See the wiring diagrams in
Section 9 for a complete list of the various system interfaces.
3.9.1 PRO Digital Analog Mix with Autopilot
The following configuration shows an EFD1000 PFD Pro connected to a GNAV (GPS and
VLOC) unit, a RS-232 GPS#2, an Analog NAV receiver #2 and an autopilot. Any
combination of these sensors may be connected as well as a second GNAV or second
analog NAV receiver using a second ACU.
429 GPS 1
429 VLOC 1 VLOC1/GPS1
ACU TO GPS GNS400/500
RS232 GPS 2
OBS
GPS 2
OBS/HLD Analog/RS232
L/R/F
PFD TO ACU
ANNUN
EFD1000
PFD
429 VLOC2 / GPS2
COMP NAV
ILS ENG
U/D/F VLOC 2
Analog
ACU Backup
#1 OBS / GS
ANALOG CRS & HDG

DATUM
FD L/R/U/D/F AUTOPILOT &
FLIGHT
CDI L/R/U/D/F/BC DIRECTOR
ILS ENG
DH DISCRETE RAD ALT
Pro Digital Analog Mix with Autopilot & Rad Alt
Figure 3-3: Example Digital and Analog PFD Configuration
Note – The EFD1000 EBD “Advanced” system uses the same connections as
the EFD1000 Pro shown above and in Section 9.

3.9.2 Two Display PFD with MFD1000 or MFD500
The following configuration shows an EFD1000 PFD Pro and an EFD1000 MFD or EFD500
MFD interfaced with optional traffic, XM weather, ADS-B traffic and weather, and the WX-
500 Stormscope. Any combination of these sensors may be connected as well as the
required RS-232 or ARINC 429 connections from a GPS receiver and or VLOC receiver for
navigation, flight plan and moving map. The MFD1000 supports the reversion of PFD
functions in the event of a PFD failure.
Static
Configuration Configuration RSM
RSM
Module Module (EFD1000)
EFD-1000 PFD EFD-1000/500 MFD

(Primary Flight Display) (Multi-Function Display)
RX1
RX3
RX2
RX0
RX4
RX1
RX3
RX2
RX0
RS232 RX5
RS232 TX2
RS232 TX0
TX1
TX3
TX2
TX0
Digital Out
Digital Out
429 RX1
429 RX2
429 RX3
429 RX4
429 RX5
429 RX3
429 TX1
429 RX1
429 RX2
429 RX4
429 RX5
429 TX1
RS232
RS232
RS232
RS232
RS232
RS232
RS232
RS232
RS232
RS232
RS232
RS232
RS232
GPS/NAV 1
GPS/VLOC
(GNAV) TRAFFIC
GPS 429 TX ARINC 429 Based

Traffic Sensors
NAV 429 TX
429 TX
Hdg/Crs 429 RX
429 RX (HDG only)
*ADS-B Traffic and

Weather
RS232 TX
Analog / Discrete
RS232 RX
Analog NAV
RADIO
ACU
WEATHER
RAD ALT 429 TX1
*EWR50 XM
429 RX1 Weather Sensor
RS232 TX
AUTOPILOT
429 TX2
RS232 RX
429 RX2
RS-232 Based
Legacy Lightning Sensors
GPS RS232 TX
RS232 RX
(L-3 WX500)
GPS RS232 TX
*Note – If using MFD1000 for backup Attitude then

XM weather or ADS-B must not be wired to both the
PFD and MFD1000.
Figure 3-4: Example Two display PFD and MFD Configuration

3.9.3 Three Display PFD with MFD1000 and MFD500
The following configuration shows an EFD1000 PFD Pro, an EFD1000 MFD, and an
EFD500 MFD interfaced with optional traffic, XM weather, ADS-B traffic and weather, and
the WX-500 Stormscope. Any combination of these sensors may be connected as well as
the required RS-232 or ARINC 429 connections from a GPS receiver and or VLOC receiver
for navigation, flight plan and moving map. The EFD1000 MFD supports the reversion of
PFD functions in the event of a PFD failure.
Static
Static
Configuration Configuration Configuration
RSM RSM
Module Module Module
EFD-500 MFD #2 EFD-1000 PFD EFD-1000 MFD #1

(Multi-Function Display w/o ADAHRS) (Primary Flight Display) (Multi-Function Display)
RS232 RX1
RS232 RX3
RS232 RX4
RS232 RX5
RS232 TX2
RS232 RX1
RS232 RX3
RS232 RX0
RS232 RX4
RS232 RX5
RS232 RX3
RS232 RX0
RS232 RX4
RS232 RX5
RS232 RX1
RS232 TX2
RS232 TX0
RS232 TX3
RS232 TX2
RS232 TX0
RS232 TX1
Digital Out
Digital Out
Digital Out
429 RX1
429 RX2
429 RX3
429 RX4
429 RX5
429 RX3
429 RX1
429 RX2
429 RX3
429 RX4
429 RX5
429 RX1
429 RX2
429 RX4
429 RX5
429 TX1
GPS/NAV 1
GPS/VLOC
(GNAV)
TRAFFIC
GPS 429 TX
ARINC 429 Based
NAV 429 TX Traffic Sensors
Hdg/Crs 429 RX 429 TX
429 RX (HDG only)
*ADS-B Traffic and

Weather
RS232 TX
Analog / Discrete
ACU RS232 RX
RAD ALT 429 TX1 WEATHER

429 RX1
*EWR50 XM
Weather Sensor
429 TX2
RS232 TX
AUTOPILOT 429 RX2
RS232 RX
(XM)
RS-232 Based
Lightning Sensors
GPS/NAV 2
RS232 TX
GPS/VLOC RS232 RX
(GNAV)
(L-3 WX500)
GPS 429 TX *Note – If using MFD1000 for backup Attitude then

NAV 429 TX XM weather or ADS-B must not be wired to both the
PFD and MFD1000.
Hdg/Crs 429 RX
Figure 3-5: Example Three Display PFD/MFD Configuration

4 STC Specific Requirements and Limitations

4.1 PFD/MFD System Limitations
This section contains requirements that must be considered before installing the
EFD1000/EFD500 systems. Only the -021 EFD1000 MFD (in combination with a PFD, Class I
& II aircraft only) can be used to replace the Backup airspeed and altimeter and in some cases
the Backup attitude. There are important limitations. See below. A Backup attitude indicator
(the EFD1000 MFD w/ MAP 2.10.2and later does qualify) is always required in accordance with
14CFR 23.1311, except for aircraft limited to VFR (see Section 5.1.6) or the PRO MAX PFD in
the Partial Panel Backup configuration which has specific backup requirements (See Figure
4-2 and Appendix P). This installation is not authorized as a Primary Flight Display for
Category II Operations or RVSM Operations.
The autopilot integrations approved under Aspen AML-STC SA10822SC appear in Section 9 of
this document. All other autopilot interfaces are not approved under Aspen AML-STC
The Ethernet Broadcast output is defined and tested to be connected to external

systems. The external system installation and integration with the EFD is not approved
under Aspen AML-STC SA10822SC. The external system must be tested to assure that the
integration does not result in adverse effects on the external system.
Class III aircraft, as identified in the Aspen AML-STC Approved Model List document 035-
00007-002, require Software level B for the PFD. Level B can be verified by the software level
identified on the EFD1000 data tag (serial number label). Only the following Multi-Function
Displays (MFD) are compatible with a Level B PFD:
• EFD1000 MFD P/N 910-00001-009 (suitable for removal of backup IAS and ALT)
• EFD1000 MFD P/N 910-00001-001 (note – not suitable for removal of separate
backup IAS/ALT/ATT indicators)
• EFD500 MFD P/N 910-00001-003
Aircraft registered in countries under EASA authority are not eligible for installation of the
CG100 under this STC.
Audio out or Sonalert is available for audible annunciation. Both Audio and Sonalert is not
permitted.
Important Limitations Associated with the EFD1000 MFD as backup instruments:

Your customer must be aware of the limitations associated with replacing the backup
altimeter, airspeed and/or attitude indicator. When the correct variant of EFD1000 MFD is
used as the backup, the reliability of the aircraft electrical system drives the requirement for a
backup battery charge level that will permit operation for at least 30 minutes, even in cold
temperatures. This means the MFD battery state of charge must be checked before flight,

and if the state of charge is less than the percentage prescribed in the AFMS, takeoff is
prohibited until the charge level is adequate.
ADS-B IN or XM Wx IN must not be wired to both the PFD and MFD1000.
The MAG DIP DETECTON must be enabled when the MFD is used as attitude backup.
Important Limitations for Aircraft with RVSM Approval:

The EFD1000 system altimeter has not been evaluated for RVSM operations. For EFD1000
installations in RVSM-qualified aircraft, the altitude and airspeed tapes must be locked off in
the Installation menus. Integration of the EFD1000 static input on RVSM qualified aircraft is
beyond the scope of this STC.
Assumptions and Limitations

Unless otherwise specifically identified in this section, aircraft with a certified maximum
takeoff gross weight of more than 12,500 pounds are not eligible for this STC due to the
additional operational requirements imposed when a type rating is required.
Certain aircraft can be modified to permit a maximum takeoff weight of more than 12,500 lb.
Any aircraft modified in this manner are not eligible for this STC unless specifically noted in
this section.
The Air Tractor models AT-602, AT-802 and AT-802A are eligible for this STC.
See Section 6.5 for EFD and RSM mounting limitations.
4.2 Software Version Limitations

Multiple display configurations must use EFD1000/500 MAP and IOP software version 2.0, or
later FAA approved version. See Table 1-5 for a list of the approved multi-display software
arrangements. EFD1000 “VFR” PFD requires MAP version 2.6.5 or later FAA approved version.
4.3 EFD1000 EBD System and Installation Limitations

See Appendix N for limitations on using the EFD1000 EBD as a backup display to Non-Aspen
primary flight displays.
4.4 ATX100/100G Installation Limitations

See Appendix J for ATX100/100G installation limitations.
4.5 Third Party ADS-B equipment Installation Limitations

See Appendix M for installation limitations.
4.6 AOA Installation Limitations

See Appendix K for the AOA installation limitations.

4.7 EA100 Installation Limitations

• The EFD1000 display must be at MAP software level 2.2.2 or subsequent (vB2.2.3 or
subsequent if an EFD1000C3)
• EA100 software v1.1 or v1.2 requires the EFD1000 display to be at IOP software version
2.0.4 or subsequent.
• An IFR GPS must be connected to the EFD1000 that is connected to the EA100.
• The EA100 must be installed in a temperature-controlled part of the aircraft.
• The EA100 must not be installed on the firewall.
• Maximum Ethernet cable length between the EFD and the EA100 is 30 feet.
• An “A/P AHRS FAIL” light (amber) must be installed in the pilot primary field-of-view.
• Complete the AFMS 900-00008-001 Rev AN or later FAA approved revision and insert in
the Airplane Flight Manual. See Appendix C for instructions on completing the AFMS.
4.8 Authorized Configurations

The following are authorized configurations of the Aspen PFD and MFD. Other
configurations, such as standalone MFD installations, are not authorized at this time. See
Appendix N for information on the EFD1000 EBD system.

Single PFD PRO, PRO MAX and PILOT System
Required Backups
ASI ATT ALT Compass
Secondary NAV
Indicator(2)
RSM
CM
PFD
ACU IFR GPS

optional
Only required when
EA100 is installed
or ESV is enabled
or AOA is enabled
or Degraded Mode(3)
EA100
optional
Requires:
-Standby Attitude indicator(1)
-Standby Altimeter
-Standby Airspeed indicator
-Magnetic Direction Indicator (compass)
-IFR GPS(3) (only if Degraded Mode is utilized)
-Secondary navigation indicator(2)
(1) A conforming standby attitude indicator is always required in accordance with 14CFR
23.1311, see Section 4.9. Except for aircraft limited to VFR. See Section 5.1.6.
(2) When required, see Section 4.9.7 for when required.
(3) Degraded Mode allows attitude to remain on PFD (GPS aided) if airspeed is lost due
to blocked pitot (such as icing). Note - this is a software v2.10 and later feature.
Figure 4-1: EFD1000 PFD Authorized Configurations

Single PRO MAX PFD Partial Panel Backup Configuration
Required Backups (existing)
ASI (1) ALT (1) Turn Coordinator (2) Compass
Top mounted with RSM GPS Secondary NAV

ENABLED
Indicator (3)
RSM -xx1
CM
PFD MAX
P/N 910-00001-021
ACU Graphical IFR

optional GPS
Required Placard
EMER BAT DISPATCH LIMIT

80% - SEE EFD AFMS
EA100
optional
Requires:
-existing Turn Coordinator or Turn and Slip indicator (1)(2)
-existing Altimeter indicator(1)
-existing Airspeed indicator (1)
-RSM -xx1, top mounted with internal GPS Enabled
-Graphical IFR GPS navigator input (see Section 5 table 5-2 for compatible devices)
-Alternate Static Source
-Instrument Panel Placard installed reading EMER BAT DISPATCH LIMIT 80% - SEE EFD AFMS
-P/N 910-00001-021 PFD MAX with software v2.10 or later
(1)– The airspeed, altimeter and turn and slip indicators on the PFD are secondary (advisory) functions. The
existing instruments are considered primary, under the Equivalent Level of Safety, and must not be removed or
relocated.
– The Turn Coordinator or Turn and Slip indicator may be removed provided an acceptable backup Attitude
(2)
indicator is installed in its position, see Appendix P.
Note – See Appendix P for installation Instructions

Figure 4-2: EFD1000 PRO MAX PFD Partial Panel Backup Configuration

Single PFD VFR System
Required Backups
ASI ATT(1) ALT Compass
Required Placard No Vertical Deviation on PFD
Primary VDI Secondary NAV

or Glide Slope Indicator(2)
RSM
OR
PFD does not display

CM Vertical Deviation
Aircraft operations may
PFD require separate indicator
IFR GPS
ACU
optional Only required when
EA100 is installed
or AOA enabled
Autopilot
Must not have a Glide Slope
input
Aircraft with G/S capable autopilots

not approved for VFR System
installation, must install a PRO
EA100
optional
Requires:
-Standby Attitude indicator (1)
-Standby Altimeter
-Placard stating No Vertical Deviation on PFD
(1) A standby attitude indicator is always required in accordance with 14CFR 23.1311,
see Section 4.9 and Appendix I. Except for aircraft limited to VFR, See Section 5.1.6.
Note – See Appendix I for Installation Instructions
Figure 4-3: EFD1000 “VFR” PFD (with and without MFD500)

PFD & MFD500
Required Backups
ASI ATT ALT Compass
RSM
CM CM
MFD
PFD
500
ACU
optional
EA100 IFR GPS

optional
Requires:
-Standby Attitude indicator (1)
-Standby Altimeter
-IFR GPS connected to MFD500 (to PFD if Degraded Mode (2) is utilized)
except for aircraft limited to VFR. See Section 5.1.6.
(2) Degraded Mode allows attitude to remain on PFD (GPS aided) if airspeed is lost due
to blocked pitot (such as icing). Note - this is a software v2.10 and later feature.
Figure 4-4: EFD1000 PFD and MFD500 Authorized Configuration

PFD & MFD1000, or

PFD & MFD1000 & MFD500(2)
Required Backups
ASI ATT ALT Compass
RSM RSM
CM CM
MFD
PFD
1000
ACU
optional
or
IFR GPS
EA100
optional
Requires:
-Standby Attitude indicator(1)
-Standby Altimeter
-IFR GPS connected to each EFD1000
see Section 4.9. Except for aircraft limited to VFR. See Section 5.1.6.
(2) An MFD500 added to this configuration does not change the required components.
Figure 4-5: EFD1000 PFD and MFD1000 Authorized Configuration (with or without MFD500) Class I, II
and III aircraft

PFD & MFD1000

or
PFD & MFD500(2) & MFD1000
Required Backups
Attitude Compass
RSM RSM
MFD1000
CM CM
P/N 910-00001-012
PFD or -021
Class I & II only
P/N 910-00001-002
or-009
Class I, II & III
ACU
optional
or
IFR GPS
EA100
optional Required Placard
80% - SEE EFD AFMS
Requires:
-Standby Mechanical Attitude indicator
-MFD1000 (w/EBB or internal 30-Minute Battery) with adequate level of charge, checked before each
departure
(1) This configuration has been FAA approved under an Equivalent Level of Safety and requires a
conforming standby attitude indicator, see Section 4.9.
(2) An MFD500 added to this configuration does not change the required components.
Figure 4-6: EFD1000 PFD and MFD1000 (keep separate backup Attitude) Class I, II, and III aircraft

PFD PRO MAX & MFD1000 MAX(1)

or
PFD PRO MAX & MFD500 MAX (2) & MFD1000 MAX(1)
Required Backups
Compass
See Section 6.5.3.2 Dual RSM Top mounted with RSM GPS
Mounting for location requirements ENABLED
RSM RSM -xx1
MFD1000
CM software CM
MAP 2.10
PFD or later
P/N 910-00001-021
P/N 910-00001-012
ACU
optional
or
IFR GPS
EA100
Required Placard
optional
80% - SEE EFD AFMS
Requires:
-RSM -xx1 version, connected to MFD1000 and top mounted with internal GPS Enabled
-MFD MAX P/N 910-00001-012 or -021 with adequate level of charge, checked before each
departure
(1) This configuration requires an EFD1000 MFD MAX with P/N 910-00001-012 or-021 and sw MAP
2.10 or later.
(2) An MFD500(not shown) added to this configuration does not change the required components.

Figure 4-7: EFD1000 PFD PRO MAX and EFD1000 MFD MAX (removal of separate backup ATT) Class
I and II aircraft only

4.9 General Backup Instrument Requirements to Support the Aspen Installation

NOTE – For Aspen Evolution Backup Display (EBD) installations to non-Aspen flight displays, see
Appendix N.
NOTE- For PRO MAX PFD Partial Panel Backup Configurations, see Appendix P.
NOTE: The instrument requirements identified here are minimum requirements for instruments that
backup the EFD1000 PFD. These are not all the requirements for IFR flight. Refer to 14 CFR
91.205.
FAR 23.1311(a)(5) requires that independent secondary instruments be installed (existing

units may be relocated) for Attitude, Altitude, Airspeed, and magnetic direction indicator
“whiskey compass” when an Electronic Display (i.e., EFD1000) is used as the primary
instrument. These instruments are collectively and individually referred to as “Backup
instruments” throughout this document. IFR certificated Part 23 aircraft that do not have an
existing attitude Indicator must install a Backup attitude indicator along with the PFD as
required by FAR 23.1311(a)(5).
In accordance with FAA Policy, the secondary attitude indicator requirement of FAR 23.1311
(a)(5) does not always apply to aircraft limited to VFR. See Section 5.1.6, Special
Considerations for Aircraft Limited to VFR.
Note that some existing Attitude Indicator indicators contain a fast/slow or angle of attack
(AOA) indication. The EFD1000 does not support a fast/slow or angle of attack display.
Removal of such an Attitude Indicator under this STC is not permitted unless the fast/slow or
angle of attack is not required by the type certification of the aircraft, or the fast/slow or
angle of attack can be provided by approved alternate means.
Note that some existing Attitude Indicator systems contain autopilot annunciations. The
EFD1000 does not support autopilot annunciations. Removal of such an Attitude Indicator
under this STC is not permitted unless the autopilot annunciations can be provided by
approved alternate means.
The existing outside air temperature probe (if installed) and magnetic direction indicator
“whiskey compass” may not be removed during the installation of the EFD1000 system.
The 30-minute, internal battery in the PFD is not approved for use as a power source to meet
the electrical power source requirement under 14 CFR 23.1353, or for single engine Part 135
IFR operations under 14 CFR 135.163.
4.9.1 Pneumatic Backup Instruments (See Figure 4-8)
Aircraft with existing pneumatic attitude, altitude, and airspeed instruments may relocate
them as necessary as described in Sections 4.9.5 and 4.9.6. The Backup pneumatic
airspeed and altimeter should be connected to an independent pitot and static line
(independent from the PFD) whenever available. Changing the vacuum source of the
Attitude Indicator is beyond the scope of the STC and must be separately approved.

4.9.2 Electric Backup Instruments
Aircraft that are all electric must keep the EFD1000 PFD on an independent power source
from the Backup instruments as determined from the flow chart of Figure 4-8. The
installer must verify that the Backup instruments are electrically isolated from the PFD
through either of the following two methods:
1. Backup instruments are powered by a dedicated Backup battery, separate from the
aircraft starter battery, which meets the requirements of FAR 23.1353(h). [Note:
The EFD1000 PFD internal battery does not qualify as an independent battery under
FAR 23.1353(h)].
2. Dual independent electrical systems (dual alternators and dual batteries) with the
PFD on one system and the Backup instruments on the other system.
The Backup (non-EBD), electric attitude indicator must not rely on pitot/static inputs for
its operation.
Removal of pneumatic Backup instruments and installation of electric Backup

instruments (other than the MFD1000 or EBD) is not authorized by this STC. Separate
installation approval would be required.
The installation of dual independent electrical systems or a Backup (emergency) aircraft

battery is not authorized by this STC. Separate installation approval would be required.
4.9.3 Using the EFD1000 MFD as Backup Airspeed, Altimeter, and/or Attitude (see Figure 4-9)
CAUTION: Only P/N 910-00001-012 and -021 EFD1000 MFD with MAP version 2.10.2 and later is
approved as Backup Airspeed, Altitude, and Attitude in class I and II aircraft. Class III
aircraft can use P/N 910-00001-002 or -009 EFD1000 MFD as Backup Airspeed and
Altitude only.
Under certain conditions (see the Caution messages below and Section 4.9.4), the
EFD1000 MFD may be used as the required Backup airspeed, altimeter, and attitude in
class I and II aircraft when an Aspen PFD is the Primary Flight Display. If being used as
the required Backup instrument then the EFD1000 MFD must be a -002, -009, -012, or
-021. The placard must be located near the EFD1000 MFD within the pilot’s maximum
field of view (see Figure 4-10). The placard must be in black and white (white letters on
black background or black letters on white background) in a font no smaller than other
placards in the aircraft and reads as follows:
EMER BAT DISPATCH LIMIT 80% - SEE EFD AFMS
The placard requires the EFD1000 MFD battery capacity to be verified prior to each flight.
CAUTION: Do not remove any airspeed indicators that are of the Vmo or barber pole type as they
have an overspeed-warning alert generated by the indicator or by a separate circuit. The
existing type certificated overspeed warning alert is the only overspeed warning allowed
at this time under this STC. See Section 4.9.4.
CAUTION: If the airspeed tape on the EFD1000 cannot be configured to look exactly like the existing
airspeed indicator then the existing airspeed indicator must remain immediately adjacent
to the left of the PFD. The TAPES must also be LOCKED OFF so that the airspeed and
altimeter tape is out of view.
If the aircraft has dual independent electrical systems then the PFD must be installed on
one bus and the EFD1000 MFD must be installed on the other independent bus. If
independent buses do not exist then the PFD and MFD are to be installed on the
aircraft’s battery bus or essential bus.
If the aircraft has dual independent pitot and/or static systems then the PFD must be
installed on one system and the EFD1000 MFD must be installed on the other
independent pitot and/or static system.
Some altimeters have outputs for Baro set and encoded altitude to an autopilot pre-
selector, transponder, traffic system, or other ancillary equipment. Verify no functions
are being eliminated that cannot be replaced from another source (i.e., blind encoder,
etc.) prior to removal of existing altimeter from aircraft.
NOTE: It is advisable to keep separate Backup instruments when space permits
4.9.4 Considerations for Vmo Airspeed Indicator Removal (PFD installations)
It is not permissible to remove a Vmo/Mmo airspeed indicator at this time. The existing
airspeed indicator must be retained and used as the backup airspeed indicator. If the
airspeed tape on the PFD can be configured to look exactly like the existing indicator then the
existing indicator may be relocated to a position that meets the requirements of a backup
instrument. See Section 4.9.6.
For EBD installations, see Appendix N.

START
1 Note – Overvoltage protection is no longer required with

EFD1000 PFD EFD software version 2.3.1 and later. Independent
AS electrical buses still apply.
PRIMARY
INSTRUMENTATION
IS THIS A
PRO MAX PFD PARTIA L YES
PANEL BA CK UP
CONFIGURATIO N?
NO
EXISTING
ATTITUDE , ALTITUDE, PNEUMATIC
INSTALLATION MUST
AIRSPEED INDICATOR BE IN ACCORDANCE
POWE R SOURCE?
WITH FIGURE 4.2 AND
APPENDIX P
ELECTRIC
ARE THERE TWO

INDEPENDENT NO
ELECTRICAL BUSES WITH KEEP EXISTING
OVERVOLTAGE PNEUMATIC
PROTECTION? CONNECTION AND
1 INSTRUMENT(S)
YES
CONNECT STANDBY OBTAIN SEPARATE

INSTRUMENT TO BUS AIRWORTHINESS
INDEPENDENT OF APPROVAL TO USE
EFD1000 PFD BATTERY
POWERED BACKUP
INSTRUMENTS
CONNECT STANDBY
CONFIRM CAPACITY
INSTRUMENT TO
OF PRIMARY
BACKUP BATTERY
INSTRUMENT BUS BY
POWER
ELECTRICAL LOAD
ANALYSIS
VERIFY BACKUP
BATTERY POWER
CAPACITY EXCEEDS
30 MINUTES
CONFIRM CAPACITY
OF BACKUP
INSTRUMENT BUS BY
ELECTRICAL LOAD
VERIFY BACKUP
ANALYSIS
ATTITUDE DOES NOT
RELY ON PITOT/
STATIC FOR ITS
OPERATION
STOP
Figure 4-8: Required Backup Instruments Flowchart

START
EFD1000 PFD
NOTE:
AS
IT IS ADVISABLE TO KEEP MECHANICAL
PRIMARY
BACKUP INSTRUMENTS IF SPACE PERMITS
INSTRUMENTATION
DOES THE AIRCRAFT YES ORIGINAL AIRSPEED

HAVE A VMO/MMO INDICATOR MUST
AIRSPEED INDICATOR
NOT BE REMOVED.
NO
MFD1000 USE FIGURE 4-8

NO KEEP ALL EXISTING
INSTALLED AS BACKUP FLOWCHART FOR
FOR BACKUP
STANDBY
ASI,ALT or AI? INSTRUMENTS
INSTRUMENTS
YES
CONNECT MFD1000
P/N 910-00001-002 or -009
YES KEEP EXISTING
IS THE AIRCRAFT TO ESSENTIAL OR
BACKUP ATTITUDE
CLASS III? BATTERY BUS
INSTRUMENT
(independent of PFD if
available)
NO
CONNECT MFD1000
P/N 910-00001-002, -009
IS THE MFD1000 NO -012 or -021
REPLACING THE TO ESSENTIAL OR
STANDBY AI? BATTERY BUS
available)
YES
CONNECT MFD1000
CONNECT EFD1000
P/N 910-00001-012 or -021
VERIFY SYSTEM MFD TO
TO ESSENTIAL OR CONFORMS TO INDEPENDENT PITOT/
BATTERY BUS FIGURE 4-7
STATIC SYSTEM
(IF AVAILABLE)
available)
INSTALL PLACARD with the following label:
Installation is
conforming
Figure 4-9: Required Backups when using MFD1000 Flowchart

4.9.5 Backup Attitude Positioning
The Attitude indicator must be relocated to a position within the pilot’s primary
maximum field of view in accordance with FAR 23.1321(a). The requirements are ±35
degrees from the pilot’s centerline horizontally (± 21 inches from centerline as defined
by AC23-1311-1b) to an area just below the basic T configuration to the glare shield
vertically (see Figure 4-10 below). It is recommended that the Backup instruments be
mounted in the instrument panel immediately adjacent to the EFD1000/500 displays, but
in no case may they be mounted outside the ±35º field of view requirement.
The Backup instruments may be 2 ¼ inch instruments if they meet the placement
requirements (installed under separate approval).
NOTE: In addition to the above positioning requirements, the Backup instruments must be as close
as practical to the PFD.
Acceptable vertical placement

of standby instruments (one
instrument hole below basic T
to glare shield)
21 inches 21 inches
35º 35º
Acceptable horizontal placement

of standby instruments (+/- 35
degrees from pilot view center line)
Figure 4-10: Backup Instrument Placement and Placard Location
Also note that some attitude indicators (i.e., KI-256) are the primary pitch and roll
reference for the autopilot and must remain in the aircraft but may be copilot or blind
mounted provided a separate Backup attitude indicator is installed in accordance with
this section. For rate-based autopilots the Turn and Slip Indicator must remain in the
aircraft and may be relocated to the copilot side or blind mounted provided it is not used
as the autopilot mode controller. If used as the autopilot mode controller then it must
be located where it can be easily reached by the pilot while seated.

4.9.6 Backup Airspeed and Altimeter Positioning
The airspeed indicator and altimeter must be within the pilot’s primary maximum field of
view in accordance with FAR 23.1321(a). The requirements are +/- 35 degrees from the
pilot’s centerline horizontally (+/- 21 inches from centerline as defined by AC23.1311-
1b), see Figure 4-10.
Single Display Configuration

In a single PFD installation, the existing airspeed indicator and altimeter may remain in
their original location. However, if the original location does not satisfy the basic “T”
configuration per FAR 23.1321(d) it is required to “LOCK” the airspeed and altitude tape
in the PFD to “ON” via the installation menu. Therefore if the airspeed indicator is not in
position (AS) and the altimeter in position (AL) of Figure 4-11 below, then the TAPES
must be locked on so that the pilot cannot de-clutter them from the display during
flight.
Likewise, older aircraft panel layouts that do not have the airspeed indicator to the left or
the altimeter to the right of the attitude indicator (AI) must either relocate the
instrument(s) to these positions or set the TAPES setting to “LOCK ON” in the installation
configuration menu.
NOTE: In addition to the above positioning requirements, the Backup instruments must be as close
as practical to the PFD.
AS AI AL Acceptable vertical placement

instrument hole below DG/
HSI to glare shield)
DG
HSI
21 inches 21 inches
35º 35º

Figure 4-11: Basic T configuration

Multi-Display Configuration
In a two or three display configuration (PFD and one or two MFD), in which an MFD is
positioned adjacent to the PFD, it is required by this STC for the TAPES to be locked on in
the installation menu so that the pilot cannot de-clutter them from display during flight.
This requirement is mandatory regardless of whether the EFD1000 MFD or the existing
IAS/ALT/ATT indicators are being used as the required Backup instruments.
If an MFD is installed such that separate airspeed and altitude instruments are installed
in the basic T arrangement described above, then the PFD tapes may remain unlocked.
CAUTION: If the airspeed tape on the EFD1000 cannot be configured to look exactly like the
existing airspeed indicator then the existing airspeed indicator must remain
immediately adjacent to the left of the PFD. The TAPES must also be LOCKED OFF so
that the airspeed and altimeter tape is out of view. This scenario would require any MFD
to be placed two instrument holes away from the PFD so that the Altimeter and Airspeed
indicators can remain in the Basic T configuration.
WARNING: Failure to adhere to these specific instrument layout requirements and EFD1000
configuration requirements will violate the STC.
4.9.7 Back Up Nav Indicator
For certification reasons a backup navigation indicator is required for at least one type of
operation for which the aircraft is certificated. This means that in any installation in an
aircraft certified for IFR where the EFD1000 is the only display of navigation information
in the cockpit, a backup navigation indicator is required. This will ensure that a failure of
the EFD1000 system does not result in a complete loss of all navigation data to the flight
crew. A backup navigation indicator is not required for an EFD1000 installation in
aircraft limited to VFR.
Thus, for example, an installation that includes a panel mount GPS with an integral LCD
display that includes a moving map or CDI indicator would not require a backup NAV
indicator. However, a configuration with no GPS and dual legacy VLOC radios that do not
include an integral display with CDI indications will require a backup NAV indicator.
In a two or three display configuration the EFD1000 or EFD500 MFD satisfies the
requirement for a backup NAV indicator.
If there is already a dedicated indicator wired to an existing NAV Receiver or GPS then it
can be paralleled to the ACU as shown in Section 9.
WARNING: Failure to provide a backup NAV indicator when required will violate the STC.
CNX-80/GNS480
It is not recommended that a backup NAV indicator be connected. If it is desired to
connect a backup navigation indicator then it should only be wired to the dedicated VOR
Composite output on connector P7. Connecting the NAV indicator to the AUX CDI output
on P5 or to the Main Course Deviation output is not recommended.

5 Pre-Modification Planning
NOTE: The installer must provide the aircraft operator with copies of wiring diagrams (copy from
Section 9 or draft ones not shown) and equipment locations (completed Figure 1 in the ICA)
that are suitable for system troubleshooting.
5.1 Pre-Modification Checklist
Complete the appropriate table(s) 5-1, 5-2, and 5-3 to ensure that the aircraft to be
modified is a suitable candidate for installation of the EFD1000 PFD, MFD, or EBD system(s)
using this AML-STC. It is required to have a PASS or NA for all rows in order to use this AML-
STC as the certification basis for the EFD1000 installation. NA means Not Applicable because
no interface is made to that device. Only Items designated with “– NA if no“ may use NA in the
PASS column.
PRIMARY FLIGHT DISPLAY - PFD

ITEM CRITERIA PASS
1 Is the aircraft to be modified on the Approved Model List (AML)?
2 Does aircraft have sufficient electrical capacity to supply all required equipment
given the current draw in Table 7-1?
3 Is there an acceptable location to mount or relocate the required Backup
instruments in the pilot’s field of view? (see Figures 4-10 and 4-11) See Section 4
to determine the required Backup instruments.
4 Do the Backup instruments meet the requirements of Figure 4-8 and 4-9?
5 Is there acceptable clearance between the control column (yoke or stick) and the
PFD when the flight controls are in the full nose down position.
6 If removing an EFIS system - does the EFD1000 replace all required
instrumentation previously displayed on the removed EFIS? - NA if no EFIS
7 Is a backup navigation indicator required (see section 4.9.7) - NA if no Backup NAV
indicator is required. If a backup indicator is required, is there an acceptable
location to mount or relocate a required backup NAV Indicator in the pilot’s field of
view? (see Figure 4-10)
8 Is there an acceptable location to mount the RSM? (see Section 6.9)
9 Is there a location to mount the necessary circuit breakers that will be accessible to
the pilot while seated?
10 Are there suitable locations to mount the necessary switches that are accessible to
the pilot while seated? – NA if not installed.
11 Does the aircraft have a compatible GPS receiver, or will one be installed? (see
Electrical Interface Section 8 to determine compatibility) - NA if no GPS interface.
12 Does the aircraft have a compatible Navigation receiver, or will one be installed?
(see Electrical Interface Section 8 to determine compatibility) - NA if no NAV
interface.
13 If the aircraft is equipped with an autopilot – is the Autopilot compatible? (see
Electrical Interface Section 8 to determine heading and nav compatibility, and
Appendix E to determine EA100 compatibility- NA if no autopilot interface.
14 If the aircraft is limited to VFR, is there a placard or other acceptable means,
stating “Operation of This Aircraft is Limited to VFR Only”, or similar phraseology
acceptable to the FAA, as required by § 23.1525, § 23.1559 and § 91.9.
15 If the aircraft is Class III, is the PFD software level B?

PRIMARY FLIGHT DISPLAY - PFD

ITEM CRITERIA PASS
16 If installing the “VFR” PFD, the aircraft must not have an autopilot with a GlideSlope
or vertical deviation input.
17 If installing the “VFR” PFD and connecting it to a NAV unit with a glide slope
receiver or WAAS capable GPS, the glide slope receiver or vertical deviation out
must be connected to a separate indicator as the VFR does not have a VDI or glide
slope display on the PFD.
18 Aspen branded “VFR” PFD installations (Fig 4-3) and PRO MAX PFD configurations
(Fig 4-2) require a Placard. The placard must be located near the EFD1000 PFD
within the pilot’s Primary Maximum Field of View (see section 4.9.6 for the
definition of Primary Maximum Field of View). Is there an acceptable location?
19 S-TEC 55X/ACU2 interfaces with Enhanced Pre-Select features – must purchase
Unlock Card and requires A429 GPS connection, RS232 GPS connections not
approved. Read the limitations on Note 1 of Figure 9-17A.
Table 5-1: PFD Pre-Modification Checklist
MULTI FUNCTION DISPLAY - MFD

ITEM CRITERIA PASS
1 All the following statements must be TRUE if the EFD1000 MFD is being installed
and the Backup ATTITUDE indicator is being removed (see Fig 4-7):
a) Aircraft must be Class I or II (Class III does not qualify)

b) EFD1000 must be p/n 910-00001-021 with MAP version 2.10.2 or later.
c) The RSM connected to the EFD1000 MFD must be a -001, -011 or -021
version mounted such that the emergency GPS is functional.
d) The two RSMs (PFD and MFD) must be separated per Section 6.6.3.2.
e) An IFR GPS is connected to the EFD1000 MFD and the PFD.
f) ADS-B IN or XM Wx IN must not be wired to both the PFD and MFD1000.
Note: MAG DIP DETECTON must be enabled when the MFD is used as attitude
backup.
2 If an EFD1000 or EFD500 MFD is installed, does the aircraft have an IFR GPS
installed? NA if EFD1000 MFD not installed.
3 If an EFD1000 MFD is installed, does the aircraft have an alternate static source?
4 Does the aircraft have a Backup attitude indicator in the pilot’s primary maximum
field of view (See Figure 4-10)? EFD1000 MFD w/ MAP 2.10.2 and later qualifies.
5 Does the aircraft have a Vmo or barber pole type airspeed indicator installed? If
yes, do not remove the existing airspeed indicator.
6 If any Backup instruments are removed (replaced with EFD1000 MFD), is there an
acceptable location (see Figure 4-10) to mount the required placard reading “EMER
BAT DISPATCH LIMIT 80% - SEE EFD AFMS”?
7 Does aircraft have sufficient electrical capacity to supply all required equipment
8 Is there an acceptable location to mount or relocate the required Backup airspeed
and altitude instruments, collocated with the Backup attitude indicator, all within
the pilot’s primary maximum field of view? (see Figure 4-10 and 4-11). NA if
EFD1000 MFD used as backup instruments.

MULTI FUNCTION DISPLAY - MFD

ITEM CRITERIA PASS
9 Do the Backup instruments meet the requirements of Figure 4-8 and 4-9?
10 Is there acceptable clearance between the control column (yoke or stick) and the
MFD(s) when the flight controls are in the full nose down position?
11 Is there an acceptable location to mount the EFD1000 MFD RSM? (see Section 6) -
NA if EFD500 only installation
12 Is there a location to mount the MFD circuit breaker(s) that will be accessible to the
pilot while seated?
13 Is there a location to mount the MFD switch(s) that is accessible to the pilot while
seated?
Table 5-2: MFD Pre-Modification Checklist
Evolution Backup Display - EBD

ITEM CRITERIA PASS
1 Is the aircraft to be modified on the Approved Model List (AML)?
2 Does the aircraft have sufficient electrical capacity to supply all required equipment
3 Is there an acceptable location to mount the EBD in the pilot’s primary field of
view? See Appendix N
4 Does the aircraft have a Vmo or barber pole type airspeed indicator installed? If yes,
do not remove the existing airspeed indicator from the aircraft.
5 Is there an acceptable location (see Figure 4-9) to mount the required placard
reading “EMER BAT DISPATCH LIMIT 80% - SEE EFD AFMS”?
6 Is there an acceptable location to mount the RSM? (see Section 6.9)
7 Is there a location to mount the necessary circuit breaker and EBD On/Off switch
that will be accessible to the pilot while seated?
8 The primary attitude indicator must not exclusively rely on pitot/static inputs for
its operation unless:
a. The EFD1000 has software version 2.10.2 or later and a GPS is
connected to support degraded mode.
9 Installations that include an EFD1000 EBD require that there be an alternate static
valve accessible to the pilot while seated in the normal position. Installation of an
alternate static valve is outside the scope of the EFD1000 STC.
10 If the aircraft has dual pitot and/or static systems, then connect the PFD to one
system and the EFD1000 EBD (if installed) to the other independent pitot and/or
static system.
Table 5-3: EBD Pre-Modification Checklist
5.1.1 Directional Gyro/ HSI
The EFD1000 Flight Display will replace the existing Directional Gyro or HSI in the panel.
The HSI/DG indicator may be removed from the aircraft at the operator’s discretion. If
another device is “bootstrapped” from the compass then it will need to be determined
whether RS-232 or LS ARINC 429 heading is accepted by this device and rewired

appropriately. If the other device only accepts ARINC 407 synchro heading or HS ARINC
429 then an ACU2 will be required.
A magnetic direction indicator is required as a secondary direction indicator per FAR

23.1311(a)(5).
5.1.2 GPS Annunciators
The EFD1000 is capable of displaying GPS annunciations on the HSI portion of the display
from those ARINC 429 connected GPS receivers that output these labels. If using the PFD
display for any required GPS annunciations verify that the GPS receiver outputs these
messages on the ARINC 429 bus.
GPS Annunciations on PFD (if provided by the GPS):

• MSG
• WPT
• TERM
• APPR
• INTEG
NOTE: It is up to the installer to determine if the annunciations are sufficient for the GPS navigation
application.
5.1.3 Synthetic Vision Enabled PFD Pro (or EBD Advanced) or MFD (requires external GPS
position)
Aircraft without a TAWS system installed:

When a PFD or EBD or MFD has the Synthetic Vision (ESV) option enabled it is required
that a Sonalert (or Audio Out) be connected to the PFD (or EBD) discrete output pin 7.
Installations with synthetic vision on the MFD only still require that the PFD have the
Sonalert or Audio Out connected. The EFD1000C3 requires software version B2.3.2 or
later before it can be connected to a MFD with ESV enabled and the C3 PFD will require a
Sonalert connection. ESV is not available on a C3 PFD.
Aircraft with a TAWS system installed:

The Sonalert or Audio Out is an option for Altitude Alert functions only. The
Sonalert/Audio is not authorized for use with ESV and will be configured off in
programming during configuration. The TAWS audible alert is used instead of the
Sonalert/Audio from the Aspen Terrain Warning System. ESV is not available on a C3
PFD. The Aspen C3 Software version B2.3.2 and higher supports the ESV function on an
MFD.
5.1.4 Aircraft Power Requirements
An electrical load analysis must be performed to ensure the installed EFD1000

components do not exceed the current capacity of the aircraft’s charging system (see
Section 7.1).
The EFD1000 system uses an internal battery to permit operation of the EFD1000 during
an aircraft charging system failure. If the aircraft bus voltage falls below a nominal 12.3V

(14V electrical system) or 24.6V (28V electrical system), and the indicated airspeed is
above 30 knots or mph (as configured), the EFD1000 will switch to the internal battery.
The installer must ensure that the aircraft electrical system attains the minimum voltage
when the electrical system is loaded to flight configuration and engine RPM is at or above
the level necessary for nominal alternator/generator output.
5.1.5 Equipment Power Requirements
For first-time EFD installations, a switch or switch breaker to the PFD or EBD and to each
MFD must be installed. These controls are used during emergency procedures, and also
enable the PFD or EBD and MFD(s) to remain off during engine start. It is recommended
that previous PFD installations that did not include an EFIS Master switch add a switch in
the existing circuit, or replace the existing circuit breaker with a circuit breaker switch.
For multiple installations, the same style of switch/breaker should be used on each EFD.
All MFD and PFD switches must be separate to mitigate against potential single point
failure of both primary and secondary instruments. When not using a switch style circuit
breaker, each circuit breaker(s) must be a trip free pull type and must be connected to
the main battery bus (after the Battery Master Switch) as shown in the EFD1000 wiring
diagram.
The switches should be arranged in the same order as the EFDs. For example, if the
installed EFD arrangement is EFD500 MFD, EFD1000 PFD, and EFD1000 MFD (from left to
right), the switches should be arranged in that order, from left to right. Alternately, the
switches may be arranged vertically, from top to bottom, in the same order.
If available, connect the ACU/ACU2 to the avionics electrical bus. Otherwise, connecting
the ACU to the switched battery bus is permissible.
5.1.6 Special Considerations for Aircraft Limited to VFR
Relief from the requirement for a secondary attitude reference for VFR aircraft has been
provided in an FAA memorandum dated December 8, 2008, “Certification of Electronic
Displays in Part 23 Aircraft Limited to VFR (Visual Flight Rules) Operations; Project No.
SA9024SC-A, Aspen Avionics, Inc. FAA Approved Model List.” The Policy within this
Memorandum permits exclusion of 23.1311(a)(5) with respect to the requirement for a
secondary attitude indicator for aircraft limited to VFR.
It is not acceptable to use this FAA Policy to change the established kinds of operations
authorized for a particular aircraft (see 14 CFR §23.1525). Rather, the policy may be
applied for aircraft that are limited by their certification basis to VFR only operations.
Changes to the kinds of operations authorized for any aircraft on the AML is beyond the
scope of this modification and must be established separately.
The following requirements must be met in order to install the EFD1000 without a
Backup attitude indicator in U.S. registered Part 23 aircraft limited to VFR:
The aircraft must have a placard or other acceptable means, stating “Operation of This
Aircraft is Limited to VFR Only”, or similar phraseology acceptable to the FAA, as
required by § 23.1525, § 23.1559 and § 91.9. Since the kinds of operations will have
been limited to VFR by the aircraft certification basis, this placard should already be in
place prior to installation of the EFD1000/500 system, but should be verified.
For aircraft limited to VFR, magnetic compass information must remain independent of
the aircraft’s primary electrical power.
5.1.7 Cessna 190/195 Special Consideration
Some Cessna 190/195 aircraft have non-standard airspeed indicators that cannot be
replaced by standard airspeed indicators. Therefore, when used in aircraft with non-
standard airspeed systems, the EFD1000 airspeed tapes must be “locked off” in the
EFD1000 installation menus so the pilot always uses the non-standard airspeed
indicator.
Most Cessna 190/195 aircraft with a standard (“L”)-shaped pitot mast use standard
airspeed indicators. Cessna 190/195 aircraft with a “Harpoon”- shaped pitot mast do not
have a standard airspeed indicator.
Review of the logbooks and technical data must be accomplished to verify that the
airspeed indicator is standard or not. Generally, unless modified, aircraft serial number
16084 and above have standard airspeed indicators, and 16083 and below do not.
The pitot and static systems must still be connected to the EFD1000 because these
inputs are used in the EFD1000 for other purposes.
CAUTION: Cessna 190/195 aircraft using non-standard airspeed indicators must have the EFD1000
airspeed and altitude tapes “locked off” in the installation menus.
NOTE: The Pitot and Static system must be connected to the EFD1000 even when the tapes are not
to be displayed.
NOTE: Verify that the aircraft is on the Approved Model List prior to modification.
5.2 ICA Software Compatibility (See Section 4.2)
5.3 Conventional Landing Gear “tail dragger” Aircraft

The following precautions are necessary for installations in aircraft with conventional landing
gear, due to the necessity of initializing the EFD1000 in a tail-down position:
• The RSM must be P/N 910-00003-00X, or A-05-111-00, serial number 1301 or above.
• The on ground heading accuracy of the EFD1000 must be within +/-4 degrees. A RSM
shim might be required to meet this tolerance – see Section 6.9.9.
See Section 10.5.1.1 for a conventional gear specific RSM calibration procedure.
5.4 PART 135 IFR Operations

The 30-minute internal battery in the PFD is not approved for use as a power source to meet
the electrical power source requirement under 14 CFR 23.1353, or for single engine Part 135
IFR operations under 14 CFR 135.163.

5.5 Setting V-SPEED Textual Markers

Have the aircraft operator complete “Operator Configuration Checklist” in Appendix C so that
this data is available prior to configuring the system in Section 10. We suggest making a copy
of this form and have it signed by owner/operator, then put a copy in Installation Package.
The V-speeds must be set in the EFD1000 PFD and EFD1000 MFD.
5.6 Optional Interfaces

5.6.1 Autopilot
The EFD1000 Pro with ACU emulates a KI-525A, NSD-360A and PN-101 HSI by providing
HDG Datum, CRS Datum, and navigation L/R outputs to a connected autopilot. Any
autopilot compatible with the KI-525A, NSD-360A or PN-101 HSI is compatible with the
EFD1000 System.
Similarly, the EFD1000 Pro with ACU emulates the KI-254, KI-256, G-550A, and 52C77
flight director indicators by accepting FD signals compatible with these indicators and
displaying them on the EFD. The ACU2 adds to these FD types the Collins FD-112V
(includes Collins and some Bendix M4D autopilots) and the Sperry AD500. NOTE – The
Cessna ARC1000 and Sperry autopilots require the use of ACU2 P/N 910-00004-102 for
G/S and NAV superflag connection.
NOTE: The EFD1000 EBD Backup display is not approved for connection to an autopilot under this
STC. Separate approval required. EA100 connection is approved.
The EFD1000 PFD PRO (VFR and PILOT excluded) can send autopilot AHRS information
and mode commands and receive flight director and mode annunciations.
NOTE: The autopilot integrations approved under Aspen AML-STC SA10822SC appear in Section 9
of this document. All other autopilot interfaces are not approved under Aspen AML-STC
Section 9 of this document shows interconnect diagrams for common autopilots that are compatible
with the EFD1000. Because the EFD1000 outputs Heading Datum and Course Datum via the ACU
the existing HSI/DG is no longer required to provide this output to the autopilot.
In addition, some existing autopilots that have only a DG installed (i.e. no HSI) will gain
full HSI features with the installation of the EFD1000 System. Please check the
manufacturer’s installation data for any jumpers or hardware that must be added or
removed from the autopilot to add the HSI interface.
When the EFD1000 System is installed, the ACU controls all analog navigation signals
provided to the autopilot. Navigation signal output to the autopilot is switched
depending on which sensor is coupled to the EFD1000 HSI. Therefore the LT/RT/UP/DN,
flags, and ILS Energize must only be connected between the ACU and autopilot, and
there should be no direct connection between the navigation receiver and the autopilot.

The autopilot’s flight director output may be paralleled from the autopilot to the existing
Flight Director indicator and to the ACU so that it is displayed on both instruments
unless an EA100 is installed in which case the FD may only be connected to the ACU.
5.6.1.1 EA100 Adapter
See Appendix E for detailed EA100 installation eligibility. The EA100 can only be
used to replace the analog outputs from the attitude indicators and autopilots
identified in Appendix E. No other autopilot interfaces are authorized. KFC250
autopilots must have the P/N 065-5016-XX Adapter Board to be eligible for
connection to the EA100.
5.6.1.2 A/P Source Selection Switch
In a two-display PFD and MFD1000 installation you may install a panel mounted
switch that will allow the MFD1000 to drive navigation signals to the autopilot in
the event of a PFD issue. See Appendix F for instructions.
5.6.1.3 Altitude Pre-Select System
For KFC200 autopilots, the Avionik Straubing APS4A Altitude Pre-Select System may
be installed with the EFD1000 PFD which allows the autopilot to capture the PFD
Selected Altitude. See Appendix G for instructions.
For S-TEC 55X installations, an ACU2 with purchase of an unlock card permits the
PFD to act as the Altitude Pre-Select controller and the PFD display to show
autopilot and FD annunciations. FD is a direct connection with this option
therefore no ST-645 is required.
5.6.2 GPS Navigator Basemap Compatibility
Not all GPS navigator outputs are the same. Some navigators provide output to support
curved flight plan segments. Other navigators can only provide the straight segments of
a flight plan, and the curved segments are not depicted. Some navigators provide an
output that result in a straight-line depiction of a curved flight plan segment, which
should not be used. It is possible to connect the navigator in an incorrect configuration,
resulting in potentially misleading information to the pilot.
NOTE: Other GPS navigators have not been evaluated and may be compatible. Contact Aspen
Avionics for information regarding additional navigators.

The following table identifies the correct configuration of compatible systems:
Navigator Mode
EFD1000 Mode and/or
Navigator and/or Basemap Depiction
Type of Connection
Type of Connection
Apollo This connection method presents
GX50 Standard Mode, straight-leg portions of flight plans.
GX60 GPS TYPE 3, RS-232
RS-232 An open segment is shown in lieu of a
GX65 curved segment.
Avidyne This connection method presents
IFD440 ARINC 429 ARINC 429 curved approaches. RS-232
IFD540 connection should not be used.
This connection method presents
Bendix King
Standard Mode, straight-leg portions of flight plans.
KLN 90/A/B, GPS TYPE 1, RS-232
KLN900
curved segment.
This connection method displays
KLN 90/A/B ARINC 429 ARINC 429
straight-leg portions of flight plans.
This connection method presents
Bendix King
Standard Mode, straight-leg portions of flight plans.
KLN 94 GPS TYPE 1, RS-232
KLN 89/B
curved segment.
Bendix King This connection method presents
KLN94 Enhanced Mode, curved segments of flight plans.
GPS TYPE 2, RS-232
Enhanced RS-232
Mode
Garmin This connection method presents

GPS155 curved approaches. The GPS155XL
GPS155XL shows an open segment in lieu of a
ARINC 429 ARINC 429 curved segment.
GPS300XL,
GNC300
GPS165
Garmin This connection method presents
GNS-4xx/5xx ARINC 429 ARINC 429 curved approaches.
GTN-6xx/7xx
This connection method can
Garmin incorrectly display curved segments
This configuration
GNS-4xx/5xx RS-232 as straight lines and the displayed
should not be used.
GTN-6xx/7xx information can be misleading to the
pilot in certain conditions.
Garmin GNS- This software version has not been
480 (Software This configuration tested with EFD software 2.X. GNS-
ARINC 429 480 should be upgraded to SW v2.3.
v2.0 and should not be used.
below)
ARINC 429 This connection method presents

Garmin GNS-
curved approaches.
480 (Software GAMA 429 GFX ARINC 429
v2.3) Int
Table 5-4: GPS Basemap Compatibility

5.6.3 GPSS
GPS Steering provides a steering command to the autopilot through the HDG Datum
channel to provide for enroute, procedure turn, holding pattern, and turn anticipation
operation. GPSS through the EFD1000 is only available when an ACU is configured and
Label 121 is transmitted by the GPS over the ARINC 429 bus to the EFD1000.
5.6.4 GPS/ NAV Switching
Existing GPS/NAV switching from the GPS and VLOC receiver to the original HSI will be
removed as the PFD will provide this capability. The existing GPS and VLOC receivers will
be wired directly to the PFD or ACU(s) as per the installation drawings in Section 9.
Analog connections from the GPS and/or VLOC receiver to the autopilot will be removed
and wired per the ACU to autopilot interfaces shown in Section 9.
5.6.5 Sonalert Tone Generator
The discrete output from the EFD1000 PFD or EBD is used to drive a tone generator or
Sonalert. The Sonalert will sound when approaching the “Selected Altitude”, leaving the
“Selected Altitude” by more than 200ft, when “Minimums” is reached, or if an Evolution
Synthetic Vision (ESV) alert is triggered. The Sonalert must be mounted in a location so
that it is audible to the pilot while seated such as above the pilot’s head, on the
instrument panel, on the glare shield, or some other acceptable location. The Sonalert is
not an option but required (unless the Audio Out is connected) when ESV is enabled, and
the aircraft does not have a TAWS system installed. The MFD discrete output can be used
to permit switching the autopilot datum source to a reverted MFD. See Appendix F, : A/P
Source Select.
5.6.6 Audio Out
PFD MAX and EBD Advanced with MAP version 2.10.2 and later have the
hardware/software to output audio to an audio panel. The PFD shall support audio out
signals for the following alerts:
• Selected Altitude Level-Off Alert
• Altitude Deviation Alert
• Approaching Minimums and Minimums Alert
• Overspeed Alert
• Timer Expired Alerts
• Synthetic Vision Alerts
NOTE: The audio volume can be adjusted on the AUDIO installation menu page.

5.6.7 Heading Output
Magnetic heading is available in the following formats:
Heading Type Sources

ARINC 429 Low Speed ACU (P3 pins 4/5)
ACU2 (P3 pins 4/5)
EFD1000 (pins 26/27). Can only be used with ACU or
no ACU.
ARINC 429 High Speed ACU2 (P3 pins 4/5)
EFD1000 with sw 2.3 and later (pins 26/27). Can only
be used with ACU2 or no ACU.
RS-232 (Format C and Z) EFD1000 (pins 13,14,15)
Synchro (ARINC 407) ACU2 (analog)
includes XYZ synchro out, 26Vac Ref out(1), and valid
Table 5-5: Heading Sources
The EFD500 does not have an integral AHRS and therefore does not output heading
information.
Note- Except as shown in the wiring diagrams (Section 9) no ARINC 429 interface is
approved under the Aspen STC, and must be approved separately.
(1)NOTE:The ACU2 26Vrms@400hz reference output can support loads up to 0.06VA, which
may be one analog or several digital indicators. It is suggested to determine the load
requirements of the sources or use an external inverter as the synchro reference.
5.6.8 Air Data Outputs
Air data information is available in the following formats. The ACU does not pass-thru
air data information to its output bus, the ACU2 does. See Section 8 for ARINC 429 and
RS-232 air data output specifications.
Air Data Type Sources

ARINC 429 Low Speed ACU2 (P3 pins 4/5)
EFD1000 (pins 26/27). Can only be used with ACU or
no ACU.
ARINC 429 High Speed ACU2 (P3 pins 4/5)
EFD1000 with sw 2.3 and later (pins 26/27). Can only
be used with ACU2 or no ACU.
RS-232 (Format C and Z) EFD1000 (pins 13,14,15)

Table 5-6: Air Data Sources
The EFD500 does not have an integral air data computer and therefore does not output
air data information.

5.6.8.1 EFD1000 as Encoding Altitude Source
14CFR 91.217 states in part, a) No person may operate any automatic

pressure altitude reporting equipment associated with a radar beacon transponder.
Unless, as installed, that equipment was tested and calibrated to transmit altitude data
corresponding within 125 feet (on a 95 percent probability basis) of the indicated or
calibrated datum of the altimeter normally used to maintain flight altitude, with that
altimeter referenced to 29.92 inches of mercury for altitudes from sea level to the
maximum operating altitude of the aircraft.
Aspen has shown that the EFD1000 system is capable of transmitting altitude data
reliably on a better than 95% probability basis. Therefore, when the EFD1000
altimeter system is tested and calibrated in accordance with 14CFR 91.413, the
EFD1000 system can be used as an Encoding Altitude source.
The EFD1000 provides this output in RS-232 Format Z. See Figure 9-28 for wiring
connections.
5.6.9 Second ACU
A second ACU is required when two (2) analog VLOC receivers are installed. Note when
installing two ACUs they both must be of the same type (ACU vs. ACU2) if the ACU2 is
being used for the advanced features of ADF/RAD ALT/OAT. The advanced features
require the ACU2 to be configured high speed and the ACU can only operate low speed
A429.
5.6.10 Decision Height
A decision height (DH) input from a compatible radar altimeter may be connected to the
ACU/ACU2. “DH” will be displayed on the PFD when decision height is reached.
5.6.11 RS-232 Considerations (v1.1 PFD installations)
Several new RS-232 ports are enabled in v2.X software. When an EWR50 XM received is
added to the installation during a v2.X upgrade and there is an existing RS-232 GPS
connection, this will need to be moved to another port. See Section 8.
5.6.12 Flush or Recess Mounting the EFD
If there is insufficient clearance between an EFD and the control column when the flight
controls are in the full nose down position, it will be required to flush mount or recess
mount the EFD(s) in the instrument panel. Also the installer may choose to flush mount
the EFD for cosmetic reasons.
Aspen Avionics Flush Mount Kit
Aspen Avionics offers a specific Flush Mount Kit for this purpose. See Service Bulletin
SB2009-03 document number 991-00018-001 for instructions.
Locally Fabricated Brackets
If the installer chooses to fabricate their own brackets for flush mounting the displays
then this modification is beyond the scope of this manual and will require that the

brackets and the instrument panel modification be separately approved.
5.7 Traffic Sensors (optional – must be Unlocked on PFD and EBD)

5.7.1 ARINC 429 Active Traffic and TIS
On the PFD or EBD the traffic feature is a chargeable option that must be unlocked. Traffic is
standard on all MFD systems. The PFD, EBD and MFD systems are compatible with ARINC
735A protocol traffic systems, utilizing the ARINC 429 interconnection. The EFD1000C3
Level B PFD requires software version B2.2.3 or later. The following systems are known to be
compatible:
• Ryan 9900BX - (TAS)
• Avidyne TAS600/610/620 - (TAS)
• Garmin GTX 330 - (TIS)
• Garmin GTS8xx Series – (TAS)
• Garmin GDL-90 (TIS)
• L3 Skywatch 497/899 - (TAS)
• Bendix/King KTA 870/KMH880 - (TAS)
Additional sensors (including TCAS I) will be added from time to time and will be identified in
subsequent revisions of this manual or in Service Bulletins or Tech Notes. Traffic sensor
control functions are performed using existing traffic equipment installations or other
compatible equipment. TCAS II is incompatible with the EFD1000/500. TCAS II installations
are not authorized.
5.7.2 ADS-B Traffic (TIS-B)
This feature must be unlocked on the PFD, EBD, and MFD when using third party ADS-B
equipment. The ATX-100 does not require an unlock card. The following systems are known
to be compatible:
• Aspen ATX-100/G ADS-B transceiver (TIS-B)

• Garmin GDL 88 and GTX 345(TIS-B)
• L3 NGT-2500, NGT-9000, NGT-9000+, and NGT-9000D (TIS-B)
See Appendix J of this document for installation information on the ATX-100 and Appendix M
for information on the GDL 88/GTX 345 and NGT’s.
5.8 Weather Information (optional on Level C only – must be Unlocked on PFD and EBD)
On the level C PFD and EBD the weather features are a chargeable option that must be
unlocked. Weather is standard on all MFD systems. Weather is not an option on the level B
PFD. The compatible PFD, EBD and MFD systems can interface with the following weather
information products:
• Aspen ATX-100/G ADS-B transceiver (FIS-B)
• Garmin GDL 88 and GTX 345 (FIS-B)
• L3 NGT-2500, NGT-9000, NGT-9000+, and NGT-9000D (FIS-B)
• Aspen EWR50 XM Weather Receiver
• WX-500 Stormscope Sensor

ADS-B Weather (FIS-B)

ATX-100, see Appendix J of this document for installation data.
GDL 88/GTX 345 and NGT’s, see Appendix M of this document for installation data.
EWR50 XM Weather
See Aspen Avionics document 900-00007-001 “EWR50 Installation Manual” for installation
data on installing the complete EWR50 system.
WX-500
The EFD can be configured so that it is the control panel and the display for the WX-500. In
this configuration the EFD will be configured for “CONTROL” which allows the installer to
configure the WX-500 receiver, initiate various tests, and view system data from the WX-500
via the EFD. The EFD RS-232 transmitter and receiver will be connected.
If an existing WX-500 control panel exists and it is desired to keep that interface operational
then the EFD will be configured as “DISPLAY” and only the EFD RS-232 receiver will be
connected.
5.9 ADF
One or two Bendix King KR-87 type ADF receivers may be connected to the ACU2. ADF1 and
ADF2 may be selected as bearing pointers on the HSI. The ACU2 does not support stepper
motor drive for remote RMI, but does provide ARINC 407 synchro heading output for RMI that
support this interface.
5.10 Radio Altimeter (AGL)

The ACU2 supports one radio altimeter in either an analog or ARINC 429 format. See section
8 for compatible systems. The radio altimeter display in AGL has the following accuracy based
on the radio altimeter system output meeting the manufacturers’ specifications:
Radio Altimeter Display Accuracy

Height Range Accuracy of height information
displayed to the crew1
-20 to 100ft ±10ft
100 to 500ft ±10% of radio altimeter output
500 to 2500ft ±5% of radio altimeter output
1 This allows for instrumental but not perceptive inaccuracies
5.11 Remote OAT Probe

The ACU2 supports a remote OAT probe for when the RSM is internally mounted or in a
heated exhaust stream. A dedicated OAT probe is required for this connection as the ACU
cannot share an OAT probe with other equipment.
5.12 “VFR” PFD System

The “VFR” PFD system with optional ACU may be connected to an autopilot provided the
autopilot is not capable of glide slope or vertical coupling. This is because the VFR system

does not have a glide slope or VDI indicator on the PFD. Compatible autopilots with altitude
hold are acceptable. If the autopilot has a glide slope input then the “VFR" PFD system is not
approved for installation in the aircraft. These aircraft will require a PFD PRO. The “VFR” PFD
system with ACU option will control the autopilot in HDG, NAV, and lateral APPR modes and
includes GPSS. The EA100 is approved for connection.
5.13 Degraded Mode

Degraded Mode is a software version 2.10.2and later feature. See the AFMS for operation of
the attitude display during this mode.
Prior to MAP version 2.10.2the EFD1000 PFD and MFD relied solely on airspeed (no GPS) to
aid the attitude solution. Should a pitot tube become blocked (such as during icing) the
attitude display would red-x with a “CHECK PITOT HEAT” message. The pilot would then use
the backup attitude indicator.
With MAP 2.10.2and later Degraded Mode is added that uses GPS groundspeed (should
airspeed be lost) to aid the attitude solution. During this time “ATTITUDE DEGRADED” is
displayed on the attitude display and the pilot can continue its use with limitations described
in the AFMS. The Emergency use GPS in the RSM is used as a backup to the panel mounted
GPS should it become inoperable.


6 Mechanical Installation
The PFD and MFD installation will require mechanical modifications to the aircraft. The PFD, RSM (a
RSM is required for each EFD1000 installation), and Configuration Module will be installed in all
installations, while one (1) or two (2) ACU(s), and one (1) or two (2) MFD(s) may be installed in
others. Most installations will require removing and relocating existing flight instruments to
alternate locations in the instrument panel to be used as Backup instrumentation.
6.1 Unpacking and Inspecting Equipment

Inspect the equipment for evidence of shipping damage. If a damage claim is to be filed save
all shipping boxes and packing material to substantiate your claim. To avoid damage to the
equipment, do not place the EFD Displays face down on the knobs.
6.2 Equipment Location Documentation

It is required by the AML-STC that the PFD, MFD, EBD, RSM, CM, and ACU mounting locations
be recorded on Figures 1 and 2 of Aspen Avionics document #900-00012-001 Instructions
for Continued Airworthiness. It is also required that an accurate description of wire and cable
routing be noted on the figures. This information will be required later to comply with the
ICAs. Make a copy of the form and give to owner for inclusion in permanent aircraft records.
6.3 Log Book Entry

Make a logbook entry at the completion of the installation indicating that the aircraft has
been modified in accordance with the EFD1000 AML-STC.
6.4 Weight and Balance

Using the component weights in Table 6-1 and the moment arm of the component mounting
locations perform a weight and balance calculation per AC 43.13-1B Chapter 10. Also
account for equipment removed during the modification process.
Component Weight (Ibs.)

EFD1000 with internal battery including bracket 2.9
EFD500 including bracket 2.4
RSM – Remote Sensor Module 0.5
ACU – Analog Converter Unit (A-05-112-00 or 910-00004-001) 0.8
ACU2 – Analog Converter Unit 2 (910-00004-10x) 1.1
Configuration Module 0.1
Table 6-1: Component Weights

6.5 Placards
All placards must be of a material that is not easily erased, disfigured, or obscured, and
securely adhered to the instrument panel.
All placards must be located within the pilot’s maximum field of view (see Figure 4-9). The
placards must be in black and white (white letters on black background or black letters on
white background) in a font no smaller than other placards in the aircraft.
Placards required for the various system configurations within this manual:
• When the EFD1000 MFD is installed and it is replacing any backup IAS/ALT/AI, the
following placard must be installed in full view of the pilot: “EMER BAT DISPATCH
LIMIT 80% SEE EFD AFMS”
• For the Aspen branded “VFR” PFD installations only – require placard stating: “No
Vertical Deviation on PFD”
• When the EA100 is installed, the following placard must be installed in full view of the
pilot and next to the A/P AHRS Fail annunciator: “A/P AHRS FAIL”
• For the EFD1000 PRO MAX PFD in Partial Panel Backup configuration a placard is
required stating: “EMER BAT DISPATCH LIMIT 80% SEE EFD AFMS”.
6.6 Mounting Limitations

The following mounting limitations must not be exceeded during the installation of the
EFD1000 and RSM.
6.6.1 EFD1000 Mounting Limitations
• The EFD1000 must be mounted within 20º nose down to -10º nose up of perpendicular to
the aircraft waterline.
• The EFD1000 must be mounted within 0.0±2.0º of the zero degree roll “wings level” axis.
6.6.2 RSM Mounting Limitations
• The RSM must be mounted within ±4º to the longitudinal axis of the aircraft
(see Figure 6-16)
• The RSM must be mounted within ±10º to the zero degree roll “wings level” axis
(see Figure 6-19)
• The RSM must be mounted within ±10º to the zero pitch axis “waterline” of the airframe
(see Figure 6-17).
• RSM must be mounted to a relatively flat surface such that when installed it will not
deform the aircraft skin and must not allow more than a .030” gap between RSM and skin.
• RSM must not be mounted to a NO ZONE as pictured in Figure 6-13, Figure 6-14, and
Figure 6-15.
• Mounting the RSM to, or making other penetrations through, the aircraft pressure vessel
is beyond the scope of this STC. Separate FAA approval of pressure vessel penetrations
required to accommodate RSM mounting is required prior to the installation of the
remaining EFD1000 system components under the EFD1000 AML-STC.

• Mounting the RSM to the exterior of a composite or fabric skinned aircraft structure is
beyond the scope of this STC. To mount the RSM on composite or fabric skin aircraft
structures, separate FAA approval of the RSM mounting is required prior to the installation
of the remaining EFD1000 system components under the EFD1000 AML-STC.
6.6.3 EFD1000 MFD – RSM Limitations (Dual RSM Mounting)
The RSM provides information required for the presentation of attitude, heading and OAT
information for each EFD1000 display.
6.6.3.1 EFD1000 MFD NOT USED as Backup Attitude
The minimum required separation between the PFD and MFD RSMs is 6 inches edge to
edge. However, greater separation is recommended to avoid possible common mode
issues such as heading errors due to localized interference.
6.6.3.2 EFD1000 MFD (sw 2.10.2 and later) USED as Backup Attitude
If the EFD1000 MFD is used as backup for attitude then the redundant RSMs in a dual
EFD1000 display installation are essential. To avoid possible common mode failures the
PFD and EFD1000 MFD RSMs must be separated by aircraft structure and mounted in
different regions of the airframe. For example, one RSM can be top mounted on the aft
empennage region while the other is internal wing mounted (i.e., old flux sensor
location).
If this is not practical, the two RSMs must be separated by a minimum of 12 inches
laterally (preferably separated by dorsal or keel structure), or if lined up longitudinally
where one RSM is directly fore or aft of the other, the separation must be a minimum of
24 inches.
Additionally the following applies:
• Although each RSM’s wiring to its display is manufactured as individually shielded

and continuous wiring, the redundant RSM wiring is specifically not permitted to
share the same connector, nor the same shield throughout their entire
installation.
• A minimum of 12” lateral separation is required for all wiring (with the limited
exception of regions permitting benign bulkhead penetrations) unless physical
partitions exist.
• Turbine Compressor Rotor burst considerations: If installed in a rotor burst zone
the RSMs must be installed on the top and bottom of the fuselage and not within
the multiple fragment region with corresponding wire routing. If the RSMs are
outside of the rotor burst zone but their wire routing is within this threat area,
then only the wiring installation must include this level of separation.
• Bird strike considerations: If not shielded by the shadow of the fuselage, the RSMs
must either be laterally separated or installed on the top and bottom of the
aircraft.

6.7 Equipment Bonding

Bond all metal components to the airframe. Prepare bonded surfaces for best contact
(resistance of connections should not exceed 0.003 ohm).
The EFD uses an installer fabricated braided bonding strap to ensure proper bonding to the
panel. The bond strap is attached with supplied screw (3/8th inch length) to the back of the
EFD at a location just below and left of static port. The other end of the strap is attached to
the EFD mounting bracket screw at the rear of the panel. Each EFD1000 display must have its
own (i.e. not shared with another EFD1000) bonding strap ground location.
The RSM does not require an RF ground plane, but it must be bonded to the airframe to meet
compliance with DO-160E EMI and lightning certification requirements. Bonding of the RSM is
achieved through the mounting fasteners. The attached ground wire on the RSM is not a
bonding wire but is a shield ground for the pigtail over braid and must be connected to
airframe ground. Each RSM harness shield must have its own (i.e. not shared with another
RSM) bonding location.
The ACU is bonded through its six (6) mounting holes and chassis when mounted to a metal
surface, otherwise a braided or single stranded wire bonding strap to airframe ground will
need to be fabricated for mounting on composite structures.
6.8 Cooling
The EFD uses an integral fan for cooling. The area near the fan must be unobstructed to
permit maximum airflow through the unit. Venting and cooling air circulating behind the EFD
will improve heat dissipation and may improve equipment reliability, and is therefore a good
installation practice. The RSM, ACU, and Configuration Module have no cooling requirements.
6.9 EFD Installation

Mechanical installation of the EFD requires installing the included mounting bracket,
connecting a braided bonding strap between the EFD and panel, and installing pitot and static
connections (EFD1000 only) to the two keyed quick release pressure fittings.
NOTE: To avoid damage to the equipment, do not place the EFD Display face down on the knobs.
6.9.1 PFD Mounting Location (for EBD location see Appendix N)
The PFD must be mounted approximately centered in the instrument panel per FAR
23.1321(d). If the two existing instrument holes that contain the attitude indicator and
direction indicator are not exactly centered, but are the closest instruments to the center,
then that position is acceptable for mounting the PFD.
The PFD can be mounted on the non-pilot (typically right side) side of the instrument
panel if it is not for use by any required pilot during takeoff, initial climb, final approach,
and landing. Backup instruments are required on the pilot side only. See 14CFR
23.1311 and 14CFR 23.1321.
Do not position the PFD or MFD where it could inhibit the primary display of engine
parameters needed by any pilot to set power within established limitations, in any normal

mode of operation or to properly set or monitor powerplant limitations during the engine
starting mode of operation. The positioning described in this section meets the
requirements as long as engine instruments are not moved. Any change in the engine
instruments is beyond the scope of this STC and must be separately approved.
NOTE: Modification to the existing instrument panel is not authorized under this STC. Any
modification must be approved separately.
PFD Mounting Location
PFD
Figure 6-1: PFD Mounting Location
6.9.2 MFD1000 Mounting Location
Since the MFD1000 may become a PFD during MFD to PFD reversion, the EFD1000 MFD
should be positioned adjacent to the right or left of the PFD. If this is not practical or
permitted (see note below), then the EFD1000 MFD must be mounted in the pilot’s
primary maximum field of view in a position that meets FAR 23.1321(a) if it is to be used
as a backup instrument or if the MFD is for use by any required pilot during takeoff,
initial climb, final approach, and landing. The requirements are +/- 35 degrees from the
pilot’s centerline horizontally (+/- 21 inches from centerline as defined by AC23.1311-
1b). See Figure 4-10.
NOTE: If it is not possible to configure the EFD1000 airspeed tape to look identical to the existing
airspeed indicator then the airspeed and altimeter must remain in the original positions (to
preserve the basic “T”) and the airspeed/altitude tapes on the PFD (and reverted MFD) must
be locked off. This will require any MFD to be positioned outside of the airspeed indicator or
altimeter.
NOTE: The Backup instruments must be as close as practical to the PFD. This applies to the
EFD1000 MFD when used as the Backup airspeed and altitude – the Backup AI must be as
close as practical to the EFD1000 MFD.
6.9.3 Surface Mounting the EFD as per Figure 6-2
The pre-drilled holes in the mounting bracket support both standard 3” round
instrument holes, and 3ATI square cutouts. The bracket is centered on the upper

instrument hole. The lower portion of the bracket is provisioned with screw slots,
allowing variable vertical spacing configurations.
If the lower cutout is a 3ATI or other larger standard cutout, a commercially available
metal blanking plate should be used to flush fill the cutout. Use the EFD Mounting
Bracket as a template to cut the 2.10” diameter cutout for the fan and two 0.150”
diameter mounting holes. All cut edges should be treated to prevent corrosion.
Aircraft with tilted instrument panels of 20º or less can install the EFD flat against the
panel. The tilt will later be removed electronically in the system configuration using the
Panel Tilt Pitch Adjustment.
The EFD is attached to the instrument panel in 6 places with MS24693-S30 (#6-32
flathead screws), NAS1149FN632P (washers), and MS21044N06 (#6-32 Nuts). It is also
acceptable to use existing #6 nutplates.
1) Burnish the back of the instrument panel around one of the 6 mounting holes to
allow for bracket to instrument panel bonding through the screw/washer/nut.
2) Burnish the front side of the instrument panel in 4 locations that line up with the
copper EMI fingers of the bracket.
3) Loosely install the bracket with the upper two mounting screws/nuts/washers as
shown in Figure.
4) Use an inclinometer on the top of the EFD bracket with the aircraft level to make this
adjustment. It may be necessary to slot the existing holes to align the bracket in the
roll axis.
5) The PFD must be mounted within 0.0±2.0º of the zero degree roll “wings level” axis.
6) Fabricate an 8” bonding strap from braid and two ground lugs. Attach one ground
lug to a mounting screw on the backside of the panel (see Figure 6-10).
7) Install remaining EFD mounting bracket screws and nuts.
8) Tighten all six (6) mounting screws and nuts to 12 in-lbs. anchoring the bracket to
the panel.

Figure 6-2: EFD and Bracket Installation

6.9.4 Recess Mounting the EFD as per Figure 6-4
These are partial instructions for accomplishing the aircraft modification to permit recess
mounting the EFD1000 displays using Aspen Avionics Recess Mounting Kits. Recess
mounting of the EFD displays can be done for cosmetic reasons or for clearance when
the flight controls are in the full nose down position. This data, and the information
found in AC 43.13-2B Chapters 1, 2 and 11 normally is sufficient data to accomplish the
modification.
This section contains instructions for preparing the instrument panel to accept the
EFD1000/500 in a recessed mounting. This data is approved for the structural aspects
of the instrument panel modification; however, by itself, it may not be sufficient data to
address all aspects of modifying the instrument panel of an aircraft. These instructions
and the data in AC43.13-2B chapters 1, 2 and 11 is normally sufficient data to complete
the modification. In some cases (for example only, if the instrument panel supporting
structure, structural attachments, or a structural instrument panel are modified) then
additional data will be required. In those cases where this data is insufficient then these
instructions, combined with additional data to accommodate individual differences in an
aircraft, can be presented to a Structural DER or Regulatory Authority for approval. If the
data package is satisfactory, the DER or Regulatory Authority will approve the data for
use in the modification of the instrument panel.
Once all necessary approved data to accomplish the panel mounting is obtained, and the
modification is accomplished, the EFD1000/500 installation can proceed in accordance
with AML STC SA10822SC or other regulatory approval process.
One Recess Mounting Kit is required for each EFD display.
Qty Part Number Description

1 per EFD 903-00007-001 Recess Mount EFD Installation Kit
4 per EFD MS24693-S26 6-32 x 3/8”flat head screw, bracket to instrument
panel attachment.
1 per EFD MS24693-S30 6-32 x ¾” flat head screw, bond strap attachment
1 per EFD MS21044N06 6-32 Lock Nut, bond strap attachment
Table 6-2: Parts Required to Recess Mount each EFD
6.9.4.1 Recess Mount Modification Procedure
STEP 1 – Evaluate the Installation and Determine if Sufficient Approved Data is Available to
Proceed
Normally, the instructions in this section and in AC43.13-2B Chapters 1, 2 and 11 are
sufficient data to complete the modification. If the data is not sufficient, such as, for
example the instrument panel structural supports are affected or the panel itself
provides structural integrity to the airframe, then additional data must be developed
and approved. If additional data is required, collect and prepare the approved data
necessary to substantiate the alteration before modifying the aircraft.

STEP 2 – Plan the Cutouts for the Instrument Panel in Accordance with the Cutout Location
Figures Below
Using the dimensions from Figure 6-3 – Single EFD, Figure 6-6 – Dual EFD, or Figure
6-7– Triple EFD as a guide determine the mounting location of the brackets. Verify
that no supporting structure is compromised. See AC43.13-2B.
STEP 3 – Obtain one Recess Mount Kit for Each Display to be Installed
One Kit is required for each EFD Display.
STEP 4 – Measure and Mark the EFD Cutout and Bracket Mounting Hole Locations
Using the dimensions from – Figure 6-3 Single EFD, Figure 6-6 Dual EFD, or Figure
6-7 Triple EFD as a guide mark the EFD cutout and four bracket mounting holes per
EFD.
The clearance notch at the top (see detail “A”) is to permit a tool to be inserted to
press the EFD release mechanism and release the EFD from the mounting bracket
Figure 6-3: Single Display Recess Mount Cutout (inches)

STEP 5 – Cut out the EFD hole and Drill Four Mounting Holes per EFD
1) Remove instruments from surrounding area to be cut or remove instrument

panel from the aircraft. Verify nothing is in the way of the cutting tool before
making the cut.
2) Cut the display bezel opening and drill four bracket mounting holes (per EFD)
0.144” in diameter and countersink as required.
3) Remove burrs and break sharp edges on the panel (0.005” – 0.015”).
4) Chemical conversion coat the bare aluminum and primer or paint as required.
Step 6 – Install the Recess Mount Brackets and Hardware (Use Figure 6-4 for reference)
1) Fit the spacers (A) between instrument panel and recess brackets (C) as shown
in Figure 6-4, using four MS24693-S26 6-32 X 3/8 machine screws or pan
head screws may be used if that look is desired. Tighten all four mounting
screws and nuts to 12 in-lbs anchoring the brackets to the panel.
NOTE: Spacers (A) come in a strip of three which can be snapped apart for Single and Dual display
installations. Triple displays will use the spacer in one long piece. The thickness of the
instrument panel will determine how many spacers will be required. Instrument panels that
are 1/8” thick should require one spacer while 1/16” panels may require up to four spacers to
provide the desired appearance.
2) Mount EFD Bracket (B) to Recess Brackets (C) using six MS24693-S24 6-32 X
¼ flat head machine screws.
3) Tighten all six mounting screws and nuts to 12 in-lbs.
Recess Brackets (C)

Spacers (A)
Two spacers are shown
for reference (0 to 4
may be required)
EFD Bracket (B)
Figure 6-4: Single Display Recess Mount Bracket Installation

STEP 7 – Assemble and Attach the EFD Ground Strap
1) Fabricate one 8” bonding strap (per EFD) from braid with ground lugs at each
end.
2) Insert a MS24693-S30 6-32 x ¾” flat head machine screw through either an
unused threaded insert or an existing EFD bracket attachment screw (see
Figure 6-5). Attach one end of the ground strap to this screw using a
MS21044N06.
Location of 6-32 X ¾” screw

for ground strap attachment
Figure 6-5: Ground Strap Attachment Points
STEP 8 – Perform the Structural Load Test on the Bracket Installation
The following test is to structurally substantiate the bracket installation. The applied
static test load is determined using 2.9lbs for each EFD mass. See AC 43.13-2B for
additional Structural Data.
Static Test Load

Number of Direction of Pull Load
(load factor x EFD
Displays (push on bracket) Factor
weight)
1 Forward (toward firewall) 9.0g 9.0 x 2.9 = 26 lbs
Table 6-3: Static Load Table
Use a block of wood or piece of aluminum that will cover the EFD bracket(s). This
ensures an even force is applied to the entire set of bracket(s) at once. Place
mechanical or digital push/pull gauge against block and assert the static test load
defined in the table above for a minimum of 3 seconds. Ensure instrument panel and
brackets show no signs of permanent deformation.
NOTE: The recessed brackets are TSO’d and meet the meet the sideward, upward, downward, and
forward axis load requirements of the EFD. Therefore only the forward axis is tested above to
substantiate the overall bracket installation.

Figure 6-6: Dual Display Recess Mount Cutout (inches)
Figure 6-7: Three Display Recess Mount Cutout (inches)

Figure 6-8: Recess Mounting Bracket Dimensions (inches)
Figure 6-9: EFD Mounting Bracket (inches

6.9.5 EFD Bonding Strap
An 8” or shorter braided bonding strap is required between the screw (below and left of
the static port- see Figure 6-10) on the backside of the EFD to a location on the backside
of the instrument panel using one of the mounting screws and nuts. Each EFD bonding
strap must have its own (i.e. not shared with another EFD) bonding location. Verify ≤ 3
milliohms resistance to airframe ground at bonding strap connection point.
Attach to screw below

and left of static port
Bonding Strap
Attachment Screw
Ground to any mounting

hole backside of panel
Rear View of PFD
Figure 6-10: EFD Bonding Strap Connection
6.9.6 Pitot and Static Connections (EFD1000 only)
NOTE: The EFD1000 system altimeter has not been evaluated for RVSM operations. For EFD1000
installations in RVSM-qualified aircraft, the altitude and airspeed tapes must be locked off in
the Installation Menus. Integration of the EFD1000 static input on RVSM qualified aircraft is
beyond the scope of this STC and requires separate approval.
Pitot and Static connections are made to the EFD1000 via two keyed quick connect
fittings. These connections will typically require a “T fitting” to be installed in-line with
the existing altimeter and airspeed indicators.
The quick connectors are keyed such that they cannot be interchanged. Once the correct
quick connector is fastened to the pitot and static lines, they cannot be inadvertently
swapped on the rear of the EFD unit.
Installations that include an EFD1000 MFD require that there be an alternate static valve
accessible to the pilot while seated in the normal position. Installation of an alternate
static valve is outside the scope of the EFD1000 STC.
If the aircraft has dual pitot and/or static systems then connect the PFD to one system
and the EFD1000 MFD (if installed) to the other independent pitot and/or static system.
NOTE: The pitot quick connector will fit on the EFD static port but the static quick connector cannot
be inadvertently connected to the EFD pitot port due to the keying.
Each connector has a barbed fitting that accepts a 3/16” hose.

Figure 6-11: Pitot & Static Quick Connector
6.9.7 Quick Connector Installation
1) Insert “T” fitting into existing aircraft Pitot line and secure with the supplied hose clamp
(see Figure 6-12).
2) Connect a length of pitot line tubing between the “T” fitting and the “P” quick connector.
Verify the length of tubing can be installed with no drip loop and that it can be secured
away from flight controls. Secure each end with the supplied hose clamps.
3) Insert “T” fitting into existing aircraft Static line and secure with the supplied hose clamp
(see Figure 6-12).
4) Connect a length of static line tubing between the “T” fitting and the “S” quick connector.
Verify the length of tubing can be installed with no drip loop and that it can be secured
away from flight controls. Secure each end with the supplied hose clamps.
5) Secure pitot and static lines as necessary to prevent interference with other aircraft
structures and components and to prevent them from kinking when the EFD is slid in to
place.
CAUTION: Secure pitot and static lines so that they will not interfere with flight controls and are not
at risk of mechanical damage. The lines can soften when the EFD warms and should be
secured in a way that prevents the line from kinking.
PITOT QUICK “T” FITTING SPLICE INTO PITOT LINE

EFD1000 CONNECTOR
P/N 275-00001-002
(KEYED – Yellow Band)
PITOT
PITOT
3/16” ID TUBING
HOSE CLAMP
STATIC
STATIC
3/16” ID TUBING
STATIC QUICK
CONNECTOR
P/N 275-00001-001
“T” FITTING SPLICE INTO STATIC LINE
Figure 6-12: Pitot & Static Line Connections
6.9.8 Leak Check Requirements
A pitot static leak check is required after the installation of the quick connectors and the
EFD1000 is installed. The quick connectors are designed such that they seal when
disconnected.

6.10 RSM Installation

CAUTION: The RSM is an integral part of the attitude function of the AHRS. A stable and
magnetically quiet location for the RSM is essential for proper AHRS operation.
CAUTION: There are special considerations for mounting the RSM on composite, fabric and
pressurized aircraft. See sections 6.10.5 and 6.10.6.
There are several RSM types. The most commonly used type includes an internal emergency
use GPS and is generally for external top mounting. It can also be internally mounted. A
second type does not include the internal GPS and is for external or internal mounting in a
top-mounted orientation. The third type does not include the internal GPS and is for external
or internal mounting in a bottom-mounted orientation.
NOTE: If all RSM are mounted internally (and no remote OAT connection to ACU2) the OAT sensor
must be disabled which will result in no TAS and wind display. If the RSM is mounted on the
bottom, or internally mounted in an aluminum aircraft, then the emergency GPS sensor will
be disabled, but can be inter-communicated from a RSM that is receiving GPS through
configuration.
The RSM includes magnetic flux sensors which is why it is important to locate the RSM as far
away from the cabin and baggage (or “hat rack”) compartment as practical as these areas may
have varying magnetic fields (baggage, passengers, etc.).
The RSM should not be mounted within 18 inches of a VHF Comm antenna, 6 inches of a GPS
or ELT antenna, or within 12 inches of an active traffic antenna or DME antenna.
The RSM should be mounted to a relatively flat surface such that there is less than .030” gap
surrounding the RSM when installed. The RSM must not be mounted to an excessively curved
area that could deform the RSM or aircraft skin.
The RSM must not be mounted within a composite fairing such as a fiberglass wingtip cover,
or vertical fin cover as these do not protect against direct lightning effects.
6.10.1 RSM External Top Mounting
See Figure 6-13. The RSM is typically installed near the tail of the aircraft on an
unpressurized portion of the airframe. To take advantage of the OAT sensor and internal
GPS (-001 only) the RSM must be mounted on the top outside of the airframe. Any RSM
may be mounted internally if an outside location is impractical. Whenever an RSM is
internally mounted, the OAT must be configured “off” and the internal GPS (-001, -011,
-021 only) may need to be disabled if GPS signal reception is problematic.
For a top external mount the preferred RSM installation area is a minimum of 12 inches
behind a typical baggage or (hat rack) compartment to no closer than 39” from the end
of the fuselage. The “Less Preferred” areas over the cabin should only be selected if
impossible to find an acceptable location within the “Preferred” area of Figure 6-13.
Unlike a GPS antenna that is used for primary navigation, the backup GPS usage and
inherent sensitivity do not require a full view of the sky. Therefore, the vertical stabilizer

may partially mask the antennas view of the sky/horizon. Installation on either side of
the vertical fin is acceptable.
When externally mounted, the NO ZONE areas are hot zones for a lightning strike and are
not to be used for mounting the RSM. The RSM must not be mounted externally to the
wing, the top of the vertical stabilizer, the horizontal stabilizer, the fuselage forward of
the cabin, or within 39” of the tail as measured from the fuselage aft end as shown.
If it is impossible to find a suitable external mounting location in the preferred area, and
internal mounting is not possible, it may be permissible to mount the RSM above the
cabin. A location will need to be found that is a minimum of 18 inches from any small
cabin speakers or electronic device that can cause compass fluctuations. Large cabin
speakers may cause RSM interference at distances up to 3 feet. Use the procedure in
Section 0 to locate a quiet area. During operation of the electrical systems, concentrate
on those devices that are in the cabin and within the headliner. Be aware that headsets
and other items worn by and operated by the flight crew and passengers could
potentially interfere with the RSM. Typically this would be when the headset is within 12”
of the RSM location. Find a location that cannot be affected by passenger and flight crew
headsets while seated or moving about the cabin.
6.10.2 RSM Internal Mounting
With software version 2.X it is also possible to internally mount the RSM within an area of
the aircraft fuselage or wing structure that is magnetically benign. For aluminum
aircraft, the RSM may be mounted anywhere inside the aluminum structure.
For composite or fabric covered aircraft, the RSM must not be mounted forward of the
windscreen, or within 39” of the aft end of the fuselage. It may be mounted within the
wing but no closer than 39” of the wingtip. It must not be mounted within the horizontal
stabilizer, or within the vertical stabilizer. See Figure 6-14.
NOTE: If internally mounting the RSM a mounting plate must be locally fabricated and approved
separately. All mounting instructions for a magnetically quiet location still apply.
6.10.3 RSM External Bottom Mounting
See Figure 6-15. The –003, -013 and -023 version of the RSM is designed for external
bottom mounting. This version may be mounted to any magnetically quiet area on the
underside of the fuselage. Mounting this RSM to the underside of an aerodynamic
surface, such as the wing or the horizontal stabilizer is not approved. Any location that
results in the OAT sensor becoming heated from engine exhaust requires that the OAT
sensor be disabled in configuration menus.

NO ZONE
Less Preferred Locations

(See Note)
12"
NO ZONE Preferred Area
12" minimum
separation 12" minimum
separation Hat Rack
NO ZONE
Baggage
Compartment
39"
NO ZONE
NO ZONE
Less Preferred Area

NO ZONE Preferred Area
(See Note)
NO ZONE
Figure 6-13: RSM-External Mounting Locations (Top/Side View) – all aircraft types

12"
Hat Rack
NO ZONE
Acceptable Internal
Mount Area
NO ZONE Baggage Composite/Fabric
Compartment
39"
12"
39"
NO ZONE
Acceptable Internal
Composite/Fabric
Mount Area
39"
NO ZONE
Acceptable Internal
NO ZONE Mount Area
Composite/Fabric
Acceptable Internal
Composite/Fabric
Mount Area
NO ZONE
39"
Figure 6-14: RSM Internal Mounting Locations – Composite/Fabric Aircraft

Figure 6-15: RSM-003 External Mounting Locations (Bottom view)
6.10.4 Proposed RSM Location Check
The installer must determine the best RSM location given the above factors. With proper
training and careful application, a navigation quality handheld compass (i.e., hiking
compass) can be used to find a magnetically quiet area free from the effects of magnetic
disturbances from flight controls, autopilot servos, strobes, or any other large magnetic
field appliance. The HMR2300 Smart Digital Magnetometer is a more effective tool to
properly choose RSM location, it detects magnetic fields with more precision and should
be used with Tech Note TN2010-01 to identify RSM locations that are free from magnetic
interference.
The RSM can detect magnetic fields in three dimensions. This means that magnetic
influences below the RSM can also affect performance. Be sure to evaluate potential
magnetic influences above and below the RSM.

NOTE: Changes to the magnetic field around the RSM can affect the RSM calibration and require
revalidation of the RSM performance.
Known sources of interference include (but are not limited to) the following types of
material located near the RSM (normally, these materials within 12 inches can cause
interference):
• Steel-wound aircraft ducting
• Steel hose clamps
• Steel control cables and turnbuckles
• Steel tube – especially at the welds
• Magnetized or magnetic hardware
• Servos
• Trim motors
• Poor bonding of electrical connections
• Blower motors
• Cockpit or cabin speakers
Known sources of interference due to electrical noise include (but are not limited to) the
following. Be sure to check for interference with the following systems operating:
• Servos
• Alternator/Generator and cabling to aircraft battery
• Blower motors
• Strobes, beacons
• Pulse equipment (DME, transponder active TAS, TCAS)
• Air conditioner
• Electrical ground current through the aircraft skin
The following Table shows minimum separation distances from common sources of interference that
have resulted in an acceptable magnetic environment. These are guidelines and will not result in
satisfactory performance in every situation. Magnetic influence is somewhat additive, so multiple
sources of interference may require greater separation distances than shown here.
Magnitude
Aircraft Equipment or Structure Suggested Separation to RSM
Total Gauss Field (TG)(1)
+/- 20 higher than
Ferrous fasteners (non-magnetized) 6 inches
Magnitude (TG)(base)
+/- 20 to +/-30 higher
Larger ferrous parts Unknown – suggest 12 inches
than Magnitude (TG)(base)
700 - 1000 (too high)
Batteries, Steel Tube,
or 12 inches
non-magnetized structure/equipment
300 - 400 (too low))

Magnitude
Aircraft Equipment or Structure Suggested Separation to RSM
Total Gauss Field (TG)(1)
1200 – 1800 (extremely
high) Servo Motors, Fan Motors, magnetized-
or steel tube/welds/Steel wound ducting/ 15 inches
200 -300 (extremely fasteners
low)
Greater than 1800 Speakers 24 inches plus
Note: The separations above are not absolute and further minimum distances may be required!
The installing dealer is responsible for choosing a proper RSM location. (1) This column is only
applicable to the HMR2300 tester.
Place the HMR or small handheld compass in the proposed RSM mounting location and
move the compass around the location looking for needle deflection. There should be
no more than 2º of compass needle movement within an area 18” x 18”x 18” around the
proposed location. Should the compass show excessive needle movement it would be
required to find a new location or, if feasible, treat the affected area with a degaussing
coil. Contact Aspen Avionics product support for information on obtaining or using a
handheld degaussing coil. A degaussing coil can be purchased at most audio and video
stores.
Operate flight controls from stop to stop and verify no more than 2º of compass needle
movement. Should the compass show excessive needle movement it would be required
to find a new location or degauss the flight control cables and or flight control hardware.
Operate all electrical systems. The compass needle should not deflect more than 2
degrees during testing.
If a location cannot be found with less than 2 degrees of deflection then the electrical
device causing the interference will need to be determined. The device causing the
interference may need to be re-bonded or the wiring may need to be relocated.
If the HMR or compass does not show any deflection from electrical or mechanical
sources then that location should be acceptable to mount the RSM.
6.10.5 Pressurized Aircraft
On pressurized aircraft it will be necessary for the RSM wiring to penetrate the aircraft
pressure vessel. The installer is responsible for obtaining proper documentation and
FAA approvals from either the airframe manufacturer or from a DER or FAA field office
for any penetrations of the pressure vessel or bulkhead.
NOTE: Penetration of the pressure vessel is not approved under this STC and will require separate
approval.
NOTE: Mounting the RSM on the pressure vessel is beyond the scope of this STC and requires
separate approval.

6.10.6 RSM Mounting on Non-Metal or Damage-Tolerant Design Aircraft
Approval for the structural aspects of mounting the RSM to a composite or fabric skinned
aircraft, including consideration for the direct effects of lightning, is beyond the scope of
the EFD1000 AML STC. Separate FAA approval for structural and lightning direct effects
considerations is required before mounting the RSM on these aircraft types.
RSM installation on aircraft certified to 14CFR Part 23 Amendment 23-48 or later (such
as the Gippsland GA-8) must be evaluated for damage tolerance if the RSM is to be
located on the wing, empennage or associated structure. Therefore the installation of
the RSM on the wing, empennage or associated structure of these aircraft is beyond the
scope of this manual and requires separate approval.
The installation information for the RSM in this manual is satisfactory to meet the
requirements for the direct effects of lightning for all metal aircraft.
It is not possible to determine the lightning direct effects on equipment mounted

internally in composite and fabric aircraft. Therefore, the only acceptable areas for RSM
internal mounting are shown in Figure 6-14. The same bonding requirements for an
external mounting must be adhered to.
Though separate approval must be obtained for the RSM structural and, in the case of
fabric and composite aircraft, lightning direct effects; installation of the remaining
EFD1000 system components is approved under the EFD1000 AML-STC. This includes
HIRF and lightning induced transient susceptibility approval of the EFD1000 system
installation (i.e. display, RSM, CM, ACU, and associated wiring).
Each RSM harness shield must have its own (i.e. not shared with another RSM) bonding
location.
6.10.7 Second RSM Placement (MFD1000)
Use the EFD1000 MFD’s RSM mounting limitations in Section 6.6.3.
6.10.8 RSM Mounting Angles
For RSM mounting the following maximum mounting angles apply.
NOTE: For aircraft operating in the latitudes above 55N or in the southern fourth of Australia it is
recommended that the RSM mounting angles be at 5 degrees or less.

6.10.8.1 Longitudinal Axis
Parallel line to
aircraft center line 4º
4º
+/- 4º Max Alignment error

from aircraft centerline
FWD
Figure 6-16: RSM Top View longitudinal Alignment

6.10.8.2 Pitch Axis
Maximum fore and aft tilt is in relation to the aircraft waterline. An aluminum shim
might be required to keep orientation within limits (see Section 6.10.12 for shim
fabrication).
10º Max Fore or Aft Tilt
FWD
Figure 6-17: RSM Fore or Aft Max Tilt
SHIM
(Installer Fabricated if necessary)
10º Max Fore or Aft Tilt

Aircraft Waterline
Skin
Aircraft
FWD
Figure 6-18: RSM Fore or Aft Max Tilt (Shim installed)

6.10.8.3 Roll Axis
Maximum side-to-side tilt is 10 degrees in relation to wings level. An aluminum shim

might be required to keep orientation within limits (see Section 6.10.12 for shim
fabrication).
10º Max Tilt
Front View
Figure 6-19: RSM Side to Side Max Tilt

SHIM
(Installer Fabricated if necessary)
10º Max Tilt
Front View
Figure 6-20: RSM Side to Side Max Tilt (Shim installed)
6.10.9 RSM External Mount – Aluminum Skin
This STC approves the use of the doubler shown in Figure 6-21 for Aluminum Skinned
aircraft only. Mounting the RSM to a composite or fabric aircraft is not approved by this
STC and will require that the installer obtain separate approval of the RSM mounting on
these classes of aircraft. After the RSM mounting has been approved, this STC may be
subsequently installed.
The doubler may be purchased from Aspen under P/N 503-00015-001 or may be
installer fabricated using the dimensions and rivet holes as shown. Should the installer
wish to deviate from this doubler in size, rivet count, rivet spacing, or doubler thickness,
they are required to seek separate approval.
6.10.9.1 RSM Doubler Fabrication
1) Determine the thickness of the aircraft skin.

2) For aircraft skins 0.050” thick and less the doubler should be made from 0.050”
material or optionally Aspen P/N 503-00015-001 doubler may be used. For
aircraft skins thicker than 0.050 the doubler should be made from material the
same thickness as the aircraft skin.

3) Fabricate the doubler from 2024-T3 AMS-QQ-A-250/5 to the dimensions in

Figure 6-21, Tolerances ± 0.030.
Figure 6-21: RSM Doubler P/N 503-00015-001
NOTE: The tab for the RSM shield ground lug connection may be bent as shown or the entire
forward edge may be extended and bent down as a tab.
4) Remove burrs and break sharp edges (0.005” – 0.015”).

5) Finish with Alumiprep Etch and Alodine Conversion Coating.
6) Mask around the four (4) mounting holes the diameter of the mounting washers or
1/2" on the down side of the doubler (see Figure 6-22). Prime that side with epoxy
primer per MIL-P-23377. Do not prime the side that faces the aircraft skin. This
allows for a doubler to aircraft skin bond and mounting washer to doubler bond.
7) Mark forward direction on doubler because pattern is not symmetrical.
8) Using the doubler as a template match drill holes in aircraft fuselage at location
determined from Section 0. Doubler must be aligned to the longitudinal axis of the
aircraft to within ±4º (see Figure 6-16).

Mask four (4) places

Do not primer
Allows for electrical bond
Primer between washer and doubler.
FWD
Down side
Figure 6-22: Masking of Doubler

9) Remove burrs and break sharp edges on the aircraft skin (0.005” – 0.015”)
10) Burnish the aircraft skin on the inner surface in the area where the doubler will
mount. Apply Alodine 1201 and do not prime.
11) The doubler is attached to the inside surface of the aircraft skin with solid rivets.
12) For aircraft skin less than 0.032 thick install with MS20470AD4 protruding head
rivets.
13) For aircraft skin thickness of 0.032 install with NAS1097AD4 rivets flush in the
fuselage skin. Carefully control the countersink depth to not knife-edge the
fuselage skin.
14) For aircraft skin thicknesses 0.040 to 0.050 install with NAS1097AD4 rivets flush
in the fuselage skin.
15) For aircraft skins 0.063 or thicker install with NAS1097AD5 rivets flush in the
fuselage skin.

Figure 6-23: Doubler Installation
6.10.10 RSM Internal Mount
The installer must use a suitable existing shelf or fabricate a suitable mounting bracket
for internally mounting the RSM. Use AC43.13-2B Chapter 1 for additional structural
data.
6.10.11 RSM Installation
CAUTION: Do not use a magnetic tipped or electric screwdriver to mount the RSM as this may
magnetize the RSM and cause heading errors.
CAUTION: For installations made under revision J or later of the Installation manual, only non-
ferrous mounting hardware can be used (i.e., screws, nuts, washers, nutplates) to mount
the RSM. Use of any ferrous hardware may cause compass errors. The supplied Brass
hardware should be used.
NOTE: The RSM contains a sensitive magnetometer. Nearby ferrous components or hardware can
magnetize the RSM and/or cause erroneous indications.
1) It is not required to remove aircraft surface paint below RSM unless an aluminum shim was
required on extreme mounting angles. The shim must be bonded to the fuselage.
Bonding of RSM is through four (4) mounting screws to doubler.
2) Install ring terminal to RSM shield ground wire.
3) Install RSM on aircraft and secure using four (4) screws, four (4) washers, and four (4) nuts
as identified below. Installer may substitute non-ferrous nut plates for washers and nuts
provided the nutplates are attached to the doubler only and not the aircraft skin.

Description
8-32 Brass screw 1¼” MS35214-47
Brass locking nuts MS21044B08 (formerly AN365-B832)
Brass Washer NAS1149B0832H (formerly AN960-B8)
Table 6-4: RSM Mounting Hardware
4) Torque hardware to 12-15 in-lbs. Do not over-torque the hardware as it may cause the
RSM housing to crack.
5) Attach ring terminal to ground stud on RSM doubler tab.
6) Apply a bead of non-corrosive sealant around the RSM.
Aircraft Skin
Doubler
(installer fabricated)
FWD
Figure 6-24: RSM Mounting
6.10.12 RSM Shim Fabrication (if necessary)
If the RSM exceeds the mounting limits of Section 6.10.8 a shim will be required.
Fabricate a shim with the dimensions of the RSM baseplate. Optionally the shim can be
made square and slightly larger than the RSM baseplate for ease of construction (see
Figure 6-25).
Figure 6-25: Example Shim Top View
The shim must not exceed the minimum and maximum thickness as shown in Figure
6-26. Use of a thicker shim is acceptable but not approved under this STC. A thicker
shim will require a local approval.

No Thinner than 0.040"

No Thicker than 3/8"
Figure 6-26: Example Shim Side View

1) Use RSM doubler as a template to mark shim stock.
2) Fabricate shim from 2024-T3 aluminum with the four (4) mounting holes and 0.625” cable
pass-thru drilled through.
3) Remove burrs and break sharp edges (0.005” – 0.015”)
4) Finish with Alumiprep Etch and Alodine Conversion Coating.
5) Mask off top side of shim 1/4” inside mounting surface of RSM and mask off a similar area
on the bottom so that these areas remain Alodine only (see Figure 6-27). Prime unmasked
areas with epoxy primer per MIL-P-23377. Paint to match aircraft color if desired.
Epoxy Primer Do not Prime
Both Sides Mask Off
Both Sides
Figure 6-27: Masking of Shim for Priming

6) The shim must be bonded to the aircraft skin by removing the paint and prepping the
aircraft surface where the shim and RSM will be mounted. Remove paint ½” inside the
outer footprint of the RSM mounting location. Burnish the aircraft skin and apply Alodine
1201, do not prime.
7) Sandwich the shim between the aircraft skin and the RSM following the RSM installation
procedure in Section 6.9.8.
8) Apply non-corrosive sealant around shim and RSM.

6.11 ACU/ACU2 Installation

The ACU/ACU2 has no user interface, and therefore can be remote mounted. The optimum
mounting location is an area that minimizes wire runs to interfacing equipment. This typically
means near the autopilot computer if installed.
When mounting the ACU/ACU2 find a location in the aircraft of known load carrying
capabilities such as:
• Existing Avionics Shelf
• Baggage compartment
• Radio Rack
• Cockpit Floor
Figure 6-28: ACU/ACU2 Mount to Flat Metal Shelf
6.11.1 ACU/ACU2 Mounting
Mount the ACU to existing shelf in any orientation using six (6) MS35206 #8-32 screws,
six (6) NAS1149FN832P washers, and six (6) MS21044N08 #8-32 self-locking nuts.
Tighten nuts to 12 in-lbs.
Installation of the ACU/ACU2 must be in accordance with AC43.13-2B, Chapter1

Paragraphs 100 to 114, pages 1 to 8. An unpainted surface of the ACU case must be
bonded to aircraft ground either through mounting to a metal shelf or with an installer
fabricated bonding strap of wire braid or single stranded wire no more than 12 inches in

length. Attach ground lug of bonding strap to one of the mounting screws if required.
Refer to AC 43.13-1B paragraphs 11-187 to 11-190, pages 11-73 to 11-79 for
additional bonding information.
Verify ACU case to airframe ground has ≤ 3 milliohms of resistance.
Should a shelf or bracket need to be fabricated in order to install the ACU it is beyond
the scope of this STC and will require separate FAA approval for that modification.
1 19
20 37
1 13 1 8
14 25 9 15
Figure 6-29: ACU Dimensions (inches)

Figure 6-30: ACU2 Dimensions (inches)

6.12 Configuration Module Installation

The Configuration Module will be cable tied to the EFD wire harness. Leave just enough slack
in the cable ties so that the configuration module can slide along the EFD cable. This will
prevent strain on the configuration module connector while the EFD harness is manipulated
during installation and subsequent removal/replacement.
1 .8 5
in
in
55
0.
in
0
1.
Figure 6-31: Configuration Module Dimensions (inches)
Cable Tie two (2) places
Figure 6-32: Configuration Module Tie Wrapped to Harness

6.13 Sonalert Installation

The Sonalert must be mounted in a location so that it is audible to the pilot while wearing a
headset during in flight conditions. Acceptable locations are above the pilot’s head, on the
instrument panel, on the glare shield facing upward, or in another location that will assure
that the warning is audible while wearing a headset.
Figure 6-33: Sonalert Mounting Instructions


7 Electrical Installation
7.1 Electrical Load Analysis
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using
the current draw of each installed component as determined from Table 7-1 below.
Component Current Draw (amps)

EFD1000 2.4 nominal @ 28Vdc
4.8 nominal @ 14Vdc
EFD500 0.8 nominal @ 28Vdc
1.6 nominal @ 14Vdc
RSM – Remote Sensor Module Current Draw included in EFD1000
ACU – Analog Converter Unit 0.5 nominal @28Vdc
1.0 nominal @ 14Vdc
ACU2 – Analog Converter Unit 2 0.5 nominal @ 28Vdc
1.0 nominal @ 14Vdc
Configuration Module Current draw included in EFD1000
Table 7-1: Current Draw
7.2 Electrical Installation

For all wiring, do not route wires in an area where flammable fluids or vapors might escape
by leakage of a fluid system.
7.2.1 EFD1000 PFD
A dedicated 7.5 amp pull type circuit breaker and switch or breaker/switch combination
for the EFD1000 PFD must be installed in a location accessible to the pilot while seated.
The breaker will be powered from the switched battery or essential bus. Label the switch
and/or breaker “EFD1000 PFD.” Note – the switch may be labeled “PFD” in a PFD only
configuration. The switch must be rated for at least 7.5 amps continuous duty. Record
the location of circuit breaker and switch on Figure 3 of Aspen Avionics document #900-
00012-001, Instructions for Continued Airworthiness.
7.2.2 EFD1000 MFD
A dedicated 7.5 amp pull type circuit breaker and separate switch or breaker/switch
combination for the EFD1000 MFD must be installed in a location accessible to the pilot
while seated. The breaker will be powered by the switched battery or essential bus.
Label the switch and/or breaker “EFD1000 MFD.” Note - The switch must be rated for at
least 7.5 amps continuous duty. Record the location of circuit breaker and switch on
Figure 3 of Aspen Avionics document #900-00012-001, Instructions for Continued
Airworthiness.
If the aircraft has independent electrical systems then the PFD will be connected to one
bus and the MFD must be connected to the other independent bus.

7.2.3 EFD500 MFD
A dedicated 5A to 7.5A pull type circuit breaker and separate switch or breaker/switch
combination for the EFD500 MFD must be installed in a location accessible to the pilot
while seated. The breaker will be powered by the switched battery or essential bus.
Label the switch and/or breaker “EFD500 MFD”. The switch must be rated for at least 5
amps continuous duty. The EFD500 MFD must have its own independent switch. Record
the location of circuit breaker and switch on Figure 3 of Aspen Avionics document #900-
00012-001, Instructions for Continued Airworthiness.
EFD500 EFD1000 EFD1000

MFD PFD MFD
Figure 7-1: EFD1000 PFD/EFD1000 MFD/EFD500MFD Switches
7.2.4 EFD1000 EBD
A dedicated 7.5 amp pull type circuit breaker and switch or breaker/switch combination
for the EFD1000 EBD must be installed in a location accessible to the pilot while seated.
The breaker will be powered from the switched battery or essential bus. Label the switch
and/or breaker “ASPEN”. The switch must be rated for at least 7.5 amps continuous duty.
Record the location of circuit breaker and switch on Figure 3 of Aspen Avionics
document #900-00012-001, Instructions for Continued Airworthiness.
7.2.5 ACU or ACU2 (optional)
A two (2)-amp pull type circuit breaker for the ACU/ACU2 must be installed in a location
accessible to the pilot while seated. Wire the power source from the avionics bus
(switched battery bus if no avionics bus exists). The breaker is to be labeled “ACU” or
“ACU #1” in a dual ACU installation. If a second ACU is installed it will require its own
two (2) amp breaker labeled “ACU #2”. Record the location of circuit breaker(s) on Figure
3 of Aspen Avionics document #900-00012-001, Instructions for Continued
Airworthiness.
7.2.6 Miscellaneous Wiring Requirements
Use of MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire is

recommended. All wires should be fabricated as shown in Section 9 keeping all grounds
as short as possible.
Wires and connectors must be clearly marked per FAR 23.1365(d).

Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical
damage and minimize exposure to heat and fluids per FAR 23.1365(e).
Do not route wires in an area where flammable fluids or vapors might escape by leakage
of a fluid system.
7.2.7 HIRF/Lightning Requirements
In order to meet HIRF and Lightning requirements it is required that the following cable
runs use either an over braid applied during fabrication or double shielded wires. The
over braid or double shield must extend within the back shell and must be grounded at
both ends.
All ARINC 429 and RS-232 wiring into or out of the EFD require either a double-shielded
wire or a tinned copper over braid be applied over the twisted shielded pair. See Figure
7-2 below and NOTE 1 on Wiring Diagrams 9-4 through 9-14.
Over Braid or
Double Shield 1
GPS1
Twisted Shielded Pair or Pairs* RS-232 or A429
Over Braid or 1
Double Shield
Twisted Shielded Pair or Pairs* GPS2

RS-232 or A429
EFD
*Twisted Shielded Pair or Pairs = all shielded
wires as shown on Wiring Diagrams in Section 9.
This may be one, two, or three sets of twisted
shielded pair. Over braid installed over top.
Over Braid or
Double Shield 1
ACU
Twisted Shielded Pair or Pairs* A429 EFD to ACU only
ACU to Analog GPS,

ACU to Analog VLOC, and
ACU to Autopilot do not require over
1 Tinned copper over braid or doubled shielded wires are braid.
required on the following inputs and outputs. Wire as shown on Wiring Diagrams in
Section 9.
Figure 7-2: Over Braid/ Double Shield Requirements

The following wires require single shields to comply with HIRF and Lightning
requirements:
• Aircraft power to the EFD requires a single stranded shielded wire from circuit
breaker to EFD. See Figure 9-1.
• The discrete output from the EFD to the Sonalert (or relay) and the power wire from
circuit breaker to Sonalert (or relay) require a single stranded shielded wire. See
Figure 9-1.
• EFD to Configuration Module comes as an assembly with color coded wires and uses
an over braid over non-shielded single conductor wires.
EFD1000 to RSM wiring does not require the over braid or double shield, only what is
specified in Section7.2.9.
ACU to GPS, ACU to VLOC receiver, and ACU to autopilot require no additional shielding
just what is specified in the wiring diagrams of Section 9.
7.2.8 EFD to GPS/VLOC/ACU Wiring
Use tinned copper over braid or double-shielded wires on all ARINC 429 and RS-232
wires entering or exiting the EFD back shell. Ground the over braid and wire shields
within the back shell. If using double shielded wire it may be difficult to terminate all
shields within the back shell. If this is the case then use a piece of tinned copper over
braid that extends at least 6 inches outside the back shell to cover all unshielded wires
(see Figure 7-3).
M27500-22TG2V64 or equivalent
6 inches
Solder Splice or Solder

To all ARINC 429 and both shields
RS-232 Sources
Tinned Copper Over
Braid Solder then
Heat Shrink as required
Internal Ground
Lug
Figure 7-3: EFD Back Shell Grounds
At the GPS/VLOC/ACU terminate the over braid within the back shell or as close as
possible. Ground the over braid at this end using a pigtail as short as possible. If using
double shielded wires then ground both shields at the GPS/VLOC/ACU with pigtail as
short as possible.
7.2.9 RSM Wiring
The EFD1000 to RSM wiring run is made with a single cable seven (7) conductor shielded
wire. M27500-A24SD7T23 or M27500-22TG7T14 seven (7) conductor shielded cable
can be used. Cable runs longer than 35ft are not recommended.

Ensure that a trap or drip loop is provided to prevent fluids or condensed moisture from
running into wires and cables dressed downward to a connector, terminal block, panel,
or junction box. See AC 43.13-1B Chapter 11.
7.2.9.1 Assembly using Aspen Prefabricated 25ft and optional 35ft and 50ft Cables
This cable assembly is prefabricated with the following wire color markings and will be
cut to length at the EFD1000.
35ft Cable (412-00005-002)

RSM Pin# EFD Pin# 25ft Cable (412-00001-001) 50ft Cable (412-00006-001)
1 30 White/Black Green/White
2 31 White/Red Green
3 32 White/Orange Brown
4 33 White/Yellow Orange/White
5 34 White/Green Orange
6 35 White/Blue Blue, Blue/White
7 36 White Brown/White
7.2.9.2 Assembly using M27500-A24SD7T23 Cable
Terminate the aircraft side of the RSM wiring with the Hirose circular connector from
installation kit as shown in Figure 7-4 below. Due to the compact design of the Hirose
connector it may be easier to solder the wires to the solder cups on the bench versus
inside the tail of the aircraft. Use a fine tip soldering iron for this procedure.
1) Pass the cable through the hood and metal cover. Strip back the insulation to expose the
shielding and wires with the dimensions that are shown.
2) Stake the metal clamper to the shield in the location shown. A hexagonal crimper such as
the ones used for BNC Coax connector assembly work can be used to crimp it to
approximately 5.2mm outside diameter.
3) Assemble the two pieces of the connector such that the ring retains the solder cup piece.
Discard the washer as it is not required.
4) Solder the seven (7) 24 AWG wires to the connector.
5) Thread metal cover onto connector.
6) Insert screw into metal cover so that it indents into metal clamper.
7) Put hood over metal cover.
M27500-22TG7T14 or
M27500-A24SD7T23 or equivalent
Qty 7 – 22/24 AWG conductors
Metal Clamper
Connector
Metal Hood
Cover
To
Shield PFD
Shield folded
Washer
To back on jacket
RSM Screw
Figure 7-4: RSM Connector assembly

CAUTION: Do not run RSM wiring near high current devices such as strobes and air conditioners and
avoid running RSM wiring in same wire bundle as strobe and air conditioning wiring
bundles if at all practical.
7.2.9.3 EFD END
Terminate the shield at the EFD end inside the back shell. Attach pigtail ground wire
to shield and connect to ground screw as shown in Figure 7-6.
M27500-22TG7T14 or
To RSM M27500-A24SD7T23 or equivalent
Solder Splice or
solder then
Heat Shrink as required
Figure 7-5: EFD Back Shell Grounds/RSM
7.2.10 Configuration Module Wiring
The Configuration Module (CM) connector comes as an assembly with color-coded wires
within an over braid. The wires are inserted into the appropriate pins as shown in Figure
9-1. The green wire with ground lug is attached to back shell.
PFD Pin Color CM Pin

41 Black 1
42 Brown 2
43 Orange 4
44 Red 3
-- Green 5
Table 7-2: CM Wiring
7.2.11 ACU Wiring
Wire the ACU as shown in Section 9 keeping all grounds as short as possible. No
additional HIRF shielding is required. The ACU case must be grounded to airframe
ground for proper operation.
7.2.12 Back Up NAV Indicator Wiring
Wire the NAV indicator as shown in Figures 9-24, 9-25, and 9-26. Do not parallel more
than one NAV Indicator to each ACU. When paralleling the wiring make the splice is as
close to the navigation receiver as practical. Do not splice the connection at the back of
the NAV indicator.

7.2.13 Autopilot Wiring
Wire the autopilot to ACU as shown in Section 9. Remove any existing connections and
switching between GPS and NAV receivers to autopilot. Only ARINC 429 wiring may
remain between the GPS and autopilot for NAV mode GPSS. The ACU will perform all
switching functions to autopilot for GPS1, GPS2, NAV1, and NAV2.


8 Electrical Connections
8.1 EFD Electrical Specifications
8.1.1 Power Input
Nominal Input: .................. 14Vdc or 28Vdc

Operating Range: .............. 9Vdc to 32Vdc (Note: Input power must transition >11VDC
to turn on the unit)
8.1.2 Tone (PFD)/Reversion (MFD) Output
Active on: .......................... Ground

Inactive off: ....................... Open
Load Current: .................... 100ma maximum
8.1.3 Audio Output (PFD with sw 2.10.2and later)
Output Impedance: ............ 8 - 500 ohms +/- 10%

Output Power: ................... 180mw across 8ohm load at 1kHz
8.1.4 RS-232 GPS Input
Data is accepted in packets coded in the industry standard "avionics" format at a baud
rate of 9600, 8 data bits, 1 stop bit, no parity. Packets are accepted at approximately 1
Hz.
In Software version 2.X the following GPS configuration options are available in the
Installation menu:
• GPS TYPE 1 – KLN94 and KLN90B Standard RS-232 configuration.
• GPS TYPE 2 – KLN94 Enhanced configuration. Allows the KLN94 to be configured for
Enhanced RS-232. Curved flight paths can be displayed.
• GPS TYPE 3 – GX-50/55/60/65 configuration.
8.1.5 RS-232 ADC Output
The EFD1000 Display outputs the following computed air data output signals over the
RS-232 bus in Format Z (Shadin) (ADC TYPE 1) and Format C (Bendix King) (ADC TYPE 2):
Label ADC TYPE 1 ADC TYPE 2

True Air Speed X X
Indicated Air Speed X X
Pressure Altitude X X
Outside Air Temp (OAT) X
Wind Direction X X
Wind Speed X X
Rate-of-Turn X
Vertical Speed X X
Heading Data X X
Table 8-1: RS-232 ADC Outputs

8.1.6 ARINC 429 GPS Inputs
The EFD receives the following labels on pins (16, 17) and (20, 21) when transmitted
from a GPS receiver. ARINC 429 word definitions are implemented per GAMA Pub 11. The
GPS input ports can be configured either HIGH or LOW.
ARINC Label(s) EFD Parameter

074 Data Record Header
075, bit 9 set OBS/HOLD Mode
075, bit 9 not set Auto Course Select
Label 100, bits 13(0) CDI Select (GPS) [GNAV installation only]
and 12(1)
Label 100, bits 13(1) CDI Select (VLOC) [GNAV installation only]
and 12(0)
Label 114 GPS “Desired Track”
Label 115 GPS “Waypoint Bearing”
Label 116 GPS “Crosstrack”
Label 117 GPS “Vertical Deviation”
Label 147 GPS “Magnetic Variation”
Label 121 GPS “Horizontal Command”
Label 251 GPS “Distance to Go”
Label 252 GPS “Time to Go”
Label 261G, bits 25 GPS “ENROUTE”

(0), 26(0), 27(0)
Label 261G, bits GPS “ TERMINAL”
25(1), 26(0), 27(0)
Label 261G, bits GPS “APPR Active”
25(0), 26(1), 27(0)
Label 275, bit 23 GPS “TO” Flag
Label 275, bit 24 GPS “FROM” Flag
Label 275, bit 11 set GPS “WPT ALERT”
Label 275, bit 22 set GPS “INTEGRITY”
Label 275, bit 27 set GPS “MSG ALERT”
Label 300 GPS “Mag. Station Decl, Wpt Type, Class
Label 303 GPS “Message Length, Type, Number
Label 304 GPS “Message Characters 1-3”
Label 305 GPS “Message Characters 4-6”
Label 306 GPS NAV Waypoint Latitude” Full precision
Label 307 GPS NAV Waypoint Longitude” Full precision
Labels 310 GPS “Present Position Latitude”
Label 311 GPS ”Present Position Longitude”
Label 312 GPS “Ground Speed”
Label 313 GPS “Track”

ARINC Label(s) EFD Parameter

Label 326 GPS “Lateral Deviation Scale Factor” full precision
Label 327 GPS “Vertical Deviation Scale Factor” full precision
Label 330 GPS FPL Curved “CONIC Arc Inbound Course”
Label 331 GPS FPL Curved “CONIC Arc Radius”
Label 332 GPS FPL Curved “CONIC ARC Course Change Angle”
Label 333 GPS FPL Curved “Airport Runway Azimuth
Label 334 GPS FPL Curved “Airport Runway Length
Label 335 GPS FPL Curved “Holding Pattern Azimuth”
Label 340 GPS FPL Curved “Procedure Turn Azimuth”
Table 8-2: EFD A429 GPS Input
8.1.7 ARINC 429 VLOC Input
The EFD receives the following labels on Pins (18, 19) and (22, 23) when transmitted
from a VLOC receiver. The VLOC input ports can be configured either HIGH or LOW.
ARINC (Label) EFD Parameter

Label 34 Tuned Frequency
Label 34, bit 14 set ILS Energize
Label 173 Localizer deviation and validity flags
Label 174 Glide Slope deviation and validity flags
Label 222 VOR Omni bearing
Table 8-3: EFD A429 VLOC Input
8.1.8 ARINC 429 Output
The EFD1000 transmits the following labels on pins 26 and 27 (Note – some labels are
only transmitted when configured for an ACU installation). Labels 350 and 354 are
proprietary labels and should not be used for any purpose by any other third party
device.
Note – When connecting any third party device to this output it is the installer’s
responsibility to verify that the connected device does not have any adverse
effects from the labels below.
Note – The labels below are non-standard ARINC or GAMA labels due solely to the rate at
which the label is being transmitted.
ARINC
ARINC Label EFD Parameter Software Version
Transmit Rate*
100 Selected Course 200ms 2.0 and subsequent
101(2) Selected Heading 250 ms 2.11 and subsequent
102(2) Selected Altitude 50 ms 2.11 and subsequent
103(2) Selected Airspeed 50 ms 2.11 and subsequent

ARINC
ARINC Label EFD Parameter Software Version
Transmit Rate*
104(2) Selected Vertical Speed 50 ms 2.11 and subsequent
105 Heading Datum 100ms 2.0 and subsequent
110(2) Selected Course 2 200 ms 2.11 and subsequent
114(1) (2) GPS “Desired Track” 200 ms 2.11 and subsequent
116(1) (2) GPS “Crosstrack” 50 ms 2.11 and subsequent
117G(1) (2) GPS “Vertical Deviation” 50 ms 2.11 and subsequent
121(1) GPS “Roll Steering” 100 ms 2.11 and subsequent
147(1) (2) GPS “Magnetic Variation” 1000 ms 2.11 and subsequent
173 Lateral Deviation 50ms 2.0 and subsequent

174 Vertical Deviation 50ms 2.0 and subsequent
203(2) Pressure Altitude 50ms 2.0 and subsequent
204(2) Pressure Altitude (Baro corrected) 50ms 2.0 and subsequent
206(2) Indicated Airspeed 50 ms 2.11 and subsequent
210(2) True Airspeed 200ms 2.0 and subsequent
212(2) Altitude Rate 50 ms 2.11 and subsequent
222(2) VOR Bearing 100 ms 2.11 and subsequent
235 Baro Correction (inHg) 50ms 2.8 and subsequent
251(1)(2) GPS “Distance To Go” 200 ms 2.11 and subsequent
261 Discrete Word #2 100 ms 2.0 and subsequent

270 Discrete Word #1 250 ms 2.11 and subsequent
277 Course Datum 100ms 2.0 and subsequent
312(1)(2) GPS “Ground Speed” 400 ms 2.11 and subsequent
313(1)(2) GPS “True Track Angle” 50 ms 2.11 and subsequent
320 Magnetic Heading 50ms 2.0 and subsequent
324(2) Pitch Angle 50 ms 2.11 and subsequent
325(2) Roll Angle 50 ms 2.11 and subsequent
326(2) Body Pitch Rate 50 ms 2.11 and subsequent
327(2) Body Roll Rate 50 ms 2.11 and subsequent
330(2) Body Yaw Rate 50 ms 2.11 and subsequent
332(2) Body Lateral Acceleration 50 ms 2.11 and subsequent
333(2) Body Normal Acceleration 50 ms 2.11 and subsequent
350 Proprietary 1000ms 2.0 and subsequent

354 Proprietary 1000ms 2.0 and subsequent
(1) These labels are only transmitted if fresh data is received from the selected GPS Source. As
such, the actual output rate is also limited to the rate which the GPS outputs these labels.
(2) These labels are only transmitted if the 429 OUTPUT PORT SPEED is set to HIGH. Other labels,
are transmitted if the 429 OUTPUT PORT SPEED is set to HIGH or LOW
*The label rate has a tolerance of plus 10% and minus 0%
Table 8-4: EFD1000 A429 Output

8.2 ACU Electrical Specifications (910-00004 all dash numbers)

8.2.1 Power Input
Nominal Input: .................. 14Vdc or 28Vdc

Operating Range: .............. 11Vdc to 32Vdc
8.2.2 Decision Height (DH) Input
A differential input from the DH output of a radar altimeter.

DH on: .............................. Difference between +DH and –DH greater than 5Vdc
DH off: .............................. Difference between +DH and –DH less than 1Vdc
Load: ................................. 10000 ohms +DH to –DH
8.2.3 VLOC Receiver
8.2.3.1 NAV Composite Input
An input connected to the composite output of a VHF Navigation receiver.

Nominal Input: .............. 0.5Vrms VOR
..................................... 0.35Vrms Localizer
Input Impedance: .......... 100K ohms
8.2.3.2 ILS Energize Discrete Input
Low impedance to ground supplied from a Navigation receiver when it is tuned to a

localizer frequency.
Active:........................... Less than 500 ohms to ground or less than 1.5Vdc
Inactive: ........................ Open circuit sinking less than 1 ma to ground at 28Vdc
8.2.3.3 Glide Slope Deviation Input
A low level differential input that accepts a glide slope signal from an external VHF
Nav receiver.
Input Range: ................. ±150mVdc full scale
Max Input Range: .......... ±400mVdc
Load: ............................ 1000 ohm
8.2.3.4 Glide Slope Flag Input
A low level valid input from an external VHF Navigation receiver.

Valid: ............................ Greater than 260mV across a 1000-ohm load
Invalid: .......................... Less than 100mV across a 1000 ohm load
8.2.4 GPS Receiver
8.2.4.1 OBS Sine, Cosine, Rotor
An OBS resolver output for GPS receivers that require an OBS input. The resolver
output electrical zero is set to +60º (300º ORZ) for compatibility with most legacy
resolvers. The ACU accommodates OBS excitation with DC offset.
Excitation Amplitude: .... 5Vac min to 26Vac max (H to C)
Excitation Frequency: .... 30Hz to 5000Hz

Output Format: ............. Sine (D and E), Cosine (F and G)

Output Gradient: ........... Excitation * 0.401 (26Vac in = 10.4Vac out)
DC Offset: ..................... 0Vdc to +5Vdc (Offset applied to Rotor C)
8.2.4.2 TO/ FROM FLAG Input
Differential input from a GPS receiver indicating whether flying TO or FROM the active
waypoint.
TO the waypoint: ........... +40mV or greater
FROM the waypoint: ...... -40mV or greater
8.2.4.3 LEFT/ RIGHT Input
Differential input from a GPS receiver indicating LEFT or RIGHT of GPS course.
Load: ............................ 1000 ohm
8.2.4.4 Lateral Flag Input
Validity flag from the GPS receiver indicating valid LEFT and RIGHT data.
Valid: ............................ 260mV to 800mVdc
Invalid: .......................... Less than 260mVdc
8.2.4.5 Vertical Deviation Input
Differential input from a GPS receiver indicating a fly UP or DOWN command.

Load: ............................ 1000 ohm
8.2.4.6 Vertical Deviation Flag Input
Validity flag from the GPS receiver indicating valid UP and DOWN data.
Valid: ............................ 260mV to 800mVdc
Invalid: .......................... Less than 260mVdc
8.2.4.7 OBS/ LEG (HOLD) Input
Active low discrete input from a GPS receiver when in the OBS or HOLD mode.
8.2.4.8 APPR Active Input
Active low discrete input from a GPS receiver when approach mode is activated.
8.2.4.9 FCS-LOC Engage Input
Active low discrete input from a GPS receiver when approach is selected.
8.2.5 Autopilot
8.2.5.1 Lateral Deviation Output
A low-level lateral deviation output that is connected to an autopilot lateral deviation

(RT/LT) input. The low side of the differential output is referenced to ground. Before
connecting this output verify the receiving equipment’s left/right input can
accommodate a ground potential on the low side.

Lateral Deviation: .......... ±150mVdc minimum for full scale CDI deflection
Sense: ........................... Positive voltage for fly right
Load: ............................ Will drive up to three 1000 ohm loads
8.2.5.2 Lateral Flag Output
A low level valid output to the autopilot indicating the Lateral (LT/RT) signal from the
ACU is valid.
Valid: ............................ 0.4 to 0.8Vdc
Invalid: .......................... Less than 0.05Vdc
Load: ............................ Will drive up to three 1000 ohm loads
NOTE – ACU2 P/N 910-00004-102 does not have a low-level flag. It provides a discrete to ground
for energizing an external superflag relay.
8.2.5.3 Vertical Deviation Output
A low-level vertical deviation output that is connected to an autopilot vertical (UP/DN)

input. The low side of the differential output is referenced to ground.
Output Voltage:............. ±150mVdc nominal, tracks the glide slope deviation input
signal to within 5%
Loading:........................ Up to three 1000-ohm loads
8.2.5.4 Vertical Flag Output
A low-level output to the autopilot indicating the UP/DN from the ACU is valid.
Valid: ............................ 0.4 to 0.8Vdc
Invalid: .......................... Less than 0.05Vdc
Load: ............................ Will drive up to three 1000-ohm loads
NOTE – ACU2 P/N 910-00004-102 does not have a low-level flag. It provides a discrete to ground
for energizing an external superflag relay.
8.2.5.5 ILS Energize Output
Active low output to an autopilot when an ILS is selected, or GPS approach is active.
ILS/GPS APPR Active: ..... Sink to ground
ILS/GPS APPR Inactive: ... Open
Load Current: ................ 100ma maximum
8.2.5.6 Volt Reference Output
An internally generated +15Vdc reference for KI-525 emulation.

Output Voltage:............. +15Vdc ±2Vdc
8.2.5.7 KI-525A Heading and Course Datum Output
Emulated KI-525A outputs to drive the heading and course datum inputs of an
autopilot.

BENDIX KING KI525A EMULATION

ACU HSI TYPE = 0
2REFERENCE
1DATUM
DESCRIPTION
SCALING VOLTAGE (with ACU DATUM = NORMAL)
ACU P3-23
HDG 500mVdc 15Vdc 500mVdc per degree up to a maximum angle of
ACU P3-22 per degree 30⁰, or 15Vdc. The output remains at +15Vdc from
up to a 31⁰ to 180⁰. At 181⁰ it switches to -15Vdc.
maximum Likewise for negative angles (HDG bug left of the
angle of 30⁰, lubber line) the gradient is -500mVdc per degree
or 15Vdc. up to -30⁰. The output remains at -15Vdc from
-31⁰ to -179⁰. At 180⁰ it switches to +15Vdc.
CRS 167mVdc 15Vdc 167mVdc per degree up to 90⁰, or +15Vdc. From
ACU P3-3 per degree 91⁰ to 180⁰ the output diminishes by 167mVdc per
up to 90⁰, or degree, reaching 0Vdc at 180⁰. For negative angles
15Vdc. (CRS pointer left of the lubber line) the gradient is
-167mVdc per degree up to -90⁰. From -90⁰ to
-179⁰ the output diminishes by 167mVdc per
degree reaching 0Vdc at 180⁰.
1Datum outputs are in reference to ACU P3-11, ACU reference ground.
215Vdc reference may come from ACU P3-9, ACU +15Vdc Out.
Table 8-5: KI525A Emulation Specifications
8.2.5.8 NSD-360 Heading and Course Datum Output

Emulated NSD-360 outputs to drive the heading and course datum inputs of an
autopilot.
NSD-360 EMULATION
ACU HSI TYPE = 1
2REFERENCE
1DATUM
DESCRIPTION
SCALING VOLTAGE
(with ACU DATUM = NORMAL)
ACU P3-23
HDG 167mVdc per 15Vdc Assuming a reference voltage of 15Vdc, the
ACU P3-22 degree up to Reference gradient is 167mVdc per degree up to 90⁰, or
90⁰, or voltage may +15Vdc. From 91⁰ to 180⁰ the output diminishes
15Vdc. be any by 167mVdc per degree, reaching 0Vdc at 180⁰.
positive DC For negative angles (HDG Bug left of the lubber
or AC line) the gradient is -167mVdc per degree up to
reference -90⁰. From -90⁰ to -179⁰ the output diminishes by
voltage 167mVdc per degree reaching 0Vdc at 180⁰.
CRS 167mVdc per 15Vdc Assuming a reference voltage of +15Vdc, the
ACU P3-3 degree up to Reference gradient is 167mVdc per degree up to 90⁰, or
90⁰, or voltage may +15Vdc. From 91⁰ to 180⁰ the output diminishes
15Vdc. be any by 167mVdc per degree, reaching 0Vdc at 180⁰.
positive DC For negative angles (CRS pointer left of the lubber
or AC line) the gradient is -167mVdc per degree up to
reference -90⁰. From -90⁰ to -179⁰ the output diminishes by
voltage 167mVdc per degree reaching 0Vdc at 180⁰.
2Reference voltage typically comes from autopilot computer.
Table 8-6: NSD360A Emulation Specifications

8.2.5.9 PN-101 Heading and Course Datum Output
Emulated PN-101 outputs to drive the heading and course datum inputs of an autopilot.
PN-101 EMULATION
ACU HSI TYPE = 3
2REFERENCE
1DATUM
DESCRIPTION
SCALING VOLTAGE
ACU P3-21 (with ACU DATUM = NORMAL)
HDG The gradient is 26Vac Assuming a reference voltage of 26Vac, the
ACU P3-22 scaled to Reference gradient is 131mVac per degree up to 90⁰, or
11.8Vac voltage may 11.8Vac. From 91⁰ to 180⁰ the output
maximum at be any AC diminishes by 131mVac per degree, reaching
90⁰ when using reference 0Vac at 180⁰. For negative angles (HDG Bug left
a 26Vac voltage of the lubber line) the gradient is out of phase
reference. It is with the reference and is 131mVac per degree
linear between up to -90⁰. From -90⁰ to -179⁰ the output
0⁰ and 90⁰. diminishes by 131mVac per degree reaching
0Vdc at 180⁰.
CRS The gradient is 26Vac Assuming a reference voltage of 26Vac, the
ACU P3-3 scaled to Reference gradient is 131mVac per degree up to 90⁰, or
11.8Vac voltage may 11.8Vac. From 91⁰ to 180⁰ the output
maximum at be any AC diminishes by 131mVac per degree, reaching
90⁰ when using reference 0Vac at 180⁰. For negative angles (HDG Bug left
a 26Vac voltage of the lubber line) the gradient is out of phase
reference. It is with the reference and is 131mVac per degree
linear between up to -90⁰. From -90⁰ to -179⁰ the output
0⁰ and 90⁰. diminishes by 131mVac per degree reaching
0Vdc at 180⁰.
2Reference voltage typically comes from autopilot computer or aircraft inverter.
Table 8-7: PN101 Emulation Specifications
8.2.5.10 ACU Flight Director Types
Flight Director ACU FD TYPE

Scale Pitch, Range Scale Roll, Range FD Valid
Type Setting
None ACU FD TYPE 0
Bendix King ACU FD TYPE 1 -6.0 Vdc = 9.9⁰ UP -0.6Vdc = 10⁰ RT >5Vdc on P2-27
KI256 +10.0Vdc = 9.1⁰ DN +0.6Vdc = 10⁰ LT >5Vdc on P2-9
Offset 0Vdc Offset 0Vdc
Reserved ACU FD TYPE 2
ARC G550A ACU FD TYPE 3 +0.5Vdc = 20⁰ UP +0.5Vdc = 20⁰ RT >5Vdc on P2-27
(Note 1) -0.5Vdc = 20⁰ DN -0.5Vdc = 20⁰ LT >5Vdc on P2-9
Century ACU FD TYPE 4 9Vdc = Full UP +10Vdc = Full RT >2Vdc on Pitch
52C77 (Note 1) 3Vdc = Full DN -10Vdc = Full LT Hi P2-33
Table 8-8: ACU Flight Director Types
Note 1: ACU Software Version A-02-178-1.1 or subsequent is required for the G- 550A and 52C77
Flight Director emulations.

8.2.5.11 Flight Director Valid Input
A single high level valid discrete supplied by the flight director computer indicating
validity of the command bar signals to the ACU.
Valid: ............................ Greater than 5Vdc
Invalid: .......................... Less than 2Vdc
8.2.5.12 Flight Director Engaged Input
A single high level valid discrete indicating the pilot has engaged the flight director.
Engaged: ....................... Greater than 5Vdc
Disengaged: .................. Less than 2Vdc
8.2.5.13 Heading Valid Output
Active low discrete output indicating the PFD directional gyro is valid.
Valid: ............................ Sinks to ground
Invalid: .......................... Open
8.2.5.14 GPS Selected Output
Active low discrete output indicating GPS1 or GPS2 is the current coupled sensor on
the HSI.
GPS coupled: ................. Sinks to ground
GPS not coupled: ........... Open
8.2.5.15 ARINC 429 Output
The ACU transmits the following labels on P3 pins 4 and 5 for GPS receivers and
systems that require ARINC 429 magnetic heading and selected course.
ARINC Rate
PFD Data EFD Software Version
Label (ms)
100 Selected Course 200 2.0 and later
320 Magnetic Heading 200 2.0 and later
Table 8-9: ACU A429 Output
8.3 ACU2 Electrical Specifications (910-00004-10x only)

The ACU2 has the same interfaces as the ACU above on connectors J1/J2/J3 plus it adds the
following interfaces on connector J4.
8.3.1 ADF Bearing
The ACU2 will read Sin/Cos signals from ADF#1 and ADF#2.
Input Range: ...................... 4.5 ± 3 Vdc scale
Max Input Range: .............. +8.5Vdc
Load: ................................. at least 68000 ohm

8.3.2 STEC 55X Enhanced Features
This functionality is enabled with an Unlock card.

55X ALT ENGAGE (Disc2): ........ Active Low (from PFD) when Selected Altitude is reached
55X VERT SPEED SEL(Disc1):..... Active Low (from PFD) when PFD is controlling VS of 55X
VSC (VS Command): ................. +5VDC at 0fpm, +/- 0.0795V per 100fpm
VSC COM: ................................ Ground from 55X
VSC REF: .................................. +10VDC from 55X, also used as pullup voltage for
ANN LOAD/CLK/DATA (thru 10k resistor)
8.3.3 Radio Altimeter
The ACU2 will read differential signal from a compatible Radio Altimeter.
Input Range: ...................... -0.2 to +28Vdc
Max Input Range: .............. ± 29.2Vdc
Load: ................................. at least 121000 ohms
Displayed Resolution: ........ 10ft from 0 to 500ft, 100ft from 500ft and above
Radio Altimeter Valid:

Valid: ................................ Less than 1V or greater than 9V
Invalid: .............................. Greater than 1V and less than 9V
RA TYPE
Radio Altimeter Type Scaling
Setting
None NONE NONE
KRA 10 RA TYPE 1 For Radio Altitude 20 to 2500 ft. = +4mV/foot
Collins ALT 50/55 RA TYPE 2 For Radio Altitude ≤ 500 feet:
Voltsin = (0.02 * RALT) + 0.4 or
RALT (ft.) = (50ft/VDC * Voltsin ) - 20 ft.
For Radio Altitude > 500 feet:
Voltsin = 0.003 * (RALT-500) +10.4 or
RALT (ft.) = (333.3333ft/VDC * Voltsin) – 2966.7
ARINC 552 RA TYPE 3 For Radio Altitude ≤ 480 feet:
Voltsin = (0.02 * RALT (ft.)) + 0.4
For Radio Altitude > 480 feet:
Voltsin = (10) * (1 + Ln ((RALT (ft.) + 20)/500)
KRA 405 RA TYPE 4 For Radio Altitude -20 to 2500 ft.
Precision Out -10mv/ft.
KRA 405 RA TYPE 5 For Radio Altitude -20 to 500 ft. = +20mv/ft.
Aux Out #1 For Radio Altitude 500 to 2500 ft. = +3mv/ft.
For Radio Altitude = Zero ft. = +0.400 volts
Sperry RT-200 RA TYPE 6 For Radio Altitude -20 to 2500 ft. = -4mv/ft.
ARINC 429 RA TYPE 7 Label 164 on ARINC 429 RX3
Table 8-10:– Radio Altimeter Types

8.3.4 Heading Synchro Out
The ACU2 will output a heading synchro (bootstrap) signal per ARINC 407 to external
equipment.
Heading Reference In:

Input Range: ...................... 17Vac to 30Vac
Frequency Range: .............. 300Hz to 5500Hz
Load: ................................. at least 68100 ohm
Heading Reference Out:

Output Voltage: ................. 17Vac to 30Vac (26Vrms nominal) into a 10000-ohm load
Frequency Range: .............. 350Hz to 450Hz
Load: ................................. 10000 ohms
Synchro Output:
Output Format:.................. VX-z = VRefsin(Ө - 120⁰)
VY-Z = VRef sin(Ө + 120⁰)
Output Range: ................... 0 to 11.8Vrms
The ACU2 will disable the heading reference output when an external reference of
greater than 18Vac is applied across pins 26V-REF-H and 26V-REF-C.
Heading Valid:
Open Collector output to the heading valid flag. It can sink up to 100mA to ground at
28Vdc.
8.3.5 +/- 15Vdc Power Output
The ACU2 outputs +15Vdc and -15Vdc to external equipment such as a Bendix King KA-
52/57.
+15 Range: ....................... +14Vdc to +15.5Vdc at up to 150mA
-15 Range: ........................ -14Vdc to -15.5Vdc at up to 150mA
8.3.6 Outside Air Temperature (OAT)
The ACU2 will accept an external OAT probe to drive the OAT indication on the EFD. May
be used when the RSM is mounted internally or in the exhaust stream.
OAT Excitation: ................. 4.5 to 5.5Vdc at up to 20mA
OAT Signal: ....................... 213.15 to 333.15μA (±60C)
OAT Signal Load: ............... 6040 ohms ± 0.1%
8.3.7 Glideslope Flag (Narco)
The ACU2 provides a high impedance (10K) glideslope flag input for use with Narco and
other NAV radios unable to drive the standard 1k load.
Valid: ................................ Greater than 260mV across a 10000-ohm load
Invalid: .............................. Less than 100mV across a 10000-ohm load

8.3.8 ACU2 Flight Director Inputs
The ACU2 makes hardware and software changes to the flight director inputs on
connector J2 that allows for new FD types. FD Valid and FD Engage inputs are the same
as ACU above.
Flight Director ACU FD TYPE
Scale Pitch, Range Scale Roll, Range FD Valid
Type Setting
None ACU FD TYPE 0
Bendix King ACU FD TYPE 1 -6.0 Vdc = 9.9⁰ UP -0.6Vdc = 10⁰ RT >5Vdc on P2-27
KI256 +10.0Vdc = 9.1⁰ DN +0.6Vdc = 10⁰ LT >5Vdc on P2-9
ARC G550A ACU FD TYPE 3 +0.5Vdc = 20⁰ UP +0.5Vdc = 20⁰ RT >5Vdc on P2-27
-0.5Vdc = 20⁰ DN -0.5Vdc = 20⁰ LT >5Vdc on P2-9
Century 52C77 ACU FD TYPE 4 9Vdc = Full UP +10Vdc = Full RT >2Vdc on Pitch
3Vdc = Full DN -10Vdc = Full LT Hi P2-33
S-TEC-55X ACU FD TYPE 8 5Vdc = 8.1 deg down +60mVdc/deg =Lt >4Vdc on P2-9
-5Vdc = 10.6 deg up -60mVdc/deg = Rt
Collins FD112x ACU FD TYPE 10 +150mVdc/deg, +20U⁰ +150mVdc/deg, Valid when P2-
-150mVdc/deg, -20D⁰ +18R⁰ 27 is < 2Vdc,
Offset 0Vdc -150mVdc/deg, - Invalid when >
18L⁰ 5Vdc
Offset 0Vdc
Sperry AD500 ACU FD TYPE 11 +27mVdc/deg, +10U⁰ +7.5mVdc/deg, >5Vdc on P2-27
-27mVdc/deg, -10D⁰ +30R⁰
Offset 0Vdc -7.5mVdc/deg, -30L⁰
Offset 0Vdc
Table 8-11: Flight Director Types

8.3.9 ARINC 429 Output
The ACU2 transmits the following labels on J3-4/J3-5 (TX2) for GPS receivers and
systems that require ARINC 429 magnetic heading, air data and selected course. Can be
configured High or Low speed.
Note- Except as shown in the wiring diagrams (Section 9) no ARINC 429 interfaces are
ARINC EFD Software

PFD Data Rate (ms)
Label Version
100 Selected Course 200 2.0 and later
320 Magnetic Heading 200 2.0 and later
203 Pressure Altitude 200 2.0 and later
204 Baro Corrected Altitude 200 2.0 and later
210 True Airspeed 200 2.0 and later
Table 8-12: ACU2 ARINC 429 Output
8.4 EFD Pin Out

Pin Input /
Name Function
Number Output
1 POWER - Main DC power input
2 POWER - “
3 POWER - “
4 GND - Main DC ground
5 GND - “
6 GND - “
7 Digital Discrete OUTPUT Tone Alert (PFD)/Reversion Relay (MFD)
8 RS-232RX1 INPUT RS-232 RX1 (115kb)
9 RS-232RX2 INPUT RS-232 RX2
13 RS-232TX1 OUTPUT RS-232 TX1
16 ARINCRX1A INPUT ARINC Receiver 1
17 ARINCRX1B INPUT ARINC Receiver 1
26 ARINCTX1A OUTPUT ARINC Transmitter 1
27 ARINCTX1B OUTPUT ARINC Transmitter 1
28 AUDIO OUT OUTPUT Audio Out*
29 AUDIO RTN OUTPUT Audio Return*
30 RS-232TX0 OUTPUT RS-232 TX

Pin Input /
Name Function
Number Output
31 RS-232RX0 INPUT RS-232 RX0 (115kb)
32 RSMC - RSM data (EFD1000 only)
33 RSMD - RSM data (EFD1000 only)
34 RSME - RSM data (EFD1000 only)
35 RSMF - RSM data (EFD1000 only)
36 RSMG - RSM data (EFD1000 only)
37 ENET TX+ OUTPUT Ethernet TX bus
38 ENET TX- OUTPUT Ethernet TX bus
39 ENET RX+ INPUT Ethernet RX bus
40 ENET RX- INPUT Ethernet RX bus
41 CONFIGA - Configuration Module connection
42 CONFIGB - “
43 CONFIGC - “
44 CONFIGD - “
* Available with MAP 2.10.2 and later PFD only
Table 8-13: PFD/MFD Pin Out
1 15
16 30
31 44
Figure 8-1: PFD/MFD Connector (as viewed from rear of unit)
8.5 RSM Pin Out
Pin Input /
Name Function
Number Output
1 RSMA - RSM Connection
2 RSMB - RSM Connection
3 RSMC - RSM Connection
4 RSMD - RSM Connection
5 RSME - RSM Connection
6 RSMF - RSM Connection
7 RSMG - RSM Connection
Table 8-14: RSM Pin Out
Male Pin Side Solder Cup Side
1 6 6 1
7 7
2 5 5 2
3 4 4 3
Figure 8-2: RSM Mating Connector –Install Side

8.6 Configuration Module Pin Out
Pin Input /
Name Function
Number Output
1 ConfigA - CM Connection
2 ConfigB - CM Connection
3 ConfigD - CM Connection
4 ConfigC - CM Connection
5 ConfigS - Shield Ground
Table 8-15: Configuration Module Pin Out
5
4
3
2
1
Figure 8-3: Configuration Module Connector (Install side)
8.7 ACU/ACU2 Pin Out
Pin Input /
Name Function
Number Output
J1-1 429RX2A INPUT ARINC 429 Port 2 Receive A
J1-2 429RX2B INPUT ARINC 429 Port 2 Receive B
J1-3 PWR-COM - Power Common
J1-4 GPS+LT INPUT GPS Lateral Dev Input (-)
J1-5 GPS-LATFLG INPUT GPS Lateral Flag Input (-)
J1-6 GPS+DN INPUT GPS Vertical Dev Input (-)
J1-7 GPS+FR INPUT GPS TO/FROM Input
J1-8 GPS-VERTFLG INPUT GPS Vertical Dev Flag (-)
J1-9 Reserved - Reserved
J1-10 +11 to 32Vdc - Aircraft Primary Power
J1-11 GPS+RT INPUT GPS Lateral Dev Input (+)
J1-12 GPS+LATFLG INPUT GPS Lateral Flag Input (+)
J1-13 GPS+UP INPUT GPS Vertical Dev Input (+)
J1-14 GPS+TO INPUT GPS TO/FROM Input
J1-15 GPS+VERTFLG INPUT GPS Vertical Flag (+)
Table 8-16: ACU J1 Pin Out
1 8
9 15
Figure 8-4: ACU J1 Connector (as viewed from front of unit)

Pin Input /
Name Function
Number Output
J2-1 COMPOSITE INPUT VOR/LOC Composite input
J2-2 /ILS-ENERGIZE INPUT Active Low input from VHF Nav Rx
J2-3 /Spare-Disc1 INPUT Spare Discrete Input
Open collector output to drive the back course sense circuit of
J2-41 /BACK-CRS-OUT OUTPUT
an autopilot
J2-5 /ILS-ENERGIZE-OUT OUTPUT Active Low Output when ILS Selected or GPS Appr Active
J2-6 /FCS-LOC-IN INPUT Low Input from GPS when Appr Selected
J2-7 /OBS-LEG-IN INPUT Active Low from GPS when GPS OBS mode selected
J2-8 -DH INPUT Differential –DH input
J2-9 FD-ENGAGED INPUT Flight Director Engaged (command bars in view when active)
J2-10 FD-ROLL2 INPUT Roll input for ARC and Bendix
J2-11 +VLOCFLG-OUT OUTPUT Valid VHF Nav VOR or Localizer signal
J2-12 +GS-IN INPUT Glideslope deviation from VHF Nav Rx
J2-13 +GSFLG-IN INPUT Glideslope flag from VHF Nav Rx
J2-14 FD-PITCH-COM INPUT Pitch Signal common for all FD types
J2-15 FD-ROLL-COM INPUT Roll Signal common for all FD types
J2-16 +UP OUTPUT Vertical output to autopilot (H)
J2-17 +VERT-FLG OUTPUT Vertical output flag (H)
J2-18 +RT OUTPUT Lateral deviation output
J2-19 ACU #1/#2 INPUT Spare Discrete Input
J2-20 COMPOSITE-COM - VOR/LOC common
J2-21 Reserved - Spare Discrete Input
J2-22 Reserved - Spare Discrete Input
J2-24 APPR-ACT INPUT Active Low input from GPS when GPS approach mode activated
J2-251 HEADING VALID OUTPUT Active Low Output when Heading Valid
J2-26 +DH INPUT Differential +DH Input
J2-27 FD-VALID INPUT Flight Director Active High valid
J2-28 FD-PITCH2 INPUT Pitch Input for ARC Flight Director
J2-29 ALT ENGAGE OUTPUT 10Vdc when Selected Alt reached
J2-30 -VLOCFLG-OUT - Common
J2-31 -GS-IN INPUT Glideslope deviation from VHF Nav Rx
J2-32 -GSFLG-IN INPUT Glideslope flag from VHF Nav Rx
J2-33 FD-PITCH1 INPUT Pitch Input for Century and Bendix FD
J2-34 FD-ROLL1 INPUT Roll Input for Century FD
J2-35 +DN OUTPUT Vertical output to autopilot (L)
J2-36 -VERT-FLG OUTPUT Vertical output flag (L)
J2-37 +LT OUTPUT Lateral deviation output

1NOTE – On ACU2 P/N 910-00004-102, J2-4 is a NAV Flag Discrete and J2-25 is a
Glide Slope Flag Discrete used on autopilots that require a superflag input.
1 19
20 37
Pin Input /
Name Function
Number Output
J3-2 429TX1A OUTPUT ARINC 429 Port 1 Transmit A
J3-3 CRS-DATUM OUTPUT Course Datum output
J3-5 429TX2B OUTPUT ARINC 429 Port 2 Transmit B
J3-6 OBS SIN - OUTPUT Sin of selected course angle (L)
J3-7 OBS COS - OUTPUT Cos of selected course angle (L)
J3-8 ROTOR C OUTPUT OBS sin/cos excitation (L)
J3-9 +15V-EXT-OUT OUTPUT Internal +15Vdc reference
J3-10 SIGNAL-COM - Signal ground
J3-11 HDG/CRS-COM - Signal ground
J3-16 SIGNAL-COM - Signal ground
J3-17 GPS SELECTED OUTPUT Active Low signal to drive GPS and Autopilot inputs.
J3-18 OBS SIN + OUTPUT Sin of selected course angle (H)
J3-19 OBS COS + OUTPUT Cos of selected course angle(H)
J3-20 ROTOR H INPUT OBS sin/cos excitation (H)
J3-21 ARINC-HDG-CRS-EXT - 26Vac reference to emulate an ARINC synchro interface
J3-22 HDG-DATUM OUTPUT Heading Datum output
J3-23 HDG-CRS-DATUM-EXT INPUT Heading/Course Datum excitation input
J3-25 HDG-CRS-OFST INPUT Heading/Course Datum excitation offset input

1 13
14 25

Pin Input /
Name Function
Number Output
J4-1 +15VDC Out OUTPUT 15Vdc power to external equipment
J4-4 400HZ-REF-LO OUTPUT 400Hz excitation for heading synchro
J4-5 HDG Y OUTPUT Heading synchro (Y-Z)
J4-6* DME1-DATA +8V INPUT Serial Data in for DME1
J4-7* DME1-CLK +8V INPUT Serial Clock In for DME1
J4-8* DME2-GATE +8V INPUT Data Gate In for DME2
J4-9* DME-COM INPUT Common for DME1 and DME2
J4-10 ADF1 +REF INPUT DC Voltage In from ADF1
J4-11 OAT +5 OUTPUT 5V excitation to OAT probe
J4-12 ADF2 +REF INPUT DC Voltage In from ADF2
J4-13 OATSIG INPUT OAT input signal
J4-14* 422TX1+ OUTPUT RS-422 Port 1 Serial Data Out
J4-15* 422TX2+ OUTPUT RS-422 Port 2 Serial Data Out
J4-16* 422RX1B INPUT RS-422 Port 1 Serial Data In, or RS-232 RX1
J4-17* 422RX2A INPUT RS-422 Port 2 Serial Data In
J4-18 /DISC1 OUTPUT 55X Vertical Speed Select
J4-19 /DISC3 OUTPUT Active Low Discrete Output
J4-20 +RADALT INPUT Radio Altitude Input
J4-21 RADALT-VLD INPUT Radio Altitude Valid
J4-22 -15VDC OUT OUTPUT -15Vdc Output for external equipment
J4-25 400HZ-REF-HI OUTPUT 400Hz excitation for heading synchro
J4-26 HDG-X OUTPUT Heading synchro output (X-Z)
J4-27 HDG-Z OUTPUT Heading synchro output (Z)
J4-28* DME1-GATE +8V INPUT Data Gate In for DME1
J4-29* DME2-DATA +8V INPUT Serial Data In for DME2
J4-30* DME2-CLK +8V INPUT Serial Clock In for DME2
J4-31 ADF1+SIN INPUT DC voltage In from ADF1
J4-32 ADF1+COS INPUT DC voltage In from ADF1
J4-33 ADF2+SIN INPUT DC voltage In from ADF2
J4-34 ADF2+COS INPUT DC voltage In from ADF2
J4-35* 422TX1- OUTPUT RS-422 Port 1 Serial Data Out, or RS-232 TX1
J4-36* 422TX2- OUTPUT RS-422 Port 2 Serial Data Out, or RS-232 TX2
J4-37* 422RX1A INPUT RS-422 Port 1 Serial Data In

Pin Input /
Name Function
Number Output
J4-38 232/422 SERIAL COM - Chassis Ground
J4-39* 422RX2B INPUT RS-422 Port 2 Serial Data In, or RS-232 RX2
J4-40 /DISC2 OUTPUT 55X Alt Engage
J4-41 /DISC4 OUTPUT Active Low Discrete Output
J4-42 -RADALT INPUT Radio Altitude Input
J4-43 ANN-LOAD INPUT S-TEC 55X Annunciator Load
J4-44 /SPARE-DISC3 INPUT Discrete Input
J4-46 /SPARE-DISC5 - Discrete Input or Output
J4-52 /SYN-HDG-VALID OUTPUT Active Low output when synchro Hdg Valid
J4-53 MK12D-GS+FLG INPUT High impedance Glideslope Flag (Narco)
J4-54 MK12D-GS-FLG INPUT High impedance Glideslope Flag (Narco)
J4-55 ANN-CLK INPUT S-TEC 55X Annunciator Clock
J4-56 ANN-DATA INPUT S-TEC 55X Annunciator Data
J4-57 VSC-REF INPUT Vertical Speed Reference In
J4-58 VSC OUTPUT Vertical Speed Out
J4-59 VSC-COM - Vertical Speed Common
J4-60 26V-REF-H INPUT 26V Heading Synchro Reference In
J4-61 26V-REF-C INPUT 26V Heading Synchro Reference In
J4-62* BARO-OUT OUTPUT Baro Correction Output (0-5Vdc)
Table 8-19: ACU J4 Pin Out (ACU2 only)
*NOTE – These connections are provisional only and are not operational currently. Future
EFD software will enable these functions.
1 21
22 42
43 62
Figure 8-7: ACU2 J4 Connector (ACU2 only)

9 Installation Wiring Diagrams

The following Section contains wiring diagrams for common interfacing equipment to the PFD, MFD,
EBD, ACU, RSM, and Configuration Module. Although the list of interfacing equipment is quite
extensive it does not cover all compatible equipment. For interfaces that are installed but not shown
it is required by the ICAs that a drawing be made and inserted into Aspen Avionics document #900-
00012-001, Instructions for Continued Airworthiness. All other drawings used from this section by
the installer must be copied and inserted into the ICA’s.
There will be some GPS receivers not shown on these drawings that will be compatible with the
EFD1000 system. The EFD1000 is compatible with ARINC 429, RS-232, and analog GPS receivers.
For flight plan information to be presented on the PFD an RS-232 or ARINC 429 interface is
required. Should an RS-232 or ARINC 429 bus not be available or incompatible then the GPS can
still be connected to the EFD1000 system using analog signals to drive the HSI deviation indications.
In this situation, GPS flight plan data will not be available. It will be up to the installer to verify the
interface is fully functional by performing a complete GPS manufacturer’s ground check of the
system.
There are also VLOC receivers not shown in these drawings that can be connected either by ARINC
429 to the PFD or through VOR composite video into the ACU or ACU2. Any radio with a nominal
output of 0.5Vrms VOR or 0.35Vrms Localizer composite video format are supported. It will be up to
the installer to verify the interface is fully functional by performing a complete VOR manufacturer’s
ground check of the system.
The EFD1000 with ACU or ACU2 emulates a Bendix King KI-525A, a NSD-360A, and a PN-101 HSI
by providing outputs for HDG Datum and CRS Datum to an autopilot. The EFD1000 is compatible
with any autopilot that is compatible with a KI-525A, NSD-360A, or PN-101 HSI. Should
connections be made to an autopilot not shown in these drawings the installer must verify the
interface is fully functional by performing a complete ground and flight check of the system per the
autopilot manufacturer’s installation manual or maintenance instructions.
The EFD1000 Pro with ACU emulates the Bendix King KI-254/256, ARC G-550A, and Century 52C77
flight director indicators. The EFD1000 Pro with ACU2 emulates the same FD types as the ACU but
includes the FD112V and AD500 flight director indicators. All autopilots that output flight director
signals of the above types are compatible with the EFD1000 flight director display.
NOTE: The FD112V and AD500 Flight Director require an unlock card to enable.
To begin planning the electrical installation, select the drawing in the list below preceded by an
asterisk, “*”, that matches the aircraft equipment configuration, and then wire as shown. GPS1,
GPS2, NAV1, NAV2, and the autopilot are options on each page. Simply make the connections to
the equipment you plan to install and omit the other units from the drawing. You will configure the
system later based upon the Configuration ID#s shown in the Configuration Matrix on each drawing.
Aspen Avionics Inc. uses the terms “GNAV” when referring to a combination GPS/VLOC Receiver with

an integral CDI source select (i.e., GNS-430), “GPS” for a standalone GPS Receiver (i.e., GNS-400,
KLN90B), and “VLOC” for stand-alone VOR/Localizer equipment (i.e., KX-155, SL30).
9.1 List of Wiring Diagrams – PFD (and EBD)
Figure # Description
9-1 EFD1000 Main Connections
9-2 ACU Main Power
9-3 Decision Height (DH)
*9-4 PILOT & EBD Basic - Digital RS-232 Interface
*9-5 PILOT & EBD Basic - Digital ARINC 429 Interface
*9-6 PRO/VFR/EBD Adv Single Digital with “Tracker” or No autopilot
*9-7 PRO/VFR/EBD Adv Single Digital with ACU/ACU2(example: GNS430 and ACU, no Analog NAV)
*9-8 PRO/VFR/EBD Adv Digital/Analog Mix with ACU/ACU2(example: GNS430 and Analog NAV)
*9-9 PRO/VFR/EBD Adv Dual Digital without ACU
*9-9A PRO/VFR/EBD Adv Dual Digital with ACU/ACU2
*9-9B Non-Aspen PFD with EBD Backup or cross-side EFD1000
*9-9C Non-Aspen PFD with EBD Backup or cross-side EFD1000, using ACU2
*9-10 PRO/VFR/EBD Adv ARINC 429 GPS & Dual Analog VLOC with ACU/ACU2
*9-11 PRO/VFR/EBD Adv RS-232 GPS & Analog VLOC with ACU/ACU2
9-12 KLN89/B & KLN94 Interface
9-13 KLN-90/A/B Interface
9-14 Apollo GX-50/55/60/65 Interface
9-15 Analog NAV/VLOC Interface
9-15A Analog Narco and ARC Navigation Radio Interface
9-16 Bendix/King KAP and KFC 100/140/150/200/250/275 Autopilot Interface
9-16A Bendix King KFC250 (4”)/325 Autopilot Interface
9-16B Bendix King KFC300 Autopilot Interface
9-17 S-TEC autopilot interface
9-17A S-TEC 55X with ACU2 (PFD controller for Alt Pre-select/VS, PFD annunciations, direct FD connection)
9-17B S-TEC NSD-360A Emulation – Removed – not recommended
9-18 Century autopilot interface
9-18A Century 21/31/41/2000
9-18B Century IIB/III 1C388/M & 1C388C/MC
9-18C Century IIB/II 1C388-2/-3
9-18D Century IV
9-19 Cessna ARC 300B/400B/800B
9-19A Cessna 300/400/800 IFCS
9-19B Cessna Navomatic 400/400A
9-19C Cessna Navomatic 300A
9-19D Cessna Navomatic 300
9-19E Cessna ARC 1000A IFCS
9-20 Bendix FCS-810
9-20A Bendix M-4C and M-4D
9-21 Collins AP-106/107
9-22 Sperry SPZ200 and SPZ500 Autopilots
9-23 KI-256 Flight Director Emulation Bendix/King
9-23A 52C77 Flight Director Emulation Century 41/2000
9-23B 52C77 Flight Director Emulation Century IV
9-23C G-550A/1050A Flight Director Emulation ARC

9-23D S-TEC 55/55X/60/65 Flight Director using ST645/670
9-23E Reserved
9-23F Collins FD-112V Flight Director Emulation
9-23G Bendix M-4D Flight Director with existing Collins FD
9-23H Sperry AD500 Flight Director Emulation
9-24 Back-Up NAV Indicator (internal converter)
9-25 Back-Up NAV Indicator (OBS Resolver)
9-26 Back-Up NAV/GPS Indicator (OBS Resolver)
9-27 Non-Aspen Equipment Configuration Notes
9-28 EHA Interfaces - Traffic, XM Weather, WX-500
9-28A RS-232 Air Data Output
Appendix E EA100 Autopilot Attitude Source, Bendix King and Century – See Appendix E
Appendix F Autopilot Source Selection – PFD/MFD1000 – See Appendix F
Appendix G Altitude Pre-Select for KFC200 only – See Appendix G
Appendix J ATX100 and 100G Wiring Diagram and installation info
Appendix M Third Party (L3 and Garmin) ADS-B Wiring Diagram and installation info
Table 9-1: PFD/EBD Wiring Diagrams
9.2 List of Wiring Diagrams – MFD/PFD Multi Display Systems

Two “Generic” drawings (Figure 9-30 and 9-30A) are provided that will work with any
interface. It will be necessary to use other drawings from Section 9 to complete the wiring
interface to the GPS receiver, NAV receiver, and ACU.
Two configuration specific drawings (Figure 9-31 and 9-32) are provided that show the most
common system configurations. These drawings show the complete NAV/GPS and ACU
interfaces to the EFD1000 and EFD500 systems.
9-1 EFD500/1000 MFD main connections
9-30 GENERIC: PFD with MFD
9-30A GENERIC: PFD with MFD1000 and MFD500
9-31 PFD with MFD, GNAV1 and Analog NAV2 and/or GPS2
9-32 PFD with MFD, GNAV1 and GNAV2
Table 9-2: MFD Wiring Diagrams
9.3 Optional Interfaces – ACU and ACU2
Figure # Description ACU ACU2

9-28A Magnetic Heading – Low Speed ARINC 429 X X
9-28A Magnetic Heading – High Speed ARINC 429 X
Air Data output (ARINC 429) – ACU installations must use RS-232 output from
9-28A X
EFD (Fig 9.28) for Air Data output.
9-28B Magnetic Heading -ARINC 407 Synchro X
9-28C ADF Interface X
9-28C Radio Altimeter Interface X
9-28D Remote OAT Probe Interface X
Table 9-3: Optional ACU/ACU2 Interfaces

9
5
No Vertical Deviation on PFD
EFD1000 EFD1000 PFD
CONNECTOR Placard -
44 PIN F D-SUB VFR PFD only EFD1000 MFD
P/N DD44F10000
EFD500 MFD 7.5A (EFD1000)

P1 5A – 7.5A (EFD500) Wire Types in this Manual
ASPEN 7.5A (ASPEN)
20 AWG 14-28Vdc SINGLE UNSHIELDED
POWER 1 MIL-W-22759
24 AWG Battery Bus
DOCUMENT # 900-00003-001
POWER 2 BREAKER SINGLE SHIELDED 22 AWG
POWER 3 MIL-W-27500
20 AWG
GND 4
24 AWG TWISTED SHIELDED PAIR 22 AWG
GND 5
MIL-W-27500
GND 6
6 Note – Use separate ground attachment
TINNED COPPER OVERBRAID
points for PFD and MFD1000
DABURN P/N 2350-X
DIGITAL_OUT 7
Sonalert HIRF/ LIGHTNING OVER BRAID OR
PFD Pro or EBD 6 7 AUDIO PANEL
DOUBLE SHIELDED WIRE
AUDIO OUT 28 UNSWITCHED AUDIO IN HI
AUDIO RTN 29 UNSWITCHED AUDIO IN LO
All wires in this manual are 22 AWG unless otherwise

CONFIGURATION 1 noted.
MODULE
CONNECTOR
Pigtail Assembly Connect ground lugs to airframe ground with as short
412-00004-001 Molex P/N 50-57-9045
2 a conductor as possible.
Black
1 CONFIG_A
PAGE 172-422
CONFIG_A 41
Brown Connect to airframe ground with as short a conductor
CONFIG_B 42 2 CONFIG_B 3
Orange as possible.
CONFIG_C 43 3 CONFIG_D
Red
CONFIG_D 44 4 CONFIG_C Note wires cross and are not in numerical order
4

4 5 CONFIG_S
Each EFD must use its own individual switch for redundancy.
RSM CONNECTOR 5 Label accordingly. PFD may be labeled “PFD” in a PFD only
7 CONDUCTOR SHIELDED WIRE 8 HIROSE
SR30-10PF-7P(71) installation. “ASPEN” label is for EBD installations only.
RSM SHIELDING EXTENDS WITHIN
BACK SHELLS
Green/White
Sonalert or Audio Out is required on PFD Pro with SVT
White/Black
Figure 9-1: EFD1000/500 Main Connections

RSM_A 30 1 RSM_A 6 enabled, otherwise it is optional. Connection of both
White/Red Green
RSM_B 31 2 RSM_B Sonalert and Audio not allowed. MFD(s), PFD Pilot, and
White/Orange Brown
RSM_C 32 3 VFR PFD are no connect. Audio is PFD sw 2.10 and later.
22 or 24 AWG (all 7)
RSM_C
White/Yellow Orange/White
RSM_D 33 4 RSM_D EFD1000 only Audio must be adjusted such that the audio level is
White/Green Orange 7
RSM_E 34 5 RSM_E similar to other audio/warnings heard by the flight crew
White/Blue Blue, Blue/White through adjustment pots on audio panel or setting of
RSM_F 35 6 RSM_F
White Brown/White audio level in PFD config menu or by use of trimming
RSM_G 36 7 RSM_G resistors.
color code
cable code
35ftColor 50ft cable
Colorcolor
codecode
25ft 412-00005-001
Cable (412-00001-001) 35ft 412-00006-001
Cable (412-00005-002) &
8 PFD RSM and MFD RSM wiring must be isolated/
50ft Cable (412-00006-001
separate from each other. Also PFD RSM wiring must be
GROUND TERMINAL WIRE SHIELD TERMINATES TO isolated/separate from EBB58 wiring. See Section 6.5.3.
LENGTH 12 INCHES MAX “METAL CLAMPER” WITHIN
CHASSIS CONNECTOR
STUD 9 VFR PFD only – place placard near the PFD stating
GROUND STRAP
“No Vertical Deviation on PFD”
8 INCHES
CONNECT TO BOLT ON PFD

BRACKET (BACKSIDE OF PANEL) -
AIRFRAME GROUND
REVISION CL
LABEL
ACU #1
ACU
P1 1 All wires are 22 AWG unless otherwise
2A noted.
+14VDC/+28VDC IN 10
2 2 2 amp circuit breaker MS26574-2 or
AIRCRAFT GROUND 3 equivalent. Connect to avionics bus or
battery bus if no avionics bus exists.
ACU Chassis must be connected to
3 airframe ground for proper operation. If
ACU case is not grounded by mounting
to metal shelf or attachment point then a
ground wire from case to airframe
ground must be installed.
LABEL Optional – ACU #2 is only required

ACU #2 when dual Analog VHF Navigation
ACU#2 receivers are installed.
P1
2A
+14VDC/+28VDC IN 10
2
AIRCRAFT GROUND 3
Figure 9-2: ACU/ACU2 Input Power
KRA-10A
1 DH interface requires PFD software
version 1.1 or later.
ACU 1
P3 DH On requires that DH+ (Pin 26) is 5Vdc
2
greater (or more) than DH- (Pin 8) when
+15 V out 9 Decision Height is reached by Radar
4 KI-250 Altimeter. DH Off = less than 1Vdc difference.
P2 4
P1 3 KFC200/250 installations – If pin B of the
DH + 26 KI258/256 is powered by KA-285 pin A
DH - 8 8 then pin A should be moved to pin 11 of
the KI-250 as shown. See KRA-10A
installation manual for Note 6 “Optional
11 Dimming Bus” connection.
4 If the Rad Alt has a ON/OFF switch then

the DH light may come on when the
KI-258/256 switch is OFF. Use second contact of a
double pole switch to open the jumper
P1
from ACU P3-9 to P2-26.
KA-285
Autopilot
3 B DH Annun HI (28V)
5 If your Radar Altimeter System is not
Annunciator A existing wire
shown consult manufacturers’ reference
T DH Annun HI (14V)
(move) documents for proper connection.
W DH Annun LO
Refer to manufacturers’ documentation to
6
verify the integration data and for
information regarding checkout procedures.
This drawing, as it pertains to the non-
Aspen equipment, is for reference only.
Figure 9-3: Decision Height (DH) Interface

GPS
EFD1000 KLN89/B KLX135
GX50
GX55 KLN35A
/60 KLN94 /A
Over Braid or
Double Shield P891
P1 P1 P1 P1
1 P941
RS232 IN PORT 2 (1) 9 (8) 5 6 2 10 12

3
1 Over shield or over braid required on this wire bundle to

Configuration Matrix comply with HIRF & Lightning. Extend within back shell.
(see Section 10) Ground at both ends.
ID#1 ID#2 Description 2 Configure RS-232 output to “Aviation” format on GPS.
F NONE GPS1, No GPS2
3 Optionally a twisted pair (22TG2V64) may be used with
NONE NONE No GPS1, No GPS2 the second conductor grounded at both ends.
4 Refer to manufacturers’ documentation to verify the

integration data and for information regarding checkout
procedures. This drawing, as it pertains to the non-Aspen
equipment, is for reference only.
Figure 9-4: PILOT & EBD Basic RS-232 GPS Interface
EFD1000 GPS
GNS4xx GTN6xx GPS150 Apollo KLN90
GNC300
GNS5xx GTN7xx 155/165 2001 A/B
Over Braid or
Double Shield P4001 P1001 P1 P1 P1 P901
1
429 GPS RX1A 16 46 10 16 16 41 24

429 GPS RX1B 17 47 29 15 15 40 23
2 2 2 4
Configuration Matrix
(see Section 10)
Back-up NAV indicator maybe required for IFR
ID#1 ID#2 Description 3 use. Consult manufacturers’ installation manual.
C NONE GPS1, No GPS2
4 Configure GPS for “King EFS 40/50”

NONE NONE No GPS1, No GPS2
5 Refer to manufacturers’ documentation to verify

Over shield or over braid required on this wire
1 the integration data and for information
bundle to comply with HIRF & Lightning. Extend
regarding checkout procedures. This drawing,
within back shell. Ground at both ends.
as it pertains to the non-Aspen equipment, is for
2 See Figure 9-27 for GPS configuration. reference only.
Figure 9-5: PILOT & EBD Basic ARINC 429 GPS Interface

GNAV
2 2 7
EFD1000 GNS430/W CNX-80
GTN6xx/7xx GNS530/W GNS-480
Over Braid or IFD440/540/550
Double Shield
P1001 P1004 Px001 Px006 P5
1
429 GPS RX1A 16 10 _ 46 _ 4
429 GPS RX1B 29 _ _ 24
17 47
429 VLOC RX2A 18 _ 24 _ 24 5

5 _ _
429 VLOC RX2B 19 23 23 25
429 GPS/VLOC TXA 26 48 4 _ 48(50) _ 8

67 _ 49(51) _
429 GPS/VLOC TXB 27 28
25 57
See Fig 9-28A for optional
air data interface

comply with HIRF & Lightning. Extend within back shell.
Ground at both ends.
2 See Figure 9-27 for GNS/GTN/IFD configuration. (see Section 10)
ID#1 ID#2 Description
3 Use pins 48 & 49 or 50 & 51 not both A NONE
GNS430, No GPS2
Tracker Autopilot
GPS400, No GPS2
If 429 IN 1 is in use see manufacturers installation C NONE Tracker Autopilot
4
instructions and wire to another unused 429 IN Port. *GNS530,GNS480, GTN, IFD use same
config as GNS430
*GPS500 and GTN625/635/725 uses
same config as GPS400
5 GPS-400, GPS-500, GTN625/635/725 use same
connections minus the VLOC wiring. PFD pins 18
and 19 are no connect.
6 Pins 4 & 24 may be swapped with pins 5 & 25 if configured

accordingly.
Requires GNS-480 SW v2.3. See Figure 9-27 for GNS-480

7
configuration.
8 Refer to manufacturers documentation to verify the

Figure 9-6: PRO/VFR/EBD Adv Single Digital with "Tracker" or no Autopilot Interface

This drawing is used for a single GNAV and autopilot interface only.
Use Figure 9-8 if adding a second GPS or Analog Nav2 receiver.
GNAV
2 2 6
EFD1000 GNS430/W
GNS530/W CNX-80
GTN6xx/ 7xx
IFD440/540/550 GNS-480
Over Braid or
Double Shield P1001 P1004 Px001 Px006 P5
1
429 GPS RX1A 16 10 _ 46 _ 4 4
429 GPS RX1B 29 _ _ 24
17 47
ACU/ACU2
P1
429 RX2A 1 _ 24 _ 24 5 4
_ 23 _ 23 25
429 RX2B 2
P3
_
429 TX2A 4 48 48(50) _ 8
7 5
67 _ 49(51) _
429 TX2B 5 28
25 57
1 See Fig 9-28A for optional
Over Braid or air data interface
Double Shield P3
Autopilot
VLOC/ACU RX2A 18 2 429 TX1A
A
VLOC/ACU RX2B 19 15 429 TX1B U
T
See Figure:
O
PFD 429 TX1A 26 1 429 RX1A P
I 9-16 to 9-22 for Autopilot
PFD 429 TX1B 27 14 429 RX1B L 9-23 for Flight Director
O
T
1 Over shield or over braid required on this wire bundle to comply with HIRF &
Lightning. Extend within back shell. Ground at both ends.
2 See Figure 9-27 for GNAV configuration. (see Section 10)
3 Use pins 48 & 49 or 50 & 51 not both. ID#1 ID#2 Description
GNS430, No GPS2
4 Pins 4 & 24 may be swapped with pins 5 & 25 if configured accordingly. B NONE No NAV2
With Autopilot
5 If 429 IN 1 is in use see manufacturers installation instructions and wire to another
unused 429 IN Port. *GNS530, GNS480, GTN, IFD use same
config as GNS430
6 Requires GNS-480 SW v2.3. See Figure 9-27 for GNS-480 configuration.
7 See Figure 9-28A Note 2 for information on paralleling PFD A429 TX1 to GPS for airdata
info in lieu of using ACU P3 4/5.
8 Refer to manufacturers documentation to verify the integration data and for
information regarding checkout procedures. This drawing, as it pertains to the non-
Aspen equipment, is for reference only.
Figure 9-7: PRO/VFR/EBD Adv Single Digital with ACU/ACU2

This drawing is used for a single GNAV with a GPS2 and/or NAV2 and with
or w/o autopilot interface. Use Figure 9-7 if No GPS2 and No Analog Nav2 receiver. GNAV #1
2 2 6
EFD1000 GNS430/W
CNX-80
GTN6xx/7xx GNS530/W
GNS-480
IFD440/540/550
Over Braid or
1
429 GPS RX1A 16 10 _ 46 _ 4 4
429 GPS RX1B 29 _ _ 24
17 47
1
429 VLOC RX2A 18 _ 24 _ 24 5 4
_ 23 _ 23 25
429 VLOC RX2B 19
ACU/ACU2
P3
optional _
429 TX2A 4 48 48(50) _ 8
5 3
429 GPS RX3A 20 A429 7 _ _
429 TX2B 5 67 49(51) 28
429 GPS RX3B 21 GPS2
S ee Fig 9-10 f or
pin# s
25 57
Over Braid or See Fig 9-28A for optional
Double Shield P3 air data interface
ACU RX4A 22 2 429 TX1A

RS-232/Analog GPS #2 - optional
ACU RX4B 23 15 429 TX1B
To
G
P
EFD1000 RS-232 Flight Plan See Figure:
PFD 429 TX1A 26 1 429 RX1A S
Pin 9
PFD 429 TX1B 27 14 429 RX1B # 9-12 for KLN89/B & KLN94
2
9-13 for KLN-90/A/B
I 9-14 for GX-50/60 & GX-55/65
N
1 Over shield or over braid required on this wire P
bundle to comply with HIRF & Lightning. U
T
Extend within back shell. Ground at both
ends.
2 See Figure 9-27 for GNS and GTN configuration.
3 Use pins 48 & 49 or 50 & 51 not both.

Analog VLOC #2 - optional
V
4 Pins 4 & 24 may be swapped with pins 5 & 25 L
if configured accordingly. O See Figure 9-15 for:
C
5 If 429 IN 1 is in use see manufacturers
installation instructions and wire to another #
2
KX-155(A) &165(A)
unused 429 IN Port. KN-53
6 Requires GNS-480 SW v2.3. See Figure 9-27 I
KX-170A/170B/175/175B
N
for GNS-480 configuration. Optional
P
U
Back-Up SL-30
7 See Figure 9-28A Note 2 for information on Nav
T Indicator
paralleling PFD A429 TX1 to GPS for airdata
info in lieu of using ACU P3 4/5.
See Figure 9-24, 9-25, 9-26 for
8 Refer to manufacturers documentation to Back-Up NAV recommendations.
verify the integration data and for information
Autopilot-optional
as it pertains to the non-Aspen equipment, is
for reference only.
A
U See Figure:
Configuration Matrix T
(see Section 10) O
P 9-16 to 9-22 for Autopilot
ID#1 ID#2 Description I
L 9-23 for Flight Director
GNS430, No GPS2, O
A D NAV2 T
GNS430, 232 GPS2,
A F No NAV2
GNS430, 232 GPS2,
A H NAV2
GNS430, A429 GPS2,
A B NAV2
*GNS530, GNS480, GTN, IFD use
same config as GNS430
Figure 9-8: PRO/VFR/EBD Adv Digital & Analog Mix with ACU/ACU2

GNAV #1 7
EFD1000 GNS430/W
CNX-80
GTN6xx/7xx GNS530/W
GNS-480
IFD440/540/550
Over Braid or
1
429 GPS RX1A 16 _ 46 _ 4 6
10
29 _ _ 24
429 GPS RX1B 17 47
1
VLOC/ACU RX2A 18 _ _ 24
24 5 6
VLOC/ACU RX2B 19 _ 23 _ 23 25
1 _
EFD 429 TX1A 26 48 48(50) _ 8
4 3 _
67 _ 49(51)
EFD 429 TX1B 27 28
25 57

air data interface
5 GNAV #2 7
Optional GNS430/W
CNX-80
Back-Up GTN6xx/7xx GNS530/W
GNS-480
Over Braid or Nav IFD440/540/550
Double Shield Indicator P1001 P1004 Px001 Px006 P5
1
429 GPS RX3A 20 10 _ 46 _ 4 6
29 _ _ 24
429 GPS RX3B 21 47
1
429 VLOC RX4A 22 _ _ 24
24 5 6
429 VLOC RX4B 23 _ 23 _ 23 25
_ _
48 48(50) 8
4 3
67 _ 49(51) _
28
25 57
Configuration Matrix See Fig 9-28A for optional
air data interface
(see Section 10)
Over shield or over braid required on this See Figure 9-24, 9-25, 9-26 for Back-Up
GNS430, GNS430 1 5
A A No Autopilot wire bundle to comply with HIRF & Lightning. NAV recommendations.
GNS430, GPS400 Extend within back shell. Ground at both
A C Pins 4 & 24 may be swapped with pins
No Autopilot ends. 6
5 & 25 if configured accordingly.
*GNS530, GNS480, GTN, IFD uses same
config as GNS430 2 See Figure 9-27 for GNS and GTN 7 Requires GNS-480 SW v2.3. See Figure 9-
*GPS500 and GTN625/635/725 uses same configuration. 27 for GNS-480 configuration.
config as GPS400
3 Use pins 48 & 49 or 50 & 51 not both. 8 Refer to manufacturers documentation to
verify the integration data and for information
4 If 429 IN 1 is in use see manufacturers regarding checkout procedures. This drawing,
installation instructions and wire to another as it pertains to the non-Aspen equipment, is
unused 429 IN Port. for reference only.
Figure 9-9: PRO/VFR/EBD Adv Dual Digital without Autopilot Interface

EFD1000 GNAV #1 7
GNS430/530/W CNX-80
GTN6xx/7xx
IFD440/540/550 GNS-480
Over Braid or
P1001 P1004 Px001 Px006 P5
Double Shield
1
429 GPS RX1A 16 _ 46 _ 4 6
10
29 _ _ 24
429 GPS RX1B 17 47
ACU/ACU2
P1
429 RX2A 1 _ _ 24
24 5 6
429 RX2B 2 _ 23 _ 23 25
P3
_
429 TX2A 4 48 48(50) _ 8
9 4 3 _
67 _ 49(51)
429 TX2B 5 28
1 25 57
Over Braid or
Double Shield P3
air data interface
VLOC/ACU RX2A 18 2 429 TX1A

A
Autopilot
VLOC/ACU RX2B 19 15 429 TX1B U
T See Figure:
O
EFD 429 TX1A 26 1 429 RX1A P
I
L
9-16 to 9-22 for Autopilot
EFD 429 TX1B 27 14 429 RX1B O 9-23 for Flight Director
T
GNAV #2 or Digital Nav2 or TACAN

5 GDC43
GNS430/530/W CNX-80
GTN6xx/7xx GNC255 TACAN
Optional IFD440/540/550 GNS-480 Adapter
Back-Up
P1001 P1004 Px001 Px006 P5 P2002 P1
Nav
Over Braid or Indicator
Double Shield 7 8
1
_ _ _ _
429 GPS RX3A 20 10 46 4 6
29 _ _ 24 _ _
429 GPS RX3B 21 47
1
429 VLOC RX4A 22 _ _
24 24 5 24 7
6
429 VLOC RX4B 23 _ 23 _ 23 25 23 8
_
48(50) _ _ _
48 8
4 3 _
67 _ 49(51) _ _
28
Configuration Matrix _ _ _ _ _
(see Section 10) See Fig 9-28A for optional 25 57
air data interface
GNS430, GNS430
B A
1 Over shield or over braid required on this wire bundle
with ACU/ACU2
7 Requires GNS-480 SW v2.3. See Figure 9-27 for
GNS430, GPS400 to comply with HIRF & Lightning. Extend within back
B C with ACU/ACU2
GNS-480 configuration.
shell. Ground at both ends.
B K
GNS430, GNC255(2) 8 GDC43 Ternary to A429 converter shown. Other
with ACU/ACU2 A429 TACAN transceivers may be compatible.
2 See Figure 9-27 for GNS/IFD and GTN configuration.
Config Matrix Notes
*GNS530, GNS480, GTN, IFD uses same config as 3 Use pins 48 & 49 or 50 & 51 not both. 9 See Figure 9-28A Note 2 for information on
GNS430 paralleling PFD A429 TX1 to GPS for airdata info
*GPS500 and GTN625/635/725 uses same config as 4 If 429 IN 1 is in use see manufacturers installation in lieu of using ACU P3 4/5.
GPS400 instructions and wire to another unused 429 IN Port.
(2) For TACAN as NAV2 set NAV2 SOURCE LABEL 5 See Figure 9-24, 9-25, 9-26 for Back-Up NAV 10 Refer to manufacturers documentation to verify
= TCN1 on MISC COFIG E page
recommendations. the integration data and for information regarding
checkout procedures. This drawing, as it pertains
6 Pins 4 & 24 may be swapped with pins 5 & 25 if to the non-Aspen equipment, is for reference only.
configured accordingly.
Figure 9-9A: PRO/VFR/EBD Adv Dual Digital with ACU/ACU2

Non-Aspen PFD (i.e., G500/600) with EBD Backup

or cross side EFD1000
(requires EFD1000 EBD sw 2.8.3 or later, EFD1000 sw v2.3 or later)
Note – Due to the requirement for the EFIS to have High Speed GPS and Low Speed VLOC, the A429 inputs to the
EFD1000 must be wired as shown and configured as below.
EFD1000 GNAV #1
GNS430/530/W CNX-80
GTN6xx/7xx
IFD440/540/550 GNS-480
Over Braid or
Double Shield EFIS GPS1 Rx A P1001 P1004 Px001 Px006 P5
EFIS GPS1 Rx B
429 RX1A 10 _ 46 _ 4
16
29 _ _ 24
429 RX1B 17 47
EFIS NAV1 Rx A
EFIS NAV1 Rx B
_ _ 24
429 RX3A 20 24 5
_ 23 _ 23 25
429 RX3B 21
_
EFIS TX A 48 48(50) _ 8
1 _ _
EFIS TX B 67 49(51) 28
429 TX1A 26
N/C 1
429 TX1B 27
GNAV #2
GNS430/530/W CNX-80
GTN6xx/7xx
IFD440/540/550 GNS-480
Over Braid or EFIS GPS2 Rx A P5
P1001 P1004 Px001 Px006
Double Shield
EFIS GPS2 Rx B
429 RX2A _ 46 _ 4
18 10
29 _ _ 24
429 RX2B 19 47
EFIS NAV2 Rx A
EFIS NAV2 Rx B
429 RX4A 22 _ _ 24
24 5
429 RX4B 23 _ 23 _ 23 25
_
EFIS TX A 48 48(50) _ 8
1 _ _
EFIS TX B 67 49(51) 28
EFD1000 Configuration Menu Page (sw 2.3 and later)
NAV NAV NAV ACU
GNAV GNAV Config
SETUP A SETUP B SETUP C CONFIG B
# Installed ID#1 ID#2 A429 IN PORT A429 PORT SPEED Not Applicable A429 Tx Speed
IN 1 = GPS1, IN 2 = NONE IN 1 & 2 = HIGH, 3 & 4 = LOW
1 A None IN 3 = VLOC1, IN 4 = NONE Output = HIGH or LOW
Not Applicable GPS1 = HS A429, VLOC1 = LS A429
IN 1 = GPS1, IN 2 = GPS2 IN 1 & 2 = HIGH, 3 & 4 = LOW Not Applicable GPS1 = HS A429, GPS2 = HS A429,
2 A A IN 3 = VLOC1, IN 4 = VLOC2 Output = HIGH or LOW VLOC1 = LS A429, VLOC2 = LS A429
OBS connection from EFD1000 not possible if A429 EFIS is controlling this input. OBS operation will be performed
1
from cross-side EFIS. If it is desired to have the EFD1000 control one or both OBS input(s) then wire EFD1000 TX1
Out pins 26&27 to GNAV pins 48&49. Do not connect both A429 EFIS and EFD1000 simultaneously to this input.
Figure 9-9B: Non-Aspen PFD with EBD backup or cross-side EFD1000

Non-Aspen PFD (i.e., G500/600) with EBD Backup

or cross side EFD1000, using ACU2
(requires EFD1000 EBD sw 2.8.3 or later, EFD1000 sw v2.3 or later)
Note – Due to the requirement for the EFIS to have High Speed GPS and Low Speed VLOC, the A429 inputs to the EFD1000
must be wired as shown and configured as below. GNAV #1
EFD1000
GNS430/530/W CNX-80
GTN6xx/7xx
IFD440/540/550 GNS-480
Over Braid or EFIS GPS1 Rx A P1001 P1004 Px001 P5
Px006
Double Shield
EFIS GPS1 Rx B
429 GPS RX1A 16 10 _ 46 _ 4
29 _ _ 24
429 GPS RX1B 17 47
ACU2 EFIS GPS1 Rx A
P1
EFIS GPS1 Rx B
_ _ 24
429 RX2A 1 24 5
_ 23 _ 23 25
429 RX2B 2
P3
_
429 TX2A 4 EFIS TX A 48 48(50) _ 8
N/C 1 _ _
429 TX2B 5 EFIS TX B 67 49(51) 28
1
Over Braid or
Double Shield P3 ADF/Rad Alt/Autopilot
A429 RX3A 20 2 429 TX1A See Figure:
A429 RX3B 21 15 429 TX1B 9-16 to 9-22 for Autopilot

9-23 for Flight Director
EFD 429 TX1A 26 1 429 RX1A 9-28 for ADF/Rad Alt/Rmt
EFD 429 TX1B 27 14 429 RX1B OAT/ARINC 407 synchro
HDG
GNAV #2
GNS430/530/W CNX-80
GTN6xx/7xx
IFD440/540/550 GNS-480
Over Braid or
EFIS GPS1 Rx A P1001 P1004 Px001 Px006 P5
Double Shield
EFIS GPS1 Rx B
429 RX2A 18 _ 46 _ 4
10
29 _ _ 24
429 RX2B 19 47
EFIS GPS1 Rx A
EFIS GPS1 Rx B
429 VLOC RX4A 22 _ _ 24
24 5
429 VLOC RX4B 23 _ 23 _ 23 25
_
EFIS TX A 48 48(50) _ 8
1 _ _
EFIS TX B 67 49(51) 28
EFD1000 Configuration Menu Page (sw 2.3 and later)
NAV NAV NAV ACU
GNAV GNAV Config
SETUP A SETUP B SETUP C CONFIG B
# Installed ID#1 ID#2 A429 IN PORT A429 PORT SPEED VLOC1 Speed A429 Tx Speed
IN 1 = GPS1, IN 2 = NONE IN 1 & 2 = HIGH, 3 & 4 = LOW1 Tx Speed = Low
1 B None IN 3 = VLOC1 + ACU, IN 4 = NONE Output = LOW1 Rx Speed = Low GPS1 = HS A429, VLOC1 = LS A429
IN 1 = GPS1, IN 2 = GPS2 IN 1 & 2 = HIGH, 3 & 4 = LOW1 Tx Speed = Low GPS1 = HS A429, GPS2 = HS A429,
2 B A IN 3 = VLOC1 + ACU, IN 4 = VLOC2 Output = LOW1 Rx Speed = Low VLOC1 = LS A429, VLOC2 = LS A429
1
Low setting ok unless advanced ACU2 features needed (ADF/RA/Rmt OAT). If ADF/RA/Rmt OAT required then use HIGH but then all GNAV GPS and
VLOC settings must be HIGH.
1 OBS connection from EFD1000 not possible if A429 EFIS is controlling this input. OBS operation will be performed
from cross-side EFIS. If it is desired to have the EFD1000 control one or both OBS input(s) then wire ACU2 TX2
Out pins 4&5 to GNAV pins 48&49. Do not connect both A429 EFIS and EFD1000 simultaneously to this input.
Figure 9-9C: Non-Aspen PFD with EBD backup or cross-side EFD1000, ACU2

ARINC 429 GPS

EFD1000 2 2
GPS400 GTN625 GNC155/ GNC250/ GPS KLN
GPS500 635/725 300/XL 150/XL 150/160 90/A/B
Over Braid or
Double Shield 1 Px001 P1001 J101 J1 J1 P901
GPS RX1A 16 46 10 16 16 16 24
GPS RX1B 17 47 29 15 15 15 23
ACU/ACU2
P3
3
429 TX2A 4 48(50) 48 32 32 - 5
1 5
429 TX2B 5 49(51) 67 33 33 - 4
Over Braid or
Double Shield
P3
VLOC RX2A 18 2 429 TX1A
VLOC RX2B 19 15 429 TX1B Analog VLOC #1

V
L
O See Figure 9-15 for:
C
# KX-155(A) &165(A)
1
KN-53
Optional
KX-170A/170B/175/175B
Back-Up SL-30
Nav
Indicator
Autopilot - optional
A
Over Braid or U
Double Shield 1 T
See Figure:
O
PFD 429 TX1A 26 1 429 RX1A P
I 9-16 to 9-20 for Autopilot
14 429 RX1B L
PFD 429 TX1B 27 O
T
1 Over shield or over braid required on this wire bundle to comply with
HIRF & Lightning. Extend within back shell. Ground at both ends.
Configuration Matrix 2 See Figure 9-27 for GNS and GTN configuration.
(see Section 10) 3 Use pins 48 & 49 or 50 & 51 not both.
ID#1 ID#2 Description 4 See Figure 9-24, 9-25, 9-26 for Back-Up NAV recommendations.
D NONE GPS1, No NAV1,
5 See Figure 9-28A Note 2 for information on paralleling PFD A429
E NONE GPS1,NAV1 TX1 to GPS for airdata info in lieu of using ACU P3 4/5.
6 Refer to manufacturers’ documentation to verify the integration data

and for information regarding checkout procedures. This drawing, as
it pertains to the non-Aspen equipment, is for reference only.
Figure 9-10: PRO/VFR/EBD Adv ARINC 429 GPS & Analog VLOC (1 or 2) with ACU/ACU2

NOTE – ACU#1 and ACU#2 (if installed) must both be ACU’s or both be ACU2's.
This is due to the requirement that the ACU2 talk HS A429 an the ACU LS A429.
EFD1000 RS-232/Analog GPS #1

To
EFD1000 RS-232 Flight Plan
Pin 9 See Figure:
ACU/ACU2 #1
1
Over Braid or P3 9.12 for KLN89/B & KLN94
Double Shield
G
P
9.13 for KLN-90/A/B
GPS/VLOC RX2A 18 2 429 TX1A S 9.14 for GX-50/60 & GX-55/65
GPS/VLOC RX2B 19 15 429 TX1B I
N
P
U
T
Analog VLOC #1
V
L
O See Figure 9.15 for:
C
# KX-155(A) &165(A)
1
KN-53
Optional
KX-170A/170B/175/175B
Back-Up SL-30
Nav
Indicator
3 Autopilot - optional
1 A
Over Braid or U See Figure:
Double Shield T
O
PFD 429 TX1A 26 1 429 RX1A P 9.16 to 9.22 for Autopilot
I
L 9.23 for Flight Director
PFD 429 TX1B 27 14 429 RX1B
O
T
1 ACU/ACU2 #2 4
P3
Analog VLOC #2
1 429 RX1A V
L
14 429 RX1B O See Figure 9.15 for:
C
1
Over Braid or # KX-155(A) &165(A)
Double Shield 2
KN-53
429 VLOC RX4A 22 2 429 TX1A
Optional
KX-170A/170B/175/175B
429 VLOC RX4B 23 15 429 TX1B
Back-Up SL-30
Nav
Indicator
Configuration Matrix 1 Over shield or over braid required on this wire 4 Omit ACU #2 if using only 1 Analog Nav. ACU
(see Section 10) bundle to comply with HIRF & Lightning. Extend #1 & #2 must both be the same dash number.
See Figure 9.24, 9.25, 9.26 for Back-Up 5 Refer to manufacturers’ documentation to verify
G NONE
GPS1, No NAV1, 2 the integration data and for information regarding
No NAV2 NAV recommendations. If no GPS installed then
GPS1,NAV1, One backup NAV indicator is required. checkout procedures. This drawing, as it pertains
H NONE
No NAV2 to the non-Aspen equipment, is for reference only.
H D GPS1, NAV1, NAV2
3 Autopilot must be connected to ACU #1
Figure 9-11: PRO/VFR/EBD Adv RS-232 GPS & Analog VLOC (1 or 2) with ACU/ACU2

Note – The PFD does not display KLN89/B or KLN94 annunciations other than APPR.
Do not remove any required GPS annunciators or switches during installation.
KLN89/B
KLN94
EFD1000 Over Braid or
P1
Double Shield 1
RS232 IN PORT 2 (1) 9 (8) 2 RS-232 OUT 3

5
ACU
4
P3 P2
OBS COS + 19 36 OBS RESOLVER COS
OBS COS - 7
OBS SIN - 6 37 AC GROUND
OBS SIN + 18 35 OBS RESOLVER SIN
ROTOR (H) 20 34 OBS RESOLVER OUT
1 Over shield or over braid
required on this wire bundle to ROTOR (C) 8
comply with HIRF & Lightning.
Extend within back shell. K1
Ground at both ends. /GPS MODE SEL 17 NO
31 GPS DISPLAYED
2 GPS selected on PFD requires ACFT PWR NC
2
open to GPS. NAV1 or NAV2 P2
selected on PFD requires
/FCS-LOC 6 17 FCS LOC /ENG
ground to GPS. Use 14V or
28V SPDT relay for K1, P/N /OBS-LEG N/C
7 P1
M5757/10.
/APPR ACTIVE 24 18 APPR ACTIVE
3 KLN-94 may be configured for
Standard RS-232 or Enhanced
RS-232. P1 P2
GPS +TO 14 32 +TO

4 Pin 8 may be used provided the GPS +FR 7 33 +FROM
interface does not include XM
Wx GPS +RT 11 12 D-BAR +RT
Optionally a twisted pair GPS +LT 4 11 D-BAR +LT
5
(22TG2V64) may be used with
the second conductor grounded GPS +UP 13 13 Vert +UP
at both ends.
GPS +DN 6 14 Vert +DN
6 Refer to manufacturers’
documentation to verify the P1
integration data and for GPS LAT FLG + 12 10 LAT FLG +
information regarding checkout
procedures. This drawing, as it GPS LAT FLG - 5 11 LAT FLG -
pertains to the non-Aspen GPS Vert FLG + 15 12 Vert FLG +
GPS Vert FLG - 8 13 Vert FLG -
Figure 9-12: KLN89B & KLN94 RS-232 and Analog to ACU Interface

ARINC 429 is the preferred connection, see Figure 9-10

RS232 does not support GPSS
KLN-90/A/B
Double Shield 1 P901
RS232 IN PORT 2 (1) 9 (8) 13 RS-232 OUT

6
4
ACU
P3
OBS COS + 19 37 OBS RESOLVER COS
OBS COS - 7
OBS SIN - 6 27 AC GROUND
OBS SIN + 18 26 OBS RESOLVER SIN
ROTOR (H) 20 31 OBS RESOLVER OUT
ROTOR (C) 8
2
1 Over shield or over braid required
K1
on this wire bundle to comply with NO
/GPS MODE SEL 17
HIRF & Lightning. Extend within
1 GPS DISPLAYED
back shell. Ground at both ends. NC
ACFT PWR 5
P2
KLN-90B ONLY. These pins are
2 /FCS-LOC 6 17 FCS LOC /ENG
not connected on KLN-90 and
KLN90A units. 16 APPR ACTIVE
/APPR ACTIVE 24
3 If existing installation has external
OBS/LEG switch then splice as /OBS-LEG 7 33 /OBS-LEG
Existing
shown. OBS/LEG
P1 switch
4 Pin 8 may be used provided the 3
interface does not include XM Wx GPS +TO 14 21 +TO
GPS +FR 7 20 +FROM
5 GPS selected on PFD requires
open to GPS. NAV1 or NAV2 GPS LAT FLG + 12 19 NAV FLG +
selected on PFD requires ground to
GPS. Use 14V or 28V SPDT relay GPS LAT FLG - 5
for K1, P/N M5757/10.
GPS +LT 4 25 D-BAR +LT/NAV FLG-
6 Optionally a twisted pair (22TG2V64)
GPS +RT 11 22 D-BAR +RT
may be used with the second
conductor grounded at both ends.
7 Refer to manufacturers’ GPS +UP 13 N/C

documentation to verify the GPS +DN 6 N/C
integration data and for information
regarding checkout procedures. This GPS Vert FLG + 15 N/C
drawing, as it pertains to the non-
Aspen equipment, is for reference GPS Vert FLG - 8 N/C
only.
Figure 9-13: KLN-90/A/B RS-232 and Analog to ACU Interface

Note – The PFD does not display GX50/55/60/65 annunciations other than APPR.
Do not remove any required GPS annunciators or switches during installation.
GX-50/55/60/65
GX-50
GX-55 GX-60
GX-65
Double Shield 1
P1 P1
RS232 IN PORT 2 (1) 9 (8) 6 5 RS-232 OUT

6
ACU
4
P2
_ OBS(HOLD)
/OBS-LEG 7 34
_ ACTIVE
/APPR ACTIVE 24 15
P1
_
GPS Vert FLG+ 15 28 Vert FLG+
_
GPS Vert FLG- 8 29 Vert FLG- 3
_
GPS +UP 13 30 Vert UP+
_
GPS +DN 6 31 Vert DN+
GPS +TO 14 2 12 +TO

GPS +FR 7 9 11 +FROM
GPS +RT 11 4 13 D-BAR +RT
GPS +LT 4 5 14 D-BAR +LT
GPS LAT FLG+ 12 11 10 FLG+

GPS LAT FLG- 5 10 29 FLG- 3
Over shield or over braid required on this wire

1 5 Configure RS-232 TX Port for “MovMap” in
bundle to comply with HIRF & Lightning. Extend GPS.
6 Optionally a twisted pair (22TG2V64) may be
2 The GX-50/55/60/65 do not have an OBS used with the second conductor grounded at
connection. both ends.
3 The GX-50/60 share pin 29 between Vert FLG- 7 Refer to manufacturers’ documentation to
and NAV FLG-. verify the integration data and for information
4 Pin 8 may be used provided the interface does as it pertains to the non-Aspen equipment, is
not include XM Wx for reference only.
Figure 9-14: GX-50/60 & GX-55/65 RS-232 and Analog to ACU Interface

ACU KX155 KX155A

KX165A
KX170A/
KX165 170B/175B
P401 P901 A1 A2 P171

P2
_ _
NAV Composite 1 H H 3
Composite GND 20
4
_ _
/ILS Engage 2 8 8 4
GS +UP _ _ _
12 15 - S 15 - S
_ _ _
GS +DN 31 16 - T 16 - T
_ _
3 2
_ 17 - U
GS +FLG 13 17 - U
_ _ _
GS -FLG 32 14 - R 14 - R
1 1
See manufacturers’ documentation for

1 KX155/165 Nav units have dual GS outputs. Use 3
“Numbered” or Lettered pins, not both. Use unused KN-70/73/75 Glideslope connections.
pins independent from those driving a backup NAV
indicator if possible. Otherwise parallel as close to 4 Diode required when paralleling ILS Energize wire
with backup NAV indicator. See Figure 9-24. Use
NAV receiver as possible (see Figure 9-24 & 9-25) 1N4005.
2 Glideslope interface is for units with GS option. 5 Refer to manufacturers’ documentation to verify the
integration data and for information regarding
checkout procedures. This drawing, as it pertains to
the non-Aspen equipment, is for reference only.
2
ACU KN-53 SL-30
P532 P1
P2
NAV Composite 1 B 19
Composite GND 20 15 37
3
/ILS Engage 2 12 33
GS +UP 12 P 30
GS +DN 31 14 31
GS +FLG 13 13 28
GS -FLG 32 R 32
1 If paralleling GS signals with backup NAV indicator 3 Diode required when paralleling ILS Energize wire
then splice wires as close to NAV receiver as with backup NAV indicator. See Figure 9-24. Use
possible. Do not parallel at back of NAV indicator 1N4005.
(see Figures 9-24 & 9-25)
2 See Figure 9-27 for SL-30 configuration.
checkout procedures. This drawing, as it pertains to
the non-Aspen equipment, is for reference only.
Figure 9-15: Analog NAV Interface

NARCO and Cessna ARC Radio Interfaces

Note:
The composite output from these radios use a DC offset voltage. A capacitor is required as shown below.
Note:
The composite output with some of these radios is 180 degrees out of phase so the “Composite Phase
(VOR1,2)” must be configured for 180 in the EFD1000 configuration.
Note:
The Glide Slope output from some Narco radios can only drive one load and therefore it may not be
possible to parallel these to a mechanical NAV indicator as well as the ACU. This also may apply to radios
with integrated CDI/VDI (i.e., NAV 122) as they were not designed to drive an external load. ACU2
installations can use the high impedance MK12D GS Flag input which may allow paralleling the indicator.
Note:
If it is not possible to connect the Glide Slope output to the ACU the composite and ILS Energize can still
be connected so that it can be used as a CDI on the HSI and as a bearing pointer.
Composite Phase (VOR1,2) = 180
Narco or 3
ACU/ACU2 Cessna ARC
P2
2
+
NAV Composite 1 NAV Composite Out
Composite GND 20
/ILS Engage 2 /ILS Engage
1
GS +UP 12 GS +UP
GS +DN 31 GS +DN
GS +FLG 13 GS +FLAG
GS -FLG 32 GS -FLAG
(ACU2 only) P4 or 4
MK12D GS +FLG 53
MK12D GS -FLG 54
1 Diode required when paralleling ILS Energize wire 4 Do Not connect GS Flag to both P2 and P4
with backup NAV indicator. Use IN4005. connectors. Use only one input. For ACU2
installations it is recommended to use the P4 input on
2 Capacitor is electrolytic type from 10uf to 47uf with all Narco radios.
a minimum 25V rating. Paralleling of composite
signal to backup NAV indicator is made between
capacitor and NAV radio. 5 Refer to manufacturers’ documentation to verify the
3 Includes other manufacturers Narco and ARC checkout procedures. This drawing, as it pertains to
replacement radios the non-Aspen equipment, is for reference only.
Figure 9-15A: Narco and Cessna ARC Navigation Radios

1 8 7 9 8 4 4
ACU
KAP/KFC- KFC-250(3")
KAP-140 KAP/KFC-200 KFC-225 KFC-275
100/150 w/ 065-5016-XX
P1401 P1402 P1901 P1902 P2951 P2952 P2251 P2252 P2991 KCP220 KCP220 KMC321
P2992
P3 P2201 P2202 P3211
CRS DATUM 3 _ _ _ _ _ _ _
17 W W 16 W 32
2
HDG DATUM _ _ _ _ _ _ _
22 2 X H 2 H 16
_ _ _ _ _ _ _
CRS/HDG COM 11 27 20 M 28 M 33
_ _ _ _ _ _ _ _ 17 _ _
19 S
DOCUMENT # 900-00003-001
+15 OUT 9
HDG-CRS EXT 23
P2
_ _ _ _ _ _ _
+ RIGHT 18 25 17 A 26 A 2
24 _ U _ _ C 25 _ _ C 3 _ _
+ LEFT 37
_ _ _ _ _ _ _ _ _ _
+ LAT FLG 11 22 23 27
_ _ _ _ _ _ _ _ _ _
- LAT FLG 30 23 24 26
_ 9 _ _ _ _ _ 11 _
+UP 16 V M 12 M
+DN 35 _ _ _ _ _ _ 28 _
10 19 K 52 K
_ _ _ _ _ _ _
+VERT FLG 17 31 21 C 14 C 27
_ 12 _ Y D _ _ 15 D _ _ 10 _
-VERT FLG 36
_ _ _ _ _ _ _
/ILS ENERGIZE 5 7 B AA 7 AA 22
PAGE 189-422
11 _ _ c _ _ c _ _ _
/HDG VALID 25 1 11 38
P3
_ _ _ _ _ _ _ _ _ _ _

/GPS MODE SEL 17 26 34
5
1 Autopilot can only be connected to ACU #1 in a dual 6 Installations with a Yaw system and a KRG331/332 10 Refer to autopilot manufacturers’ documentation
ACU configuration. rate gyro and are removing the KG102A may need to for autopilot-side integration information
install a peanut inverter if the KRG331/332 got its (including autopilot STC compliance data) and for
2 If the existing DG/HSI is to remain in the aircraft do 26VAC from the KG102A. autopilot and flight director checkout procedures.
not parallel HDG/CRS Datum with ACU. Cap and This drawing, as it pertains to the non-Aspen
Stow at DG/HSI. 7 If removing a KG-107 DG the KAP/KFC 19X computer
Figure 9-16: KI525A Emulation (Bendix/King autopilot to ACU)

will need to have the Top Board Adapter Module
3 See Flight Director section Figure 9.23 for command bar changed so that CJ601 “DG/HSI Sel Strap” is correct.
interface. Otherwise the PFD HDG Bug will control HDG and
NAV modes, no CRS pointer input. Configuration Matrix
4 KFC-250/275 HDG & CRS Datum for 3" Instruments
(KCS-55A) only. (see Section 10)
NOTE: KAP100 is only autopilot approved for connection to the “VFR” PFD system
8 If removing a DG reprogram the KAP140 or KFC225

autopilot computer for “HSI”.
5 GPS Mode Sel. If connected on a WAAS capable GPS ACU HSI TYPE = 0
it will not allow the autopilot’s vertical mode to couple. 9 ACU outputs not compatible with KFC19X-16
It can be connected on all other GPS types. computers as they have specific outputs for EFIS40.
REVISION CL
NOTE: This autopilot not approved for connection to “VFR” PFD system
3
ACU2 1
KFC-250(4")
w/ 065-5015-XX
KFC-325
KCP220 KCP220 KCP220 KMC321
P2991 P2992
P3 P2201 P2202 P2203 P3211
CRS DATUM 3 _ W _ _ 10 _
_ _ _ _
CRS/HDG COM 11 S 9
_ M _ _ 35 _
_ _ _ 34 _
HDG DATUM 22 H
_ _ _ _ _
36
21 H _ _ 11 _
HDG-CRS EXT HI 43
_ _ _ _ 22 _
HDG-CRS EXT LO 10
KVG350 pin E (26VAC Ref)
P2 KVG350 pin B (Ref Lo)
_ _ _ _
+ RIGHT 18 A 2
_ _ _ _
+ LEFT 37 C 3
+ LAT FLG _ _ _ _
11 48 27
4 4
- LAT FLG _ _ _ _ 26
30 49
_ _ 11 _ _
+UP 16 M
_ _ _ _
+DN 35 K 28
_ _ _ _
+VERT FLG 17 C 27
D _ _ _ _
-VERT FLG 36 10
/ILS ENERGIZE _ _ _ _
5 AA 22
/HDG VALID 25 c _ 38 _ _ _
1 Autopilot can only be connected to ACU #1 in a dual 3 KFC-250 HDG & CRS Datum for 4" Instruments
ACU configuration. only. KCP299 with 065-5015-XX Adapter Card
only.
2 If the existing DG/HSI is to remain in the aircraft do
not parallel HDG/CRS Datum with ACU. Cap and 4 KCP220 -15 and above p/n computers wire LAT
Stow at DG/HSI. FLG to pins 48&49, KCP220 -14 and below
computers wire to pins 27 and 26 of KMC321.
Configuration Matrix 5 Refer to autopilot manufacturers’ documentation
(see Section 10) for autopilot-side integration information (including
autopilot STC compliance data) and for autopilot
ACU HSI TYPE = 3
and flight director checkout procedures. This
drawing, as it pertains to the non-Aspen
Figure 9-16A: KFC250 (4”)/325 Autopilot to ACU

ACU2 1 KFC300
KCP 320
J1 J2TP J2BP
P3
CRS DATUM 3 14 _ _
CRS/HDG COM 15 _ _
11
13 _ _
HDG DATUM 22 12 _ _
21 _ _
HDG-CRS EXT HI 19
_ _ 5
HDG-CRS EXT LO 10
26VAC 400Hz Ref Hi
P2 Reference Lo
1 _ _
+ RIGHT 18
_ _
+ LEFT 37 2
+ LAT FLG _ _
11 30
- LAT FLG _ _
30 31
_ _
+UP 16 3
_ _
+DN 35 4
_ _
+VERT FLG 17 24
-VERT FLG 36 _ 25 _
_ _
/ILS ENERGIZE 5 29
+28V
_ _
17
BACK COURSE 4
2M
1/4W _ _
16
2
1N4004
Back Course
Relay
1 Autopilot can only be connected to ACU #1 in a dual

ACU configuration.
2 Back Course Relay - Use 28v relay with minimum

current rating of 0.5A, P/N M5757/10-039. Configuration Matrix
(see Section 10)
3 Refer to autopilot manufacturers’ documentation for
autopilot-side integration information (including autopilot ACU HSI TYPE = 3
STC compliance data) and for autopilot and flight director
checkout procedures. This drawing, as it pertains to the
non-Aspen equipment, is for reference only.
Figure 9-16B: KFC300 Autopilot to ACU Interface

NOTE: S-TEC 20/30/40/50 are only autopilots approved for connection to “VFR” PFD system
(No PSS system connection permitted)
NOTE: 55X Installations -

If installing the ACU2 with Altitude pre-select, V/S command, PFD
Annunciation, and direct flight director connections see Figure 9-17A
SYSTEM SYSTEM SYSTEM SYSTEM

SYSTEM 55
ACU 1 20/30 40/50 55X 60-2/65
P1 P1 P1 P2 P1 P2 109 110
P2
10 13 30 _ _ _
+ RIGHT 18 30 21
9 31 _ _ 23 _
+ LEFT 37 14 31
+ LAT FLG _ _ 13 _ 13 _ 24 _
11
- LAT FLG _ _ _ 14 _ _
30 14 6
_ _ _ _ 18 _ 46
+UP 16 18
_ _ _ _ _
+DN 35 19 19 45
_ _ _ _ _
+VERT FLG 17 1 1 77
_ _ _ 2 _ 2 _ 58
-VERT FLG 36
/ILS ENERGIZE _ _ _ _ _
5 32 32 16
P3
42 26 _ 49 _ _ _
/GPS MODE SEL 17 49
_ _ _ _ _ _ _
38
3
_ _ 11 _ 11 _ _
CRS DATUM 3 20
4
HDG DATUM 31 28 _ 28 _ _
22 8 19
29 _ _ _
CRS/HDG COM 11 7 29 29 13
_ _ _ _ _ _
12 12
+15 OUT 9 _ _ _
35 46 44 44 37
HDG-CRS EXT 23
1 Autopilot can only be connected to ACU #1 in a dual ACU 6 If the existing DG/HSI is to remain in the aircraft do not parallel
configuration. HDG/CRS Datum with ACU. Cap and Stow at DG/HSI.
2 See Flight Director section Figure 9-23 for command bar

interface. 7 Refer to autopilot manufacturers’ documentation for autopilot-
side integration information (including autopilot STC compliance
3 P2-38 is GPSS SELECT which is grounded when there is an data) and for autopilot and flight director checkout procedures.
A429 GPSS direct connection between GPS and 55X. When This drawing, as it pertains to the non-Aspen equipment, is for
using the EFD1000 GPSS only, this pin is left open. reference only.
4 CRS/HDG Datum is wired to simulate a KI-525A HSI. If existing
HSI is other than KI-525A then autopilot needs to be modified
to accept KI525A inputs. (see Section 10)
5 If existing installation used a DG then a DG Select jumper may ACU HSI TYPE = 0
need to be removed. Refer to S-TEC reference material.
Figure 9-17: S-TEC Autopilot to ACU Interface

EFD1000C3 must use Fig 9-17 and Fig 9-23E
ACU2 2 7 S-TEC 55X 2 7
P2 P2
FD ENGAGED 9 4 FD ENGAGE
FD ROLL1 34 12 ROLL STREERING
FD interface FD PITCH1 33 13 PITCH STEERING
is optional FD PITCH COM 14 7 SIGNAL REFERNCE
FD ROLL COM 15
+UP 16 18 GS +UP
+DN 35 19 GS +DN
+VERT FLG 17 1 GS FLAG HI
-VERT FLG 36 2 GS FLAG LO
P1
+RT 18 30 NAV +RT
+LT 37 31 NAV +LT
+VLOCFLG OUT 11 13 NAV FLAG HI
-VLOCFLG OUT 30 14 NAV FLAG LO
/ILS ENERGIZE OUT 5 32 LOCALIZER SWITCH
P3
GPS SEL 17 49 GPS SWITCH
CRS DATUM 3 11 DC COURSE ERROR
4 6
HDG DATUM 22 28 DC HEADING ERROR
HDG DATUM COM 11 29 DC HEADING ERROR RTN
+15V EXT OUT 9 12 DC COURSE ERROR RTN
HDG/CRS DATUM EXT 23
P4 P2
(55X ALT ENGAGE) / DISC2 40 20 ALT ENGAGE

(55X VERT SPEED SELECT) / DISC1 18 21 VS SELECT CONTROL
VSC 58 22 VS COMMAND
VSC-COM 59 44 GROUND
VSC REF 57 10 10 VDC
10k
ANN LOAD 43 24 LOAD ANN
10k
ANN CLK 55 25 CLOCK ANN
5 10k
ANN DATA 56 26 DATA ANN
23 Sel Altr Ground Strap

P3 42 Ground (Sel Altr Strap)
429TX1B 15 38 GPSS Ground Strap
3 43 Ground (GPSS Strap)
429TX1A 2 8
429RX1A 1 36 GPSS ARINC 429 A
429RX1B 14 37 GPSS ARINC 429 B
9
EFD1000 PFD Configuration Matrix
(see Section 10)
26 ARINC429_TX1A
27 ARINC429_TX1B ACU HSI TYPE = 0
or
PFD with MFD1000 using A/P ACU FD TYPE = 8
Source Select (K1) -Optional Or set to “0” if no FD
ACU CONFIG B - Page

2 K1 Relay pinout STEC55X A/P = ENABLE
(see Appendix F)
1 S-TEC 55X Installation Limitations 1
NAV SETUP C - Page
1. The EFD1000 displays require software version 2.9 or later. Set 429 OUT and associated
IN port(s) to HIGH
2. The GPS interface to the Aspen and 55X must be by ARINC 429. RS232 GPS interface not approved (i.e., GX50/55/60/65 and KLN89/94).
3. A PFD is required for connection. MFD1000 may only be connected thru AP Source Selection switch. The MFD1000 may only be unlocked for 55X if the PFD is also unlocked.
4. The EFD display(s) must be installed such that the crew has an unobstructed view of the display when seated in the normal position.
5. This integration requires a S-TEC 55X installation, STEC 55/60/65 not approved. This STC does not authorize installation of the S-TEC 55X autopilot. The EFD1000 provides annunciations, flight
director, vertical speed command and altitude preselect.
2 Unlock Card required to enable functionality. ST-645 FD Adapter/Annunciator, ST-360 Altitude/VS controller, and parallax pot not required
3 See Figures 9-7 to 9-10 for appropriate connection
4 CRS/HDG Datum is wired to simulate a KI-525A HSI. If existing HSI is other than KI-525A then autopilot needs to be modified to accept KI525A inputs.
5 Resistors are 10K ohm 1/4W 1%. P/N MIL-R-10509/1RN60. Digikey 1135-1402-1-MIL
6 If existing installation used a DG then a DG Select jumper may need to be removed. Refer to S-TEC reference material.
7 ACU2 interface not complete. See Figure 9-2 and other drawings for additional connections. S-TEC 55X interface is to Aspen equipment only. See S-TEC documentation for complete interface.
8 Parallel A429 to both 55X and ACU2. GPSS Label 121 is passed thru the PFD (and PFD/MFD via relay K1) so that it is available to the 55X as GPS1 or GPS2 roll steering..
Double shields required on all ARINC 429 wiring.

9
Refer to autopilot manufacturers’ documentation for autopilot-side integration information (including autopilot STC compliance data) and for autopilot and flight director checkout procedures. This drawing, as it pertains
10 to the non-Aspen equipment, is for reference only.
Figure 9-17A: S-TEC 55X with ACU2 and Enhanced Features

NOTE: Use Figure 9-17 and configure the autopilot for a KI-525 HSI input.
NSD-360 configuration does not provide optimal performance.
Drawing Removed
Figure 9-17B: NSD360A Emulation (S-TEC Autopilot)

NOTE: Century I, II, 21, and Century III (with no GlideSlope Coupler) are
approved for connection to the “VFR” PFD system
*Must also make HDG/CRS connections 2 3 3 3

per Figure 9-18A, 9-18B, 9-18C, or 9-18D Century Century Century Century Century
Century Century
2000/4000
II 31/41
ACU I III IV 21 Triden
CD92 CD34 CD34 CD58 CD66 CD194 CD191 CD191

P2
14 A A _
+ RIGHT 18 31 5 5 5
13 B _ 4 6 6
+ LEFT 37 B 32
_ _ _ _ _ 7
+ LAT FLG 11 2 7
- LAT FLG _ _ _ _ _ 3 8 8
30
_ _ _ _ 4 4
+UP 16 B 45
_ _ _ _
+DN 35 A 46 3 3
_ _ _ _ _ _
+VERT FLG 17 2 2
_ _ _ _ _ _ 1 1
-VERT FLG 36
/ILS ENERGIZE _ _ _ _ 1
5 44 9 9
1 Autopilot can only be connected to ACU #1 in a 4 Shield wires per existing autopilot specification single
dual ACU configuration. shielded or twisted shielded pair.
2 Century I autopilot is L/R only. 5 Refer to autopilot manufacturers’ documentation for

autopilot-side integration information (including
autopilot STC compliance data) and for autopilot and
3 See Flight Director section Figure 9-23 for
flight director checkout procedures. This drawing, as
command bar interface. AP computer must have
it pertains to the non-Aspen equipment, is for
FD board installed or have FD capability.
reference only.
Figure 9-18: Century Autopilot to ACU Interface (minus HDG/CRS Datum)
CAUTION
Damage to the ACU or autopilot computer could occur if wiring is not exactly as shown. Before connecting the
HDG and CRS Datum wiring to the autopilot computer, the HDG and CRS Datum voltages should be checked
per below. Also, if a DG was previously installed verify that the DG Select Strap - C21 (CD194-13), or C31
(CD200-32), or C41 (CD185-17), or C2000 (CD220-42), or C4000 (CD279-12) is removed (not grounded) as it
shorts the HDG and CRS inputs together.
Century
21/31
41/2000/
ACU 4000
Century
Heading (see Section 10)
P3 System
Adapter
Set ACU HSI TYPE = 1
CD175 Set ACU DATUM = REVERSED
HDG-CRS OFFSET 25
HDG-CRS EXT 23 19 4.8Vdc reference
CRS DATUM 3 2 2 HDG/CRS Datum Voltage
HDG DATUM 22 17 0º 4.8Vdc
- 90º 9.6Vdc
CRS/HDG COM 11 20
+90º 0.1Vdc
3 Century 21/31/41/2000/4000 should be wired per

When replacing a DC version NSD-360 DC Datum drawing above, if they were previously
wired AC then the ARINC Select strap needs to be
removed. The 31 requires that the 1B929 ARINC
1 If the existing DG/HSI is to remain in the aircraft Adapter box be removed.
do not parallel HDG/CRS Datum with ACU.
Cap and Stow at DG/HSI or use switch. 4 Refer to autopilot manufacturers’ documentation for
autopilot-side integration information (including autopilot
2 Interface uses 4.8Vdc reference from CD175
pin 19 ARINC Ref Low. 9.6Vdc reference not checkout procedures. This drawing, as it pertains to the
used. non-Aspen equipment, is for reference only.
Figure 9-18A: NSD360A Emulation (Century 21/31/41/2000/4000)

CENTURY 1C388, 1C388M, 1C388C, 1C388MC and

No RADIO COUPLER installations
5
No Radio 1C388C 1C388
Coupler. 1C388MC 1C388M Existing wiring to AMP
Computer and Attitude Ind.
AMP CD33 to
CD33 to
CD33 to
CD33 to ACU
pinout DG DG
AMP AMP P3
(pigtail) (pigtail)
T1 R1
_ _ ROLL EXC 1 4
B D C 23 DATUM EXCITATION 3
5 10k 1
(5Khz) 2
1/4W
_ _ ROLL EXC 3 6
C E F 10 SIGNAL COMMON
10K :10K
T2
_ _ HDG SIG 4 1
A A A
4 1k 5 2 HDG DATUM
1/4W 22
_ _ ROLL COM 6 3
D B B 11 CRS/HDG COM
600Ω:600Ω 4
C1 = .027uF min 50V
_ _ _
L D
_ _ _ N/C 3 CRS DATUM
J E L1 = 27mH
2
PARTS:
T1 – Use Triad SP-66 MIL No. TF5S21ZZ. 1C388 & 1C388M
T2 – New Installations: Use Triad SP-67 MIL No. TF5S21ZZ.
T2 – Existing Installations: May continue to use a SP-66 unless performance was
unacceptable, then use SP-67.
Set ACU DATUM = REVERSED
L1 - JW Miller PN: 8250-273-RC.
C1 – .027uf capacitor M39014/011463.

1C388C & 1C388MC

T2 Transformer 4
Some earlier designs of radio couplers have an internal transformer and a lower input impedance. A lower impedance T2 (SP-
67) may be required to achieve the 45 degree NAV intercept angle. On all new installations it is recommended to use a SP-67
for T2. Existing installations may continue to use the SP-66 provided system performance is acceptable. A SP-67 may be used
provided the 10K parallel resistor is changed to 1k and the value of R1 is adjusted accordingly.
The value of R1 can range from 0K to 900K. A value for R1 should be If the installation does not have a radio coupler the ACU may be
1 selected that sets the NAV intercept angle at 45 degrees. Consult autopilot 5 connected directly to the computer amp as shown. The EFD1000 will
manufacturers’ reference documents for post install checkout procedures. operate the autopilot by HDG Bug and GPSS (if compatible GPS).
2 This radio coupler does not have CRS Datum interface. You must
6 Refer to autopilot manufacturers’ documentation for autopilot-side
upgrade to 1C-388-2 or -3 coupler to gain this feature. integration information (including autopilot STC compliance data) and for
autopilot and flight director checkout procedures. This drawing, as it
3 Using Pin 21 is acceptable on previous installations. pertains to the non-Aspen equipment, is for reference only.
4 If using the SP-67 use a 1K parallel resistor. If using the SP-66

use a 10K parallel resistor.
Figure 9-18B: NSD360A Emulation Century 1C388/M, 1C388C/MC Radio Couplers

1C388-3 1C388-2
CD33 CD33 CD33

2 to DG to AMP to DG ACU
P3
T1 R1
_ ROLL EXC 1 4
E D 23 DATUM EXCITATION
(5Khz) 2 5 10k 1
1/4W
_ ROLL EXC 3 6
D E 10 SIGNAL COMMON
10K :10K
_ HDG SIG 4 T2 1
A A
4 1k 5 2
22 HDG DATUM
1/4W
3
_ ROLL COM 6 3
F B 11 CRS/HDG COM
600:600
_ CRS SIG 4 T3 1
B B
4 1k
5 2
1/4W 3 CRS DATUM
3
_ ROLL COM 6 3
C B
600:600
1C388-2
PARTS:
T1 – Use Triad SP-66 MIL No. TF5S21ZZ.
T2/T3 – New Installations: Use Triad SP-67 MIL No. TF5S21ZZTY. Set ACU DATUM = REVERSED
T2/T3 – Existing Installations: May continue to use a SP-66 unless performance was
unacceptable, then use SP-67.
1C388-3

T2/T3 Transformer 4
Some earlier designs of radio couplers have an internal transformer and a lower input impedance. A lower impedance T2 and
T3 (SP-67) may be required to achieve the 45 degree NAV intercept angle. On all new installations it is recommended to use a
SP-67 for T2/T3. Existing installations may continue to use the SP-66 provided system performance is acceptable. A SP-67
may be used provided the 10K parallel resistor is changed to 1k and the value of R1 is adjusted accordingly.
The value of R1 typically ranges from 0K to 50K. A value If using the SP-67 use a 1K parallel resistor. If using the SP-66
1 for R1 should be selected that sets the NAV intercept angle 4 use a 10K parallel resistor.
at 45 degrees. Consult autopilot manufacturers’ reference
documents for post install checkout procedures. 5 Refer to autopilot manufacturers’ documentation for autopilot-
CD33 to DG is the pigtail on the back of the radio coupler. data) and for autopilot and flight director checkout procedures.
2 CD33 to AMP is one of the hard mounted connectors on This drawing, as it pertains to the non-Aspen equipment, is for
the radio coupler. reference only.
3 Pin B is the low side of both T2 and T3. Parallel with any
existing wires on this pin B.
Figure 9-18C: NSD360A Emulation Century 1C388-2/-3 Radio Couplers

Century IV 1
(DC Version)
ACU ID496
Computer
P3 CD-66 Configuration Matrix

(see Section 10)
HDG-CRS EXT 23 13 +14Vdc reference
CRS DATUM 3 48 Course Signal

HDG DATUM 22 49 Heading Signal Set ACU DATUM = REVERSED
1 In order to use this interconnect the ID496 Computer Amplifier must have Roll
Module 1C695-1 installed to be NSD-360 compatible.
2 Refer to autopilot manufacturers’ documentation for autopilot-side integration

information (including autopilot STC compliance data) and for autopilot and flight
director checkout procedures. This drawing, as it pertains to the non-Aspen
Figure 9-18D: NSD-360A Emulation Century IV (DC version)

3 4
300B/400B/800B
ACU CA-550A/FD
J1-P4 J2-P5
To other A/P
P3 equipment
(parallel wiring)
HDG-CRS EXT 23 10 _
CRS/HDG COM 11 _
21
_
HDG DATUM 22 24
2 CRS DATUM 3 _ 17
P2
18 _
+ RIGHT 2
_ 5
+ LEFT 37
+ LAT FLG _ _
11
- LAT FLG _ _
30
18 _
+UP 16
_
+DN 35 17
_ _
+VERT FLG 17
_ _
-VERT FLG 36
5 _ 9
/ILS ENERGIZE
1 Autopilot can only be connected to ACU #1 in a dual 6 Refer to autopilot manufacturers’ documentation
ACU configuration. for autopilot-side integration information
(including autopilot STC compliance data) and for
2 Existing DG installations must make CRS Datum autopilot and flight director checkout procedures.
connection as shown to gain full HSI features.
This drawing, as it pertains to the non-Aspen
Remove Jumper from J2-17 to J1-21 if installed.
3 See Flight Director section Figure 9-23 for
command bar interface. 5 CA-550/FD J1-24 and J2-17 may have been
previously connected to ground if they were unused.
4 Note – autopilot connections are shown at CA-550A/FD
These prior connections must be removed.
computer but may route through the S-550A Mode
selector or A/P Accessory Unit. Wire as shown or ACU
may be connected to these units provided NAV1 and Configuration Matrix
NAV2 inputs are jumpered together. (see Section 10)
Figure 9-19: Cessna ARC 300B/400B/800B Autopilot to ACU Interface

2
Cessna 300/400/800
ACU IFCS
Mode AP
Controller Computer
Other A/P
S530A CA530FD
P3 equipment
(parallel if other J3/P18 J1/P16
wires exist)
HDG-CRS EXT 23 _ E
_
EXT LO 10 F
HDG DATUM E _
22
C _
CRS DATUM 3 _
V
HDG/CRS COM 11 k _
b _
m _
P2
_
+ RIGHT 18 U
T _
+ LEFT 37
a _
Z _
N _
+UP 16
+DN 35 P _
d _
_
f
5 S _
/ILS ENERGIZE
Y _
1 Autopilot can only be connected to ACU #1 in a dual 4 Refer to autopilot manufacturers’ documentation for
ACU configuration. autopilot-side integration information (including
2 The EFD1000 is not currently compatible with the flight director checkout procedures. This drawing, as
Flight Director output of the CA-530FD. Keep it pertains to the non-Aspen equipment, is for
existing G519FD indicator in pilot field of view. reference only.
3 CRS Datum, LT/RT, UP/DN, and ILS Energize are
paralleled to both the Nav1 and Nav2 inputs on the Configuration Matrix
S530A. This is so that the EFD1000 will drive the (see Section 10)
autopilot no matter the position of the Nav1/2
selector switch. Set ACU HSI TYPE = 1
Figure 9-19A: Cessna Navomatic 300/400/800 IFCS to ACU Interface

This interface drawing pertains to a 400 or 400A system with
the following Mode Controller and AP Computer combinations:
3 C-420A and a CA-520/B
C-520A/B and a CA-520/B
C-520A/B and a CA-530A
C-530A and a CA-530A
NAVOMATIC 400/400A
AP Mode Controller AP Computer
ACU C-520A/B C-530A C-420A CA-520/B CA-530A
P3 P1 P3 P1 P2 P1 P3 J1/P10 P5
_ _ _ _ _
HDG-CRS EXT 23 B B B 400Hz Ref Source (10Vac)
1 _ _ _ _ _ _
EXT-OFFSET 25 A D 400Hz Ref Common (4.5Vdc)
_ _ _ _ _ _ _
EXT-COM 10 C 400Hz Ref Common
HDG DATUM 22 _ _ _
A
_ _
E A or 5 HDG GYRO Signal IN
CRS DATUM 3 E
_ _ _ _ _
2 M X M GND= NAV, OPEN= HDG
K1
N _ R _ N _ _ _
AP ON (14V or 28V)
Existing wire between

controller and computer _ _ _ _ _ _ L X
amp. Insert diode in line.
P2
18 _ _ _ _ _ _
+ RIGHT M B
4 _ _ _ _ _ _
+ LEFT 37 N A
_ _ _ _ _ _ _
+UP 16 C
+DN _ _ _ _ _ _ _
35 D
_ _ _ _ _ _ _ a
ILS Energize 5
4 The R/L output is no different than any previous HSI/

NAV interface and may need to be run through a
Backcourse relay circuit in the Cessna audio control
1 Verify 10Vac goes to ACU P3-23 and 4.5Vdc goes to panel or other existing BC relay box.
ACU P3-25 before connecting the ACU. Sometimes
the 10Vac and 4.5Vdc signals are reversed at the
5 NOTE – The C-420A controller could be internally wired
mode controller. in several ways. The HDG IN can be pin A or pin E.
Use a ohm meter to check which pin is internally
2 The relay allows the HDG Bug to be used in heading jumpered to C-420A J3 pin D (either A or E) and use the
mode and the CRS Pointer to be used in NAV/APPR opposite pin for the connection to K1 wiper.
modes. Optionally the relay may be omitted and ACU
P3-22 wired directly to HDG GYRO Signal IN of the 6 Refer to autopilot manufacturers’ documentation for
mode controller (HDG Bug will be used in HDG and autopilot-side integration information (including autopilot
NAV modes). K1 must be rated for 14V or 28V STC compliance data) and for autopilot and flight director
depending on autopilot operating voltage, P/N M5757/ checkout procedures. This drawing, as it pertains to the
10. Diodes are 1N4005. non-Aspen equipment, is for reference only.
3 If the mode controller has a integrated HDG knob then it Configuration Matrix
must be modified to work with an external DG. (see Section 10)

Figure 9-19B: NAVOMATIC 400/400A Autopilot to ACU Interface

300A
Navomatic
CA-395A CA-395A
(DC Datum) (AC Datum)
ACU 1 2
P3 J1 J1
n/c 23 4.5Vdc reference

HDG-CRS OFFSET 25
66.5K 1%
1
HDG-CRS EXT 21 17 n/c 9Vdc reference
HDG-CRS EXT 23 n/c 20 2Vac reference
CRS/HDG COM 11 18 18
HDG DATUM 22 20 17
P2
+ RIGHT 18 9 9
+ LEFT 37 11 11
13 13
/ILS ENERGIZE 5 15 15
3
1 When replacing IG-832C, DC version HSI

ARC computer p/n 42660-2x0x only. (A3) Heading (see Section 10)
Demodulator Assembly p/n 43368-0001
1
Connect 66.5K 1% 1/4W resistor from ACU P3 – 21 to pin 25
with 21 also connected to CA-395 pin 17. Output is as follows: Set ACU HSI TYPE = 1
HDG BUG DATUM VOLTAGE

-90º 0.5 Vdc
0º 4.5Vdc
+90º 8.5Vdc
2 When replacing G-502A or 504A, AC version DG
ARC computer p/n 42660-12XX

Do not use Resistor. Connect ACU P3-25 to CA-395 pin 23.
Output as follows:
2
HDG BUG DATUM VOLTAGE
-90º 2.0 Vac Set ACU HSI TYPE = 1
0º 0 Vac Set ACU DATUM = REVERSED
+90º 2.0 Vac
The ac voltages will ride on a 4.5Vdc offset voltage
3 ILS Energize out may be used to operate a BC relay in the

Cessna Audio Control panel or external BC relay as needed.
4 Refer to autopilot manufacturers’ documentation for autopilot-

data) and for autopilot and flight director checkout procedures.
This drawing, as it pertains to the non-Aspen equipment, is for
reference only.
Figure 9-19C: Cessna ARC 300A AC & DC version to ACU Interface

300 Navomatic
C-394A CA-512A
AP Omni
Comp Coupler
ACU J2 J1
P3 2
T1
4 1 _ 10 Vac reference
HDG-CRS EXT 23 D
5 2
6 3 _
HDG-CRS COM 11 B
10kΩ:10kΩ
_
HDG DATUM 22 A
_ +4.5Vdc
HDG-CRS OFFSET 25 E
P2
_ 7
+ RIGHT 18
+ LEFT 37 _ 9
1 Autopilot can only be connected to ACU #1 in a

dual ACU configuration. Configuration Matrix
(see Section 10)
2 For T1 use a Triad SP-66 MIL No TF5S21ZZ to
isolate the 400hz common of the autopilot
computer.

Figure 9-19D: Cessna 300 Navomatic to ACU Interface

NOTE – The ARC 1000 requires ACU2 (P/N 910-00004-102) due

to the requirement for Superflag inputs.
ARC 1000A IFCS

2 ACU2 CA-1050A
910-00004-102 only Other A/P
equipment P1 P3 P4
(parallel if other
wires exist)
P3
_ _
HDG-CRS EXT 23 19
_ _ _
EXT LO 10
_ _
HDG DATUM 22 28
CRS/HDG COM 11
_ _
30
_ _
CRS DATUM 3 27
CRS/HDG COM 11
_ 29 _
P2
_ _
+ RIGHT 18 3
_ _ 5
+ LEFT 37
_ _
2
3
K1 _ _
4
ACU C/B
+28V _ _
12
NAV Flag Discrete 4 _ _
14
_ _
+UP 16 24
_ _ 23
+DN 35
_ _ 22
3
K2 _ _
ACU C/B 21
+28V _ _
16
G/S Flag Discrete 25 _ _
18
_ _
/ILS ENERGIZE 5 4
_ _
3
1 Autopilot can only be connected to ACU #1 in a dual 5 Refer to autopilot manufacturers’ documentation for
ACU configuration. autopilot-side integration information (including
2 ACU2 p/n 910-00008-002 required for discrete flight director checkout procedures. This drawing, as
outputs to drive superflag relays. it pertains to the non-Aspen equipment, is for
3 K1 and K2 must be mounted as close to the ACU reference only.
as practical. Use 28V relay for K1 and K2, M5757/
10-039. Configuration Matrix
(see Section 10)
4 See Figure 9-23C for Flight Director interface
Figure 9-19E: Cessna ARC 1000A IFCS Interface (-102 ACU2 only)

Figure 9-20: Bendix FCS-810 Autopilot to ACU

BENDIX
ACU M-4C M-4D 2
5485A
20VAC 400HZ 5536E-2 5536F
P3 5487G
to existing DG(may be a n/c)
(20VAC originates from pin 63) P1 P2 P1 P2 P4
ARINC EXT IN 21 _ _ 63 _
63
REFERENCE COM 10
T1
1 4 _ _ _
HDG DATUM 22 6 6 1
2 5
3 6 _ 34 _ 34 _
10K :10K
T1
CRS DATUM 3 1 4 _ 48 _ _ 8 1
2 5
11 3 6 _ 29 _ 27 _
CRS/HDG COM
10K :10K
P2
+ RIGHT 18 _ _ _
5 5
+ LEFT 37 1 _ 1 _ _
_ _ _
+ UP 16 34 34
+ DOWN 35 35 _ _ _
35
+28
C _ _ _
51 51
3
ILS ENERGIZE 5
T1 – Use Triad SP-66 MIL No. TF5S21ZZ

1 Existing installation may have gain reducing resistors autopilot-side integration information (including
on HDG and/or CRS Datum input(s). These should be
removed initially. Transformers may also exist in the
flight director checkout procedures. This drawing, as
original installation and can be reused for T1. HDG/
it pertains to the non-Aspen equipment, is for
CRS gain can be adjusted using procedure in Bendix
reference only.
I.B. 20004A if needed.
2 See Figure 9-23G for M4D Flight Director interface.

Flight Director Adapter board 4007463-0501 required to
be compatible with the ACU2 “FD-112C/V” configuration.
(see Section 10)
3 ILS Energize Relay - Use 28v relay with minimum Set ACU HSI TYPE = 3
current rating of 0.5A, P/N M5757/10-039. Relay is
required to convert the ILS Active signal from low level
to high level as required by the M-4C/D autopilots.
Figure 9-20A: Bendix M-4C and M-4D Autopilot to ACU

ACU Collins
AP-106/107
161H-1 913K-1 or 913K-1A
P3 J1 J1 J2
CRS DATUM 3 21 _
41
CRS/HDG COM 11 37 22 _
_ 24 _
HDG DATUM 22 _ 25 _
21 _ _
HDG-CRS EXT HI 29
_ 26 _
HDG-CRS EXT LO 10
26 VAC 400HZ REF HI
P2 26 VAC REF LO
38 _ _
+ RIGHT 18
42 _ _
+ LEFT 37
+ LAT FLG 30 _
11 23
2
- LAT FLG 34 _
30 20
_ _
+UP 16 7
_ _
+DN 35 11
_ _
+VERT FLG 17 1
_ 2 _
-VERT FLG 36
/ILS ENERGIZE 3 _
5 2 27
1 Autopilot can only be connected to ACU #1 in a dual 3 Strap autopilot for ILS Active = GND or use relay
ACU configuration. to invert logic to ILS Active = 28V.
2 913K-1A connect LAT FLG +/- to both pin 30/34 4 Refer to autopilot manufacturers’ documentation for
and 23/20. For 913K-1 do not connect to pins autopilot-side integration information (including
23&20. autopilot STC compliance data) and for autopilot
and flight director checkout procedures. This
drawing, as it pertains to the non-Aspen equipment,
Configuration is for reference only.
ACU HSI TYPE = 3
Figure 9-21: Collins AP-106/107 Autopilot to ACU

NOTE – The SPZ-200A/500 require ACU2 (P/N 910-00004-102)

due to the requirement for Superflag inputs.
2 ACU2 SPZ-200A and SPZ500

910-00004-102 only
FZ-500 SP-200
P3
To other A/P J1A J1B J1B
equipment
(parallel wiring)
_ _
HDG-CRS EXT 21 7
_ _ 5
EXT LO 10
HDG DATUM 22 36 _ _
CRS/HDG COM 11
5
T1 _ _
1 4
41
3 37 _ _
CRS DATUM 2 5
3 6
10K :10K
P2
_ _
+ RIGHT 18 21
_ _
+ LEFT 37 20
3 K1
ACU C/B
+28V _ _
16
NAV Flag Discrete 4
_ _
+UP 16 16
_ _
+DN 35 17
3 K2
ACU C/B
+28V _ 7 _
G/S Flag Discrete 25
_ _
/ILS ENERGIZE 5 22
_ _
23
1 Autopilot can only be connected to ACU #1 in a dual 6 See Figure 9-23H for Flight Director interface
ACU configuration.
2 ACU2 p/n 910-00008-002 required for Superflag output. autopilot-side integration information (including autopilot
3 K1 and K2 must be mounted as close to the ACU as checkout procedures. This drawing, as it pertains to the
practical. Use 28V relay for K1 and K2, P/N M5757/10- non-Aspen equipment, is for reference only.
039.
4 The Directional Gyro (C-14) has several FD and AP Configuration Matrix
interlocks (J1-h to J1-j and J1-d to J1-e). When the HSI (see Section 10)
is removed it may be necessary to supply +28V to FZ500
J1A-23.
5 T1 is required to reverse the phase of the CRS Datum
signal. Use Triad SP-66, 10k:10k.
Figure 9-22: Sperry SPZ200/500 Autopilot (-002 ACU2 only)

Bendix King KI254/256 FD
EA100
installations
see Appendix E
3 3
KI-254 KI-256
ACU
or P1 P1
P2
FD VALID 27 H H
FD PITCH COM 14 N N
FD ROLL COM 15
FD PITCH 33 L L
FD ROLL 10 M M
1
(see Section 10)
FD ENGAGE 9 P P Set ACU FD TYPE = 1
AP FD Power
AP CMD Bar Ref
AP CMD Bar Pitch
AP CMD Bar Roll
AP FD Engage
1 Install two diodes in opposite polarity as shown to 3 Non EA100 installations – Flight director wiring may
emulate the diode circuit inside the KI256. These be paralleled to both ACU and KI 254/256.
diodes are required when the KI256 is removed from
aircraft for proper autopilot and flight director EA100 installations – Do Not parallel flight director
operation. It is recommended that these diodes are wiring to KI 254/256 if the instrument is being
installed in all installations. Use Aspen P/N 122- retained.
00031-001 or 1N4003 (200v). Note – the side of the
diodes shown to aircraft ground may instead be 4 Refer to autopilot manufacturers’ documentation for
connected to ACU P2 pins 14 and 15 (which is ACU autopilot-side integration information (including autopilot
flight director ground). STC compliance data) and for autopilot and flight director
2 S-TEC Systems that are retaining the KI-256 must non-Aspen equipment, is for reference only.
cap and stow existing FD wiring to the KI-256 and
wire the ACU per Figure 9-23D or 9-23E. The ST-670
and ST-645 cannot drive both loads.
Figure 9-23: KI-256 Emulation (Bendix King) Flight Director
Figure 9-23A: Reserved

Note – The EFD1000 system is only compatible with autopilot computers that have the Single-cue flight
director. Dual-cue flight director computers cannot be connected as per Fig 9-23B.
Century 41/2000/4000 FD
ACU 3
P2 52C77 52C77 Configuration Matrix
( )(-2) (-3) (-4)
(see Section 10)
CD-64 CD-144
FD VALID 27 N/C
4
Set ACU FD TYPE = 4
FD PITCH COM 14 F 12
2
4 FD PITCH 33 J 11
FD ROLL COM 15 K 28
FD ROLL 34 H 10
FD ENGAGE 9 N/C - -
PITCH STRG RET

PITCH STRG
1 ROLL STRG #2
1 Existing Flight Director wiring may be paralleled 4 Non EA100 installations – Flight director wiring may
with ACU Flight Director input. (--------) lines are be paralleled to both ACU and 52C77.
existing aircraft wiring. See Note 2 if not
paralleling indicator. EA100 installations – Do Not parallel flight director
If connecting the Century Autopilot computer to the ACU wiring to 52C77 if the instrument is being retained.
2 See Appendix E Figure E20, E21, E22 for connection
without a paralleled 52C77 indicator, then a load resistor
will be required as shown. For a 14V Century 41/2000/ complete interface.
4000 the resistor is 15.8ohms 10W, and for a 28V
Century 41/2000/4000 the resistor is 31.6ohms 10W. 5 Refer to autopilot manufacturers’ documentation for
The roll output does not require a resistor. autopilot-side integration information (including autopilot
Software version A-02-178-1.1, or later is STC compliance data) and for autopilot and flight director
3 required. Software version is marked on bottom checkout procedures. This drawing, as it pertains to the
of ACU. non-Aspen equipment, is for reference only.
Figure 9-23B: 52C77 Emulation (Century 41/2000/4000) Flight Director

Note – The EFD1000 system is only compatible with autopilot computers that have the Single-cue flight
director. Dual-cue flight director computers cannot be connected as per Fig 9-23C.
Century IV FD
ACU 3
P2 52C77 52C77
( )(-2) (-3) (-4)
(see Section 10)
CD-64 CD-144
FD VALID 27 N/C
4
5 FD PITCH COM 14 F 12 Set ACU FD TYPE = 4
2
FD PITCH 33 J 11
FD ROLL COM 15 K 28
FD ROLL 34 H 10
FD ENGAGE 9 N/C - -
PITCH STRG RET

PITCH STRG
1 ROLL STRG #2
ROLL STRG #1
1 Existing Flight Director wiring may be paralleled with Non EA100 installations – Flight director wiring may
4
ACU Flight Director input. (--------) lines are existing be paralleled to both ACU and 52C77.
aircraft wiring. See Note 2 if not paralleling indicator.
If connecting the Century Autopilot IV computer to EA100 installations – Do Not parallel flight director
2
the ACU without a paralleled 52C77 indicator, then wiring to 52C77 if the instrument is being retained.
a load resistor will be required as shown. For a
5 P2-14 is no connect on a Century IV.
Century IV AP the resistor is 15.8ohms 10W. The
roll output does not require a resistor. 6 Refer to autopilot manufacturers’ documentation for
3 Software version A-02-178-1.1, or later is STC compliance data) and for autopilot and flight director
required. Software version is marked on bottom
of ACU. checkout procedures. This drawing, as it pertains to the
Figure 9-23C: 52C77 Emulation (Century IV) Flight Director

Cessna ARC G-550A/1050A
ACU 2 G-550A G-1050A
P2 P1 P1
FD VALID 27 1 24 3 (see Section 10)
FD PITCH COM 14 26 27
Set ACU FD TYPE = 3
FD ROLL COM 15
FD PITCH 28 10 28
FD ROLL 10 9 26
FD ENGAGE 9 8 24 3
AP FD Power
AP CMD Pointer Com
1 AP Pitch CMD Pointer
AP Roll CMD Pointer
AP FD Engage
1 Existing G-550A Flight Director wiring may be 4 Refer to autopilot manufacturers’ documentation for
paralleled with ACU Flight Director input. autopilot-side integration information (including autopilot
(-------) lines are existing aircraft wiring. STC compliance data) and for autopilot and flight director
2 Software version A-02-178-1.1, or later is
required. Software version is marked on ACU.
3 Pin 24 is paralleled to ACU pin 9 & 27.
Figure 9-23D: G550A/1050A Emulation (Cessna ARC) Flight Director

Note – 55X installations: If interfacing with an ACU2 and purchased Unlock Card for Enhanced 55X
features (not applicable to EFD1000 C3), see Figure 9-17A for flight director interface. Do not
wire as below.
STEC 55/55X/60/65 FD
using KI-256 scaling
1 2
STEC 55/55X STEC 60/65
ACU ST-645 ST-645 ST-670 ST-670
P2 14 Volt 28 Volt 14 Volt 28 Volt
FD ENGAGE 9 12 12 13 13
FD PITCH COM 14 23 23 2 2 (see Section 10)
FD ROLL COM 15
Set ACU FD TYPE = 1
FD PITCH 33 16 16 9 9
FD ROLL 10 21 21 1 1
FD VALID 27 1 2 3 4
55/55X - From AP
computer P1-34 or AP/FD
Master Switch P/N 3536
1 S-TEC System 55/55X requires ST-645 p/n 01188-
60/65 -From Annunciator 2. See S-TEC autopilot installation manual for
P/N 0141 pin 5 or FD details and complete interface.
Master Switch
2 S-TEC System 60/65 requires ST-670 p/n 01180.
See S-TEC autopilot installation manual for details
and complete interface.
3 Parallax adjustment pot not required as glass

displays do not have parallax.
4 Refer to manufacturers’ installation manual for

complete interface. Drawing is for reference only.
Figure 9-23E: KI256 Emulation (S-TEC 55/55X/60/65) Flight Director

Collins FD-112V
Collins FD
AP106/107
ACU2 1
913K-1
161H-1
910-00004-101 913K-1A
J1 J1 J2
P2
_ _
FD VALID 27 33 Other
Collins
Autopilot
FD ROLL1 34 _ _ and Flight
28 Directors
3 FD ROLL COM 15 _ _
28 with 150mv/
deg pitch
and roll
20 _ command
FD PITCH1 33 52
3 _ _ bar signals
FD PITCH COM 14 8
1 ACU2 is required with Class III FD “Unlock” card.

2 ACU P2-27 is looking for open = FD Valid and +28v
= FD Invalid. (see Section 10)
3 Note- some Collins autopilots have a reversed Set ACU FD TYPE = 10

command bar logic. If CMD Bars operate
backwards in pitch and/or roll then reverse the
wires on 34&15 and the same between 33&14 if
required.
Figure 9-23F: FD-112V Emulation (Collins) Flight Director

Bendix M-4D using FD-112V

Flight Director interface requires that the Collins FD Adapter
40007463-0501 be installed in the M-4D computer.
Before
Flight
Director
(existing) M-4D
Autopilot
FCS
ON Computer
Master FD-112V P1 P2
28Vdc
_
z 39
OFF
After
Flight
Director 3
(existing)
FCS
ON
Master
28Vdc
OFF 2
Bendix M-4D FD
M-4D
ACU2 1 Autopilot
Computer
910-00004-101
P1 P2
P2
_
FD VALID 27 39
FD ROLL1 34 _
35
FD ROLL COM 15 _
36
_ 38
FD PITCH1 33
_ 37
FD PITCH COM 14
1 ACU2 is required with Class III FD “Unlock” card. 4 Refer to autopilot manufacturers’ documentation for
M-4D computer requires Collins adapter board STC compliance data) and for autopilot and flight director
2
40007463-0501 for FD-112V, FD-108/329B-7R. checkout procedures. This drawing, as it pertains to the
3 Existing FD on/off switch must be retained and
wired as shown. ACU P2-27 is looking for open =
FD Valid and +28v = FD Invalid.
(see Section 10)
Set ACU FD TYPE = 10
Figure 9-23G: FD-112V Emulation (Bendix M-4D) Flight Director

Sperry AD500
Includes AD550/HZ-444
Sperry(4") FD
FZ-500
ACU2 Flight
910-00004-102 Director
J1A J1B
P2
FD VALID 27 _
97
29 _
FD ROLL2 10
_
FD ROLL COM 14 30
_
FD PITCH2 28 30
FD PITCH COM 15 _
31
_ 11 5" Roll Sel
_
12 4" Roll Sel
2 _
13 Roll Pointer Com
_
60 5" Pitch Sel
61 _ 4" Pitch Sel
2 62 _
Pitch Pointer Com
_
2 +V Output
3 _
31 Roll Bias Out of View
to Accelerometer 17J1-5 _ -V Output
(if installed) 5
3 29 Pitch Bias Out of View
1 ACU2 is required with Class III FD “Unlock” card.
2 If a 5" ADI was removed move jumpers to 4" Configuration Matrix

Selection as shown. (see Section 10)
3 Verify command bar “Bias out of View” jumpers are Set ACU FD TYPE = 11
installed. Connection to Accelerometer must
remain if wired.
Figure 9-23H: AD500 Emulation (Sperry) Flight Director

ACU
NAV Receiver
without internal
P2 NAV Converter
NAV Composite 1
KX-155
Composite GND 20
KX-155A
/ILS Engage 2
KNS-80/81
GS +UP 12
KN-53
GS +DN 31 SL-30
GS +FLG 13
GS -FLG 32
NAV Indicator
and Converter
KI-203
KI-204
KI-208
KI-209
KN-72
1 Parallel all lines shown maintaining shielding as 4 KX-165 and KX-165A’s may be connected as
required. Splice connections as close to NAV shown to these indicators or they may be
receiver as possible. Do not splice from back of connected to units with an OBS Resolver.
NAV indicator.
5 Complete ACU to NAV hook-up is shown on
2 GS lines will only be connected on NAV units Figure 9-15.
with this option.
Some Nav Receivers have multiple GS outputs. 6 Refer to manufacturers’ documentation to
3 verify the integration data and for information
Separate outputs should be used in lieu of regarding checkout procedures. This drawing,
paralleling the 4 wires when available. as it pertains to the non-Aspen equipment, is
for reference only.
Figure 9-24: Back-up NAV Indicator (Internal Converter)

ACU
NAV Receiver
with internal
2 P2 NAV Converter
NAV Composite 1
Composite GND 20
/ILS Engage 2
GS +UP 12
GS +DN 31 3
GS +FLG 13
GS -FLG 32
KX-165
1 KX-165A
KNS-80/81
SL-30
NAV Indicator
KI-525A
KI-202 NAV FLG+
KI-206 NAV FLG-
CDI +RIGHT
KI-207 CDI +LEFT
KPI-552 + TO
GI-102/A + FROM
OBS RES A/H
GI-106/A OBS RES C
OBS RES D
OBS RES E
OBS RES F
OBS RES G
1 Parallel all lines shown maintaining shielding as 3 Some Nav Receivers have multiple GS outputs.
required. Splice connections as close to NAV Separate outputs should be used in lieu of
receiver as possible. Do not splice from back of paralleling the 4 wires when available.
NAV indicator.
4 Refer to manufacturers’ documentation to verify
2 Complete ACU to NAV hook-up is shown on the integration data and for information
Figure 9-15. regarding checkout procedures. This drawing,
as it pertains to the non-Aspen equipment, is
for reference only.
Figure 9-25: Back-up NAV Indicator (OBS Resolver)

EFD1000
GPS/NAV Receiver
with internal NAV
Converter
See Figures 9-6

thru 9-9A for GNS-430
EFD1000 to ARINC 429
GNAV interface
GNS-530
NAV Indicator
GPS Annun
VLOC Annun
1 GS +UP
GS +DN
KI-525A GS FLG+
GS FLG-
KI-202 NAV FLG+
KI-206 NAV FLG-
CDI +RIGHT
KI-207 CDI +LEFT
KPI-552 + TO
GI-102/A + FROM
OBS RES A/H
GI-106/A OBS RES C
OBS RES D
OBS RES E
OBS RES F
OBS RES G
1 If connected to P4006/P5006 then the NAV indicator 3 If ARINC 429 connection is made the Garmin GPS will
will be tied directly to the VLOC receiver and will be use the digital OBS from the PFD. If the digital OBS goes
independent of any EFD indications. If connected to invalid it will then use the analog OBS from back-up NAV
P4001/5001 then output switches between GPS and indicator.
NAV with CDI Select button on GNS and operation is
as below. 4 Refer to manufacturers’ documentation to verify the
2 Complete PFD to GNS hook-up is shown on previous
drawings. equipment, is for reference only.
Operation when connected to P4001/5001:
GPS OBS Operation with an EFD1000 PFD and a Mechanical Standby Nav Indicator
When the EFD1000 PFD and a mechanical standby Nav indicator are both connected to an integrated VOR/
Localizer/GPS Navigation system, the standby indicator and the EFD1000 PFD operate normally in all VOR, GPS
and localizer modes.
When the GPS OBS mode is selected, the EFD1000 PFD course selector commands the GPS OBS course and the
mechanical standby nav indicator OBS course selector is ignored. The left/right indications are shown on both
displays. When the EFD1000 PFD is turned off, the course selector on the mechanical standby Nav indicator
commands the GPS OBS value.
Course Pointer Operation with Integrated VOR/Localizer/GPS Navigation Systems
During manual or automatic operation of the integrated system, when transitioning from GPS guidance to VOR or
localizer guidance, ensure that the course pointer on the EFD1000 is set to the appropriate course.
Figure 9-26: Back-up NAV/GPS Indicator (GNS-430/530)

CNX-80/ GNS-480 (software 2.0 and below) NOTE 1 – GPS SDI Setting
This configuration is not authorized. The GNS-480 should be EFD1000 SW is v2.1 or below:
upgraded to software version 2.3 (see below) Set the SDI to COMMON on all single and dual 430/530 and
SYS1 or SYS2 for all single and dual GNS480.
CNX-80/ GNS-480 (software 2.3) EFD1000 SW is 2.2 and above:

Single GNS/GTN set to COMMON, Single 480 set to SYS1 or
GND MAINT - ARINC 429 SETUP SYS2.
Dual GNS/GTN - Set to LNAV1(SYS1) for GPS1 and
CH_IN SEL SPEED SDI LNAV2(SYS2) for GPS2.
2 EFIS LOW See Note 1
CH_OUT SEL SPEED SDI GPS 155XL

1 *GAMA 429 GFX Int LOW(2) See Note 1
2 VOR/ILS LOW(2) SYS1 or SYS2 429 IN = SELECTED COURSE
429 OUT = KING EFS 40/50
*GAMA 429 GFX Int – this configuration has Flight Plan
information.
KLN-94
GND MAINT – MISCELLANEOUS SETUP
MAINTENANCE PAGE 7: *STANDARD RS-232 or
CDI SELECT: USE
*ENHANCED RS-232
*See Table 5-3 for details
With this configuration the EFD1000 will read the GNS480 CDI
logic state on the A429 bus and toggle between GPS and VLOC on
the PFD when pressing the GNS480 CDI button.
Garmin SL-30
EFD1000 will use GPS/NAV ID s A and B
The SL-30 can be connected to the EFD1000 in one of two
ways. The Resolver configuration is preferred.
GNS4xx/5xx(W) and IFD440/540/550
Resolver: The composite output from the SL-30 to the PFD
MAIN ARINC 429 CONFIG Page will become invalid whenever VOR monitor mode or
localizer back course is selected on the SL-30. The
IN 1 LOW Honeywell EFIS (when using pins 48/49) navigation source will show as failed on the PFD if either of
or EFIS or EFIS/ADC* these two modes is entered and the SL-30 is the selected
IN 2 As required navigation source. If connected, the backup NAV indicator
OUT LOW(2) GAMA 429 Graphics w/INT will continue to function if either of these two modes is
selected.
SDI See Note 1
VNAV ENABLE LABELS (W models only)
Converter: VOR monitor mode or localizer back course
mode are disabled from selection on the SL-30. A backup
VOR/LOC/GS ARINC 429 CONFIG Page(3)
NAV indicator (GI-106) cannot be connected without a KN-
72 between the SL-30 and indicator due to the fact that the
SPEED LOW(2) RX LOW(2) TX
OBS resolver inputs become invalid with this configuration.
SDI COMMON
* Note – Some GPS units require the EFIS config. ACU2
installs can use the EFIS/ADC config. GTX-330 (When used as a Data
(3) Set IFD to VHF ”
Concentrator)
GTN650/750 and GTN625/635/725 The ARINC channel that is connected to the EFD1000 (i.e.
receiving the ARINC labels from the EFD1000) must be set
ARINC 429 CONFIG Page
to AHRS on the GTX-330.
IN 1 LOW EFIS Format 3 or EFIS Format 2 if ACU2
installed and using EFD1000 Air Data. Transponder or GPS using RS232 ADC
IN 2 As required
OUT LOW(2) GAMA Format 3 Output
SDI See Note 1 GTX-330 – configure for ADC W/ALT if using the EFD1000
as the encoding source. Configure for ADC NO ALT if
VOR/LOC/GS ARINC 429 CONFIG Page EFD1000 is not to supply encoding source but is used for
OAT/TAS and other labels.
SPEED LOW(2) RX LOW(2) TX GNS430/530 – configure for Shadin-adc or Shadin.
SDI COMMON
GTN6xx/7xx – configure for Airdata Format 1 or Altitude
Format 3 as desired.
LOW(2) The GPS/VOR buss speeds are typically set to low but if the ACU2 is used
or it is required to use HS A429 for other devices these settings may need to be set t KLN90B - no config required
o HI (Note if set to HI then the appropriate settings in the EFD1000 must be set to KLN89B/94 – Set RS232 Air Data = Y in Maintenance
HIGH).
Pages.
Figure 9-27: Non-Aspen Equipment Configuration Notes

EFD1000/500
Over Braid or (optional)

1
Double Shield EWR50
RS232 RX1 8 22 RS232 TX

RS232 TX1 13 4 RS232 RX
(optional)
1 Over Braid or
Double Shield WX-500
2
RS232 RX3 10 20 RS232 TX
RS232 TX3 15 8 RS232 RX
(optional)
TRAFFIC
TAS6xx GTX330 GTS8xx Other ARINC 735A Traffic

Over Braid or
1 Double Shield
P1 P3301 P8001 3
2
A429 RX5A 24 8 37 14 A429 TX DISPLAY OUT A
A429 RX5B 25 9 34 15 A429 TX DISPLAY OUT B
5 6 Optional connection of Heading and Altitude

ACU/ACU2 (see Fig 9-28B for synchro heading interface)
ACU P3
A429 TX2A 4 10 Rx Port A429 RX IN A (HDG only)

4
A429 TX2B 5 11 1-6 A429 RX IN B (HDG only)
ACU2 only P3
A429 TX2A 4 10 Rx Port A429 RX IN A (HDG and ALT)
4
A429 TX2B 5 11 1-6 A429 RX IN B (HDG and ALT)
The above Evolution Hazard Awareness (EHA) interfaces are

options on a PFD and must be “Unlocked”

4 EFD/ACU does not supply Traffic control bus functions.
comply with HIRF & Lightning. Extend within back shell. Separate TAS/TIS control panel required.
Ground at both ends.
5 EFD1000 pins 26 and 27 “A429 TX1 Out” can supply
2 Double shield required to first termination point. Double HDG and ALT, see Figure 9-28A
shield only required to existing Traffic or WX-500 display,
6 ACU only outputs low speed, ACU2 will output low or high
not remote sensor. speed. KTA870 must use ACU2 or ARINC 407 synchro.
3 Refer to Traffic System’s installation manual for A429
Display Bus pin designators. integration data and for information regarding checkout
Figure 9-28: Evolution Hazard Awareness – Traffic/XM/WX500

RS-232 Heading & ADC

KLN89B Other GPS capable of
KLN90B KLN94 RS232 Format C
P901 PXX1
36 1
EFD1000 5
GNS430 GTN GDL GTX Other Transponder
GTX330 GNS530 or GPS capable of
6xx/7xx 84/88 345 RS232 Format Z
Note these outputs may be in use
RS232 TX2 14 P3301 PX001 P1001 P881 P3251
by EWR, WX500, or MFD
1 RS232 TX1 13
Configure Output for: 24 57* 25* 27* 30*
ADC TYPE 1 = Format Z (Garmin) RS232 TX3 15
ADC TYPE 2 = Format C (King)
* other unused RS232 inputs may work
ARINC 429 Heading & ADC

Over Braid or ARINC 429 Hi or Lo Speed
Double Shield Pin
Heading and Air Data
A429 TX1A 26 A429 RXA
2 3
A429 TX1B 27 A429 RXB
ACU ARINC 429 Heading

ARINC 429 Lo Speed
P3 Pin
Heading only
A429 TX2A 4 A429 RXA
4
A429 TX2B 5 A429 RXB
to optional GPS
(see Fig 9-7 to 9-10)
ACU2 ARINC 429 Heading & ADC

ARINC 429 Hi & Lo Speed
P3 Pin
Heading and ADC
A429 TX2A 4 A429 RXA
A429 TX2B 5 A429 RXB
to optional GPS
(see Fig 9-7 to 9-10)
If the EFD1000 pin 8 is connected to an EWR50, then pin 4 ACU transmits low speed 429 only.
1
13 cannot be used as an ADC Output.
5 GTX 345 requires sw 2.05 or later
2 If ACU is installed parallel this EFD output with ACU and
other device requiring A429 Heading and/or Air Data. 6 Refer to manufacturers’ documentation to verify the
Note – Hi Speed A429 requires EFD software v2.3 or procedures. This drawing, as it pertains to the non-Aspen
3 equipment, is for reference only.
later.
Figure 9-28A: Digital Heading/ADC Outputs

From inverter or ARINC 407 Synchro

ACU2 other 26V 400Hz source
Heading “bootstrap”
26V 400Hz external ref H
P4 26V 400Hz external ref C Pin Description
Pxxx
26V 400HZ REF- H (in) 60 26V 400HZ REF- H (in)

26V 400HZ REF- C (in) 61 26V 400HZ REF- C (in)
1 or 1 or
400HZ REF HI (out) 25 26V 400HZ REF- H (in)
3
400HZ REF LO (out) 4 26V 400HZ REF- C (in)
HDG X 26 SYNCHRO X INPUT

HDG Y 5 SYNCHRO Y INPUT
HDG Z 27 SYNCHRO Z INPUT
2 /SYN-HDG VALID 52 HEADING VALID LO
1 The ACU2 and the device requiring the synchro heading 4 Synchro output not recommended to drive an autopilot yaw
input must use the same 400HZ reference. Either wire the damper system. Retain existing heading source to yaw
400HZ from the external source in to both the ACU2 and damper.
the device or use ACU2 400HZ output as reference to
device. Note if a external reference is connected to pins 5 Refer to manufacturers’ documentation to verify the
60/61, the ACU2 will disable the internal 400HZ reference integration data and for information regarding checkout
output on pins 25/4. procedures. This drawing, as it pertains to the non-Aspen
2 /SYN-HDG VALID is a active Lo output when the heading
system is valid. If the device requires a active Hi input Configuration Matrix
then use this output to drive a relay to invert the signal. (see Section 10)
This output can sink up to 100ma to ground.
3 ACU2 26Vrms@400Hz reference output can support up to ACU2 connected.
S* None
0.06VA. If more than one analog load is required use an No GPS or NAV
external inverter.
*NOTE – The “S” configuration is only used
when no GPS/NAV or autopilot is connected but
features of the ACU2 are required (i.e., ADF/
Rad Alt/remote OAT, etc.)
If a GPS or NAV receiver is connected, use the
configuration on that drawing (Fig 9.6 thru 9.11)
Figure 9-28B: ARINC 407 Synchro Output (ACU2 only)

Note – In a dual ACU2 configuration only wire ADF and

Radar Altimeter to the #1 ACU2
ACU2 ADF #1
P4 Bendix/King Other Compatible ADF
KR-87 Receivers
P872
ADF1 +SIN 31 A
ADF1 REF 10 D Note – Collins ADF-60A/B
and ADF-650A are not
ADF1 +COS 32 B compatible
D 2
ADF #2
Bendix/King Other Compatible ADF
KR-87 Receivers
P872
ADF2 +SIN 33 A
Note – Collins ADF-60A/B
ADF2 REF 12 D
and ADF-650A are not
ADF2 +COS 34 compatible
B
D 2
Radio Altimeter 1 4
Bendix/King Bendix/King Collins Sperry
ARINC 552 ARINC 429
KRA 10A KRA 405/B ALT50/55 RT200
TYPE 1 TYPE 4 TYPE 2 TYPE 3 TYPE 6 TYPE 7
P10A1 P4051 P1 BP P1
RADALT+ 20 8 K 57 47 W
RADALT- 42 12 b 59 46 N
RADALT VALID 21 6 S 8 12 Y
A429RX3A 24 429 TXA

A429RX3B 3 429 TXB
P2
DH+ 26
8 1 Configuration Matrix
DH-
(see Section 10)
ACU2 connected.
S* None No GPS or NAV
1 See Figure 9-3 for DH interface.
2 KR-87 use pin D for Cos Lo and Sin Lo *NOTE – The “S” configuration is only used
3 EFD1000 to ACU2 A429 OUT and IN Ports must be set to features of the ACU2 are required (i.e., ADF/
“HIGH” in order for the ADF and Rad Alt information to be Rad Alt/remote OAT, etc.)
If a GPS or NAV receiver is connected, use the
sent to the EFD. configuration on that drawing (Fig 9.6 thru 9.11)
4 ARINC 429 Radar Altimeter must output label 164

Figure 9-28C: ADF and Radio Altimeter Interface (ACU2 only)

Note – In a dual ACU2 configuration only wire the

OAT Probe to the #1 ACU2
ACU2 OAT Probe 1 3

2
P4 655-PROBE, 681201-1
black or white
OAT_SIG 13 OAT Output
OAT_+5V 11 5VDC Reference Input
Red
(see Section 10)
1 Compatible OAT Probes are: ACU2 connected.
Davtron P/N 655-PROBE S* None No GPS or NAV
Shadin P/N 681201-1
*NOTE – The “S” configuration is only used
2 Sensor leads may be lengthened or shortened without features of the ACU2 are required (i.e., ADF/
Rad Alt/remote OAT, etc.)
affecting the calibration. If a GPS or NAV receiver is connected, use the
configuration on that drawing (Fig 9.6 thru 9.11)
3 Install probe using probe manufacturers instructions. Install

in a location unaffected by engine exhaust.
EFD1000 to ACU2 A429 OUT and IN Ports must be set to

4
“HIGH” in order for OAT information to be sent to the EFD.
OAT SOURCE must be set to “PROBE”.
Figure 9-28D: Remote OAT Probe Connection (ACU2 only)
Figure 9-29 – Reserved


PFD with EFD1000 MFD or EFD500 MFD
EFD1000 PFD 7 EFD1000 MFD 7

A/P SOURCE
EFD500 MFD
PFD See Appendix F for
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_TX1B
ARINC 429_TX1A
ARINC 429_TX1B
ARINC 429_TX1A
PFD optional PFD/MFD
DIGITAL_OUT
DIGITAL_OUT
Reversion switch
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX0
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX0
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX0
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX0
MFD
MFD
REV
instructions
27
26
23
21
19
17
15
12
11
31
25
24
22
20
18
16
14
13
30
10
27
26
23
21
19
17
15
12
11
31
25
24
22
20
18
16
14
13
30
10
9
8
7
9
8
7
44 PIN 44 PIN
3 2
1 1
(optional)
RS-232 GPS
4
10
10 (optional)
EWR50
22 RS232_TX
4 RS-232_RX
5
(optional) (optional)
Existing WX-500 Display WX-500
10 10
8 20 RS232_TX
8 RS-232_RX
(optional)
Existing Traffic Display
10 10
(optional)
8 ARINC 429
Traffic Sensor
(TAS or TIS)
ARINC 429 OUT A

9
ARINC 429 OUT B
ARINC 429 IN A
6
ARINC 429 IN B
1 See Figures 9-6 to 9-11 for GPS/NAV connections. Parallel connections to 6 PFD or ACU A429 TX may be connected to the traffic sensor for Label 320
both the PFD and MFD from all A429 GPS/NAV and the ACU pins 2 &15. “Magnetic Heading” only. No traffic control panel functions are output by EFD1000
system.
2 ARINC 429 TX to the ACU or GPS A429 IN. See the EFD1000 Installation Inter-System Bus Configuration
Manual Figures 9-6 to 9-10 for connections 7 See Figure 9-1 for CM and RSM wiring connections DISPLAY RS232 PORT PORT SETTING
See the EFD1000 Installation Manual for Sonalert option. 8 See the existing Display’s Installation Manual for specifications. 232 IN PORT 4
EFD1000 MFD* or
3 EFD500 MFD*
PFD
9 See the existing Sensor’s Installation Manual for pin connections and complete 232 OUT PORT 2 EFD
4 Note, pre-existing RS232 GPS installations may be connected to PFD pin
interface to aircraft.
8. These must be re-pinned to PFD pin 9 when installing XM weather. 232 IN PORT 5 EFD1000 PFD
10
Carry shielding though all wire splices. RS232 wiring only - Optionally a MFD 500 or
See EWR50 Installation Manual for complete interface to aircraft. twisted pair (22TG2V64) may be used with the second conductor grounded MFD 1000
5 232 OUT PORT 2 EFD
at both ends in lieu of single conductor shown. Set the RS232 Config C page to HIGH on all selectable items
(unless non-typical installation requires low)
* Set to EFD1000 MFD or EFD500 MFD as per installed
Figure 9-30: Two Display System PFD/MFD, Generic

PFD with EFD1000 MFD and EFD500 MFD
EFD500 MFD 7 EFD1000 PFD 7 EFD1000 MFD 7
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_TX1B
ARINC 429_TX1A
ARINC 429_TX1B
ARINC 429_TX1A
DIGITAL_OUT
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX0
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX0
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX0
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX0
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX0
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX0
23
21
19
17
15
12
11
31
25
24
22
20
18
16
14
13
30
10
9
8
15
14
13
30
27
26
23
21
19
17
12
11
31
25
24
22
20
18
16
10
27
26
23
21
19
17
15
12
11
31
25
24
22
20
18
16
14
13
30
10
9
8
44 PIN
9
8
7
44 PIN 44 PIN
3 2
1 1 1
(optional)
RS-232 GPS
4
10 10
10
(optional)
EWR50
10 22 RS232_TX
A/P SOURCE 4 RS-232_RX

PFD See Appendix F for
PFD optional PFD/MFD 5
Reversion switch (optional) (optional)
MFD
MFD instructions Existing WX-500 Display WX-500
REV
10 10
8 20 RS232_TX
10 8 RS-232_RX
(optional)
Existing Traffic Display
(optional)
8 10 ARINC 429
Traffic Sensor
10 10
(TAS or TIS)
ARINC 429 OUT A

9
ARINC 429 OUT B
ARINC 429 IN A
6 ARINC 429 IN B
1 See Figures 9-6 to 9-11 for GPS/NAV connections. Parallel connections to 6 PFD or ACU A429 TX may be connected to the traffic sensor for Label 320
“Magnetic Heading” only. No traffic control panel functions are output by EFD1000 Inter-System Bus Configuration
both the PFD and MFD from all A429 GPS/NAV and the ACU pins 2 &15.
system. DISPLAY RS232 PORT PORT SETTING
2 ARINC 429 TX to the ACU or GPS A429 IN. See the EFD1000 Installation 232 IN PORT 4 EFD1000 MFD
Manual Figures 9-6 to 9-10 for connections 7 See Figure 9-1 for CM and RSM wiring connections
PFD 232 IN PORT 5 EFD500 MFD
3 See the EFD1000 Installation Manual Figure 9-1 for Sonalert option. 8 See the existing Display’s Installation Manual for specifications. 232 OUT PORT 2 EFD
232 IN PORT 4 EFD500 MFD
4 Note, pre-existing RS232 GPS installations may be connected to PFD pin 9 See the existing Sensor’s Installation Manual for pin connections and MFD 1000 232 IN PORT 5 EFD1000 PFD
8. These must be re-pinned to PFD pin 9 when installing XM weather. complete interface to aircraft.
232 OUT PORT 2 EFD
5 See EWR50 Installation Manual for complete interface to aircraft.
10 Carry shielding though all wire splices. RS232 wiring only - Optionally a 232 IN PORT 4 EFD1000 MFD
twisted pair (22TG2V64) may be used with the second conductor grounded MFD 500 232 IN PORT 5 EFD1000 PFD
at both ends in lieu of single conductor shown. 232 OUT PORT 2 EFD
Set the RS232 Config C page to HIGH on all selectable items
(unless non-typical installation requires low)
Figure 9-30A: Three Display System PFD/MFD1000/MFD500, Generic

7 7 7 7 4
31
33
34
36
32
35
30
31
33
34
36
32
35
30
44
42
41
44
42
41
43
43
1
PFD with EFD1000 or EFD500 MFD
RSM_C
RSM_D
RSM_E
RSM_F
RSM_G
RS232_TX0
RS232_RX0
RSM_C
RSM_D
RSM_E
RSM_F
RSM_G
RS232_TX0
RS232_RX0
CONFIG_D
CONFIG_C
CONFIG_B
CONFIG_A
CONFIG_D
CONFIG_C
CONFIG_B
CONFIG_A
Config: (1A-2D) GNAV and Analog NAV#2 EFD1000 PFD EFD1000 MFD
Config: (1A-2H) GNAV and Analog NAV#2 and RS232 GPS#2
Config: (1A-2F) GNAV and RS232 GPS#2
EFD500 MFD
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_TX1B
ARINC 429_TX1A
ARINC 429_TX1B
ARINC 429_TX1A
DIGITAL_OUT
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX3
RS232_TX2
RS232_TX1
GNAV #1 7
27
26
23
21
19
17
15
12
11
25
24
22
20
18
16
14
13
10
27
26
23
21
19
17
15
12
11
25
24
22
20
18
16
14
13
10
9
8
9
8
7
GTN6xx GNS430/W GNS- 44 PIN 44 PIN
GTN7xx GNS530/W 480
P1001 P1004 Px001 Px006 P5 3
29 _ 47 _ 24
10 _ 46 _ 4
_ _ 11
23 23 25
_ 24 _ 24 5
48 48(50) _ 8
67 __ 49(51) _
28
27 57 optional Air Data connection

11 (optional)
EWR50
22 RS232_TX
RS-232/Analog GPS #2 - optional 2 4 RS-232_RX
To PFD
11
RS-232 Flight Plan and MFD
Pin 9 (optional)
See Figure:
WX-500
9-12 for KLN89/B & KLN94 ACU 5 6
11
9-13 for KLN-90/A/B 20 RS232_TX
9-14 for GX-50/60/55/65
8 RS-232_RX
9
Analog VLOC #2 - optional
See Figure 9-15 for:
KX-155(A) &165(A) (optional)

KN-53
KX-170A/170B/175/175B ARINC 429
11
SL-30 Traffic Sensor
Autopilot-optional (TAS or TIS)
See Figure: ARINC 429 OUT A

Inter-System Bus Configuration 9
9-16 to 9-22 for Autopilot ARINC 429 OUT B
9-23 for Flight Director DISPLAY RS232 PORT PORT SETTING
P3 EFD1000 MFD* or ARINC 429 IN A
232 IN PORT 4 10
EFD500 MFD* A/P SOURCE ARINC 429 IN B
ARINC 429_TX1A 2 PFD
232 OUT PORT 2 EFD PFD See Appendix F for
ARINC 429_TX1B 15
ARINC 429_RX1A 1 232 IN PORT 5 EFD1000 PFD
MFD 500 or
MFD Reversion switch
ARINC 429_RX1B 14 MFD 1000 MFD instructions
232 OUT PORT 2 EFD
REV
ARINC 429_TX2A 4 Set the RS232 Config C page to HIGH on all selectable items
ARINC 429_TX2B 5 (unless non-typical installation requires low)
1 This drawing is used for existing PFD installations that wired to Figure 9-8 5 See Figure 9-2 for ACU power and ground connections 10
ACU A429 TX2 (pins 4,5) may be connected to the traffic sensor for Label 320
or have one GNAV with Analog NAV and/or GPS. Other configurations “Magnetic Heading” only. No traffic control panel functions are output by EFD1000
must use their appropriate drawing. 6 See Figure 9-3 for DH wiring connections system
Existing PFD installation may have used pin 8 for the RS232 GPS connection. This 11 Carry shielding though all wire splices. RS232 wiring only - Optionally a
2 See Figure 9-1 for PFD/MFD power and CM/RSM wiring connections
7 twisted pair (22TG2V64) may be used with the second conductor grounded
wire must be moved to pin 9 when adding the optional EWR50 XM receiver
at both ends in lieu of single conductor shown.
8 See the existing Display’s Installation Manual for specifications
3 See the EFD1000 Installation Manual for Sonalert option
See the existing Sensor’s Installation Manual for pin connections and
EFD500 installations do not use an RSM. 9 complete interface to aircraft
4
Figure 9-31: Two Display System PFD/MFD, GNAV1 and Analog NAV#2 or GPS#2
Configurations (1A-2D) or (1A-2H) or (1A-2F)

7 7 7 4
31
33
34
36
32
35
30
31
33
34
36
32
35
44
42
41
44
42
41
30
43
43
PFD with EFD1000 or EFD500 MFD
RSM_C
RSM_D
RSM_E
RSM_F
RSM_G
RS232_TX0
RS232_RX0
RSM_C
RSM_D
RSM_E
RSM_F
RSM_G
RS232_TX0
RS232_RX0
CONFIG_D
CONFIG_C
CONFIG_B
CONFIG_A
CONFIG_D
CONFIG_C
CONFIG_B
CONFIG_A
1
Config: (1B-2A) GNAV #1 and GNAV #2 EFD1000 PFD EFD1000 MFD
Config: (1B-2C) GNAV #1 and A429 GPS #2
EFD500 MFD
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_RX5B
ARINC 429_RX5A
ARINC 429_RX4B
ARINC 429_RX4A
ARINC 429_RX3B
ARINC 429_RX3A
ARINC 429_RX2B
ARINC 429_RX2A
ARINC 429_RX1B
ARINC 429_RX1A
ARINC 429_TX1B
ARINC 429_TX1A
ARINC 429_TX1B
ARINC 429_TX1A
DIGITAL_OUT
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_RX5
RS232_RX4
RS232_RX3
RS232_RX2
RS232_RX1
RS232_TX3
RS232_TX2
RS232_TX1
RS232_TX3
RS232_TX2
RS232_TX1
GNAV #1
27
26
23
21
19
17
15
12
11
25
24
22
20
18
16
14
13
10
23
21
19
17
15
12
11
25
24
22
20
18
16
14
13
10
27
26
9
8
9
8
7
GTN6xx GNS430/W GNS- 44 PIN 44 PIN
GTN7xx GNS530/W 480
P1001 P1004 Px001 Px006 P5 3
29 _ 47 _ 24
10 _ 46 _ 4
_ _ 11
23 23 25
_ 24 _ 24 5
_ 11
48 48(50) 8
67 __ 49(51) _
28
27 57 optional Air Data connection

11 (optional)
EWR50
GNAV #2
GTN6xx GNS430/W GNS- 22 RS232_TX
GTN7xx GNS530/W 480
RS-232_RX
4
P1001 P1004 Px001 Px006 P5
_ _ 11
29 47 24
10 _ 46 _ 4 (optional)
_ _ WX-500
23 23 25
2 11
_ 24 _ 24 5
20 RS232_TX
48 48(50) _ 8 8 RS-232_RX
11 67 __ 49(51) _
28
27 57
9
(optional)
11 ARINC 429
Traffic Sensor
ACU 5 6
(TAS or TIS)
P1
1 ARINC 429_RX2A
Inter-System Bus Configuration ARINC 429 OUT A
2 ARINC 429_RX2B 9
RS232 PORT PORT SETTING ARINC 429 OUT B
DISPLAY
EFD1000 MFD* or
P3 232 IN PORT 4 ARINC 429 IN A
EFD500 MFD*
PFD 10
ARINC 429_TX1A 2 232 OUT PORT 2 EFD ARINC 429 IN B
A/P SOURCE
ARINC 429_TX1B 15 PFD See Appendix F for
MFD 500 or 232 IN PORT 5 EFD1000 PFD
ARINC 429_RX1A 1
MFD 1000
232 OUT PORT 2 EFD MFD Reversion switch
ARINC 429_RX1B 14
Set the RS232 Config C page to HIGH on all selectable items
MFD
REV
instructions
ARINC 429_TX2A 4 (unless non-typical installation requires low)
ARINC 429_TX2B 5
1 This drawing is used for existing PFD installations that are wired to Figure 5 See Figure 9-2 for ACU power and ground connections 10
ACU A429 TX2 (pins 4,5) may be connected to the traffic sensor for Label 320
9-9A or new installations of dual GNAV radios. Other configurations must “Magnetic Heading” only or ACU2 for Heading and Altitude. No traffic control
use their appropriate drawing 6 See Figure 9-3 for DH wiring connections panel functions are output by EFD1000 system
See Figure 9-1 for PFD/MFD power and CM/RSM wiring connections 11
Carry shielding though all wire splices. RS232 wiring only - Optionally a
2 VLOC #2 wiring is a no connect if GNAV #2 is an A429 GPS only (i.e, GPS400) 7 twisted pair (22TG2V64) may be used with the second conductor grounded
See the existing Display’s Installation Manual for specifications at both ends in lieu of single conductor shown.
3 See the EFD1000 Installation Manual for Sonalert option 8
See the existing Sensor’s Installation Manual for pin connections and
EFD500 installations do not use an RSM. 9 complete interface to aircraft
4
Figure 9-32: Two Display System PFD/MFD, GNAV1 and GNAV2

Configurations (1B-2A) or (1B-2C)

10 Configuration and Equipment Checkout

Print a copy of Appendix B – Installation Final Check Sheet prior to starting any tests. Log a
Pass/Fail on check sheet then sign and date upon completion. Include copy of form in permanent
aircraft records.
NOTE: To avoid damage to the equipment, do not place the EFD1000 Display face down on the
knobs.
The following Test Equipment will be required to complete the remaining steps in the ground test
procedure:
• Pitot Static Test Set
• NAV/ILS Signal Generator
• Digital Multimeter
• Electrical Bonding Tester
10.1 Post Installation Wiring Checks

10.1.1 Wiring Verification
Do not install the EFD, ACU, RSM or configuration module until instructed to do so in
Section10.3.
1) Perform a continuity check on all wires between the EFD, ACU, RSM, Configuration
Module and their associated connections per wiring diagrams.
2) Verify over shields or over braids are installed on required wiring bundles.
3) Apply aircraft power and close the EFIS, MFD, and ACU circuit breakers and the EFIS
and MFD master switch if installed.
4) Verify proper voltage on EFD main connector pins 1, 2, and 3 and that there are
proper grounds on pins 4, 5, and 6.
5) If installed, verify proper voltage on ACU/ACU2 P1-10 and ground on P1-3.
10.1.2 Bonding Check – FAR 23.867(b)
1) Verify braided bonding strap is installed between EFD ground stud and airframe
ground.
2) Verify EFD mounting bracket is bonded to instrument panel with no greater than 3
milliohms resistance.
3) Verify ACU(s) chassis is bonded to airframe with no greater than 3 milliohms
resistance.
4) Verify RSM base plate or doubler plate is bonded to airframe with no greater than 3
milliohms resistance.
10.2 Database Installation

Each EFD1000 MFD and EFD500 MFD comes with a data card that must be installed during
operation. The EFD1000 PFD and EBD do not require a data card unless Synthetic Vision is
enabled. See Section 1 “MFD Database Versions” for data card types available.

If the data card is removed a “Database Failure” message will be shown when the system
loads additional data (normally the aircraft has flown some distance).
The data card contains Terrain, Obstacle, Cultural, NavData, and optionally Charts. The
NavData, Obstacle, and Cultural data is available for download on a 28-day cycle from
Jeppesen. U.S. Terminal Procedures Charts (Charts) are available for download on a 28-day
cycle from Seattle Avionics. Extra and replacement cards are purchased directly from Aspen
Avionics. Charts are available from Seattle Avionics Software at www.seattleavionics.com
The data card is inserted in the card slot at the base the MFD. The data card (microSD card)
is inserted with the metal contacts facing down and toward the display. The card is inserted
until it is almost flush with the display bezel and locks into place. To remove the data card
simply push in on the card and it will eject part way. It can then be removed from the MFD.
10.3 Initial System Turn On

Remove power by pulling applicable circuit breakers. Install all EFD(s), ACU(s), RSM(s), and
Configuration Module(s). Push in all applicable circuit breakers and apply power. Verify the
EFD displays the initialization page after 5 seconds. The MFD will display database-loading
information in a small window at the bottom of the Navigation Map screen.
If a “Convert Config Module (CM)” message is displayed, press Convert. This will load the EFD
software level configuration pages to the configuration module.
Configure all systems using Section 10.4 prior to system check out.
NOTE: AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags may take up to 20
minutes to clear at temperatures below -20ºC.
NOTE: The MFD’s may require up to 3 minutes to completely load all database features. Menu pages
and configuration pages may be accessed during this time.
10.4 System Configuration

Configure the EFD1000/500 system(s) prior to running the ground test procedure. The
configuration pages are accessed through the EFD display using the MENU button and the
lower Right Control Knob labeled MODE/SYNC.
10.4.1 Main Menu Access
Pushing the “MENU” button accesses the Main Menu operation. See PFD Pilot Guide and
MFD Pilot Guide for Main Menu operation.
10.4.2 Menu Navigation
When no fields are enabled for editing, rotating the right control knob clockwise
advances to the next menu page and counterclockwise advances to a previous
menu page.
Editable menu items are displayed in white text on a blue background, non-editable
menus items are green text on a blue background while grey text on a blue background
is disabled from editing.

10.4.3 Edit Mode
Pushing the line select key adjacent to an editable field enables the associated field for
editing. The field turns magenta when enabled and the right control knob reads “Edit
Value”.
When the field is enabled for editing rotating the right control knob will adjust the value.
Pushing the right control knob or the adjacent line select key will exit from the editable
field.
10.4.4 Main Menu Configuration
The Main Menu consists of pages that are pilot selectable. Refer to the PFD Pilot Guide
and MFD Pilot Guide for Main Menu configuration if necessary.
10.4.5 Installation Menu – Unit Configuration
The Installation Menu is entered from the Main Menu’s “SYSTEM STATUS PAGE” (page 11
of 11). Simultaneously push and hold the MENU key, Line Select Key #1 and Line Select
Key #2 for 3 seconds while the airspeed is below 30 units.
M
E
N MENU KEY
U
MAP VER: 2.0 LINE SELECT KEY #1
IOP VER: 2.0 LINE SELECT KEY #2
S/N: XXXX-??
SYSTEM STATUS PAGE 11 OF 11

SEL PAGE
Figure 10-1: Installation Menu Access
Whenever the warning message in Figure 10-2 is displayed, pressing either control knob
shall advance the Installation menu.
WARNING:
THE INSTALLATION MENU CONFIGURATION SETTINGS
MUST BE SET IN ACCORDANCE WITH THE APPROVED
INSTALLATION INSTRUCTIONS. UNAUTHORIZED
MODIFICATION OF THESE INSTALLATION SETTINGS
MAY INVALIDATE THE TYPE CERTIFICATED STATUS OF
THIS AIRCRAFT AND/OR RENDER IT UNAIRWORTHY.
PRESS EITHER CONTROL KNOB TO ACCEPT

PRESS MENU KEY TO EXIT
Figure 10-2: Installation Menu Warning

To exit the Installation Menu at any time press the MENU button. All data will be saved
as displayed. The system will reboot and “INITIALIZING” will appear on the display for
approximately 40 seconds.
Select the appropriate section from the following pages that applies to your system or
systems. The EFD1000 PFD, EFD1000 MFD, and the EFD500 MFD have identical page
layouts and configuration options. The EFD500 MFD pages are unique in that some
configuration options are grayed out because they refer to a depopulated ADAHRS
function.
• Section 10.4.6 -EFD1000 PFD and MFD (print twice for dual EFD1000 systems)
• Section 10.4.7 -EFD500 MFD
Record aircraft information at the beginning of the section and record the configuration
in each table as shown below.
Make a copy of the appropriate section with the information recorded for inclusion into
Aspen Avionics document #900-00012-001, Instructions for Continued Airworthiness.
Use section10.4.8– Configuration Definitions, to assist with configuration “Options”

selection.
EXAMPLE: Record Aircraft and Equipment Data
Installation Date:
Aircraft Model: EFD1000 S/N:
Aircraft Type: RSM S/N:
Aircraft S/N: ACU S/N:
CM S/N:
EXAMPLE: Record installation as configured and wired

INSTALLATION MENU PAGE 9 – ACU CONFIG SW v1.0
Feature Options Actual Setting
ACU HSI TYPE 0,1 (0=KI525A, 1=NSD360)
ACU FD TYPE 0,1,3,4 (0=NONE,1=KI256, 3=G550)
ACU DATUM NORMAL, REVERSED
FD PITCH OFFSET ADJ -10.0 to +10.0 (degrees)
FD ROLL OFFSET ADJ -10.0 to +10.0 (degrees)
Notes:
10.4.6 EFD1000 Installation Menu Configuration
Use this form for the EFD1000 PFD and EFD1000 MFD and EFD1000 EBD
INSTALLATION MENU Configuration – EFD1000

Installation Date:
CM S/N:

WARNING: Only an appropriately rated mechanic or repairman (14 CFR 43.3) may set the values on the
IAS Config A and B menu pages. The values must match the certified speeds in the Aircraft
Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation
(e.g., Placard).
The following menus are based on software version 2.5. Previous software levels do not
have all shown options below and some items have been moved to another menu page.
10.4.6.1 Installation Menu Page - IAS CONFIG A
Aircraft that use a Vmo/Mmo airspeed indicator are shown in Table 10-1 (Section
10.4.8.1) and will set the MOL TYPE to 2 thru 6. See Table 10-1 for MOL TYPE and
MOL Parameter values. Set the MOL MARKER/BAND to either a BARBER POLE or
REDLINE depending on existing airspeed indicator marking. MACH DSPL TYPE may be
set to operator preference. This setting determines when the airspeed tape changes
from Vmo to Mmo, either at an Altitude or at a Speed.
All standard airspeed indicators (that use a Vne) will set the MOL TYPE to 1 and then
enter the Vne in the MOL PARAM VALUE field.
INSTALLATION MENU PAGE – IAS CONFIG A SW v2.3 and above

MOL TYPE 1,2,3,4,5,6
MOL PARAM SEL See instructions in table below
MOL PARAM VALUE See instructions in table below
MOL MARKER/BAND BARBER POLE, REDLINE
MACH DSPL TYPE ALTITUDE, SPEED
Notes:

MOL Parameter
MOL Description
Selection Options
Type And Example
(Known Values)
1 Vne For this type, Vne is displayed as a fixed value. Set MOL TYPE = 1
Example: If Vne = 180Kts, enter 180 in the MOL PARAM VALUE field.
2 Vmo For this type, Vmo is displayed as a fixed value. Set MOL TYPE =2
Example: If Vmo = 210Kts, enter 210 in the MOL PARAM VALUE field.
3 Vmo For this type, Vmo and Mmo are known values. MAX ALT is the service ceiling
Mmo of the aircraft. Set MOL TYPE=3. Push line select key next to MOL PARAM SEL
and scroll to Vmo. Press line select next to MOL PARAM VALUE and rotate right
MAX ALT
knob until Vmo value is correct. Repeat for Mmo and MAX ALT
4 Vmo1 For this type, Vmo is displayed as a fixed value to a known altitude and then
ALT 1 Vmo decreases by # knots per # feet (were # is a number)
KNOTS or MPH
Example:
(depending on the
Vmo is 226 KIAS to 15,500 feet and then Vmo decreases 4 KIAS per 1,000 feet
setting on the IAS Known values: Vmo=226, ALT1=15500, KNOTS=4, ALT2=1000, MAX ALT =
UNIT installation A/C service ceiling.
menu setting) Use MOL PARAM SEL to select Vmo/ALT1/KNOTS/ALT2
ALT 2 Use MOL PARAM VALUE to enter 226/15500/4/1000
MAX ALT
5 Vmo 1 For this type, the aircraft has multiple Vmo’s (Vmo x) that depend on different
ALT 1 altitudes (ALT x).
Example:
Vmo2
Vmo = 160 KIAS from 0 ft. to 5000 ft.
ALT 2
Vmo 3 Vmo = 145 KIAS from 10000 ft. to 15000 ft.
ALT 3
Vmo 4 In this example Vmo1=160, ALT1=5000, Vmo2=155, ALT2=10000,
ALT 4 Vmo3=145, ALT3=15000
Vmo 5
This type can support up to 6 Vmo’s.
ALT 5
Vmo 6
ALT 6
6 Vmo 1 For this type, Vmo (Vmo1) is displayed as a fixed value to a known altitude
(ALT1) and then Vmo decreases in a straight-line variation between the Vmo1
altitude and a Vmo2 altitude (ALT2). ALT2 = aircraft maximum altitude.
Example:
Vmo = 160 KIAS at 25000 ft.
In this example Vmo1=197, ALT1=15000, Vmo2=160, ALT2=25000

10.4.6.2 Installation Menu Page – IAS CONFIG B
Set Speed Bands per Aircraft Flight Manual. Note- Vne is set on previous page.
OVERSPEED ALERT–A setting of DISABLE is the only valid configuration allowed under
the STC at this time.
INSTALLATION MENU PAGE – IAS CONFIG B SW v2.3 and above

OVERSPEED ALERT DISABLE, ENABLE
Vno 0 to 450
Vfe 0 to 450
Vs 0 to 450
Vso 0 to 450
Notes:
10.4.6.3 Installation Menu Page – IAS CONFIG C
Set Speed Markers per Aircraft Flight Manual.
INSTALLATION MENU PAGE – IAS CONFIG C SW v2.0 and above

Vyse 0 to 450
Vmc 0 to 450
Triangle 0 to 450
Not Used
Not Used
Notes:
10.4.6.4 Installation Menu Page – IAS CONFIG D
NOTE: These selections are rotorcraft only and are grayed out.
Does not apply to EFD1000

10.4.6.5 Installation Menu Page – IAS CONFIG E
This menu is used to select the color of the airspeed tape speed bands so that they
can exactly match the existing airspeed indicator.
SPD Band 2 - Maximum structural cruising speed (Vno) to the never exceed speed
(Vne). Yellow is the default for piston engine aircraft. Set as required to match existing
IAS indicator.
SPD Band 3 - No flap stall speed (Vs) to the maximum structural cruising speed (Vno).
Green is the default for piston engine aircraft. Set as required to match existing IAS
indicator.
SPD Band 4 - Full flap stall speed (Vso) to the maximum flap extend speed (Vfe). White
is the default for piston engine aircraft. Set as required to match existing IAS
indicator.
Note: “CLEAR” will render a tape marking (Speed Band) with no color, which will replicate certain
Vmo/Mmo mechanical airspeed indicators such as ones with a black background with white
tick marks and numbers.
INSTALLATION MENU PAGE – IAS CONFIG E SW v2.3 and above

SPD Band 2 YELLOW, CLEAR
SPD Band 3 GREEN, WHITE, CLEAR
SPD Band 4 WHITE, CLEAR
Not Used
Not Used
Notes:
10.4.6.6 Installation Menu Page - IAS CONFIG F
IAS UNITS - Set per Aircraft Flight Manual.

TAPES - Configure based on Flowchart in Figure 10-4.
VPSD EDIT - Set based on “Operator Configuration Checklist” of Appendix C or to
owner/operator preference.
INSTALLATION MENU PAGE – IAS CONFIG F SW v2.0 and above

IAS UNITS kts, mph
TAPES UNLOCKED, LOCK OFF, LOCK ON
VSPD EDIT UNLOCKED, LOCKED
Not Used
Not Used
Notes:

10.4.6.7 Installation Menu Page - IAS CONFIG G (SW v2.2 and above)
IAS DISPLAY – DISABLE will remove the airspeed bug from the tape, the upper left
window, and the left knob. The window will continue identify the units (KTS or MPH)
displayed on the airspeed tape.
ALT DISPLAY – DISABLE will remove the altitude bug from the tape, the upper right
window, and the right knob. It also removes the MIN field.
BARO DISPLAY – When disabled will remove the BARO setting from the right knob and
the BARO display from the center Databar. The Disable setting will also remove the
baro-corrected altitude label from the A429 and RS-232 busses.
VSI DISPLAY (added sw 2.2.3) – Always On means the tape will always be displayed.
Always Off means the tape is always turned off. AUTO means the tape will declutter
when the vertical speed is between +/-100fpm. ALWAYS ON or AUTO are the only
settings permitted under this STC.
CAUTION: Setting BARO DISPLAY to DISABLE may only be used when the TAPES are Locked Off and it
is a stand-alone PFD. PFD/MFD installations must be set to ENABLE.
INSTALLATION MENU PAGE – IAS CONFIG G SW v2.2 and above

IAS DISPLAY DISABLE, ENABLE
ALT DISPLAY DISABLE, ENABLE
BARO DISPLAY DISABLE1, ENABLE 1(read Caution above)
VSI DISPLAY ALWAYS ON, ALWAYS OFF, AUTO*
Not Used
Notes: * ALWAYS ON or AUTO are the only permitted settings under this AML-STC
10.4.6.8 Installation Menu Page – NAV SETUP A
The following menu will be used to configure the EFD1000 system for the installed
GPS, NAV and autopilot interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ID#1 and ID#2.
INSTALLATION MENU PAGE – NAV SETUP A SW v2.3 and above

GPS/NAV #1 NONE,A,B,C,D,E,F,G,H,I,J,K,L,M,P,Q,R,S
GPS/NAV #2 NONE,A,B,C,D,E,F,G,H,I,J,K,L,M
Not Used
Not Used
Not Used
If no GPS or NAV’s are installed but the ACU is installed, then use Config 1S-2NONE

10.4.6.9 Installation Menu Page – NAV SETUP B
The following menu will pre-fill based on the GPS/NAV #1/2 selections made on the
previous page. No changes required here unless it is required to change the
GPS1/GPS2/NAV1/NAV2 order to accommodate parallel connection of the EFD1000
and a second EFIS system running GPS and NAV at mixed A429 speeds (see Figure 9-
9B and 9-9C for these connections).
NOTE - Use of the “TYPE 1 AP” or “TYPE 2 AP” settings are not approved under AML-
STC SA10822SC. See Autopilot Manufacture’s STC documentation for setting of these
values.
INSTALLATION MENU PAGE – NAV SET UP B SW v2.3 and above

429 IN PORT 1 NONE, GPS1, VLOC1, VLOC1+ACU,
GPS1+ACU, GPS1+ACU+VLOC1,
GPS2, VLOC2, VLOC2+ACU,
GPS2+ACU, GPS2+ACU+VLOC2
429 IN PORT 2 Same as IN PORT 1 options
429 IN PORT 5 NONE, TRAFFIC*, TYPE 1 AP*, TYPE 2
AP*
* If setting is grayed out it is because this feature requires a “Unlock” card on EFD.
10.4.6.10 Installation Menu Page – NAV SETUP C
A429 input ports will be set to HIGH or LOW. ADF/RAD ALT/remote OAT/S-TEC 55X
require high speed to the ACU2. The standard ACU only operates low speed. Set the
appropriate number of ADF receivers installed. Set NAV#2 Position Source to GPS1 if it
is desired to have GPS1 map data displayed when VLOC#2 is selected. Set to GPS2 if
GPS2 map data is to be displayed when VLOC#2 is selected. Single GPS installations
set to GPS1.
INSTALLATION MENU PAGE – NAV SET UP C SW v2.3 and above

429 OUT PORT SPEED HIGH, LOW(1)
429 IN PORTS 1 & 2 SPEED HIGH, LOW(1)
429 IN PORTS 3 & 4 SPEED HIGH, LOW(1)
ADF CONFIG NONE, 1, 2
NAV #2 POSITION SOURCE GPS1, GPS2
ACU set to LOW. ACU2 set to HIGH if using ADF, RAD ALT, Rmt OAT or 55X. Otherwise it could be set to
(1)
low.
NOTE: Power to the ACU2 should be reset after configuring the EFD because if it was running low
speed when powered up, it will continue to run low speed even if changed to high above until
it boots back up. ADF/RAD/ALT/RMT OAT/S-TEC 55X will not function in this case.

10.4.6.11 Installation Menu Page – RS-232 CONFIG A
The following menu is used to configure the RS-232 RX IN sensor ports. Options
include GPS type, ADSB, WX500, XM Weather, RSM, EFD1000 PFD, EFD1000 MFD, and
EFD500 MFD inter-system communication. Note - some ports do not include all
interface options. (See wiring diagrams in sections 9 to determine how each port was
wired and configure port accordingly.)
NOTE – Setting and wiring RS-232 TX0 or RS-232 TX1 to DFC A/P 1 or DFC A/P 2
requires the associated RS-232 RX port (0 or 1) to be wired/configured as DFC A/P or
unused. For example, using 232 TX0 for DFC A/P 1 will require 232 RX0 to be wired
to DFC90 P2-24 or unused. No other 232 RX0 configuration options are available.
RS-232 TX2 and TX3 do not have this restriction.
NOTE - Use of the “DFC A/P” settings not approved under AML-STC SA10822SC. See
Avidyne DFC-90 STC installation instructions for setting of these values.
INSTALLATION MENU PAGE – RS-232 CONFIG A SW v2.0 and above

NONE, RSM, GPS TYPE 4 2,
GPS TYPE 5 2,
232 IN PORT 0 DFC A/P, ADSB TYPE 1, ADSB TYPE 2,
ADSB TYPE 3, ADSB TYPE 4
NONE, GPS TYPE 1, GPS TYPE 2, GPS TYPE
3, GPS TYPE 42, GPS TYPE 52, XM1, DFC
232 IN PORT 1
A/P, ADSB TYPE 1, ADSB TYPE 2, ADSB
TYPE 3, ADSB TYPE 4
3, GPS TYPE 42, GPS TYPE 52, DFC A/P,
232 IN PORT 2
ADSB TYPE 1, ADSB TYPE 2, ADSB TYPE 3,
ADSB TYPE 4
NONE, WX500, GPS TYPE 42, GPS TYPE 52,
232 IN PORT 3 DFC A/P, ADSB TYPE 1, ADSB TYPE 2,
ADSB TYPE 3, ADSB TYPE 4
NONE, EFD1000 MFD, EFD1000 PFD,
232 IN PORT 4
EFD500 MFD
Note: GPS TYPE 1= KLN94/90B “standard”, GPS TYPE 2= KLN94 Enhanced, GPS TYPE 3=
GX50/55/60/65. DFC A/P is selected when the DFC-90 autopilot is connected to this port.
1 If XM is selected then ADC type 1 or 2 cannot be selected for 232 OUT PORT 1
2 Not applicable to SW v2.10.2 and later – The CG100 is not supported. Do not select Type 4
or Type 5.
10.4.6.12 Installation Menu Page – RS-232 CONFIG B
The following menu is used to configure the RS-232 RX IN 5 sensor port and the four
RS-232 TX OUT ports. Options include XM Weather, WX500, ADC (two types) and PFD
or MFD inter-system communications. Note - some ports do not include all interface
options. (See wiring diagrams in sections 9 to determine how each port was wired
and configure port accordingly.)

NOTE – Setting and wiring RS-232 TX0 or RS-232 TX1 to DFC A/P 1 or DFC A/P 2 requires the
associated RS-232 RX port (0 or 1) to be wired/configured as DFC A/P or unused. For
example, using 232 TX0 for DFC A/P 1 will require 232 RX0 to be wired to DFC90 P2-
24 or unused. No other 232 RX0 configuration options are available. RS-232 TX2
and TX3 do not have this restriction.
NOTE - Use of the “DFC A/P” settings not approved under AML-STC SA10822SC.
See Avidyne DFC-90 STC installation instructions for setting of these values.
INSTALLATION MENU PAGE – RS-232 CONFIG B SW v2.0 and above

232 IN PORT 5
EFD500 MFD
NONE, RSM, GPS TYPE 42, GPS TYPE
232 OUT PORT 0
52, DFC A/P 1, DFC A/P 2
NONE, XM, ADC TYPE 11, ADC TYPE
232 OUT PORT 1 21, GPS TYPE 42, GPS TYPE 52, DFC
A/P 1, DFC A/P 2, ADSB TYPE 1
NONE, EFD, ADC TYPE 1, ADC TYPE 2,
232 OUT PORT 2 GPS TYPE 42, GPS TYPE 52, DFC A/P 1,
DFC A/P 2
NONE, WX500, ADC TYPE 1, ADC TYPE
232 OUT PORT 3 2, GPS TYPE 42, GPS TYPE 52, DFC A/P
1, DFC A/P 2
Notes: ADC TYPE 1=”Z” (Shadin) format, ADC TYPE 2=”C” (Bendix King C) format
Note: EFD is any PFD or MFD. DFC A/P 1 is selected when DFC-90 P2-26 is connected to this
port. DFC A/P 2 is selected when DFC-90 P2-25 is connected to this port.
1 If XM was selected for 232 IN PORT 1 then ADC type 1 or 2 cannot be selected for 232 OUT PORT 1.
2 Not applicable to sw v2.10.2 and later – The CG100 is not supported. Do not select Type 4 or Type 5.
10.4.6.13 Installation Menu Page – RS-232 CONFIG C
For PFD only installations these are grayed out. For PFD/MFD installations set all that
are selectable to HIGH after configuring the inter-system buss in the previous two
menu pages. Note – LOW may be used instead of HIGH if your configuration requires
the 232 IN PORT 2 to be set to LOW (i.e., when it is required to use RX2 for GPS TYPE
1-3).
INSTALLATION MENU PAGE – RS-232 CONFIG C SW v2.5 and above

232 IN PORT 4 SPEED LOW, HIGH
232 OUT PORT 2 SPEED LOW, HIGH
Not Used
Not Used
Note: These port settings are grayed out unless a PFD/MFD installation and the inter-system
buss is configured.

10.4.6.14 Installation Menu Page – ACU CONFIG A
The following menu configures the emulation modes for the Flight Director and HDG
and CRS Datum interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ACU HSI TYPE and ACU FD TYPE.
(See Section 10.4.8 for example). Flight Director display pitch and roll offset
adjustments are also made.
INSTALLATION MENU PAGE – ACU CONFIG A SW v2.3 and above

ACU HSI TYPE 0,1,2,3
ACU FD TYPE 0,1,2,3,4,5,6,7 (8,9,10,11,12)(1)
ACU DATUM NORMAL,REVERSED
FD PITCH OFFSET ADJ -10.0 to +10.0 (degrees)
FD ROLL OFFSET ADJ -10.0 to +10.0 (degrees)
(1) FD TYPES 8-12 require optional “Unlock” card.
10.4.6.15 Installation Menu Page – ACU CONFIG B
The ACU/ACU2 transmit buss speed to the GPS receiver and receive buss speed from
the digital VLOC receiver will be configured. For ACU set both to LOW. ACU2 may
change these to HIGH if required but most configurations as shown in Section 9 use
Low speed settings.
When the S-TEC55X A/P setting is set to ENABLE, the following install menu items are
automatically set to the following settings. These setting are also gray so they can’t
be changed.
IAS DISPLAY = ENABLE

ALT DISPLAY = ENABLE
BARO DISPLAY = ENABLE
VSI DISPLAY = ALWAYS ON
TAPES = LOCK ON
INSTALLATION MENU PAGE – ACU CONFIG B SW v2.9 and above

Digital Nav Tx Speed HIGH. LOW
Digital Nav Rx Speed HIGH, LOW
STEC55X A/P DISABLE/ENABLE(2)
Not Used
Not Used
(1) Tx Speed is ACU P3 pins 4&5, Rx Speed is ACU P1 pins 1&2
(2) If the setting is grayed out it is because this feature requires an “Unlock” card

10.4.6.16 Installation Menu Page – MISC CONFIG A

RSM Orientation– TOP (A-05-111-00, -001, -011, -021, -002, -012, and -022 RSM),
BOTTOM (-003, -013 and -023 RSM)
RSM GPS Enable - ENABLE(1) if A-05-111-00, -001, -011, or -021 RSM and RSM has
view of satellites. Set to INTERCOM if MFD1000(1) using a -002 or -003 RSM or -001
RSM is internal with no view of satellites. Set to DISABLE if a PFD is using a -002 or -
003 RSM or has no view of satellites. INTERCOM setting was added in software v2.3
and later.
RAD ALT CONFIG –Set to NONE unless Radio Altimeter is installed, then set to correct
type per table in Section 8.
RSM GPS USAGE – EMER ONLY is the only permitted setting under the STC.
WIND DISPLAY (added SW v2.2.3) – ENABLE>=30KIAS is default setting. DISABLE
removes the wind vector/speed/direction from databar. Maybe set per operator
preference.
Caution: Use of the MODE 2 selection affects the certification of the EFD1000 system and is prohibited.
INSTALLATION MENU PAGE – MISC CONFIG A SW 2.3 and above

RSM Orientation TOP, BOTTOM (Inverted orientation)
RSM GPS Enable DISABLE, ENABLE(1), INTERCOM
RSM GPS USAGE EMER ONLY/ MODE 2 (read Caution above)
RAD ALT CONFIG NONE, TYPE 1, TYPE 2, TYPE 3, TYPE 4,
TYPE 5, TYPE 6, TYPE 7
WIND DISPLAY DISABLE, ENABLE>=30KIAS,
ENABLE>=40KIAS, ENABLE>=50KIAS,
ENABLE>=80KIAS, ENABLE>=90KIAS
Note: The standard EFD1000 MFD RSM (-002, -012, -021) does not include a GPS.
(1) ENABLE is required if connection is to a v2.10.2 and later EFD1000 MFD that is being used as Backup Attitude.
10.4.6.17 Installation Menu Page – MISC CONFIG B

The following menu will be used to set the aircraft electrical system voltage. EFD
Battery Config – set to INTERNAL. The Panel Tilt Pitch Adj is aligned for tilted
instrument panels and the Panel Roll Adj is adjusted to compensate for slightly
misaligned EFD mounting in the instrument panel. See Section 10.4.8 for instructions
on setting the Panel Tilt Pitch Adj, Panel Roll Adj, and Attitude Ref Symbol
adjustments.
INSTALLATION MENU PAGE – MISC CONFIG B SW 2.0 and above

ELEC SYSTEM 14 VOLT, 28 VOLT
EFD BATTERY CONFG: INTERNAL, REMOTE INTERNAL
ATTITUDE REF SYMBOL ADJ: -5.0 to +5.0 degrees
PANEL TILT PITCH ADJ -10.0 to +20.0 degrees
PANEL ROLL ADJ -2.0 to +2.0 degrees

10.4.6.18 Installation Menu Page – MISC CONFIG C
COMPOSITE PHASE (VOR1,2) – If the analog NAV receiver has a 180⁰ phase shifted
output (i.e.,RT-385) then select 180 for VOR1 or 2 or both.
GPSS GAIN - 1.0 is default, Rate Based autopilots may need a setting of up to 2.0.
CRS SDI – For a dual A429 GPS interface set to NAV 1/2 and set GPS1 for SDI=LNAV1
and GPS2 for SDI=LNAV2. All other GPS configurations set to COMMON. See Figure
9.27.
OBS DISPLAY – Set to ENABLE (this is a user preference item and can be set to disable).
Pitch Sync for Helicopters - The Pitch Sync feature is for Rotorcraft applications. The
Pitch-Sync feature is not authorized for fixed-wing applications per 14 CFR Sec.
23.1303 (f) amendment 23-62: When an attitude display is installed, the instrument
design must not provide any means, accessible to the flight crew, of adjusting the
relative positions of the attitude reference symbol and the horizon line beyond that
necessary for parallax correction.
INSTALLATION MENU PAGE – MISC CONFIG C SW 2.0 and above

COMPOSITE PHASE
(0,0) (180,0) (0,180) (180,180)
(VOR1,2)
GPSS GAIN: 0.5 to 2.0 (0.1 increments)
CRS SDI COMMON, NAV 1/2 (SW v2.2 and above)
OBS DISPLAY DISABLE, ENABLE (SW v2.2 and above)
Pitch Sync for
DISABLE, SINGLE PRESS, DOUBLE PRESS
Helicopters
10.4.6.19 Installation Menu Page – MISC CONFIG D
OAT Source – If a PFD only install, and the RSM is internally mounted or in an area that
affects OAT accuracy then set to NONE. If the RSM is externally mounted then set to
RSM. If using a remote OAT probe connected to the ACU2 then set to PROBE. If a
multi display install, and the connected RSM does not have accurate OAT and another
EFD does then set to INTERCOM and this EFD will use the other EFD’s OAT
information.
OAT BIAS - Should the OAT display on the PFD be in error on the high side it may be
lowered by up to 8 degrees C. Note the adjustment is done in degrees C only. If
configured for degrees F then perform the conversion and lower the value in C then
required amount.
Caution: Do not adjust the OAT BIAS without comparing it to a calibrated temperature source.
Adjustment procedure:
1) Make sure the aircraft has been in a hangar for long enough that the skin
temperature has reached that of the surrounding air temperature or the
aircraft and RSM are not being influenced by radiant heat (such as the Sun
or radiant heaters).

2) Turn on the EFD1000 system and allow it to run for a minimum 20 minutes.
3) Using the reading from a calibrated temperature gauge located in the
immediate vicinity of the RSM, compare it to the OAT reading on the PFD.
4) If the OAT reading on the PFD is high by up to 8 degrees it can be adjusted
by entering -1 to -8 in the OAT BIAS field.
SV ALERT CONFIG – There are 5 options but only two are permitted under the STC. Set
to Option 1 if the aircraft does not have a TAWS installed, set to Option 3 if it does
have a TAWS installed. FPM is Flight Path Marker.
1= Alert Tone, Alert Annunciations, FPM Alert Colors, and Terrain Coloring are
configured
2= Only Alert Annunciations, FPM Alert Colors, and Terrain Coloring are
configured
3= Only FPM Alert Colors, and Terrain Coloring are configured
4= Only Terrain Coloring is configured
5= None of the Above
DISPLAY FPM – There are 3 settings and the “PFD/MFD” setting is recommended.
DISABLE = FPM is not displayed
PFD ONLY= FPM is displayed on the PFD, not on the MFD
PFD/MFD= FPM is displayed on both the PFD and MFD
AIRCRAFT REF SYMBOL – Option 1 is recommended.
1= Ref Symbol Type 1
INSTALLATION MENU PAGE – MISC CONFIG D SW v2.4 and above

OAT SOURCE NONE, RSM, PROBE, INTERCOM
OAT BIAS 0 to -8 degrees
SV ALERT CONFIG 1,2,3,4,5
DISPLAY FPM DISABLE, PFD ONLY, PFD/MFD
AIRCRAFT REF SYMBOL 1,2,3
Notes:
10.4.6.20 Installation Menu Page – MISC CONFIG E
MAG DIP DETECTION – Must be set to ENABLE on both the PFD and MFD1000 when the
EFD1000 MFD is used as backup Attitude. Otherwise set to Disable on both. When
set to Enable the PFD and MFD have an additional detection layer of low horizontal

magnetic field strength. Should it drop below a set threshold a message “ATT FAIL
SOON” will be displayed above the aircraft reference symbol on the PFD attitude
display. See AFMS 900-00008-001 Rev AN or later for further details of this message.
INSTALLATION MENU PAGE – MISC CONFIG E SW v2.10.2 and above
Not Used
Not Used
Not Used
Not Used
MAG DIP DETECTION ENABLE, DISABLE
10.4.6.21 Installation Menu Page – RSM CALIBRATION
The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors of up to +/- 6.0º can be calibrated at 30º
increments beginning with North. (Follow RSM Cal procedure in Section 10.5.)
INSTALLATION MENU PAGE – RSM CALIBRATION SW v2.0 and above

Feature Options
START CALIBRATION Press to Initiate
ACCEPT CALIBRATION? Press to ACCEPT Cal
REJECT CALIBRATION? Press to REJECT Cal
HDG SEL 030º to 360º (in 30º increments)
HDG ADJ -6.0 to +6.0 (degrees)
Notes:
This table is used to record the HDG ADJ values used to bring the compass heading
values in to specification.
RSM CALIBRATION PAGE 12 Options Actual Setting

HDG SEL: 030 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 060 KEY 4
HDG SEL: 090 KEY 4
HDG SEL: 120 KEY 4
HDG SEL: 150 KEY 4
HDG SEL: 180 KEY 4
HDG SEL: 210 KEY 4

RSM CALIBRATION PAGE 12 Options Actual Setting

HDG SEL: 240 KEY 4
HDG SEL: 270 KEY 4
HDG SEL: 300 KEY 4
HDG SEL: 330 KEY 4
HDG SEL: 360 KEY 4
10.4.6.22 Installation Menu Page – ACCEL BIAS CAL
This page is for Factory Calibration only and has no installation purpose.
10.4.6.23 Installation Menu Page – WX-500
The following menu is used for WX-500 configuration, system status, and system test.
HEAD TYPE is configuration status. It will display NONE if there is no WX-500
connection, DISPLAY when a RS-232 RX Port is set to WX500, and CONTROL when a
RS-232 TX Port is set to WX500.
INSTALLATION MENU PAGE – WX-500 SW v2.0 and above

HEAD TYPE NONE, DISPLAY, CONTROL
SYSTEM DATA PAGE1,PAGE2,PAGE3,PAGE4
STRIKE TEST Press to Initiate
NOISE MONITOR Press to Initiate
ANTENNA MOUNT TOP,BOTTOM
Notes: The HEAD Type menu entry is status only. It is necessary to exit and re-enter the
menu to view the updated information.
10.4.6.24 Installation Menu Page – DFC A/P CONFIG PAGE A
INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE A SW v2.6 and above
AIRCRAFT CONFIG 1 or 2 (1=non-Cirrus, 2= Cirrus)
PITCH SERVO 0-255
PITCH LINKAGE 0-255
PITCH TRIM SERVO 0-255
TC CONFIG 1 or 2 (1=installed, 2= not installed)
Notes: Use of these settings not approved under AML-STC SA10822SC. See Avidyne DFC-90
STC installation instructions for setting of these values.

10.4.6.25 Installation Menu Page – DFC A/P CONFIG PAGE B
INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE B SW v2.6 and above
ROLL SERVO 0-255
ROLL LINKAGE 0-255
BUZZER VOLUME 0-11
PUSH TO TEST Action
BUZZER VOLUME
MAX AP SPEED 0-450
Notes: Use of these settings not approved under AML-STC SA10822SC. See Avidyne DFC-90
STC installation instructions for setting of these values.
10.4.6.26 Installation Menu Page – AOA CONFIG
See Appendix K (AOA Section) for instructions on configuring this page.

Transfer the following values from Appendix K, Table K1and insert below:
NC SPD = ____________________
APR SPD = ____________________
MGW = ____________________
BEW = ____________________
CALW = ____________________
Bias 1 = ____________________
Bias 2 = ____________________
INSTALLATION MENU PAGE – AOA CONFIG SW v2.8 and above

Feature Options
AOA DISABLE, ENABLE

AOA PARAM SEL NC SPD, APR SPD, MGW, BEW, CALW
AOA PARAM VALUE Fill in from values written above
AOA CALIBRATION DISABLE, ENABLE
MODE*
Not Used
*When a calibration is saved, this feature changes to allow the saved calibration to
be rejected
When the parameters are set press MENU to shut down and store the parameters in the
configuration module. Then re-enter the installation menu pages and go to the AOA
configuration page. Set the AOA CALIBRATION MODE: = ENABLE.

10.4.6.27 Installation Menu Page – AUDIO CONFIG
Set Audio Volume as desired. Selecting Audio Test Tone to ON will generate the word
“Minimums” repeated until turned OFF or the installation menu is exited. This page
applies to software version 2.10.2and later PFD (-011 EFD and -017 EBD only) when
audio out is wired to an audio panel. EFD1000 MFD no connection.
NOTE: Audio or Sonalert must be enabled. Not both.
INSTALLATION MENU PAGE – AUDIO CONFIG SW v2.10.2 and above

AUDIO VOLUME 0-63
AUDIO TEST TONE ON/OFF
Not Used
Not Used
Not Used
10.4.6.28 Installation Menu Page – NETWORK PAGE
This menu is for Ethernet installations.
For EA100 installations verify the following:

1) IP ADDR is set to 192.168.28.12
2) SUBNET MASK to 255.255.255.0
3) GATEWAY to 0.0.0.0
4) PORT to 8550
5) ENET BCST to DISABLE
Use the line select key next to IP ADDR and the right knob to set the value.
Subsequent pushes of the line select key will advance the cursor to the right so that
each set of digits between the decimal points may be entered.
Note: The Ethernet Broadcast (ENET BCST) ENABLE setting is defined and tested to be
connected to external systems. The external system installation and integration with
the EFD is not approved under Aspen AML-STC SA10822SC. The external system
must be tested to assure that the integration does not result in adverse effects on the
external system.
INSTALLATION MENU PAGE – NETWORK PAGE SW v2.0 and above

Feature Options
IP ADDR 0-255
SUBNET MASK 0-255
GATEWAY 0-255
PORT 0-9999
ENET BCST ENABLE/DISABLE*
Note: Repeated presses of top 3 line select keys will select one of 4 selectable fields.
* This feature requires a “Unlock” card on EFD to select the ENABLE setting.

10.4.6.29 Installation Menu Page - DIAGNOSTICS
This menu is for diagnostic purposes only. Note – Operational Time and Flight Time are stored
in the configuration module of the aircraft and these times are cumulative for the installation not
the EFD unit itself. Figure 10-3 is an example from a software version 2.10.2 display and may
contain additional information not available on prior versions.
Figure 10-3: Diagnostics Page
EXITING / SAVING DATA - To exit the Installation Menu press the MENU button. All
data will be saved as it was displayed on each page. The system will reboot and
“INITIALIZING” will appear on the display for approximately 40 seconds. Normal
operation continues.
NOTE: Cycle power to the ACU/ACU2 so that it can accept the changes made to the
installation menu.

10.4.7 EFD500 MFD Installation Menu Configuration
INSTALLATION MENU Configuration – EFD500

Installation Date:
CM S/N:
NOTE: Some menus are grayed out as they do not apply to the EFD500 MFD. The EFD500 is
depopulated of the ADC and AHRS sensors.
10.4.7.1 INSTALLATION MENU PAGE - IAS CONFIG A
10.4.7.2 Installation Menu Page – IAS CONFIG B
10.4.7.3 Installation Menu Page – IAS CONFIG C (SW v2.2 and above)
NOTE: This page is not shown in SW v2.0 and v2.1.

10.4.7.4 Installation Menu Page – IAS CONFIG D
NOTE: These selections are rotorcraft only and are grayed out.
10.4.7.5 Installation Menu Page - IAS CONFIG E
10.4.7.6 Installation Menu Page – IAS CONFIG F
10.4.7.7 Installation Menu Page – IAS CONFIG G

10.4.7.8 Installation Menu Page – NAV SET UP A
The following menu will be used to configure the EFD500 system for the installed GPS,
NAV and autopilot interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ID#1 and ID#2.
INSTALLATION MENU PAGE – NAV SET UP A SW v2.3 and above

GPS/NAV #1 NONE,A,B,C,D,E,F,G,H,I,J,K,L,M,P,Q,R,S
GPS/NAV #2 NONE,A,B,C,D,E,F,G,H,I,J,K,L,M
Not Used
Not Used
Not Used
If no GPS or NAV’s are installed but the ACU is installed, then use Config 1S-2NONE
10.4.7.9 Installation Menu Page – NAV SET UP B
The following menu will pre-fill based on the GPS/NAV #1/2 selections made on the
previous page. No changes required here unless it is required to change the
GPS1/GPS2/NAV1/NAV2 order to accommodate parallel connection of the EFD1000
and a second EFIS system running GPS and NAV at mixed A429 speeds (see Figure 9-
11A and 9-11B for these connections).
INSTALLATION MENU PAGE – NAV SET UP B SW v2.3 and above

NONE, GPS1, VLOC1, VLOC1+ACU,
GPS1+ACU, GPS1+ACU+VLOC1, GPS2,
429 IN PORT 1
VLOC2, VLOC2+ACU, GPS2+ACU,
GPS2+ACU+VLOC2
429 IN PORT 5 NONE, TRAFFIC*

* If setting is grayed out it is because this feature requires a “Unlock” card on PFD.

10.4.7.10 Installation Menu Page – NAV SET UP C
A429 input ports will be set to HIGH or LOW. Set NAV#2 Position Source to GPS1 if it is
desired to have GPS1 map data displayed when VLOC#2 is selected. Set to GPS2 if
GPS2 map data is to be displayed when VLOC#2 is selected. Single GPS installations
set to GPS1.
INSTALLATION MENU PAGE – NAV SET UP C SW v2.3 and above

429 OUT PORT SPEED(2) HIGH, LOW
429 INPUT PORTS 1 & 2 SPEED HIGH, LOW(1)
429 INPUT PORTS 3 & 4 SPEED HIGH, LOW(1)
ADF CONFIG Does not apply to EFD500
NAV #2 POSITION SOURCE GPS1, GPS2

(1)Set the same as PFD config. (2) EFD500 has no usable A429 labels on the TX1 output.
10.4.7.11 Installation Menu Page – RS-232 CONFIG A
The following menu is used to configure the RS-232 RX IN sensor ports. Options
include GPS TYPE X, ADSB, WX500, XM Weather, RSM, EFD1000 PFD, EFD1000 MFD,
and EFD500 MFD inter-system communication. Note - some ports do not include all
interface options. (See wiring diagrams in sections 9 to determine how each port was
wired and configure port accordingly.
INSTALLATION MENU PAGE – RS-232 CONFIG A SW v2.0 and above

NONE, RSM, GPS TYPE 4, GPS TYPE 5, ADSB
232 IN PORT 0 TYPE 1, ADSB TYPE 2, ADSB TYPE 3, ADSB
TYPE 4
232 IN PORT 1 3, GPS TYPE 4, GPS TYPE 5, XM, ADSB TYPE
1, ADSB TYPE 2, ADSB TYPE 3, ADSB TYPE 4
232 IN PORT 2 3, GPS TYPE 4, GPS TYPE 5, ADSB TYPE 1,
ADSB TYPE 2, ADSB TYPE 3, ADSB TYPE 4
NONE, WX500, GPS TYPE 4, GPS TYPE 5,
232 IN PORT 3 ADSB TYPE 1, ADSB TYPE 2, ADSB TYPE 3,
ADSB TYPE 4
232 IN PORT 4
EFD500 MFD
Notes: GPS TYPE 1= KLN94/90B “standard”, GPS TYPE 2= KLN94 Enhanced, GPS TYPE 3=
GX50/55/60/65.

10.4.7.12 Installation Menu Page – RS-232 CONFIG B
The following menu is used to configure the RS-232 RX IN 5 sensor port and the four
RS-232 TX OUT ports. Options include XM Weather, WX500, and PFD or MFD inter-
system communications. Note - some ports do not include all interface options. (See
wiring diagrams in sections 9 to determine how each port was wired and configure
port accordingly.)
INSTALLATION MENU PAGE – RS-232 CONFIG B SW v2.0 and above

232 IN PORT 5
EFD500 MFD
232 OUT PORT 0 NONE, RSM, GPS TYPE 4, GPS TYPE 5
NONE, XM, ADC TYPE 1, ADC TYPE 2,
232 OUT PORT 1
GPS TYPE 4, GPS TYPE 5
NONE, EFD, ADC TYPE 1, ADC TYPE 2,
232 OUT PORT 2
GPS TYPE 4, GPS TYPE 5
NONE, WX500, ADC TYPE 1, ADC TYPE
232 OUT PORT 3
2, GPS TYPE 4, GPS TYPE 5
Notes: ADC TYPE 1=”Z” (Shadin) format, ADC TYPE 2=”C” (Bendix King C) format
10.4.7.13 Installation Menu Page – RS-232 CONFIG C
Set all three to HIGH after configuring the inter-system buss in the previous two menu
pages. See Appendix K for additional AOA information.

INTERCOM MASTER PORT* PFD1000, MFD1000
empty
Note: These port settings are grayed out unless the inter-system buss is configured.
*When AOA is ENABLED on the MFD500 and MFD1000 but not the PFD, select the MFD1000
feature for this option. Otherwise, select the PFD1000 feature for this option.
10.4.7.14 Installation Menu Page – ACU CONFIG A
10.4.7.15 Installation Menu Page – ACU CONFIG B

10.4.7.16 Installation Menu Page – MISC CONFIG A
RSM GPS Enable - Set to INTERCOM. If the PFD does not have the RSM GPS enabled
then set to DISABLE. INTERCOM setting was added in software v2.3 and later.
RSM GPS USAGE – EMER ONLY is the only permitted setting under the STC.
Caution: Use of the MODE 2 selection affects the certification of the EFD1000 system and is
prohibited.
WIND DISPLAY (added SW v2.2.3) – ENABLE>=30KIAS is default setting. DISABLE
removes the wind vector/speed/direction from databar. Maybe set per operator
preference.
INSTALLATION MENU PAGE – MISC CONFIG A SW 2.3 and above

RSM Orientation Does not apply to EFD500
RSM GPS Enable DISABLE, ENABLE, INTERCOM1
RSM GPS USAGE EMER ONLY/ MODE 2 (read Caution above)
RAD ALT CONFIG Does not apply to EFD500
WIND DISPLAY DISABLE, ENABLE>=30KIAS,
ENABLE>=80KIAS, ENABLE>=90KIAS
1Notes: The EFD500 MFD does not include a RSM. Set to INTERCOM so the MFD can use the
PFD or MFD1000 RSM GPS.
10.4.7.17 Installation Menu Page – MISC CONFIG B
ELEC SYSTEM – Set to aircraft charging system voltage.

EFD BATTERY CONFIG – Set to INTERNAL
ATTITUDE REF SYMBOL ADJ – This adjustment only changes the pitch horizon line on
the Synthetic Vision View. Note – changing the Panel Tilt Pitch or Panel Roll Adj on the
connected EFD1000 will also change the SVT pitch horizon on the EFD500 when
rebooted.
INSTALLATION MENU PAGE – MISC CONFIG B SW 2.0 and above

ELEC SYSTEM 14 VOLT, 28 VOLT
EFD BATTERY CONFG: INTERNAL, REMOTE INTERNAL
ATTITUDE REF SYMBOL ADJ -5 to +5 Degrees
Panel Tilt Pitch Adjustment Does not apply to EFD500
Panel Roll Adjustment Does not apply to EFD500
Not Used

10.4.7.18 Installation Menu Page – MISC CONFIG C
COMPOSITE PHASE (VOR1, 2) – If the analog NAV receiver has a 180⁰ phase shifted
output (i.e., RT-385) then select 180 for VOR1 or 2 or both.
CRS SDI – For a dual GNAV interface set to NAV 1/2 and set GNAV1 for SDI=1 and
GNAV2 for SDI=2. For single GNAV/GPS set to COMMON.
OBS DISPLAY – Set to ENABLE (this is a user preference item and can be set to disable).
INSTALLATION MENU PAGE – MISC CONFIG C SW 2.0 and above

COMPOSITE PHASE
(0,0) (180,0) (0,180) (180,180)
(VOR1,2)
GPSS GAIN: Does not apply to EFD500
COMMON, NAV 1/2 (SW v2.2 and
CRS SDI
above)
OBS DISPLAY DISABLE, ENABLE (SW v2.2 and above)
Not Used
10.4.7.19 Installation Menu Page – MISC CONFIG D
INSTALLATION MENU PAGE – MISC CONFIG D SW v2.4 and above

OAT SOURCE Set to INTERCOM
OAT BIAS Does not apply to EFD500
SV ALERT CONFIG Set the same as PFD
DISPLAY FPM Set the same as PFD
AIRCRAFT REF SYMBOL Set the same as PFD
10.4.7.20 Installation Menu – MISC CONFIG E

10.4.7.21 Installation Menu Page – RSM CALIBRATION
10.4.7.22 Installation Menu Page – ACCEL BIAS CAL

10.4.7.23 Installation Menu Page – WX500
The following menu is used for WX-500 configuration, system status, and system test.
HEAD TYPE is configuration status. It will display NONE if there is no WX-500
connection, DISPLAY when a RS-232 RX Port is set to WX500, and CONTROL when a
RS-232 TX Port is set to WX500.
INSTALLATION MENU PAGE – WX-500 SW v2.0 and above

HEAD TYPE NONE, DISPLAY, CONTROL
SYSTEM DATA PAGE1,PAGE2,PAGE3,PAGE4
STRIKE TEST Press to Initiate
NOISE MONITOR Press to Initiate
ANTENNA MOUNT TOP,BOTTOM
Notes: The HEAD Type menu entry is status only. It is necessary to exit and re-enter the
menu to view the updated information.
10.4.7.24 Installation Menu Page - DFC A/P CONFIG PAGE A
Does not apply to the EFD500
10.4.7.25 Installation Menu Page – DFC A/P CONFIG PAGE B
Does not apply to the EFD500
10.4.7.26 Installation Menu Page – AOA CONFIG
See Appendix K (AOA Section) for information on configuring this page.

Feature Options
AOA* DISABLE, ENABLE

Not Used
Not Used
Not Used
Not Used
*Select “ENABLE” to allow the AOA view to be selected on the MFD500

10.4.7.27 Installation Menu Page – NETWORK PAGE
This menu is for Ethernet installations.
Note: The Ethernet Broadcast (ENET BCST) output is defined and tested to be
connected to external systems. The external system installation and integration with
the EFD is not approved under Aspen AML-STC SA10822SC. The external system
must be tested to assure that the integration does not result in adverse effects on the
external system.
INSTALLATION MENU PAGE – NETWORK PAGE SW v2.0 and above

Feature Options
IP ADDR 0-255
SUBNET MASK 0-255
GATEWAY 0-255
PORT 0-9999
ENET BCST ENABLE/DISABLE*
Note: Repeated presses of top 3 line select keys will select one of 4 selectable fields
* This feature requires a “Unlock” card on EFD to select the ENABLE setting.
10.4.7.28 Installation Menu Page – DIAGNOSTICS
This menu is for diagnostic purposes only.
10.4.7.29 EXITING / SAVING DATA
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and re-initialize. Normal operation
continues.

10.4.8 Configuration Definitions
This section contains an expanded definition of each menu feature and detailed
instructions for the available configuration options. Note not all PFD and MFD versions
have every option as defined below.
10.4.8.1 Aircraft with Vmo/Mmo airspeed indicators
Use the following table to fill in Configuration Menu Page 1. Verify settings with POH,
existing airspeed indicator, or any applicable STC’s performed to the aircraft.
TCDS MOL
Aircraft Model MOL Parameters Vmo Test Points (±4kts)
TYPE
BN-2T, BN-2T-4R A17EU 2 Uses fixed Vmo: Verify Redline or Barber Pole is
Enter Vmo value per positioned at the Vmo airspeed
existing IAS indicator mark.
BN2A Mk III (with A29EU 2 Uses fixed Vmo: Verify Redline or Barber Pole is
NB/M/501 airspeed Enter Vmo value per positioned at the Vmo airspeed
indicator) existing IAS indicator mark.
BN2A Mk III-2* * The -2 & -3 with NB/M/579
BN2A Mk III-3* Airspeed Indicator have a Vne
(use MOL Type 1)
Cessna 208/208B A37CE 2 Uses fixed Vmo: Verify Redline or Barber Pole is
Vmo = 175kts positioned at 175kts
Cessna 425 A7CE 3 Vmo = 230kts Verify Redline or Barber Pole
Mmo = .52 appears at the correct airspeed
MAX ALT = 30,000ft at the following altitudes:
Field Elevation = 230kts
24Kft = 218kts
27Kft = 205kts
MAX ALT = 30,000ft at the following altitudes:
24Kft = 218kts
27Kft = 205kts
MAX ALT = 33,000ft (s/n at the following altitudes:
441-0001* to 0172*), or Field Elevation = 245kts
MAX ALT = 35,000ft (s/n 23Kft = 236kts
441-0173 and up)
26Kft = 222kts
* 35,000ft if modified with
SK441-36
Dornier A16EU 2 Uses Fixed Vmo = 199kts Verify Redline or Barber Pole is
Do228-100 positioned at 199kts
Do228-200
Hawker Beechcraft 3A20 2 Uses fixed Vmo: Verify Barber Pole is positioned
65-A90-1, 65-A90-2 Vmo = 208kts at 208kts
65-A90-4
B90, C90
Hawker Beechcraft 3A20 2 Uses fixed Vmo: Verify Barber Pole is positioned
E90, H90, C90A, Vmo = 226kts at 226kts
C90GT, C90GTi

TCDS MOL
TYPE
Hawker Beechcraft F90 A31CE 3 Vmo = 253kts Verify Barber Pole appears at
Mmo = .48 the correct airspeed at the
MAX ALT = 31,000ft following altitudes:
15Kft = 241kts
21Kft = 214kts
Hawker Beechcraft A14CE 4 Vmo=226kts up to 15,500ft Verify Barber Pole appears at
99, 99A, A99, A99A, 15,500ft to 25,000ft Vmo the correct airspeed at the
B99, 100, A100, A100A decreases by 4kts/1000ft following altitudes:
Vmo=226 Field Elevation = 226kts
ALT1=15500
18Kft = 216kts
KNOTS=4
20Kft = 208kts
ALT2=1000
MAX ALT=25000 (A99, A99A,
B99), or
MAX ALT=25500 (99,99A), or
MAX ALT=31000 (100, A100,
A100A)
B100 15,500ft to 25,000ft Vmo the correct airspeed at the
decreases by 4kts/1000ft following altitudes:
ALT1=15500
18Kft = 213kts
KNOTS=4
20Kft = 205kts
ALT2=1000
MAX ALT=31000
C99 15,500ft to 25,000ft Vmo the correct airspeed at the
decreases by 4kts/1000ft following altitudes:
ALT1=15500 18Kft = 214kts
KNOTS=4
20Kft = 206kts
ALT2=1000
MAX ALT=25000
Hawker Beechcraft A24CE 3 Vmo=270kts, Mmo = .48 (s/n Verify Redline or Barber Pole
200, A200C (UC-12B), BB-2, BB-6 thru BB-198, BC- appears at the correct airspeed
200C, B200, B200C (C- 1* thru BC-61*, BD-1* and at the following altitudes:
12F, UC-12M, C-12R, up*) Field Elevation = 270kts
UC-12F), A200* (C- * if modified with Beech
12Kft = 256kts
12A, C-12C) Service Instructions C-12-
17Kft = 232kts
*serial number specific 0076 then use lower Vmo
-see below below.
MAX ALT = Enter maximum
operating altitude per POH

TCDS MOL
TYPE
Hawker Beechcraft A24CE 3 Vmo=260kts, Mmo = .52 (s/n Verify Redline or Barber Pole
200, A200C (UC-12B), BB-199 and up, BL-1 and up, appears at the correct airspeed
200C, B200, B200C (C- BJ-1 and up, BP-64 and up, BU- at the following altitudes:
12F, UC-12M, C-12R, 1 and up, BV-1 and up, BW-1 Field Elevation = 260kts
UC-12F), A200* (C- and up, BC-62 and up, BC-1*
18Kft = 247kts
12A, C-12C), A200CT thru BC-61*, BD-1* thru BD-
20Kft = 237kts
(C-12D, C-12F), 30*), all A200CT (C-12D, C-
B200GT, B200CGT, 12F), (s/n BY-1 and up, BZ-1
A100-1 (U-21J) and up and aircraft modified per
*serial number specific Hawker Beechcraft Kit 101-
-see above 9113), all A100-1 (U-21J)
* when modified with Beech
Service Instructions C-12-0076
MAX ALT = Enter maximum
operating altitude per POH
Hawker Beechcraft A24CE 3 Vmo=245kts, Mmo=.472 Verify Barber Pole appears at
200T, 200CT, B200T, (all models and s/n’s) the correct airspeed at the
B200CT, A200CT (FWC- MAX ALT = Enter following altitudes:
12D, RC-12D, RC-12G, maximum operating Field Elevation = 245kts
RC-12H) altitude per POH 15Kft = 237kts
20Kft = 215kts
IndustrieAeronautiche 7A4 4 Vmo=220kts up to Verify Barber Pole appears at
(formerly Piaggio) 10,000ft the correct airspeed at the
P.166 DL3 decreases by 4kts/1000ft following altitudes:
above 10,000ft Field Elevation = 220kts
Vmo=220 15Kft = 200kts
ALT1=10000
17Kft = 192kts
KNOTS=4
ALT2=1000
MAX ALT=24000
M7 Aerospace A5SW 2 Uses fixed Vmo: Verify Barber Pole is positioned
(formerly Fairchild) Vmo = 208kts at 208kts
SA26-T, SA26-AT
M7 Aerospace A5SW 4 Vmo=265kts up to Verify Barber Pole appears at
(formerly Fairchild) 26,000ft the correct airspeed at the
SA226-T 26,000 to 31,000 Vmo following altitudes:
decreases by 6kts/1000ft Field Elevation = 265kts
ALT1=26000
29Kft = 247kts
KNOTS=6
ALT2=1000
MAX ALT=31000
SA226-AT decreases by 5kts/1000ft following altitudes:
ALT1=17000
23Kft = 218kts
KNOTS=5
ALT2=1000
MAX ALT=31000

TCDS MOL
TYPE
SA226-T(B) decreases by 5kts/1000ft following altitudes:
ALT1=24000
28Kft = 245kts
KNOTS=5
ALT2=1000
MAX ALT=31000
Pilatus A50EU 3 Vmo = 270kts Verify Barber Pole appears at
PC-7 Mmo = .55 the correct airspeed at the
18Kft = 262kts
22Kft = 241kts
Piper A8EA 6 Contact Aspen Field Contact Aspen Field Service
PA-31T, PA-31T1, PA- Service (requires airspeed (requires airspeed info from
31T2, PA-31T3 info from POH) POH)
Piper A23SO 6 Contact Aspen Field Contact Aspen Field Service
PA-42, PA-42-720, PA- Service (requires airspeed (requires airspeed info from
42-1000 info from POH) POH)
Interceptor Aircraft 3A18 2 Uses fixed Vmo: Verify Barber Pole is positioned
400 Vmo = 208kts at 208kts
REIMS Aviation A54EU 3 Vmo = 229kts Verify Barber Pole appears at
F406 Mmo = .52 the correct airspeed at the
24Kft = 218kts
26Kft = 209kts
Socata A60EU 2 Uses fixed Vmo: Verify Barber Pole is positioned
TBM 700 Vmo = 270kts at 270kts
Twin Commander 2A4 2 Uses fixed Vmo: Verify Barber Pole is positioned
680T, 680V, 680W, Vmo = 217kts at 217kts
681, 690 (680T, 680V, 680W, 681) (680T,680V,680W,681)
Vmo = 243kts Verify Barber Pole is positioned
(690) at 243kts (690)
Twin Commander 2A4 3 Vmo = 243kts Verify Barber Pole appears at
690A, 690B, 690C, 695 Mmo = .52 the correct airspeed at the
21Kft = 232kts
24Kft = 218kts
Twin Commander 2A4 3 Vmo = 252kts Verify Barber Pole appears at
695A, 690D, 695B Mmo = .60 the correct airspeed at the
MAX ALT = 35,000ft (695A) following altitudes:
MAX ALT = 31,000ft (690D*) Field Elevation = 252kts
*increases to 35,000ft if Twin 26Kft = 243kts
Commander Kit No. 149 28Kft = 233kts
installed

TCDS MOL
TYPE
Viking Air (de Havilland) A9EA 1 Contact Aspen Field Contact Aspen Field Service
DHC-6-1, DHC-6-100, Service (requires airspeed (requires airspeed info from
DHC-6-200, info from POH) POH)
DHC-6-300
Table 10-1: Turbo Prop Aircraft with Vmo Airspeed Indicators
10.4.8.2 IAS Configurations
Vne: Never Exceed speed (beginning of red band)
Vmo: Maximum Operating Speed
Mmo: Maximum Operating Mach number
Vno: Maximum Structural Cruise speed (beginning of yellow band). For aircraft with
no published yellow speed band set Vno = Vne.
Vfe: Maximum Flap Extend speed (top of white band) - set to Vfe = Vs on aircraft
with no flaps
Vs: No Flap Stall speed (bottom of green band)
Vso: Full Flap Stall speed (bottom of white band) - set to Vso= Vs on aircraft with
no flaps
Vyse: Single Engine best rate of climb (blue marker) on multi engine aircraft – set to
zero “0” on single engine aircraft.
Vmc: Single Engine minimum control speed (red marker) on multi engine aircraft –
set to zero “0” on single engine aircraft.
Initial Flap Extension Speed – set to zero “0” on aircraft without a published
initial flap extension speed. For aircraft that have a published speed at which
the first notch of flap may be deployed, set to that published value.
IAS UNITS: Set to Knots or MPH as defined in the AFM
TAPES:
Use the following flowchart (Figure 10-4) to determine the proper configuration for
the TAPES setting of Installation Menu 3.
UNLOCKED = Must only be set when Airspeed and Altimeter are still in basic T
configuration. With this setting the pilot can turn airspeed and altitude
tapes on or off via menu. Setting not allowed for EBD.
LOCK OFF*= Must be used if the airspeed tape on the EFD cannot be configured to
look exactly like the mechanical indicator. Tapes are turned off and
cannot be turned on by pilot.
LOCK ON = This setting required whenever Altimeter or Airspeed Indicator has been
relocated from basic T configuration. Tapes are always enabled and

cannot be turned off by pilot. Setting for EBD when it is the backup
attitude, airspeed and altimeter.
*NOTE: PFD installs, Tapes cannot be locked off unless the airspeed indicator and altimeter are
located within the Primary Field of View and in the basic “T” configuration. EBD installs, Tapes
can be locked off only if the backup airspeed and altimeter are retained and mounted within
the Primary Field of View.
VSPD EDIT:
UNLOCKED = Pilot can modify value of VSPEED textual markers in the Main Menu.
LOCKED = Pilot cannot modify the values of the VSPEED textual markers in the
Main Menu.

START
Aspen PFD
Requirements for
configuring Installation
Menu setting “TAPES”
Is the aircraft RVSM YES

Qualified?
NO
Can
Does the
YES the PFD IAS tape be NO
aircraft have a Vmo
configured to match
“barber pole” Airspeed
the mechanical IAS
Indicator?
indicator?
NO
YES
Is the TAPES must be

Altimeter and Airspeed YES configured to
Indicator still in Basic “T” LOCK OFF
configuration?
NO
TAPES can be
configured to
UNLOCKED or any
other customer
preference
EFD500 and MFD1000
installations adjacent to the PFD require the
TAPES to be configured to LOCK ON
TAPES must be
configured to
LOCK ON
STOP
Figure 10-4: TAPES Configuration Flow Chart (PFD)

10.4.8.3 PANEL TILT PITCH ADJ
This setting is used to compensate for aircraft instrument panels that are inclined with
respect to the aircraft leveling indices. The EFD1000 AHRS performance and the RSM
calibration depend on the AHRS sensor orientation to the aircraft waterline using the
aircraft leveling indices.
CAUTION: Do not use the “PANEL TILT PITCH ADJ” adjustment to align the Aircraft Reference Symbol
to a zero pitch mark for level flight. Though such an adjustment appears to be a natural
step, incorrect adjustment may result in incorrect pitch, roll and heading values. For
non-tilted panel installations, the EFD1000 AHRS must show zero degrees pitch when
the aircraft is leveled using the aircraft leveling indices. Adjustment of the PANEL TILT
PITCH ADJ to set the Aircraft Reference Symbol to a zero pitch mark for level-flight may
result in improper PFD alignment. If the level flight level zero pitch reference needs
adjustment, proceed in accordance with the ATTITUDE REF SYMBOL ADJ procedure
described below.
NOTE: Once the PFD is installed and properly aligned, the Aircraft Reference Symbol’s level-flight
pitch attitude indication changes with speed and aircraft loading and cannot be adjusted by
the pilot. See 14CFR 23.1303(f). See ATTITUDE REF SYMBOL ADJ adjustment to determine if
further action is required.
Adjust the PANEL TILT PITCH ADJ value using one of the two methods shown below.
Method 1 — Using an Inclinometer

Using an inclinometer and the aircraft leveling indices, measure the offset angle in
degrees (±0.5°), from aircraft level. This reading should be taken when a technician is
seated in the cockpit since the angle could shift when the technician boards the
aircraft. This measurement will be entered in the EFD1000 as CORRECTED PITCH
ATTITUDE. Nose high is + degrees.
CORRECTED PITCH ATTITUDE: 2.0°

CORRECTED ROLL ATTITUDE: 0.3°
Figure 10-5: Illustration of aircraft 2º nose high
1) Set the ATTITUDE REF SYMBOL ADJ to 0.0º.

2) Press the PANEL TILT PITCH ADJ line select key and use the bottom right
knob to enter a value for PANEL TILT PITCH ADJ that results in the
CORRECTED PITCH ATTITUDE (Figure 10-4) equaling the value read on the
inclinometer. It may also be set to the amount of panel tilt as determined
through measurement.
3) Press the PANEL TILT PITCH ADJ line select key.
Method 2 – Leveling the Aircraft

Level the airplane in pitch in accordance with the aircraft manufacturer’s procedure.
Then change the PANEL TILT PITCH ADJ adjustment to make the CORRECTED PITCH
ATTITUDE equal to 0.0°.

1) Level the aircraft in pitch using the aircraft manufacturer’s procedure.
CORRECTED PITCH ATTITUDE: 0.0°

CORRECTED ROLL ATTITUDE: 0.0°
Figure 10-6: Illustration of Zero degree pitch adjustment
2) Set the ATTITUDE REF SYMBOL ADJ to 0.0º.

3) Press the PANEL TILT PITCH ADJ line select key and use the bottom right
knob to enter a value for PANEL TILT PITCH ADJ that will result in the
CORRECTED PITCH ATTITUDE equaling 0.0º.
4) Press the PANEL TILT PITCH ADJ line select key.
10.4.8.4 PANEL ROLL ADJ
Panel Roll Adjust is used to align the roll reference mark of the EFD1000 to zero
degrees when the aircraft is wings level. With the aircraft wings level change the Panel
Roll Adjust adjustment to make the CORRECTED ROLL ATTITUDE equal to 0.0º. Should
more than 2º of correction be required the mechanical mounting of the EFD1000 for
level in the panel should be re-verified.
CAUTION: A RSM Calibration must be performed before first flight after changing either the PANEL
TILT PITCH ADJ or PANEL ROLL ADJ values.
10.4.8.5 ATTITUDE REF SYMBOL ADJ
This is used to make small changes to the pitch attitude reference mark on the
EFD1000 should the aircraft fly consistently slightly nose high or nose low in cruise
trim. It is not necessary to perform the RSM Calibration after making changes to this
setting.
10.4.9 NAV Setup Configuration
10.4.9.1 GPS/NAV#1 (ID#1)
Ranges from A to S as specified on the wiring diagrams of Section 9. See example

below.
10.4.9.2 GPS/NAV#2 (ID#2)
Ranges from A to M as specified on the wiring diagrams of Section 9. See example

below.

GPS1, No NAV1,
G NONE
No NAV2
GPS1,NAV1,
H NONE
No NAV2
H D GPS1, NAV1, NAV2
Figure 10-7: GPS/NAV Example

Using the Configuration Table from Figure 9-11 as an example:
If you wired the drawing exactly as shown you would select ID#1 = H and ID#2 = D.
This would mean you have a RS-232/Analog GPS1 (i.e., KLN-94, GX-55) with an
Analog NAV1 (i.e., KX-155A) and an Analog NAV2 (i.e., KX-155A).
If you have the above installation without a NAV2 then select ID#1 = H and ID#2 =
NONE.
If you have the above installation with no NAV1 or NAV2 (just GPS and autopilot) then
select ID#1 = G and ID#2 = NONE.
10.4.9.3 COMPOSITE PHASE (VOR1, VOR2)
Most modern navigation receivers will be set to (0, 0) as VOR1 and VOR2 will have
VOR composite outputs with zero degree phase shift. For receivers with VOR
composite outputs that are 180º out of phase (i.e., ARC RT-385) set to 180 as
required.
10.4.10 ACU Configuration
10.4.10.1 ACU HSI TYPE
0= KI-525A, Emulates the KI-525A HSI

1= NSD-360A, Emulates the NSD-360A HSI
2= reserved
3= PN-101
Below is an example from Figure 9-16 showing a KI-525A Emulation with a Bendix
King autopilot. In this case you would set the ACU HSI TYPE =0:
(see Section 10)
ACU HSI TYPE = 0
Figure 10-8: HSI Type Example
10.4.10.2 ACU FD TYPE
0= None, no flight director installed

1= KI-254/KI-256, Emulates the KI-254/256 Flight Director
3= G-550A, Emulates the G-550A Flight Director
4= 52C77, Emulates the 52C77 Flight Director
9= Reserved
10= FD-112X
11= AD500
Below is an example from Figure 9-23 showing a KI-256 Emulation. In this case you
would set the ACU FD TYPE =1:

(see Section 10)
Set ACU FD TYPE = 1
Figure 10-9: FD Type Example
10.4.10.3 ACU DATUM
0 = Normal
1 = Reversed. It may be necessary to select “Reversed” if the HDG or CRS Datum
drives the autopilot in the opposing direction. Some HSI units use
reversed logic for CRS and HDG Datum. Verify through ground
test the proper setting.
10.4.10.4 FD ROLL OFFSET ADJ
Flight Director Roll Offset is used to align the PFD Command Bars to the Command
Bars on the mechanical FD instrument in the roll axis. Positive number increases roll in
RIGHT (clockwise) direction. Negative number increases roll in LEFT (counterclockwise)
direction.
10.4.10.5 FD PITCH OFFSET ADJ
Flight Director Pitch Offset is used to align the PFD Command Bars to the Command
Bars on the mechanical FD instrument in the pitch axis. Positive number increases
pitch in UP direction. Negative number increases pitch in DOWN direction.
The value of the command bars position is digitally shown in the top portion of the
Installation Menu when the autopilot’s flight director is valid and engaged. This will
assist you in aligning the PFD flight director to the mechanical flight director indicator.
10.4.10.6 EXITING / SAVING DATA
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and “INITIALIZING” will appear on the
display for approximately 40 seconds. Normal operation continues.
10.5 RSM Calibration

10.5.1 Calibration Overview
The Remote Sensor Module must be calibrated by performing a compass swing in the
aircraft for any new installations and any follow up maintenance activities that could
affect RSM accuracy.
Such activities might include but are not limited to the replacement of the RSM,
replacement of the Configuration Module, installation of a mechanical or electrical device
in the vicinity to the RSM, installation of an appliance that might generate a magnetic
interference.

NOTE: Before replacing the RSM and/or the Configuration Module, determine if the current
installation has had SB2009-02 applied by referring to the EFD1000 Configuration Chart or
the aircraft logs. If so, do not replace the Configuration Module or RSM without completing
the calibrations as identified in the SB2009-02. Contact an Aspen Avionics FSE for more
information.
An overview of the RSM Calibration procedure is as follows (see Figure 10-8):
CAUTION: When a Calibration is initiated, the aircraft must be turned as described below. If the
calibration is initiated and then accepted without moving the aircraft, an erroneous
calibration will be written to the Configuration Module, potentially resulting in failure to
initialize.
• A heading will be checked to verify the reasonableness of EFD heading prior to

calibration.
• The aircraft will be taxied to a magnetically quiet and level area at least 200ft from
metal buildings and clear of metal grates, manhole covers and rebar within the
concrete. A Compass Rose is ideal for this procedure.
• The aircraft can start from any heading.
• With engines running, all electrical equipment operating, and the aircraft stationary
the RSM CAL page will be entered and Start Calibration will be initiated (see Figure
10-13).
• After a 15 second countdown timer the pilot/operator will begin to taxi the aircraft in
a circle (cw or ccw) with the radius of approximately twice the length of the aircraft’s
wing as viewed from the cockpit (≈ 30ft).
• The aircraft will be taxied under its own power at a constant rate around a circle until
a 60 second timer elapses. The aircraft must not stop until the timer has exhausted.
• At the completion of the 60 seconds the aircraft will have made at least a 450º circle
(360º + 90º) to approximately two complete circles (720º).
• At the end of the 60-second timer four headings about 90º apart will be checked
against a calibrated heading source (i.e., site compass, compass rose).
• If EFD heading is acceptable then the calibration is Accepted.
• If the EFD heading is not within tolerance then it is Rejected and the calibration
procedure is re-run.
• After the calibration is accepted headings are checked using a calibrated reference
(i.e., a sight compass) every 30º (starting from North) to verify that the heading
accuracy is within ±4º.
• EFD1000 EFD software version 1.1 and subsequent will allow the heading to be
calibrated every 30º.
10.5.1.1 Second Phase RSM Location Evaluation
As a second check against potentially damaging magnetic interference near the RSM it
is required that the following test be run. The handheld compass test in section 6
usually does an acceptable job of locating a magnetically quiet area for mounting a
RSM but does not take out all the factors such as ferrous RSM mounting hardware and

an RSM that may have come in contact with a magnet due to poor handling and
mounting practices. Follow the instructions below to fill in Table 10-2.
STEP Example Actual

40,422.2nT
Vertical Component (Z) from NOAA (nT)
(Los Angeles)
Vertical Component (Z) from NOAA converted by
.40 Z1
moving the decimal 5 places to left
Vertical Component (Z) from EFD1000
.37 Z2
(RSM level within 5 degrees)
Vertical Component (Z) Average of North and South Not required as RSM
Z2
reading (RSM tilted more than 5 degrees) was within 5⁰
Add 0.1 to the Z1 box above .40 + .1 = .50 Z3
Subtract 0.1 from the Z1 box above .40 - .1 = .30 Z4
Does Z2 lie in between the Z3 and Z4 number? Yes
Table 10-2: Vertical Component Evaluation table
Obtaining Vertical Component (Z) for your location

The first step will require navigating to the NOAA website and entering the
geographical location of the aircraft. Enter the following link in your Internet browser:
http://www.ngdc.noaa.gov/geomag-web/#igrfwmm
Either enter your Zip code and click on “Get Location” or select a country and city from
the drop down menus. Your known Lat/Long may also be entered. Once your closest
geographical area is found the Lat/Long will pre-fill to the right. Leave the date fields
as pre-filled (today’s date) and then click on “Compute Magnetic Field Values” near the
bottom center of the screen. Under the column “Vertical Component” copy this value
in nT (nanotesla) to the top box of Table 10-2.
Figure 10-10: nT Example
This value must be converted by moving the decimal point over 5 places to the left.
For example a value of 40,422.2nT will become .40 after the decimal is moved five
places to the left and the 0.004222 is discarded. This value (Z1) will be compared to
the Vertical Component on the EFD1000 Diagnostic Page in the installation menu.
Obtaining Vertical Component (Z) from EFD1000

Enter the EFD1000 installation menu and navigate to the last menu page. On the
Diagnostic Page locate the MAGNETOMETER (GAUSS) row and note the third value in
the row. Copy this value to the Z2 box in Table 10-2 (example value is .37).

Figure 10-11: EFD1000 Diagnostic Page Magnetometer Row Example
If the pitch angle of the RSM to the horizon (with aircraft sitting on the landing gear) is
less than 5 degrees then the “Z” value can be read directly and compared to the NOAA
number above. If the RSM is tilted more than 5 degrees to the horizon then the
averaging of two values to come up with a “Z” for comparison will be required. To
average two readings the aircraft should be positioned facing north (±20 degrees) and
a Z value recorded and then with the aircraft positioned exactly 180 degrees from the
northern heading the Z value is recorded. Add these two numbers together and then
divide by 2 to get the average “Z” value. Enter this value in the Z2 box of Table 10-2.
Now add and subtract 0.1 from Z1 to come up with a Z3 and Z4 range limit.
If Z2 falls between the Z3 and Z4 limits then the RSM location and magnetic signature
is acceptable for your geographic location and a RSM Calibration can proceed.
If the Z2 value does not fall between the Z3 and Z4 range limits then further
investigation is required. The RSM is not seeing the correct vertical component of the
earth’s magnetic field due to magnetic interference near the RSM. Check the RSM area
for ferrous hardware and magnetic interference. Contact an Aspen Avionics Field
Service Engineer if further troubleshooting is required.
If the RSM location is suspected of having magnetic interference a more accurate

check is to level the RSM to the horizon and compare the actual Z (Z2) to the NOAA
value. When level the RSM Z value should be within 0.03 of the NOAA value.
10.5.1.2 Conventional Gear RSM Calibration Procedure
Perform the RSM calibration procedure per Section 10.5.2 with the tail wheel on the
ground. Verify heading accuracy is within +/- 4º. If the heading accuracy cannot be
brought within +/- 4º tolerance then try temporarily shimming the rear of the RSM
up. Perform another RSM calibration. If a shim corrects the heading accuracy then
install permanent shim per Section 6.9.12.
In some installations it might not be possible to achieve +/- 4º accuracy during the
RSM calibration with the aircraft tail wheel on the ground. If feasible and necessary,
the RSM calibration can be performed in the aircraft flight attitude (with the aircraft
tail wheel lifted off the ground). Contact Aspen Avionics product support for tail
dragger RSM calibration assistance.

A
CR
CR
CR
2 1 R
CR
CR
D
= Imaginary pivot point

R = Radius to pivot point – approximately equal to wingspan (≈30ft)
1 = Starting Point
A = Established Constant Rate turn ≈ 10 seconds after 1
CR = Constant Rate Turn must continue until end of 60sec timer
2 = 360º turn complete – continue at Constant Rate – Do not stop
B = 60sec timer must not reach Zero before this point
D = Accept/Reject CAL message occurs between B & D
Figure 10-12: RSM Calibration Graphic

10.5.2 RSM Calibration Procedure
The RSM calibration routine is accomplished using the Installation Menu “RSM
CALIBRATION” menu page. See Section 10.4.5 (Installation Menu Access) for instructions
on entering the INSTALLATION MENU.
CAUTION: The “PANEL TILT PITCH ADJ” and “ROLL ATT TRIM” must be set correctly on the
Installation Menu page prior to calibrating the RSM.
Figure 10-13: RSM Calibration Page
On the “RSM CALIBRATION” menu page the current calibrated heading (to the nearest 0.1
degrees) will be continuously displayed adjacent to the “CAL HDG:” menu field.
NOTE: Verify CAL HDG is within 25 degrees of a calibrated compass source prior to starting the RSM
Calibration. This is a rough check of the hard and soft iron effects (magnetic interference) in
the vicinity of the RSM. Should the CAL HDG be greater than 25 degrees then the RSM
location should be re-surveyed per Section 6.9.1.
With aircraft stationary at (POSITION 1) of Figure 10-6 press the “START CALIBRATION”
line select key. The annunciation shown in Figure 10-8 will be displayed with a
countdown timer that begins with 15 secs and counts down to 0 secs.
CAUTION: Do not press ACCEPT Calibration without moving the aircraft in the procedure below as
corruption to the configuration module could occur.

MAGNETOMETER CALIBRATION
IN PROGRESS
DO NOT MOVE THE AIRCRAFT
FOR THE NEXT 7 SECS
Figure 10-14: Calibration in Process
When the menu of Figure 10-15 is displayed immediately begin taxiing the aircraft
clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30
seconds. About half normal taxi speed or a brisk walking speed is about right.
Approximately 10 seconds after initial movement (see POSITION A) the aircraft should be
taxiing at a constant rate (CR) throughout the rest of the procedure. When the
countdown timer is reached between one and a quarter turns (450º) (POSITION B) and
two turns (720º) (POSITION D) should have been completed. While turning the aircraft do
not stop the aircraft until the end of the 60-second timer and Figure 10-16 appears.
If you find that the timing of the turns was not correct (for example, the “Magnetometer
Calibration Complete” message occurs prior to reaching position B or after reaching
position D of Figure 10-12), then REJECT the results and re-run the procedure.
IN PROGRESS
TURN THE AIRCRAFT

NO FASTER THAN
1 CIRCLE IN 30 SECS
UNTIL TIMER STOPS
TIME REMAINING: ## SECS
Figure 10-15: Aircraft Turning
At the end of the calibration routine the “ACCEPT CALIBRATION?” and “REJECT
CALIBRATION?” menu options will be enabled.
NOTE: If the message “Erroneous Calibration Values” is displayed then magnetic interference exists
in the vicinity of the calibration area or the RSM is mounted in a magnetically noisy area. Try
the calibration process again in a flat magnetically quiet area. If the message is displayed
again the RSM location must be surveyed for magnetic interference.
COMPLETE
PLEASE ACCEPT OR REJECT RESULTS
Figure 10-16: Accept/Reject Results

To determine whether to ACCEPT or REJECT the results check four headings
approximately 90º apart against a known good heading source (i.e., aircraft compass,
sight compass, compass rose).

If the headings are within ±10º then press ACCEPT and use the Heading Offset
Adjustment in Section 10.5.3 to align each heading value to actual.
NOTE: Typically with a clean RSM location the heading values will be within 3 degrees of actual
heading. If they are outside this value the RSM mounting area should be rechecked for
magnetic contamination (internal interference) or the calibration can be rerun in a new
location (external interference) to see if the values are improved. RSMs tilted to the upper
end of the limit may not be able to achieve the 3 degree or less of error without using the
Heading Offset Adjustment).
Pressing the “ACCEPT CALIBRATION” selection shall accept the calibration results, display
the annunciation shown in Figure 10-11 for 5 seconds, and return the “RSM
CALIBRATION” menu page to its initial state.
ACCEPTED
Figure 10-17: Results Accepted
Pressing the “REJECT CALIBRATION” selection shall reject the calibration results. Reject
the results if the calibration was poor or a previously stored calibration has better
heading accuracies.
REJECTED
Figure 10-18: Results Rejected
10.5.3 Heading Offset Adjustment
10.5.3.1 Heading Offset Adjustment
When the calibration routine is complete and the results have been accepted the CAL
HDG value will be displayed.
CAL HDG: 032.7º
Figure 10-19: Calibration Heading Before Adjustment
Position the aircraft so that it is at a heading of 30º as verified by a sight compass or

other calibrated means. Press the line select key next to “HDG SEL” and then turn the
right knob until HDG SEL: 030º is displayed. Now press the line select key next to “HDG
ADJ” and turn the right knob until the CAL HDG of figure 10-13 displays exactly 030.0º
as shown in figure 10-14 or as close to 030º as possible within a ±4º tolerance. The

HDG ADJ field will display the amount of correction (+/- 6.0 degrees) that was required.
Press the HDG ADJ line select key to accept the setting.
CAL HDG: 030.0º
Figure 10-20: Calibrated Heading After Adjustment
Now repeat the process above for all other headings in 30º increments from 60º to 360º.
Press the MENU key to exit the Installation Menu. Continue with heading accuracy tests in
Section 10.5.4.
NOTE: In some aircraft, prop wash and wind during ground operations can create inconsistent
pressures in the pitot-static system. The pressures can affect the ADAHRS, resulting in
small pitch and heading perturbations. Before reading the aircraft headings for the
purposes of calibration, ensure the attitude solution has stabilized and is not influenced by
external winds and pressures. The disturbances normally settle out over a period of 15 to
60 seconds. Idle power or temporarily selecting the alternate static source can sometimes
eliminate the effect.
10.5.4 Heading Accuracy Test
As a final check, position the aircraft on the headings shown on “Installation Final Check
Sheet” of Appendix B and verify heading (viewed on HSI display) is within +/- 4 degrees
using a calibrated heading source (i.e., sight compass, compass rose). Record the actual
EFD headings in the table for inclusion in the aircraft maintenance records.
If any heading is outside ±4º then rerun the Calibration Procedure and or Heading Offset
adjustment.
10.5.5 Heading Interference Test
With aircraft engine(s) running monitor current aircraft heading on EFD and exercise
flight controls stop to stop including flaps and any electric trim tabs. Verify the heading
(viewed on HSI display) does not change on the EFD by more than 2º. If movement of
flight controls causes more than a 2º heading change then it may be necessary to
degauss the flight controls including the cables. A handheld degausser can be found at
most audio and video stores.
• Operate all electrical and environmental equipment including:

• Blowers, fans, heaters, air conditioner
• Deice boots, fuel pump(s), backup vacuum pumps
• Landing, logo, NAV lighting
• Operate pulse equipment – transponder, WX radar, DME
• Key all VHF communication radios.
• Operate autopilot so that all servos run (roll, pitch, yaw, trim)
If the operation of any electrical system causes the heading to change by more than 2º
the RSM wiring may need to be relocated away from the offending system. The

offending system may also have a bonding issue to the airframe that needs to be
corrected.
Run engine(s) from idle to take off power and verify that the heading does not change by
more than 2º. Prop wash at higher engine RPMs may cause a heading shift; try an
alternate static source if this is an issue.
This completes all RSM calibration and heading tests.
10.6 Ground Test Procedure (PFD, EFD500 MFD and EFD1000 in PFD Rev & MFD Mode)
The ground test procedure will consist of checking for proper operation of the following
items. Check the PFD (or EBD) and the EFD1000 MFD in reverted mode simultaneously.
Check the EFD1000 MFD and EFD500 MFD using the sections marked for these devices:
• Airspeed Tape, Altitude Tape, and OAT Sensor

• AHRS Sensor
• GPS Sensor Inputs (including Backup RSM GPS Sensor)
• Navigation Sensor Inputs (if installed)
• Backup Navigation Indicator
• Autopilot Sensor Outputs and FD input (if installed)
• ACU2 Analog features (ADF, Radio Altimeter)
• Sonalert (if installed)
• Decision Height (if installed)
• Traffic Display (if installed)
• XM Weather Display and Control (if installed)
• WX500 Display and Control (if installed)
• Reversion Mode (EFD1000 MFD only)
• Ancillary Equipment Heading Check (if using heading output from EFD or ACU)
• Ancillary Equipment Air Data Check (if connected)
• Inter-Display Communication Test
• EMC Test
• Flight Control Interference Check
• OBS Test - Dual A429 GPS
• OBS Test – Single A429 with RS-232 GPS, or Single RS-232 GPS and Analog GPS
• OBS Test – Single GPS
CAUTION: Do not exceed the aircraft’s maximum Airspeed, Altitude, or Vertical Speed at anytime
during the testing. Damage could result to the pre-existing aircraft instruments.
NOTE: When changing indicated airspeed or altitude on the ground using pitot/static test
equipment, changes in the AHRS display of pitch, roll and heading will result, possibly
accompanied by a CROSS CHECK ATTITUDE annunciation. This behavior is the result of the
Kalman Filter algorithms employed in the EFD1000 attitude solution. These changes in pitch,
roll or heading are normal and do NOT indicate a system failure. The integrated nature of the
EFD1000 AHRS algorithms is such that AHRS performance can only be properly evaluated
during flight or ground maneuvers.

10.6.1 Indicated Airspeed Display
WARNING: This test must be accomplished by an appropriately rated mechanic or repairman

(14 CFR 43.3).
For aircraft with a Vne:

Use the Installation Final Check Sheet of Appendix B to record the aircraft speed settings
from the Aircraft Flight Manual in the IAS Setting column. Set the Pitot/Static test set for
5000 ft. above field elevation. Increase airspeed to Vne and check all Speed Bands and
Speed Markers listed in table.
For aircraft with a Vmo:

Use the Installation Final Check Sheet of Appendix B and Table 10-1 (Section 10.4.8.1)
for this test. Record the aircraft speed settings from the Aircraft Flight Manual in the IAS
Setting column. Set the Pitot/Static test set to the Altitudes listed in Table 10-1 for your
aircraft type. Verify the Barber Pole or Redline is in the right position for each altitude.
Increase airspeed to Vmo and check all Speed Bands and Speed Markers listed in the
table.
Note- Refer to Tech Note TN2009-09 or Tech Note TN2017-02 if ADC calibration is
required.
10.6.2 Altitude Display
With the Pitot/Static tester still set for 5000 ft. above field elevation and with BARO Set to
29.92 in. Hg. on the EFD (see Section 12), verify altitude tape displays altitude within
±40ft of the calibrated test set altitude.
Note- Refer to Tech Note TN2009-09 or Tech Note TN2017-02 if ADC calibration is
required.
10.6.3 System Leak Test
Perform a pitot-static system leak test per the aircraft manufacturer’s maintenance
manual or set the Pitot Static Test Set to 1000ft above field elevation and without
additional pumping for a period of 1 minute the aircraft static system should not lose
more than 100ft of altitude in a non-pressurized aircraft.
10.6.4 Outside Air Temperature (if ENABLED)
Verify the OAT displays on the Data Bar and is not dashed.
10.6.5 AHRS Sensor Test
Verify that correct aircraft attitude information is presented on the Attitude Indicator
portion of the PFD. The Flags may take up to 5 minutes to clear when the ambient
temperature is below -20° C. Typically the attitude solution will be available in less than
3 minutes.
10.6.6 GPS Sensor Test
Refer to GPS manufacturer’s instructions for operating GPS receiver and verifying a
complete and fully functional interface.

10.6.6.1 All GPS interfaces
1) Allow the GPS receiver to acquire a valid position and enter a Direct To waypoint
or a Flight Plan. Verify the flight plan data appears on the EFD (if wired) and
that it is correctly oriented on the magnetic compass card.
NOTE: If the basemap does not correctly orient on the compass card, ensure that the GPS is
configured for magnetic north reference.
2) Ensure GPS2 (if installed) is OFF.

3) Select GPS1 on the PFD and verify the CRS pointer auto-slews (if enabled) to the
desired track (DTK). To enable AUTOCRS go to Main Menu page 1.
4) Select OBS or Hold Mode (if available) on the GPS and verify that the CRS knob
on the PFD has control over the CRS pointer (manual-slew). EBD not applicable.
5) Verify the To/From and Left/Right deflection has the correct polarity.
NOTE: The EFD1000 displays the CDI in EFIS scale factors which are 2.5 dots full scale deflection.
This is half that shown on a mechanical indicator. Therefore 0.155DDM = 2.5 dots and
0.093DDM =1.5 dots on the EFD indicator.
NOTE: The EFD1000 system will not display a VDI (GPS LPV Glide Slope) indicator without an
activated valid LPV approach with APPROACH mode active.
NOTE: The EFD1000 requires software v2.3 or later to display a VDI needle when the WAAS GPS is
on the self-test page.
6) Verify that the OBS resolver output (if available) reads correctly on the GPS.
7) Turn off the GPS receiver and verify GPS1 is red slashed and goes invalid on
PFD.
8) Verify that RSM GPS Reversion is correctly annunciated.
9) Repeat procedure for GPS2 if installed.
10.6.6.2 Analog GPS interfaces
Verify OBS accuracy on GPS and calibrate if necessary using GPS manufacturer’s
instructions.
NOTE: The self-test page on these types of GPS may not pull the lateral flag and therefore may not
show a valid CDI or to/from indication when in test mode.
10.6.6.3 RSM GPS (if ENABLED, required on MFD1000 when used as backup Attitude)
With RSM GPS enabled verify RSM GPS in yellow box does not appear on left side of HSI
display. Absence of RSM annunciation verifies correct operation of RSM GPS. See
Installation Menu 4 for instructions on enabling the RSM GPS module.
10.6.7 NAV Receiver Sensor Test
1) Select NAV1 on the PFD and create a valid and invalid condition with a Nav Signal
Generator verifying that the NAV Flag is displayed (Red Slash) when invalid.
2) Tune an ILS frequency on the Nav Receiver and verify the LDI (Localizer) scale is
displayed on the Attitude Indicator portion of the PFD.

3) Tune the Nav Signal Generator to the ILS test frequency and generate a valid Glide
Slope signal. Verify the VDI (Glide Slope) scale appears on the right side of the
Attitude Indicator.
4) Generate a signal above and below the Glide Slope beam and verify proper polarity of
the GS deviation for Fly Up and Fly Down on the PFD.
NOTE: The EFD1000 system will not display a VDI (Glide Slope) indicator without both valid localizer
and Glide Slope signals.
5) Repeat procedure for NAV2 if installed.
10.6.8 Backup Navigation Indicator
Verify the backup navigation indicator continues to function after pulling the PFD and
ACU circuit breakers.
10.6.9 Autopilot Sensor Test
Refer to autopilot manufacturer’s post installation check out procedures for complete
autopilot post installation ground checks. At a minimum complete the following checks
to verify the EFD1000 interface is satisfactory.
NOTE: For attitude-based autopilots it might be necessary to level the autopilot gyro to get proper
FD and autopilot response from the test.
CAUTION: Verify control surfaces are free and clear.
1) If installed, center the HDG Bug under the lubber line and engage the autopilot and
select HDG Mode.
2) The FD (if installed) should be level and the yoke should not turn.
3) Move the HDG Bug left of the lubber line and the FD and or yoke should bank left.
4) Move the HDG Bug to right of lubber line and the FD and or yoke should bank right.
5) With NAV1 selected on the PFD and a valid Nav Signal generated engage the autopilot
in NAV Mode and verify that the FD and/or yoke follow the CRS Pointer in phasing.
6) Verify that the autopilot responds to correct Left/Right phasing by generating left
and right needle deflection. For autopilots that monitor the NAV FLAG, generate an
invalid Nav Signal and verify autopilot responds accordingly.
7) Engage APPR Mode and verify that the autopilot responds correctly to a generated Fly
Up and Fly Down command. For autopilots that monitor the GS FLAG, generate an
invalid GS Signal and verify autopilot responds accordingly. Note – this step does not
apply to the “VFR” PFD system as it is not approved for installation in an aircraft with
a glide slope or vertical deviation capable autopilot.
8) Additional tests for S-TEC 55X interfaces with ACU2 and integrated Pre-
select/VS/Annunciator –
a. Select the STEC55X A/P menu page on the EFD1000 PFD and verify the VERT SPD
CNTL: option is PFD.
b. Observe the self-test cycle is complete when the autopilot is first powered. The
EFD1000 PFD will display annunciations for approximately 5 seconds ending with
the RDY indication.

c. Press the EFD1000 PFD right knob twice to enable the Altitude Alerter. Select an
altitude 3000 ft. higher than the indicated altitude on the altimeter.
d. Push the VS hotkey on the EFD1000 to activate the VS Selector and rotate the right
knob to input a desired climb vertical speed. 600 FPM can be used.
e. Engage HDG Mode on the autopilot controller.
f. Simultaneously depress the VS and ALT switches on the autopilot
Programmer/Computer Verify the VS and ALT annunciations appear on the PFD.
g. Rotate the altitude selector knob to reduce the selected altitude to match the field
elevation. Verify the VS annunciation on the autopilot Programmer/Computer
extinguishes when the selected altitude on the EFD1000 Altitude Preselect is within
100 feet of the indicated altitude. When the VS annunciation extinguishes the ALT
indication remains on, indicating the altitude hold mode is engaged.
h. Press the autopilot disengage button and verify that the autopilot disengages.
i. Select the STEC55X A/P menu page on the EFD1000 PFD and change the VERT SPD
CNTL: option to STEC55X.
j. Conduct the autopilot preflight per the FAA/DAS approved Pilots Operating
Handbook and Airplane Flight Manual Supplement for the autopilot system
installation. Verify the autopilot system operates properly in accordance with this
document.
k. Select the STEC55X A/P menu page on the EFD1000 PFD and change the VERT SPD
CNTL option from STEC55X to PFD.
10.6.10 Flight Director Test
1) If installed, engage the Flight Director (FD) in HDG and ALT Mode and verify that the
command bars are in view. For S-TEC 55X interfaces with ACU2 and integrated Pre-
select/VS/Annunciator – Verify the FD annunciation is displayed on the EFD1000 PFD
NOTE: Some rate-based autopilots may require a valid vertical and lateral mode to be engaged to
view the flight director.
2) Adjust the HDG Bug to the right of the lubber line. Verify the command bars indicate
bank right. Adjust the HDG Bug to the left of the lubber line and verify the command
bars indicate bank left.
3) Compare the FD bars to the mechanical FD instrument, if installed. Note the degrees
of difference between displays, if any, and adjust “FD Roll Offset Adj” as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 2 more degrees of right bank then set FD Roll Offset Adj = +2.
4) Generate a pitch up command with the flight director and verify FD bars indicate
pitch up. Generate a pitch down command with the flight director and verify FD bars
indicate pitch down.
5) Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of
difference between displays, if any, and adjust “FD Pitch Offset Adj” as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 3 more degrees of pitch up then set FD Pitch Offset Adj = +3.

10.6.11 ACU2 Analog Inputs
10.6.11.1 Automatic Direction Finder (ADF)
1) Press one of the bearing pointer selection keys until ADF1 and or ADF2 is
shown.
2) Tune the ADF receiver to a radio station or the frequency on a signal generator.
3) Verify the ADF needle points to the station or generator.
10.6.11.2 Radio Altimeter
1) Make sure the Radar Altimeter setting is turned on in the Main Menu.
2) Press the radar altimeter self test button and verify the display shows (RA 50, or
RA 100 depending on type of a radio altimeter) +/-10ft in the radio altitude
display field. Otherwise make sure it displays 0ft +/-10ft while the aircraft is
sitting on its gear and is outside away from buildings and manhole covers.
10.6.12 Sonalert or Audio Out Test
1) If installed (may be required of ESV enabled PFD or EBD).

2) Monitor either the Sonalert or audio system, whichever is wired.
3) Verify the Sonalert or audio is operational by generating a Selected Altitude alert on the
PFD/EBD. This can be done by setting the Selected Altitude to 300ft above current altitude.
4) Then adjust the BARO setting (increasing altitude on the tape) until the solid yellow altitude
flag is seen on the PFD or EBD (just left of Selected Altitude window).
5) The Sonalert (tone) or Audio (“Altitude”) should sound before reaching the selected altitude.
6) Compare the amplitude of the Stall warning tone or the autopilot-disconnect tone to the
Sonalert/Audio tone. The amplitudes should be comparable when seated in the pilot’s
position and wearing headsets. Adjust if necessary.
10.6.13 Decision Height (DH) Test (if installed)
1) If installed, set Decision Height on Radar Altimeter indicator to less than 50ft.
2) Press the Test button on the Radar Altimeter Indicator and verify that the DH annunciation
displays on the PFD.
3) For KRA-10A installations it may be necessary to turn the DH off and then push and hold
the DH Test knob while turning it clockwise until the DH light comes on.
10.6.14 Traffic Display Test (if installed)
Turn on traffic processor and initiate TAS self test through traffic control unit. Verify traffic test
pattern appears correctly on the EFD. The traffic interface may also be verified by observing
aircraft in the vicinity on the EFD display.
10.6.15 XM Weather Display and Control Test (if installed)
1) Turn on XM weather receiver and allow it to acquire satellite data. A clear view of the
southern sky will be required.
2) Select the XM STATUS page on the EFD and verify the XM Serial Number and the Signal
Quality is reported.
3) Select various weather options from EFD to verify control bus functionality.

10.6.16 WX-500 Display and Control Test (if installed)
1) Turn on WX500 receiver.

2) Select WX500 display on EFD and initiate a strike test through EFD (if configured for
“Control”) or initiate the strike test through the WX-500 control unit if configured for
“Display”.
3) Verify strike test data appears on the EFD display.
10.6.17 Ancillary Equipment Heading Check
1) Verify proper operation of any ancillary components that are using either the ARINC
429, RS-232 or the ARINC 407 synchro heading output.
2) Use ancillary equipment manufacturers’ installation test procedures to perform
ground check on their equipment.
10.6.18 Ancillary Equipment Air Data Check
1) Verify proper operation of any ancillary components that are using the ARINC 429 or
RS-232 air data output from the EFD1000 system.
2) Use ancillary equipment manufacturers’ installation test procedures to perform
ground checks on their equipment.
10.6.19 EFD Inter-System Communication Test
For all multi display interfaces, the RS-232 inter-system communications should be
checked as follows:
1) Begin with all displays powered on.
2) Pull the circuit breaker to the PFD display and verify that the MFD display(s)
annunciate “Cross Link Failure”. Reset PFD breaker.
3) In a Three-display installation pull each MFD circuit breaker individually and verify
the other MFD displays “Cross Link Failure”.
4) In EFD1000 MFD installations press the REV button on the MFD and adjust the Baro
setting on the EFD1000 MFD and verify the Baro changes on the PFD to match.
10.6.20 Internal battery tests
All EFD systems have an internal battery that must be tested. The battery percentage is verified
on all EFD systems.
For best results, read these instructions before executing the test.
1) Provide external power to all EFD1000 PFD/MFD/EBD and EFD500 MFD.
2) Select the battery menu by pressing the MENU key and rotating the right knob to the second
to the last page. This is the page that shows the battery and external power conditions.
Verify that the external power voltage (the power to the EFD) is at the appropriate level for
the aircraft, and the last line on the Menu page shows BATT: CHARGING.
3) With the EFD Menu displayed, press the line select key on the EFD menu next to “BATTERY”.
A timer will count down, after which the battery percentage remaining will be displayed.
Power for the EFD will transition from external power to EFD battery power.
4) NOTE: The external power to the EFDs must continue to be supplied.
5) Verify that the battery percentage remaining is at least 80%. See the note below.

NOTE: If the battery remaining percentage is below 80%, then charge the battery to 80% or above by
leaving the EFD powered on from external power.
10.6.21 TAPES Configuration Check
Verify the tapes are “LOCKED” or “UNLOCKED” as required by the flowchart in Figure 10-4.
• If TAPES are locked on (LOCK ON) - IAS and Altitude tapes should be visible and when
pressing the MENU key the TPS line select key should be locked to ENABLE.
• If TAPES are locked off (LOCK OFF) – IAS and Altitude tapes should not be displayed on PFD
and when pressing the MENU key the TPS line select key should be locked to DISABLE.
• If TAPES are UNLOCKED – then pressing the MENU key and then the TPS line select key will
allow setting to be changed from ENABLE to DISABLE.
10.6.22 EMC (Electromagnetic Compatibility) Test (test with all EFD1000/500 Systems and EA100
operating)
Monitor the EFD1000/500 systems for Flags, Red-X’s, Red Slashes, heading changes, altitude
changes, airspeed changes, attitude changes or any error messages while performing the
following Test:
1) Transmit on all Comm radios for 20 seconds each at 120.000MHz, 125.000MHz,
128.000MHz, 129.000MHz and 134.000MHz.
2) Turn on all transponders, DMEs, Wx Radar, and all other pulse type equipment for 20
seconds each.
3) Operate all aircraft lighting including position lights, strobe lights, navigation lights, and
all other forms of lighting for 20 seconds each.
4) Operate all environmental equipment including fans, air conditioning, heaters, and all
other forms of environmental control equipment for 20 seconds each.
5) Operate Fuel pump(s), deice boots, windshield heat, prop heat, flaps.
6) Operate autopilot, servos, yaw damper, and all electric trim servos.
7) Operate engine(s) and verify no interference.
10.6.22.1 Ground EMC Test
Perform the following EMC tests: (In the tests below, the “Threat Equipment” is the
EFD1000/500 systems and the EA100, all EFD systems are operating at the same time.
Prior to starting the test, prepare the system as follows.
a) Make sure airplane involved in the test is away from other operating aircraft. Ensure
that all aircraft systems are safe and secure.
b) Engine(s) should be running at a level that enables electrical
generators/alternators operation, and all lighting should be turned on.
c) Turn on all aircraft systems.
d) Configure and operate the EFD100/500 systems as they will be used during flight.
e) After proper setup is completed and verified, complete the testing and indicate the
outcome for each of the systems below.

VHF COMM RECEIVER 1 and 2

Complete the chart below. First, check field or local frequencies (ATIS, local ground, tower,
etc.) to listen to the quality of the received signals from those systems. Record local or field
frequencies used in the spaces provided in the table below Listen for objectionable audio
noise. If noise is present shut down the EFD1000/500 systems and/or the EA100 to determine
if that equipment is inducing the noise. Next, tabulate the below VHF Comm channels: Open
Communication radio squelch, and check each of the tabulated VHF 1 Comm frequencies.
Note: “Objectionable Noise” is defined as any audio interference on comm radios that breaks
squelch. Those frequencies that exhibit noise when squelch is opened should be recorded.
Record frequencies where EFD1000/500-induced audio noise is present (if any).

a) Repeat steps for additional VHF Comm Receivers, if any.
b) Record results.
RESULTS: VHF COMM RECEIVER 1
Field/local frequencies
Frequency SAT UNSAT Frequency SAT UNSAT Frequency SAT UNSAT
Tabulated frequencies
120.000 128.000 134.000
125.000 129.000
COMMENTS:
Note: If the equipment supports extended frequencies, tabulate frequencies 136 MHz - 156
MHz at 1 MHz intervals. Write results in the ‘comments.

RESULTS: VHF COMM RECEIVER 2

120.000 128.000 134.000
125.000 129.000
COMMENTS:
VHF NAV AND DME TRANSMITTER/RECEIVER 1 and 2

PART 1: VOR/VOT CHECK.
a) With the EFD1000/500 components turned OFF (also open EA100 c/b), tune to a local
VOR/VOT station.
b) Verify that the VOR/VOT ground check is successful.
c) With the EFD1000/500 components operating (close EA100 c/b), observe VOR/VOT operation
d) Verify that the VOR/VOT ground check is successful and ensure the indication remains steady
and constant.
e) Repeat steps for additional VOR/VOT stations within receiving distance (if any) and repeat the
checks.
f) Repeat steps for additional VHF NAV Receivers, if any.
g) Record results.
RESULTS: VHF NAV & DME TRANSMITTER/RECEIVER, PART 1 (VOR/VOT) Nav 1

COMMENTS:
RESULTS: VHF NAV & DME TRANSMITTER/RECEIVER, PART 1 (VOR/VOT) NAV 2

COMMENTS:

PART 2: LOC/GS/DME FREQUENCY CHECKS

Field/Local Frequencies:
a) With the EFD1000/500 System Components turned off (also open EA100 c/b), tune the
LOC/GS/DME to capture a local station.
b) Observe the indications and ensure the captured signals remain steady and constant.
c) With the EFD1000/500 System Components operating (close EA100 c/b), select Nav 1 and
DME 1 audio (if installed) and listen for interference and for audio noise on each of the
tabulated frequencies.
d) Observe distance displays (DME) and CDI/LOC/GS needles for erroneous readings.
e) If any audio or display variations are observed, shut down the EFD1000/500 SYSTEM
Components and observe if audio or display variation is still present.
f) Tune to any additional stations that are within reception range (if any) and repeat test
for additional Navs.
g) Record observed frequencies in table below.
h) Then, tabulate the below VHF Nav channels between 108.00 and 117.95 MHz:
i) Tune the Nav radios to each of the tabulated VOR/LOC/GS/DME channels in table below.
j) Observe distance displays (DME) and CDI/LOC/GS needles for erroneous readings.
k) Record frequencies and phenomenon observed, if any.
l) Repeat steps for additional VHF Nav/DME Transmitters/Receivers, if any.
m) Record results.
RESULTS: LOC/GS/DME Frequency Checks, PART 2 (FREQUENCY CHECKS) NAV 1

108.00 112.00 116.00
MHz MHz MHz
110.00 114.00 117.95
MHz MHz MHz
COMMENTS:

RESULTS: LOC/GS/DME Frequency Checks, PART 2 (FREQUENCY CHECKS) NAV 2
108.00 112.00 116.00
MHz MHz MHz
110.00 114.00 117.95
MHz MHz MHz
COMMENTS:
ADDITIONAL EMC/RFC CHECKS
SYSTEM DESCRIPTION POSITION SAT UNSAT
COCKPIT INTERCOM
Initiate several conversations between crew positions and verify

interference free communications while monitoring the effects of the
Threat equipment.
Using the cockpit intercom, verify interference free communications
between the crew while monitoring the effects of the Threat
equipment.
MARKER BEACON
Verify the operation of each Marker Beacon Receiver while monitoring No 1
the effects of the Threat equipment.
No 2
ADF (If Installed)

Verify the operation of each ADF receiver while monitoring the effects
of the Threat equipment. Frequencies from each band should be
tested where possible. Public broadcast stations are acceptable for
conducting test.

GPS
Verify the operation of each GPS receiver while monitoring the effects
of the Threat equipment. GPS satellite signals should be stable and of No 1
similar strength with the threat equipment on and off. The navigation
systems used to display GPS information should not have any
interference effects from the threat equipment. Record GPS satellite No 2
and position data for each system.
FLIGHT CONTROL SYSTEMS AND DISPLAYS

FLIGHT DIRECTOR
Operate the flight director system and verify it responds to commands
from the control panel.
AIR DATA
Verify the air data system is presenting correct and steady information
while monitoring the effects of the Threat Equipment.
AUTOPILOT
Verify the autopilot operates correctly while monitoring the effects of
the Threat Equipment. Sufficient testing should be accomplished to
provide confidence in system operation. If this level of testing is not
possible, the autopilot should not be engaged in flight until a safe
altitude has been achieved.
COMPASS SYSTEM
Verify the compass system is presenting correct information while
monitoring the effects of the Threat equipment.
ATTITUDE SYSTEM
Verify the attitude system is presenting correct information while

monitoring the effects of the Threat equipment.
SAFETY EQUPIMENT
WEATHER RADAR (If Installed)
Verify the function of the weather radar system while monitoring the
effects of the Threat equipment. Prior to ground operation of the
radar, proper safety precautions need to be observed to prevent injury
or damage to ground personnel or equipment.
RAttitude IndicatorO ALTIMETER (If Installed)
Verify the radio altimeter system functions correctly while monitoring
the effects of the Threat equipment. The radio altimeter should self
test correctly and be free of continuous variation while parked on the
ramp.

ENGINE INDICATING AND FUEL QUANTITY

Start the aircraft engine(s) and configure the aircraft for normal in- ENGINE
flight operations (i.e. pitot heat, lights, etc.) Verify the engine
instruments display correct and stable information while monitoring FUEL
the effects of the Threat Equipment. This may be accomplished
QTY
immediately prior to flight-testing if practicable.
CONTROL SURFACE POSITION INDICATIONS
Verify operation of flaps and electric trim while monitoring the effects FLAPS
of the threat equipment. Surfaces should move smoothly through the
entire range of operation without interference. ELEC TRIM
OTHER EQUIPMENT (specify)
Traffic Avoidance Systems (TCAS, TAS, TIS, TCAD)

Verify that the equipment functions properly without interference
while monitoring the effects of the Threat equipment.
Flight Data Recorder

Enhanced Vision System

TAWS/GPWS
Other Avionics (Specify)

10.6.23 Flight Control Interference Check
CAUTION: Verify control surfaces are free and clear.
With all EFD mounted in the instrument panel push the control column (yoke or stick) all
the way forward (nose down) and verify there is sufficient clearance between all EFD, and
their knobs, and the control column. With the control column fully forward move it from
lock to lock (full right to full left) and verify there is sufficient clearance between all EFD,
and their knobs, and the control column.

10.6.24 OBS Mode Check - Dual ARINC SDI GPS devices
Note – The OBS tests are not applicable to the EBD backup display as the Primary Flight
Display will control the OBS interface to the GPS.
1) Establish flight plans on each ARINC SDI-enabled GPS with destinations within 200
miles.
2) Enable the OBS mode on each GPS device.
3) Select GPS 1 on the PFD
4) Select GPS 1 on the MFD Secondary HSI (SHSI), if installed.
5) Select CRS on the PFD and turn the CRS PFD knob.
6) The GPS 1 OBS should respond to the CRS pointer (not GPS 2).
7) The MFD SHSI Course pointer should track the PFD CRS pointer.
8) Select GPS 2 on the PFD.
9) The GPS 2 OBS should respond to the PFD CRS pointer (not GPS 1).
10) When GPS 2 is selected on the MFD SHSI, the MFD should track the PFD CRS pointer.
11) If enabled on the installation menu, the OBS indication (white and magenta lines
extending from the destination fix) will be displayed on the PFD, EFD500 MFD and
EFD1000 MFD as applicable.
10.6.25 OBS Mode Check for one analog/RS-232 GPS device and one analog GPS device or one
analog/RS-232 GPS device and one ARINC GPS device.
1) Establish a flight plan on the GPS devices with destinations within 200 miles.
2) Enable the OBS mode on the GPS devices.
3) Select GPS 1 on the PFD and select CRS on the PFD.
4) Turn the CRS knob.
5) The GPS 1 OBS should respond to the CRS value.
7) The Secondary HSI on the MFD should track the PFD CRS value.
8) If enabled, the OBS indication (white and magenta lines extending from the
destination fix) will be displayed on the PFD, EFD500 MFD and EFD1000 MFD as
applicable.
10.6.26 OBS Mode Check - Single analog, ARINC or RS-232 GPS device
1) Establish a flight plan on the GPS device with a destination within 200 miles.
2) Enable the OBS mode on the GPS devices.
3) Select GPS 1 on the PFD and select CRS on the PFD
4) Turn the CRS knob.
6) The Secondary HSI on the MFD should track the PFD CRS value.
7) If enabled, the OBS indications (white and magenta lines extending from the
destination fix) will be displayed on the PFD, EFD500 MFD and EFD1000 MFD as
applicable.

10.6.27 EA100 Adapter Testing
See Appendix E for EA100 Adapter configuration and testing.
10.6.28 AOA Testing
See Appendix K for AOA calibration and Operational Check.
10.6.29 ATX-100/100G ADSB Testing
See Appendix J
10.6.30 L-3 NGT-9000/9000+/9000D/9000D+/2500 ADSB Testing
See Appendix M
10.6.31 GDL 88/GTX 345 ADSB Testing
See Appendix M
10.7 WX-500 Installation and Maintenance

When an EFD is configured as “CONTROL” the following functions are accessed through the
WX-500 page of the installation menus. They are intended to assist maintenance personnel in
performing installation or repair of the WX-500. Consult manufacturer’s data for
troubleshooting and repair of the WX-500 sensor and peripheral equipment.
When the WX-500 Mode is Control, the WX-500 Installation Menu shall display and enable the
SYSTEM DATA, STRIKE TEST, NOISE MONITOR, and ANTENNA MOUNT menu keys.
When the WX-500 Mode is Display or None, the WX-500 Installation Menu shall disable (gray)
the SYSTEM DATA, STRIKE TEST, NOISE MONITOR, and ANTENNA MOUNT menu keys. Note -
Use other installed WX-500 control panel to access these functions.
10.7.1 System Data
When the System Data display is selected (line select key depressed), information
regarding the WX-500 is requested by the EFD and displayed in the upper portion of the
screen. There are four pages of data that are selected by rotating the right knob.
• Software Versions – Page 1

• Configuration Inputs and Heading – Page 2
• Environmental Data – Page 3
• Fault Log – Page 4

Figure 10-21: WX-500 System Data Page 1

10.7.2 Strike Test
When the Strike Test display is selected, the EFD sends a Strike Test mode control
message to the WX-500 and displays the test strikes in the upper portion of the screen.
The outer ring of the Strike Test display shall represent 25 nm. The sides of the Strike
Test mode acceptance box shall be drawn at 18±3 nm and 45±10 degrees. Test strikes
shall be displayed for one second and appear as a cross at the reported range and
bearing as shown above.
Figure 10-25: WX-500 Strike Test Page
10.7.3 Noise Monitor
When the Noise Monitor display is selected, the EFD sends a Noise Monitor mode control
message to the WX-500 and displays the noise strikes in the upper portion of the screen
as shown.

Figure 10-26: WX-500 Noise Monitor Page
The noise monitor mode shall display triggers, out to 400 nm, until the noise monitor
mode is exited. The noise monitor mode shall display the number of triggers received
since entering this mode. Pressing and holding the noise monitor line select key shall
activate the clear strike function.
10.7.4 Antenna Mount
When the Antenna Mount menu item is selected, the installer can edit the Antenna Mount
setting to be Top or Bottom. When the Antenna Mount menu item is deselected, the
EFD1000 EFD sends an Antenna Mount message to the WX-500. If the value transmitted
by the EFD1000 EFD matches the jumper value detected by in the WX-500, the Antenna
Jumper Error condition is cleared. Otherwise the Antenna Jumper Error condition is set
and no weather data will be transmitted.


11 Post Installation Flight Check

CAUTION: Only perform Operational Check in day VFR conditions with an appropriately rated pilot
for the aircraft type to be flown.
Accomplish the Before Takeoff Checks in the AFMS prior to flight. Verify all instruments and
systems identified in the AFMS check satisfactorily.
For MFD1000 installations press the REV button on the MFD to revert the MFD to a PFD. Observe
both the PFD and MFD1000 during the flight checks below.
If the EA100 is installed see Appendix E for additional checks
If the Angle of Attack (AOA) feature is enabled see Appendix K for additional checks.
11.1 Basic Attitude Indicator Flight Checks (PFD, EBD and EFD1000 MFD in reversion)
Fly the aircraft in straight and level flight and verify that the Attitude Indicator roll indications
(primary and backup) are level with reference to the horizon. Verify that the EFD and the
backup Rate-of-Turn indicators (if installed) shows the proper indication (no turn) and
operate smoothly. Observe that the Slip Indicators are centered under the Roll pointer and
adjust rudder trim if available to center.
Note – For aircraft using the MFD1000 as backup attitude include the RSM GPS tests in
Section 11.5 with the steps below.
Note – Also check the backup Attitude or backup Rate-of-Turn indicator (PRO MAX PFD
installs only) indicator for correct operation during the steps below.
a) Make a coordinated standard rate banked turn to the right. Verify that the Attitude
Indicator roll indication is correct with reference to the horizon. Verify that the backup
Rate-of-Turn indicator shows the turn in the proper direction, shows the proper
indication for standard rate and operates smoothly.
b) Make a coordinated standard rate banked turn to the left. Verify the Attitude Indicator
roll indication is correct with reference to the horizon. Verify that the backup Rate-of-
Turn indicator shows the turn in the proper direction, shows the proper indication for
standard rate and operates smoothly.
c) Pitch the aircraft up 10 degrees and verify the Attitude Indicator pitch indication is correct
with reference to the horizon.
d) Pitch the aircraft down 10 degrees and verify the Attitude Indicator pitch indication is
correct with reference to the horizon.
11.2 Basic HSI/DG Flight Checks (PFD, EBD and EFD1000 MFD in reversion)
a) Make a 180-degree coordinated turn to the right and verify that the compass scale and
numerical heading indication correctly track the aircraft heading during the turn.
b) Make a 180-degree coordinated turn to the left and verify that the compass scale and
numerical heading indication correctly track the aircraft heading during the turn.

c) Then turn from West to North (30° Angle of Bank) and, using an outside reference, roll out
to a northerly heading. (In the Southern Hemisphere, also turn West to South)
d) Immediately after the aircraft rolls out, record the heading indication.
e) Maintain the same heading by outside visual reference. There may be some movement of
the heading indicator as the heading system stabilizes.
f) When the heading stabilizes, record the heading again. Then perform the test from East
to North (In the southern Hemisphere, also turn east to South).
g) If the difference between the heading on rollout and the heading after stabilizing is more
than 7°, refer to the Troubleshooting Guide, Appendix A.
11.3 ILS Flight Checks PFD, EBD (EFD1000 MFD and EFD1000 Secondary HSI)
a) Hand fly an ILS approach and verify that the raw data on the PFD and MFD for Lateral and
Vertical Deviation Indicators are correctly displayed. Check the CDI indication for correct
needle displacement. Momentarily verify the MFD Secondary HSI also shows the lateral
and vertical deviation indicators correctly.
b) Check ILS2 if installed.
11.4 Autopilot Flight Checks (if installed, PFD only)

WARNING: Remember to disconnect the Autopilot immediately if it is not performing its intended
function.
With wings level and the HDG Bug centered under the lubber line, deselect GPSS and engage
the autopilot in HDG Mode and ALT Hold Mode (if available). Verify that the aircraft makes no
abrupt turns during engagement and the aircraft continues to track straight.
a) Now turn the HDG Bug 10 degrees to the right and verify the aircraft smoothly turns to
the right with a bank angle not exceeding 10 degrees. If 10 degrees was acceptable in
performance then proceed by turning the HDG Bug 90 degrees to the right and verify the
aircraft makes a standard rate turn and smoothly rolls out on to the correct Heading.
b) Now repeat the test to the left.
c) With VLOC1 selected (VOR1 source indication) and a VOR Station tuned. Adjust the CRS
pointer to center the CDI. Engage the autopilot in NAV Mode and verify the aircraft tracks
to the VOR.
d) Repeat with NAV2, if installed.
e) Enter a valid flight plan or Direct To on the GPS. Couple the GPS to the HSI. Engage the
autopilot in NAV Mode, verify the autopilot tracks the GPS. (Note: GPSS is disabled for this
test, this test is verifying the GPS deviations to the autopilot)
f) Repeat with GPS2, if installed.
g) For GPS receivers using ARINC 429 interfaces, enable GPSS and engage the autopilot in
HDG Mode. Verify the autopilot tracks the GPS flight plan. Place the GPS into OBS
(HOLD) Mode (some GPS installations may require manual disabling of AUTOCRS). Use the

CRS Pointer on the HSI to steer the autopilot via the GPS. With the HDG Bug centered,
press the GPSS button again and verify the HDG Bug controls the autopilot as before.
h) Perform an ILS approach using VLOC1 (ILS1 source indication). Verify that the autopilot
tracks the localizer, then captures and tracks the glideslope if installed.
i) Now repeat with ILS2 if installed.
j) If your GPS supports GPS WAAS LPV approaches, perform an LPV approach using GPS1.
Verify that the autopilot tracks the GPS lateral approach guidance, then captures and
tracks the GPS LPV vertical guidance.
k) Repeat with GPS2, if installed.
l) Additional tests for S-TEC 55X interfaces with ACU2 and integrated Pre-
select/VS/Annunciator –
a. Select a desired preselect altitude on the EFD1000 below the current altitude.
b. Select the desired vertical speed on the EFD1000 by pressing the VS button on the
EFD1000 and rotate the right knob.
c. Engagement: Simultaneously depress the VS and ALT Switches on the autopilot

Programmer/Computer (an autopilot lateral mode must be engaged). This will engage VS
Mode and arm the altitude hold mode for activation by the altitude selector. Verify the
ALT and VS annunciations illuminate on the Autopilot controller and on the EFD100 PFD.
Verify the aircraft descends to the selected altitude at the selected rate.
d. When the altitude is reached, verify the VS annunciation extinguishes and the ALT
annunciation remains.
11.5 RSM GPS Test (only for Aircraft using EFD1000 MFD as backup Attitude)
Verify the “RSM GPS” message does not appear to the left of the HSI on the MFD1000 while
making a 30 degree banked turn to the right and left (360 degree turn both ways). Also test
with 10 degrees pitch up and down.
11.6 Document Operational Check

This completes the Operational Check. If everything was satisfactory then document the
completion of the Operational Check in aircraft logbook in accordance with FAR 91.407(b).


12 Operating Instructions
The operation section describes all of the features of the PRO model (same as EBD Advanced) with
all available sensor options configured. Should your installation not include a particular sensor (i.e.,
NAV2, autopilot) then that system feature will be not available.
Basic operation of the EFD1000 MFD and EFD500 MFD are covered in this section. For detailed
operating instructions see the MFD pilot’s guide.
The EFD1000 is a Multi-use system. The following describes the functions that are intended to be
provided by this article.
12.1 Pilot Controls

12.1.1 Overview
Pilot interaction with the EFD1000/EFD500 is accomplished through two knobs with
push/rotate function and 11 buttons located on the display bezel. Refer to Figure 12-1.
Two control knobs are used to control pilot settable bugs and references.
Three lower push buttons, located between the control knobs, are used to select
navigation sources for the bearing pointers and the HSI.
Three dedicated buttons on the upper side of the right bezel control map range, display
reversion, and provide access the main menu.
Five soft keys on the lower half of the right bezel control frequently used commands.
The soft keys are also used when navigating the main menu and for enabling the right
knob for barometric pressure and VSI bug (when configured).
12.1.2 Power Control
To enhance safety, the EFD1000/EFD500 includes an internal or Emergency Backup

Battery (Optional, EFD1000 MFD) that allows the system to continue to operate in the
event of a failure of the aircraft electrical system. This ensures that in addition to the
Backup instruments, the EFD1000 primary flight instrument and the EFD1000 MFD
continues to remain available for a period following the loss of all external supply power.
If the EFD1000 MFD is being used for required Backup instruments, see the AFMS for
instructions on testing prior to flight.
The typical EFD1000 installation receives aircraft power from the battery bus via a
dedicated circuit breaker and EFIS Master and optional MFD Master switch.
Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up and
power down with the application or removal of external power. A message is presented
during the normal power down sequence to enable the pilot to abort the shutdown and
switch to internal battery.

When IAS is greater than 30 KIAS and the input voltage drops below 12.3V (14V Electrical
System) or 24.6V (28V Electrical System) the EFD will automatically switch to its internal
battery (e.g. aircraft charging system failure).
The EFD will also switch to internal battery if an overvoltage condition is sensed.
The EFD1000 with 30 minute internal battery will provide at least 30 minutes of power
when it is fully charged. The battery provides power to the display head, RSM and
emergency GPS. Reducing the backlight intensity will extend the battery operating time.
When operating from battery, a red “ON BAT” annunciation and battery charge status
indication is presented in the lower portion of the Attitude Indicator.
A unit operating from battery may be powered off using the “Shut Down” command
available in the Power Settings Menu.
In the unlikely event that the normal power control is not working, the EFD may be forced
to shut down by first pulling its associated circuit breaker and then pressing and holding
the REV button for at least 5 seconds.
Battery charge status may be viewed from the “Power Settings” page of the Main Menu.

12.1.3 PFD (EBD Advanced) Display and Control Layout

NOTE: The MFD control layout is similar to the PFD. The display button (#9) selects the view.
16) Attitude Indicator

17) Aircraft Symbol
18) Single Cue Flight Director (optional
– compatible autopilot required)
19) Roll Pointer
61 20) Slip / Skid Indicator
21) Airspeed Indicator Tape
22) Selected Airspeed Field
23) Airspeed Drum/Pointer
24) Altitude Alert
25) Selected Altitude Field
26) Altitude Drum/Pointer
27) Altitude Tape
28) Radio Altitude
29) Selected Minimums Field and Minimums
annunciation
30) Decision Height “DH” Annunciation
31) LDI Navigation Source Indication
32) Lateral Deviation Indicator
33) Vertical Deviation Indicator
34) True Airspeed
35) Barometric Pressure Setting Field
36) Ground Speed
37) OAT
38) Wind Direction Arrow
39) Wind Direction and Speed
40) Selected Source Information Field
41) Selected Course (CRS)Field
42) Selected Heading Field
43) Vertical Speed Digital Value
44) Vertical Speed Tape
Figure 12-1: Bezel and Display Features 45) Left Control Knob state
46) Right Control Knob state
1) Reversion Control
47) Single-Needle Bearing Pointer Source
2) Range Control
48) Single-Needle Source Info Block
3) Menu Control
49) Dual-Needle Bearing Pointer Source
4) 1/2 page, 2/2 page
50) Dual-Needle Source Info Block
5) “MIN” (1/2 page), LTNG (2/2 page)
51) CDI Navigation Source
6) “360/ARC” his (1/2 page), NXRD (2/2 page)
52) Magnetic Heading
7) “GPSS” GPS Steering (1/2 page), TFC (2/2 page)
53) Compass Scale
8) ON/OFF Control BARO
54) Hot Key legend
9) Right Control Knob
55) CRS Pointer
10) Left Control Knob
56) Single-Needle Bearing Pointer
11) Single-Line Bearing Pointer Source Select
57) Double-Needle Bearing Pointer
12) CDI Source Control
58) Heading Bug
13) Dual-Line Bearing Pointer Source Select
59) Airspeed Bug
14) Micro SD Card slot
60) Altitude Bug
15) Automatic Dimming Photocell
61) AOA Indicator

12.1.4 Control Knobs
12.1.4.1 General
Two control knobs on the EFD bezel are used to adjust pilot editable data fields on the
EFD. The left knob adjusts data fields on the left side of the display, and the right
knob adjusts data fields on the right side of the display.
The knob logic includes active and inactive states to prevent inadvertent adjustment
of editable fields. After 10 seconds of inactivity, the knob returns to an inactive
“home” state. A single push or rotating the knob activates an inactive knob. Pushing
the knob again will advance the knob to the next editable field in a round-robin
sequence.
When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend
and associated data field and bug (where appropriate) are rendered in magenta.
The MFD control knobs select the views and the pages.
12.2 Traffic Display (optional)

Traffic is displayed on the PFD as an overlay on the HSI display. To enable traffic press the
TRFC line select key to highlight. To remove the overlay press the TFC line select key again.
Traffic may be displayed on the MFD as either a dedicated traffic display or as an overlay with
other data.
See the PFD and MFD Pilot’s Guides for additional operational information.
12.3 XM Weather Display (optional)

XM Weather on the PFD is an overlay on the HSI display. To enable XM Wx press the NXRD line
select key to highlight. To remove the overlay press the NXRD line select key again.
XM Weather may be displayed on the MFD as either a dedicated XM Weather display or as an

overlay with other data.
12.4 WX-500 Display (optional)

WX-500 data is displayed on the PFD as an overlay on the HSI display. To enable lightning
press the LTNG line select key to highlight. To remove the overlay press the LTNG line select
key again. STRK and CELL indications show the WX-500 functions.
Lightning may be displayed on the MFD as either a dedicated lightning display or as an

overlay with other data.

12.5 Charts
Software version 2.2 and above allows for the display of AeroNav Services (formerly NACO)
Charts and Geo-Referenced airport diagrams [Aerodrome Moving Map Display (AMMD)] on all
versions of MFD. The (AMMD) function is an Electronic Flight Bag (EFB) Type C application.
NOTE: The intended function of AMMD is to help flight crews orient themselves on the airport
surface and improve pilot positional awareness during taxi operations. AMMD function is
not sufficient to be used as the basis for maneuvering and is not to be used for navigation.
Airport Diagrams may be viewed in Heading Up (HDG), North Up (N UP), and Normal (NORM)
orientations through round-robin Hot Key selection. The Normal orientation mimics the
presentation provided in the AeroNav Services hardcopies.
NOTE: Not all airports have AeroNav Services Airport Diagrams. Not all diagrams are geo-
referenced.
The pilot may overlay the Ownship symbol on geo-referenced Airport Diagrams, which, in
turn, becomes an Aerodrome Moving Map Display (AMMD). To display the Ownship symbol,
press the OWN Hot Key when a diagram is displayed. As long as the aircraft is located within
the area of the Airport Diagram, and GPS position and EFD1000 heading information are
valid, the Ownship symbol will be displayed and oriented appropriately. The EFD1000’s
heading determines the Ownship’s orientation and its position is determined by a connected
GPS navigation source.
Instrument Approach Procedures may be viewed in HDG and N UP orientations.
The pilot can overlay the Ownship symbol on geo-referenced Approach Procedures. To
display the Ownship symbol, press the OWN Hot Key when a procedure is displayed. As long
as the aircraft is located within the area of the approach procedure, the procedure is geo-
referenced, the aircraft position is not in an area where the Ownship is blocked out, and GPS
and EFD1000 heading information are valid, the Ownship symbol will be displayed and
oriented appropriately. The EFD1000’s heading determines the Ownship’s orientation and its
position is determined by a connected GPS navigation source.
NOTE: Discrepancies are known to exist in the placement of navigational aid symbols are known to
exist in the source material. This product is not intended for navigation guidance.
NOTE: The intended function of the display of terminal procedures is to provide a graphical
depiction of the approach chart used to improve the flight crew awareness of the aircraft
Ownship position relative to other items depicted on the chart. The Ownship on the terminal
procedures charts is not sufficient to be used as the basis for maneuvering and is not to be
used for navigation.
NOTE: Not all Approach Charts are geo-referenced. No SIDs or STARS are Geo-Referenced.
NOTE: The intended function of the display of terminal procedures when the ownship is not
displayed is to provide a graphical depiction of the approach chart used to improve the flight
crew awareness of the aircraft ownship position relative to other items depicted on the chart.


13 Environmental Qualification Forms

Nomenclature: ................ EFD1000/500 Evolution Flight Display with Configuration Module
Part Number: .................. A-05-110-00, 910-00001-001, 910-00001-002 (incl EBB58), 910-00001-007 (incl EBB58)
910-00001-003, 910-00001-004, 910-00001-009, 910-00001-010, and CM: A-05-113-00, A-
05-114-00 and 910-00005-004
TSO Numbers: ................ TSO-C2d, TSO-C3d, TSO-C4c, TSO-C6d, TSO-C8d, TSO-C10b, TSO-C106, TSO–C113
Manufacturer: ................. Aspen Avionics, Inc.
Address: ......................... 5001 Indian School Road NE, Albuquerque, NM 87110
DO-160 Revision: ........... DO-160E
Date Tested: ................... 2/2008
CONDITIONS SECTION DESCRIPTION OF TESTS CONDUCTED

Temperature and Altitude 4.0 Equipment tested to Category A1, Decompress to 55,000”, Controlled temp and
(Pressurized) pressurized to <15,000’
Temperature and Altitude 4.0 Equipment tested to Category C1, Controlled temp and non-pressurized to 35,000’
(Unpressurized)
Loss of Cooling 4.5.5 Equipment tested to Category Y, 300 minutes min.
Temperature Variation 5.0 Equipment tested to Category C
Humidity 6.0 Equipment tested to Category A, standard humidity environment
Operational Shock and Crash Safety 7.0 Equipment tested to Category B, standard operational shock and crash safety
Vibration (Fixed Wing) 8.0 Equipment tested to Category S, aircraft Zone 2 for Fixed Wing Reciprocating & Turboprop
Engines, Multi Eng over 5700 KG (12,500 lbs), Multi Eng Less than 5700 KG (12,500 lbs),
and Single Eng Less than 5700 KG (12,500 lbs) using vibration test curve M.
Explosive Atmosphere 9.0 Equipment identified as Category X, no test performed
Waterproofness 10.0 Equipment identified as Category X, no test performed
Fluids Susceptibility 11.0 Equipment identified as Category X, no test performed
Sand and Dust 12.0 Equipment identified as Category X, no test performed
Fungus 13.0 Equipment identified as Category X, no test performed
Salt Fog Test 14.0 Equipment identified as Category X, no test performed
Magnetic Effect 15.0 Equipment tested to Category Z, causes < 0.5 deg deflection to compass 0.3 meter away
Power Input 16.0 Equipment tested to Category B
Voltage Spike 17.0 Equipment tested to Category A
Audio Freq Conducted Susceptibility 18.0 Equipment tested to Category B
Induced Signal Susceptibility 19.0 Equipment tested to Category ZC
RF Susceptibility 20.0 Equipment tested for conducted susceptibility to Category W and for radiated
susceptibility Category W. Bench test to show compliance with interim HIRF rules.
100V/m
RF Emissions 21.0 Equipment tested to Category M, significant EM apertures, not in direct view of radio
receiver antenna (Equipment mounted in cockpit or cabin area)
Lighting Induced Transient 22.0 Equipment tested to Category B3K33, moderately exposed all-metal airframes, airframes
composed of metal framework and all composite skin panels or carbon fiber composite
airframes whose major surface areas have been protected with metal meshes or foils
Lightning Direct Effects 23.0 Equipment identified as Category X, no test performed
Icing 24.0 Equipment identified as Category X, no test performed
ESD 25.0 Equipment tested to Category A
Fire, Flammability 26.0 Equipment identified as Category X, no test performed
Other Tests Fire resistance was conducted by analysis in accordance with Federal Aviation Regulations
Part 25, Appendix F.
Notes: Temperature testing: Equipment part number 910-00001-xxx EFD1000 and attached CM part number 910-00005-004, were tested to
RTCA DO-160E requirements for Section 4 Operating High Temperature Test, +70C. The testing was conducted on March 7 and 8, 2011.
Table 13-1: EFD1000 Environmental Qualification Form

Nomenclature: ................ EFD1000/500 MAX Evolution Flight Display with Configuration Module
Part Number: .................. 910-00001-011, 910-00001-012, 910-00001-013, 910-00001-017, 910-00001-021, 910-
00001-023, 910-00001-027, and CM: 910-00005-004
TSO Numbers: ................ TSO-C2d, TSO-C3d, TSO-C4c, TSO-C6d, TSO-C8d, TSO-C10b, TSO-C106, TSO–C113
DO-160 Revision: ........... DO-160E
Date Tested: 10/2018
CONDITIONS Section DESCRIPTION OF TESTS CONDUCTED

Temperature and Altitude 4.0 Equipment tested to Category A1, Decompress to 55,000”, Controlled temp and pressurized
(Pressurized) to <15,000’
Temperature and Altitude 4.0 Equipment tested to Category C1, Controlled temp and non-pressurized to 35,000’
(Unpressurized)
Loss of Cooling 4.5.5 Equipment tested to Category Y, 300 minutes min.
Temperature Variation 5.0 Equipment tested to Category C
Humidity 6.0 Equipment tested to Category A, standard humidity environment
Operational Shock and Crash Safety 7.0 Equipment tested to Category B, standard operational shock and crash safety
Vibration (Fixed Wing) 8.0 Equipment tested to Category S, aircraft Zone 2 for Fixed Wing Reciprocating & Turboprop
Engines, Multi Eng over 5700 KG (12,500 lbs), Multi Eng Less than 5700 KG (12,500 lbs), and
Single Eng Less than 5700 KG (12,500 lbs) using vibration test curve M.
RF Susceptibility 20.0 Equipment tested in Accordance With PS-ACE-23-10
Conducted Susceptibility in 20.4 Helicopter Testing Category R
Accordance Category R
Additional Radio Frequency 20.4 In addition, Conducted susceptibility per the Generic Conductive Curve- <25 meters
Susceptibility (Conducted) extrapolated the Env I per the applicable levels defined in RTCA/DO-160E section 20,
category A. Per FAA Policy PS-ACE-23-10
Additional Radio Frequency 20.5 In addition, Radiated Susceptibility per Aircraft Generic Attenuation Curves applied to Env I.
Susceptibility (Radiated) 0 dB: 100 MHz – 400 MHz
-6 dB: 400 MHz – 1 GHz
-12 dB: 1 GHz – 18 GHz
In accordance with FAA Policy PS-ACE-23-10.
RF Emissions 21.0 Equipment tested to Category M, significant EM apertures, not in direct view of radio receiver
antenna (Equipment mounted in cockpit or cabin area)
Lighting Induced Transient 22.0 A3J33 and B3K33 for Refresh EFD1000 power pins, Refresh EFD1000 power bundle, RSM pins,
and RSM bundles, in accordance with FAA Policy PS-ACE-23-10.
A2J22 and B2K22 for all other Refresh EFD1000 pins and cables. Note: the main bundle was
tested at level 2 and level 3.
Other Tests Fire resistance was conducted by analysis in accordance with Federal Aviation Regulations Part
25, Appendix F.
Table 13-2: EFD1000 MAX Environmental Qualification Form

Nomenclature: Remote Sensor Module (RSM)

Part Number: 910-00003-021, 910-00003-022, 910-00003-023. See Table 13-4 for RSMs prior to these
revisions.
TSO Numbers: TSO-C113
Manufacturer: Aspen Avionics, Inc
Address: 5001 Indian School Road NE, Albuquerque, NM 87110
DO-160 Revision: DO-160E
Date Tested: 2/2008 and 10/2018
Temperature and Altitude 4.0 Equipment tested to Category F2, non-controlled temp and non-pressurized to 55,000’
Temperature Variation 5.0 Equipment tested to Category A, external, non-temperature controlled - 10 deg. C/minute
Humidity 6.0 Equipment tested to Category C, external humidity environment
Operational Shocks 7.0 Equipment tested to Category A
Vibration 8.0 Equipment tested to Category S, aircraft Zone 1 for Fixed Wing Reciprocating & Turboprop
Engines, Multi Eng Less than 5700 KG (12,500 lbs) (does not include structure directly
affected by jet efflux), and Single Eng Less than 5700 KG (12,500 lbs) using vibration test
curve M.
Waterproofness 10.0 Equipment tested to Category S
Fluid Susceptibility 11.0 Equipment tested to Category F, deicing fluids and aircraft cleaning compounds only
Power Input 16.0 n/a - Powered from EBD display
Voltage Spike 17.0 n/a - Powered from EBD display
Audio Freq Conducted 18.0 n/a - Powered from EBD display
Susceptibility
RF Susceptibility 20.0 Equipment tested in Accordance With PS-ACE-23-10
Additional Radio Frequency 20.4 In addition, Conducted susceptibility per the Generic Conductive Curve- <25 meters
Susceptibility (Conducted) extrapolated the Env I per the applicable levels defined in RTCA/DO-160E section 20,
category A. Per FAA Policy PS-ACE-23-10
Additional Radio Frequency 20.5 In addition, Radiated Susceptibility per Aircraft Generic Attenuation Curves applied to Env I.
Susceptibility (Radiated) 0 dB: 100 MHz – 400 MHz
-6 dB: 400 MHz – 1 GHz
-12 dB: 1 GHz – 18 GHz
In accordance with FAA Policy PS-ACE-23-10.
RF Emissions 21.0 Equipment tested to Category H, direct view of radio receiver antenna. (equipment mounted
outside airframe)
Lighting Induced Transient 22.0 A3J33 and B3K33 for Refresh EFD1000 power pins, Refresh EFD1000 power bundle, RSM
pins, and RSM bundles, in accordance with FAA Policy PS-ACE-23-10.
Lightning Direct Effects 23.0 Equipment tested to Category 2A, mounted in area with sweptback attachment, but no
hang on
Icing 24.0 Equipment tested to Category C, external environment
Table 13-3 - RSM Environmental Qualification Form, 2018 Mod

Nomenclature: ............ EFD1000 Remote Sensor Module (RSM)

Part Number: .............. A-05-111-00, 910-00003-001Mod F and prior, 910-00003-002 Mod D and prior, 910-00003-003
Mod D and prior, and -503 Mod D and prior, 910-00003-011, 910-00003-12, 910-00003-013
TSO Numbers: ............ TSO-C113
Manufacturer: ............. Aspen Avionics, Inc.
Address: ..................... 5001 Indian School Road NE, Albuquerque, NM 87110
DO-160 Revision: ....... DO-160E
Date Tested: ............... 2/2008

Temperature and 4.0 Equipment tested to Category F2, non-controlled temp and non-pressurized to 55,000’
Altitude
Temperature Variation 5.0 Equipment tested to Category A, external, non-temperature controlled - 10 deg. C/minute
Humidity 6.0 Equipment tested to Category C, external humidity environment
Operational Shocks 7.0 Equipment tested to Category A
Vibration 8.0 Equipment tested to Category S, aircraft Zone 1 for Fixed Wing Reciprocating & Turboprop
Engines, Multi Eng Less than 5700 KG (12,500 lbs.) (Does not include structure directly
affected by jet efflux), and Single Eng Less than 5700 KG (12,500 lbs.) using vibration test
curve M.
Waterproofness 10.0 Equipment tested to Category S
Fluid Susceptibility 11.0 Equipment tested to Category F, deicing fluids and aircraft cleaning compounds only
Power Input 16.0 n/a - Powered from PFD display
Voltage Spike 17.0 n/a - Powered from PFD display
Audio Freq Conducted 18.0 n/a - Powered from PFD display
Susceptibility
Induced Signal 19.0 Equipment tested to Category ZC
Susceptibility
RF Susceptibility 20.0 Equipment tested to Category WW, (Conducted/Radiated) Bench test to show compliance
with interim HIRF rules. 100V/m
RF Emissions 21.0 Equipment tested to Category H, direct view of radio receiver antenna. (equipment
mounted outside airframe)
Lighting Induced 22.0 Equipment tested to Category B3K33, moderately exposed all-metal airframes, airframes
Transient composed of metal framework and all composite skin panels or carbon fiber composite
airframes whose major surface areas have been protected with metal meshes or foils
Lightning Direct 23.0 Equipment tested to Category 2A, mounted in area with sweptback attachment, but no
Effects hang on
Icing 24.0 Equipment tested to Category C, external environment
Notes: Additional DO-160E Section 20 Radiated Radio Frequency Susceptibility testing: EFD display Part Number 910-00001-xxx with internal
battery, attached Configuration Module part number 910-00005-xxx and Remote Sensor Module part number 910-00003-xxx were successfully
tested to DO-160E Section 20 Radiated Susceptibility (Paragraph 20.5) Pulse Modulation Category D, 400 MHz to 18GHz. The system was wired
with limited inputs in accordance with Figure 9-1A in this manual. The testing was completed on 15 March 2012 at DNB Engineering, Fullerton,
CA. Category W (radiated) exceeds the limits of radiated Category D, Continuous Wave and Square Wave Modulation. The RSM must be internally
mounted to meet this expanded Section 20 Cat D testing (12db attenuation).
RSM -002 and -003 Mod D, -503 Mod C, and -001 Mod F were tested to and found to meet the above specifications by test and by similarity
analysis. The testing was conducted in February, 2015.
Table 13-4: RSM Environmental Qualification Form, Prior to 2018 Mod

Nomenclature: ................ Analog Converter Unit (ACU and ACU2)

Part Number: .................. A-05-112-00, 910-00004-001 and 910-00004-10x
TSO Numbers: ................ TSO-C113
DO-160 Revision: ........... DO-160E
Date Tested: ................... 2/2008

Temp/ Altitude 4.0 Equipment tested to Category C4, controlled temp and pressurized to <15,000’
(Pressurized)
Temp/ Altitude 4.0 Equipment tested to Category A1, Operating low temperature -40C, Operating High
+55C, Short Time Operating Low -40C, Short-Time Operating High +70C, Loss of
Cooling, N/A, Ground Survival Low -55C, Ground Survival High +85C and non-
pressurized to 35,000’
Temperature Variation 5.0 Equipment tested to Category C, internal, temperature controlled - 2 deg. C/minute
Humidity 6.0 Equipment tested to Category A
Operational Shocks and 7.0 Equipment tested to Category B
Crash Safety
Vibration (Fixed Wing) 8.0 Equipment tested to Category S, aircraft Zone 2 for Fixed Wing Reciprocating &
Turboprop Engines, Multi Eng over 5700 KG (12,500 lbs.), Multi Eng Less than 5700 KG
(12,500 lbs.), and Single Eng Less than 5700 KG (12,500 lbs.) using vibration test curve
M.
Magnetic Effect 15.0 Equipment tested to Category Z , causes < 1.0 deg deflection to compass 0.3 meter
away
Audio Freq Conducted 18.0 Equipment tested to Category B
Susceptibility
Induced Signal 19.0 Equipment tested to Category ZC
Susceptibility
RF Susceptibility 20.0 Equipment tested to Category WW, (Conducted/Radiated) Bench test to show
compliance with interim HIRF rules. 100V/m
RF Emissions 21.0 Equipment tested to Category M, significant EM apertures, not in direct view of radio
receiver antenna (Equip mounted in cockpit or cabin area)
Lighting Induced Transient 22.0 Equipment tested to Category B3K33, moderately exposed all-metal airframes,
airframes composed of metal framework and all composite skin panels or carbon fiber
composite airframes whose major surface areas have been protected with metal
meshes or foils
Other Tests Fire resistance was conducted by analysis in accordance with Federal Aviation
Regulations Part 25, Appendix F.
Table 13-5: ACU Environmental Qualification Form

: Troubleshooting
AOA Troubleshooting see Appendix K
ATX-100/100G Troubleshooting see Appendix J
ADS-B Interface Troubleshooting see Appendix M

System Troubleshooting
Initialization Page (SW v2.0 and above)
Test Fault Corrective Action
IOP a) Fail a) Replace EFD

b) System reboots after IOP test b) Replace EFD
ARINC a) Fail a) Replace EFD
RS-232 a) Fail a) Replace EFD
Config Module a) Fail a) Check Config Module wiring. Replace
Config Module.
b) Wrong CM version b) Install correct SW version CM.
c) System reboots after Config Module c) v2.0 or v2.1 display installed with a v2.2
Test CM. Install correct CM or EFD.
d) Displays “Initializing” for more than d) Config Module unplugged or mis-wired.
20 seconds
RSM a) Fail (x) a) Check RSM to EFD wiring for shorts or
opens. Repair or replace RSM. Repair or
replace EFD.
IMU a) Fail a) Replace EFD
ADC a) Fail a) Replace EFD
ADAHRS a) Fail a) Replace EFD
b) “Initializing” for more than 3 minutes b) Remove Pitot and Static line from back of
EFD and reboot. If problem still exists
then replace the EFD. If problem clears
then repair Pitot or Static
obstruction/kink.
c) “Initializing” for more than 3 minutes c) Repair RSM wiring or replace RSM.
with a RSM Fail above.
TROUBLESHOOTING NOTE
The version 2.2 EFD (the software version/part number is marked on the EFD) should not
be installed in to a 2.0 or 2.1 system unless it is desired to configure the installation to
v2.2. Booting a version 2.2 EFD with a version 2.0 or 2.1 CM will render the CM invalid for
the 2.0 or 2.1 EFD.
NOTE
With software version 2.3 and later it is possible to advance the system beyond a failed
Initialization Screen by holding the MENU key and line select keys #1 and #2 simultaneously
for 3-4 seconds. The Diagnostic screen may then be accessed in the installation menu for
further troubleshooting.

System Troubleshooting –continued
Fault Cause Corrective Action
Display does not power on a) EFD missing A/C power a) Check EFD circuit breaker, EFD on/off
(Note: there can be up to a switch on panel, wiring, and A/C
20 second delay from the battery voltage > 11.5 volts.
application of power to a b) EFD may have been b) Switch unit off using “REV” button or
visible display) improperly shut down “SHUT DOWN” command from Main
Menu page 6.
c) EFD missing A/C ground c) Check wiring to EFD
d) EFD is defective d) Repair or replace EFD
Display does not power off a) Airspeed is above 30kts a) Normal operation
(Note: EFD will switch to b) EFD may have been switched b) Switch unit off using “REV” button or
internal battery if airspeed to internal battery “SHUT DOWN” command from Main
is greater than 30kts.) Menu page 6.
c) EFD may have been c) Hold “REV” button for 20 seconds or
improperly shut down unplug EFD internal battery for 3
seconds
d) EFD is defective d) Repair or replace EFD
Display flashes on/off, a) Configuration Module a) Check CM plug and wiring from EFD to
black/white or blue/white unplugged or miss wired CM
repetitively b) RSM or CM wiring short b) Verify RSM pin 6 or CM pin 1 is not
shorted to aircraft ground or another
pin.
c) Configuration module c) Repair or replace CM
defective
d) EFD defective d) Repair or replace EFD
“CONFIG MODULE LINK a) Configuration Module a) Check CM plug and wiring from PFD to
FAIL” message (SW v1.X) unplugged or miss wired CM
b) Configuration module b) Repair or replace CM
defective
c) PFD defective c) Repair or replace PFD
“INITIALIZING” message a) RSM to PFD communication a) Check RSM to PFD wiring for shorts or
for more than 60 seconds lost opens.
(SW v1.X) b) RSM failed b) Repair or replace RSM
c) PFD failed c) Repair or replace PFD

“RSM LINK FAIL” message a) RSM to PFD communication a) Check RSM to PFD wiring for shorts or
(SW v1.X) lost opens.
b) RSM failed b) Repair or replace RSM
c) PFD failed c) Repair or replace PFD

“WRONG CONFIG MODULE” PFD is at one software level and Convert config module per appropriate
message (SW v1.X) config module is at a different service bulletin.
software level
ALTIMETER, AIRSPEED, VSI a) Air data sensor has not had a) Allow up to 20 minutes at temps below
FAIL (RED-X) sufficient warm-up time. -20ºC for flags to clear
b) Pitot/static lines reversed b) Connect pitot line to “P” port and static
line to “S” port on EFD
c) Air data sensor failed c) Repair or replace EFD

Vmo Fail Vmo configured incorrectly Re-check MOL programming
ATTITUDE FAIL or a) AHRS sensor has not a) Allow up to 3 minutes for AHRS to
DIRECTION FAIL ( RED-X) completed initialization. initialize.
(Note: Attitude flags could b) RSM failed/data missing. b) Check RSM to EFD wiring. Repair or
take up to 3 minutes to replace RSM.
clear at temps below -
c) Pitot and/or Static lines c) Correct pitot/static plumbing issue.
20ºC)
crossed, unplugged, or
blocked.
d) EFD is defective d) Repair or replace EFD.
ATTITUDE FAIL and a) In Flight, Normal if pitot a) Use pitot heat or check pitot system for
DIRECTION FAIL associated blockage due to ice or other. blockage.
with “CHECK PITOT HEAT”
message b) On Ground, Normal if GPS b) No further action required unless
reception is marginal and message is due to faulty GPS system,
GPS GS ramps above 50Kts then repair GPS system.
intermittently.
DEGRADED MODE (sw a) In Flight, Normal if pitot a) Use pitot heat or check pitot system for
2.10.2 and later) – GPS blockage due to ice or other. blockage.
groundspeed is above b) On Ground, Normal if GPS b) No further action required unless
50kts and airspeed is reception is marginal and message is due to faulty GPS system,
below 30kts GPS GS ramps above 50Kts then repair GPS system.
intermittently.

“ATT FAIL SOON” message Weak flux sensor data from If not near magnetic poles then inspect
RSM. RSM installation for interference. Replace
RSM if no installation issues found.
CROSS CHECK ATTITUDE a) If it occurred on system a) RESET AHRS
message (yellow) start.
(also see sluggish AHRS b) Normal after abrupt b) RESET AHRS
performance maneuvers on ground or in
troubleshooting) air
Red Slash through a) GPS or VLOC receiver turned a) Turn on GPS or VLOC receiver
Navigation Sensor off.
(i.e., GPS1, NAV2) b) GPS does not have a valid b) Allow GPS to acquire a position and
“TO” waypoint and position enter a flight plan or Direct To
c) GPS or VLOC receiver failed c) See GPS/VLOC manufacturer’s
instructions for troubleshooting
d) ACU not powered d) Check ACU circuit breaker
e) Wiring fault between sensor e) Check wiring between GPS/VLOC and
and ACU or EFD ACU or EFD
f) ACU to EFD wiring fault. f) Check ACU circuit breaker, check ACU
to EFD A429 wiring and ACU to sensor
wiring
g) ACU is defective. g) Repair or replace ACU
h) EFD is defective. h) Repair or replace EFD

GPS1 or GPS2 selection not a) GPS receiver turned off a) Turn on GPS and initialize
available on Display b) GPS does not have a valid b) Allow GPS to acquire a position and
(GNS430/GNS530/GNS480 “TO” waypoint and position enter a flight plan or Direct To
only)
c) GNS CDI is selected to VLOC. c) Verify the GNS CDI is selected to GPS.
d) GPS to EFD A429 wiring d) Check A429 wiring for shorts, opens or
issue. crossed A and B lines.
e) GPS defective. e) Repair or replace GPS
f) EFD defective. f) Repair or replace EFD
Autopilot or analog a) ACU chassis not grounded a) Ground ACU chassis to airframe
NAV/GPS inoperative ground
b) ACU not powered b) Check ACU circuit breaker and
power/grounds
c) ACU to sensor wiring c) Check ACU to sensor wiring
d) ACU to EFD wiring d) Check ACU to EFD A429 wiring

e) ACU fault e) Repair or replace ACU

f) EFD fault f) Repair or replace EFD

“ERRONEOUS CALIBRATION a) RSM is tilted more than a) Shim RSM to within limits defined in
VALUES” message during allowed per Section 6 of this Section 6 of this manual
RSM Cal (SW v2.0 and later) manual
or b) Poor RSM calibration b) Re-run RSM calibration at constant rate
Excessive Heading errors turns on flat ground.
in one quadrant, or errors c) RSM calibrated too close to c) Re-run RSM calibration away from
that are higher than actual buildings or ferrous objects buildings and other ferrous objects
in some quadrants and
lower than actual in other
d) Ferrous hardware used to d) Only non-ferrous screws, nuts,
quadrants.
mount RSM washers may be used on RSM
e) Airframe or external e) Check for magnetized areas on

magnetic interference airframe close to RSM. Verify no
ferrous hardware is near RSM. Degauss
magnetized area(s)
Sluggish or Poor AHRS a) RSM magnetic interference a) Survey RSM location using handheld
(Attitude Indicator) compass per Section 6.9.1. Verify there
performance are no cabin speakers within 3ft of
RSM. Degauss any areas found to be
Poor AHRS performance in magnetized or remove magnetism by
steep bank turns other methods.
b) RSM has become b) With power removed from EFD1000

Sluggish compass card magnetized. system degauss RSM and general area
using degausser.
(Note: may or may not be c) “Pitch Attitude Trim” or “Panel c) Perform an RSM Calibration per Section
associated with “Cross Tilt Pitch Compensation” 10.5.2
adjustment made without
Check Attitude” message)
performing a subsequent RSM
Calibration.
d) Pitot and/or Static line d) Check pitot/static connections and

connections at EFD blocked, plumbing for blockage. Check IAS and
kinked, or unplugged. ALT sensor per Section 10.
e) Normal after abrupt e) Perform AHRS Reset
maneuvers.
Excessive Heading Lead / Magnetic Interference Verify that all steps have been
Lag during or after turns accomplished to remove magnetic
(>7°) interference (see section 6.9.4), then
contact an Aspen Field Service Engineer

Autopilot has lateral offset Autopilot roll “null” centering Follow the autopilot manufacturer’s
in GPSS or APPR mode out of adjustment guidelines for adjusting roll “null”
(HDG Bug may also be out centering
of center)
No VDI or glide slope a) CRS pointer more than 100° a) Rotate CRS pointer to lubberline or
display on EFD from lubberline. inbound CRS.
b) ILS frequency not selected b) Select ILS freq on NAV
c) System is a VFR EFD c) Must upgrade to Pro for VDI display
Century II/III autopilot Value of R1 set incorrectly Follow the autopilot manufacturer’s
performance poor in all instructions for checking NAV intercept
modes angle. Larger value for R1 will raise angle
and smaller value of R1 will lower
intercept angle. See Tech Note 2009-06.
OAT Display dashed a) Wiring fault between EFD and a) Check wiring
RSM
b) RSM is defective b) Repair or replace RSM
WIND vector, velocity, and a) Groundspeed < 20kts a) Normal operation
direction display dashed b) No GPS ground track b) GPS not computing GTK
(Note: wind readout will dash
c) Airspeed failed c) See AIRSPEED FAIL troubleshooting
when velocity is < 10 kts)
procedure
OBS mode inoperative on a) GPS A429 IN bus configured a) See Figure 9.27 for GPS configuration
GPS wrong notes
b) ARINC 429 “A” and “B” lines b) Correct wiring error to GPS A429 IN
reversed bus
“CROSS LINK FAILURE” a) PFD or MFD not powered up a) Power up all EFD displays
message b) PFD or MFD inter-system b) Check wiring per diagrams in Section 9
bus wiring fault
c) Configuration of RS232 c) Verify all EFD’s are configured per
inter-system buss incorrect wiring diagrams Fig’s 9-30 to 9-32.
Also make sure RS232 Config C page
are all High or all Low speed
d) PFD or MFD is defective d) Repair or Replace defective EFD
“DATABASE FAILURE” a) Data Card (microSD) is not a) Insert Data Card in display
message inserted in MFD display.
b) Wrong Data Card inserted b) Insert correct Data Card See Section 1
for authorized database part numbers
c) Data Card is bad c) Replace data card with new
d) MFD card slot is defective d) Repair or replace MFD display

“Database Init” message Database is missing or files are Insert functional database card
missing from card
“TERRAIN FAIL” message a) Data Card not inserted a) Insert valid MFD Database
b) Data Card failed b) Insert valid MFD Database
c) Heading fail c) Verify EFD1000 MFD Direction Indicator
is valid and repair if needed. EFD500
MFD inter-communication bus to PFD
may have failed or is not configured.
d) GPS position fail d) Verify GPS has good position data
e) Altitude fail e) Verify EFD1000 Altitude is valid.
EFD500 MFD intercommunication bus
to PFD may have failed or is not
configured.
“TFC FAIL” message Traffic sensor is configured but Verify traffic processor is turned on and is
not valid. operational.
Dedicated Traffic Display See AFMS or pilots guide
page messages
Dedicated WX500 Display See AFMS or pilots guide
page messages
Dedicated XM Weather See AFMS or pilots guide
Display page messages
“NO COMMUNICATION ACU2 not communicating with Verify ACU2 is powered on. Check
FROM AUTOPILOT” EFD. wiring/config between ACU2 and EFD(s).
message
“RSM GPS” message a) Message is on MFD and a - a) Set RSM GPS Enable to DISABLE in
002, -012, 022, -003 or - installation menu.
013, -023 RSM is installed.
b) New RSM installation. b) New RSM installations may need to
acquire an almanac and could require
up to 15 minutes to clear.
c) Wiring issue between EFD c) Check RSM pins 1 and 2 for continuity
and RSM. to EFD.
d) RSM GPS engine has failed. d) Replace RSM.

: Installation Final Check Sheet

Aircraft Type: ______________________________________________________ Date:________________________
Aircraft Serial Number: _____________________________________ Tail Number: ____________________________
The following five pages must be printed and used during checkout. The Section number refers to the
section in the manual where the test is performed. This form must be included in document package to
be included in aircraft maintenance records.
Complete by performing test of Section 10.5.4(EFD1000 only)
Calibrated Calibrated
Actual PFD or Actual MFD Actual PFD or Actual MFD
Heading Tolerance Heading Tolerance
EBD Heading Heading EBD Heading Heading
Source Source
30 +/- 4 210 +/- 4

60 +/- 4 240 +/- 4
90 +/- 4 270 +/- 4
120 +/- 4 300 +/- 4
150 +/- 4 330 +/- 4
180 +/- 4 360 +/- 4
Complete by performing test of Section 10.6.1(EFD1000 only)
Band
IAS Setting Band Color Description Pass
Range
Vne = Red >Vne Red arc displayed at all speeds above Vne
Vno = Yellow Vno - Vne Yellow arc extending from Vno to Vne
Vs = Green Vs - Vno Green arc extending from Vs to Vno
Vfe = White Vso - Vfe Top of White arc
Vso = White Bottom of White Arc
Vyse = Blue Marker = Vyse Blue Marker at Vyse
Vmc = Red Marker = Vmc Red Marker at Vmc
= Triangle (White) = White triangle at initial flap extension airspeed
NOTE
Single engine aircraft and aircraft with no flaps will not use all parameters above.
Aircraft with Vmo/Mmo Airspeed Indicator (EFD1000 only)
Test Description Pass
Barber Pole or Redline Verify the Barber Pole or Redline appears at the correct airspeeds
Position as shown in Table 10-1.

EFD1000/500 Installation Final Check Sheet

SECTION POST INSTALLATION TESTS PASS FAIL
Second Phase RSM Location Evaluation –

10.5.1.1*
Aircraft “Z” component within NOAA determined Z range?
10.5.4* Heading Accuracy Check (from Page 1)
10.5.5* Heading Interference Test
10.6.1* Indicated Airspeed Test
10.6.2* Altitude Display Test
10.6.3* System Leak Test
10.6.4* OAT- Outside Air Temperature Test (if ENABLED)
10.6.5* AHRS (attitude solution) Test
10.6.6 GPS Sensor Test - GPS1 (if installed)
10.6.6 GPS Sensor Test – GPS2 (if installed)
10.6.6* RSM GPS Sensor Test (if ENABLED)
10.6.7* NAV Receiver Sensor Test – NAV1 (if installed)
10.6.7* NAV Receiver Sensor Test – NAV2 (if installed)
10.6.8* Back-up NAV Indicator Test (if installed)
10.6.9* Autopilot/FD Sensor Test (if installed)
10.6.11.1* ADF Test (if installed)
10.6.11.2* Radio Altimeter Test (if installed)
10.6.12* PFD/EBD Sonalert or Audio Out Test
10.6.13* Decision Height Test (if installed)
10.6.14 Traffic Display Test (if installed)
10.6.15 XM Weather Display and Control Test (if installed)
10.6.16 WX-500 Display and Control Test (if installed)
10.6.17* Ancillary Equipment Heading and Air Data (if connected)

10.6.18* List the equipment interfaced here:
10.6.19 EFD Inter-System Communication Check (if multi-display)
10.6.20 Battery Capacity Check – Internal batteries > 80% Charge
10.6.21* TAPES Configuration Check
10.6.22
EMC Test
10.6.22.1

SECTION POST INSTALLATION TESTS PASS FAIL
10.6.23* Flight Control Interference Check
10.6.24 or
OBS Mode Check
.25 or .26*
10.6.28 or
AOA Calibration and Check
Appendix K
10.6.30 or
10.6.31 or NGT-2500/9000/9000+/9000D and GDL 88/GTX 345
Appendix M
* Does not apply to an EFD500
SECTION COMPLIANCE CHECK PASS FAIL
6.4 Weight and Balance performed
7.1 Electrical Load Analysis performed for each EFD
For aircraft not limited to VFR, a Backup Attitude indicator must be installed in
4.9 accordance with section 4.9. The Attitude indicator must not rely on pitot/static
inputs for its operation,
4.9 Backup Airspeed, Altimeter must be installed in accordance with section 4.9
EFD1000 MFD used as Backup Altimeter and/or Airspeed:

• P/N 910-00001-009 MFD installed (Class I, II or III)
4.9.3 • P/N 910-00001-021 MFD installed (Class I or II only)
• Placard must be installed stating “EMER BAT DISPATCH LIMIT 80% - SEE EFD
AFMS”
EFD1000 MFD used as Backup Attitude:

• Aircraft must be a Class I or II (Class III does not qualify)
• MFD must be p/n 910-00001-021 with sw 2.10.2 or later
• MAG DIP DETECTION = ENABLE (see Section 10.4.7.20)
• RSM must be a -001, -011 or -021 with valid GPS satellite acquisition.
• MFD RSM and PFD RSM must be separated according to Section 6.6.3.2
4.9.3
AFMS”
• ADS-B IN must not be connected to both this MFD and the PFD. One only,
PFD or MFD.
• XM Wx IN must not be connected to both this MFD and the PFD. One only,
PFD or MFD.
Pro MAX PFD installed in Partial Panel Backup Configuration:

• PFD must be P/N 910-00001-021 with sw 2.10.2 or later
• RSM must be top mounted and have the int/GPS “Enabled”
Appendix P
• Turn and Slip (or AI in turn and slip location), ALT and ASI must be in
and Figure
original certified locations (in basic T config)
4-2
AFMS”
• Graphical IFR GPS must be connected

For aircraft limited to VFR, a placard or other acceptable means, stating “Operation
of This Aircraft is Limited to VFR Only”, or similar phraseology acceptable to the
5.1.6
FAA. Note: This placard should be pre-existing under TC or STC. (This verifies that
the placard is still present)
Cessna 190/195 Aircraft s/n 16083 and below only, verify the TAPES are configured
5.1.7 to LOCKED OFF, and the original airspeed indicator and altimeter are in the standard
“T” arrangement.
Backup Nav Indicator (if required) connected to a nav source installed in pilot’s field
4.9.7
of view. The indicator must function if the PFD and/or ACU circuit breaker is pulled
7.2 Circuit breaker installed for each EFD and each ACU.
RSM location(s) are <2 degrees of needle deflection on handheld compass within
6.9.4
18”x18”x18” survey area
Each EFD braided ground strap is installed between unit and panel, RSM ground wire
attached to ground stud, RSM doubler/mounting plate bonded to airframe ground
10.1.2
and ACU(s) chassis bonded to airframe ground. All measure no greater than .003
ohms to ground.
7.2 Wires, cables, and connectors clearly marked or stamped
When installed, EFD1000/500 master switch(s) and/or circuit breakers must be

7.2, 5.1.5 easily accessible to flight crew and clearly marked. One switch exists for each
display.
1.1.1 If the aircraft is Class III, does the PFD contain Level B software?
11 Post Installation Operational Check
Document successful completion of Operational Check in aircraft logbook per FAR

11.4
91.407b
In aircraft with independent pitot/static systems each EFD1000 must be connected

4.9.3
to different systems.
If an EFD1000 MFD is installed, then each EFD1000 display is connected to an IFR

4.8
GPS
EFD1000 PFD and EFD1000 MFD (if installed) do not share the same ground strap
6.8.5
location.
Dual RSMs harness shielding (if installed) does not share the same ground path
6.6
(bonding strap location).
6.8.6 and If an EFD1000 MFD or EBD is installed there is an alternate static source available to
Appendix N the pilot.
If the aircraft has dual pitot and/or static systems, then the PFD is to one system
6.9.6 and
and the EFD1000 MFD or EBD (if installed) to the other independent pitot and/or
Appendix N
static system
4.2 In multi-EFD installations, all EFD must be at software version 2.0 or above.
Aspen-branded “VFR” PFD installation requires a Placard stating, “No Vertical

Deviation on PFD” The placard must be located near the EFD1000 PFD within the
Figure 4-3
pilot’s Primary Maximum Field of View (see section 4.9.6 for the definition of
Primary Maximum Field of View).

Logbook entry stating aircraft has been modified in accordance with EFD1000 AML-
6.3
STC.
Update warranty records on Aspen Avionics website at

1.10
www.aspenavionics.com/dealerramp
Complete the EFD1000 AFMS (900-00008-001) and insert the completed AFMS in
Misc the Airplane Flight Manual. See Appendix C for instructions on completing the
AFMS.
Complete wire routing diagram Figure 1&2 in Aspen Avionics document #900-
Misc 00012-001 Rev AE or later, Instructions for Continued Airworthiness. Complete
circuit breaker and switch location diagram Figure 3 in the ICA document.
Copy of Aspen Avionics document #900-00012-001 Rev AE or later, Instructions for

Continued Airworthiness with copy of wiring diagrams (Section 9 or installer
drafted), copy of Configuration Pages Section 10.4.6 and 10.4.7 for each installed
Misc
EFD, and copy of Pre-Modification Checklist Table 5-1, 5-2, and 5-3 (as applicable)
inserted. This data package is to be given to owner/operator for inclusion in aircraft
permanent records.
EA100 Adapter Installations Only:
Appendix E IFR GPS installed and connected to EFD1000(s)
Appendix E “A/P AHRS FAIL” annunciator installed in the pilot primary field of view.
“A/P AHRS FAIL” annunciator powered from the autopilot main breaker so that the
Appendix E
light is illuminated whenever the autopilot is powered but the EA100 is not.
Insert the completed AFMS 900-00008-001 Rev AN or in the Airplane Flight Manual,
Appendix E
which must be furnished. See Appendix C for instructions on completing the AFMS.
Post EA100 Operational Check resulted in similar or better performance than the Pre
Appendix E
EA100 Operational Check.
Inspected by: (print & sign)
_________________________________________________________________________ _______________________________
Installer / Inspector Date

Operator Configuration Checklist and

Instructions to Complete the AFMS

EFD1000 Operator Configuration Checklist
Aircraft Type: _____________________________________________ Aircraft S/N: ____________________________
Aircraft Tail Number: ______________________________________
Owner/Operator: ___________________________________________________________________________________
I request that the following settings be configured into my EFD1000 PFD as described below. These
airspeeds must match the requirements for the aircraft above and must match the values in the Aircraft
Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation (e.g.,
Placard).
Vne (or Vmo) _________________
Vno __________________________
Vfe __________________________
Vs ___________________________
Vso __________________________
Vyse _________________________ Multi engine only
Vmc _________________________ Multi engine only
⊳ ___________________________ Initial flap extension speed
I also would like my V-Speed Textual Markers set as per below: (Note – these may be edited by the pilot
unless LOCKED). Insert a zero “0” in any field you wish not to appear on display.
Va ___________________________
Vbg __________________________
Vref__________________________
Vr ___________________________
Vx ___________________________
Vy ___________________________
Vlo __________________________ retractable gear only
Vle___________________________ retractable gear only
I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)
I would like:
Voice alerts through the unswitched input to the audio panel / Sonalert Audio (circle one)
_________________________________________________________________________ _______________________________
Owner / Operator Date

Instructions for Printing the AFMS
Each page of the Airplane Flight Manual must be of a type that is not easily erased, disfigured, or misplaced, and is
capable of being inserted in the existing approved Airplane Flight Manual.
How to Complete the AFMS
Complete Page 1 of the AFMS by hand-printing the Airplane Make, Model, Registration Number and Airplane Serial
Number.
The Aircraft Flight Manual Supplement Section 1.2 contains information about the installed configuration of the EFD
systems in the customer aircraft. The installer must complete the tables 1, 2, and 3 in the AFMS before furnishing
the completed AFMS document.
Table 1 shows the Aspen Electronic Flight Displays installed in this airplane. Table 2 identifies the backup
instruments installed in this airplane. Table 3 identifies the installed features and integrations in the Aspen
equipment in this airplane.
Enter a check mark in all applicable boxes, noting the installed equipment and features. Fill in the information that
is required in Tables 1, 2 and 3.

: Component Maintenance Manual (CMM)

Component Maintenance Manual

The following is information on the periodic maintenance, calibration and repair, for the continued
airworthiness of the Electronic Map Displays, including recommended inspection intervals and service
life:
Periodic Maintenance: None beyond that which is described in Aspen Avionics document #900-00012-
001, Instructions for Continued Airworthiness.
Calibration: None beyond that which is described in Aspen Avionics document #900-00012-001,
Instructions for Continued Airworthiness.
Repair: On Condition
Recommended Inspection Intervals: None beyond that which is described Aspen Avionics document
#900-00012-001, Instructions for Continued Airworthiness.
The AFGCS elements of the EFD1000 System have no additional periodic maintenance, calibration or
repair beyond that required by the EFD1000 system.
Service Life: None Specified
Field Replaceable Parts
Description Aspen Part Number

EFD Internal Battery – black connector 413-00001-001
EFD Internal Battery – white connector 409-00003-001
EFD Internal High Performance 30-Minute Battery, PMA,
409-00003-002
white connector
EFD “SYNC” knobs (CRS/HDG knob) 520-00020-001
EFD Knob Replacement Procedure

The knob(s) are removed by gripping the knob with the fingers of your hand and then pulling straight
off the shaft using moderate force. Install the new knob P/N 520-00020-001 by pushing the knob on
to the shaft with the fingers of your hand until it bottoms out. After knob replacement power up the
system and verify the knob can turn freely and that the “push to enter” function operates properly by
accessing the HDG bug or CRS pointer function.
EFD Internal Battery Replacement Procedure

See Aspen Avionics document #900-00012-001, Instructions for Continued Airworthiness.

: EA100 Adapter
Optional Autopilot Attitude Adapter
Replaces the Bendix-King
KG258/KI254/KI255/KI256
to the KAP100/150 and KFC150/200/250/275 autopilots
And
Replaces the Century
52D66/52D67/52D166/52D167/52D266/52D267/52C77
to the Century 21/31/41/2000/4000/IIB/III/IV autopilots

The EA100 Adapter is an optional sub-component of the required EFD1000 system designed to replace
the Bendix King KG-258, KI-254, KI-255, KI-256 and the Century 52D66, 52D67, 52D166, 52D167,
52D266, 52D267 and 52C77 (hereafter known as Century AI) attitude indicators when connected to the
approved autopilots in this appendix. The EA100 converts the digital pitch and roll signals of the
EFD1000 into equivalent analog signals. The EA100 is approved to replace the King or Century AI for
any autopilot model shown in the wiring diagrams of this appendix. Removal of the KG-258, KI-254,
KI-255, KI-256, and Century AI is approved by this STC when the EA100 is installed per this appendix
and a required backup AI is located within the pilot’s primary maximum field of view in accordance with
FAR 23.1321(a), see Section 4.5.1 of this manual.
E1 General Limitations
The EA100 is only eligible to replace the analog outputs from a KI-254/255/256 or KG-258, or the
Century AI flight command Indicator to a compatible autopilot, as identified by the wiring diagrams in
this appendix.
The EA100 provides attitude data to the autopilot. If an EFD1000 MFD is installed, it is recommended
that the EA100 is connected to the MFD. If there is only an EFD1000 PFD, the EA100 can be connected
to the PFD. The EBD can also be connected to the EA100.
The currently permitted configurations are shown in the table below:
System Configuration EA100 Ethernet Connection
An EFD1000 Pro/”VFR” PFD (software v2.2.2 or subsequent)

without an EFD1000 MFD or EFD1000 EBD (software v2.8.3 The EA100 can be connected to the EFD1000 PFD or EBD
or subsequent)
An EFD1000 Pro PFD with an EFD1000 MFD (software
The EA100 should be connected to the EFD1000 MFD
version v2.2.2 or subsequent)
An EFD1000C3 PFD (Level B software version 2.2.3 or
The EA100 can be connected to the EFD1000C3 PFD
subsequent) without an EFD1000 MFD
An EFD1000C3 PFD with an EFD1000 MFD (software
The EA100 should be connected to the EFD1000 MFD
version v2.2.2 or subsequent)
Table E1: Authorized EA100 Ethernet Connection
NOTE
A Pre-Installation Operational Check is recommended to verify that the autopilot performance is
satisfactory prior to starting the EA100 installation. Autopilot problems should be corrected prior
to the EA100 installation as troubleshooting post installation autopilot issues will be much easier
if the autopilot performance was base lined prior to install. See Pre-installation Operational
Check in this Appendix.

E2 EA100 Specifications
General Specifications:
Part Number ...................... 910-00013-001
Height ............................... 1.85 in.
Length............................... 4.28 in.
Weight............................... 1.25 lbs.
Operational Specifications:
Max Humidity .................... 95% at 50°C
Input Voltage..................... +14 and 28 VDC
I/O Specifications:
Ethernet Port ..................... 1 Digital
Autopilot Pitch gyro Out .... 1 Analog
Autopilot Roll gyro Out ...... 1 Analog
Autopilot gyro Ref In ......... 1 Analog
AP Disc Relay ..................... 1 Output
ATT Fail Relay .................... 1 Output
Signal Output .................... Attitude Reference Signals (Roll and Pitch), configurable to
King and Century gyro levels.
Certification Specifications:
The EA100 is certified as a sub-component of the required EFD1000 system
Software:
RTCA DO-178B ................. Level C
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form this Appendix

E3 Outline Drawing:
5.83 4.28
C.G.
1.90
2.92
0.85
1.85
Figure E1: EA100 Outline Drawing (inches) and center of gravity
E4 EA100 System Architecture

A/P AHRS
2A
14/28v
Pitch
EFD1000 Ethernet
Autopilot
Roll
Flight
Ref. Voltage Computer
EA100
ACU A/P Disconnect

FD VALID Relay Energized Relay Energized
A/P INTRLK
A/P AHRS
P2-27
Relay Relaxed
Relay COMM
A/P Disconnect
Relay Switch
COMM (Existing)
A/P AHRS Fail
Lamp
A/P C/B
Figure E2: EA100 Block Diagram (Bendix King Autopilots)
A/P AHRS
2A
14/28v
Transformer
Isolation
Pitch Hi Pitch Hi
Pitch Lo Pitch Lo
EFD1000 Ethernet Century
Roll Hi
Roll Hi Autopilot
Roll Lo Roll Lo
Ref. Voltage Ref. Voltage

Flight Computer
Ref. Voltage Ref. Voltage

EA100
FD A/P Disconnect
Relay Energized Relay Energized
A/P INTRLK
A/P AHRS
Relay
Relay Relaxed
To open FD Valid
when A/P AHRS
Relay COMM
Fail light is On A/P Disconnect
Switch
Relay (Existing)
A/P AHRS Fail COMM
Lamp
A/P C/B
(Existing)
Figure E3: EA100 Block Diagram (Century Autopilots)

E5 EA100 Installation
Installation Limitations
• The EFD1000 display must be at MAP software level 2.2.2 or subsequent (vB2.2.3 or subsequent if a
EFD1000C3)
• EA100 software v1.1 or v1.2 requires the EFD1000 display to be at IOP software version 2.0.4 or
subsequent.
• An IFR GPS must be connected to the EFD1000 that is connected to the EA100.
• The EA100 must be installed in a temperature-controlled part of the aircraft.
• The EA100 must not be installed on the firewall.
• Maximum Ethernet cable length between the EFD and the EA100 is 30 feet.
• An “A/P AHRS FAIL” light (amber) must be installed in the pilot primary field-of-view.
• A completed AFMS 900-00008-001 Rev AN or later FAA approved revision must be inserted in the
Airplane Flight Manual. See 0 for instructions on completing the AFMS.
E5.1 Equipment Location Documentation

The AML-STC requires recording of the EA100 mounting location on Figures 1 and 2 Aspen Avionics
document #900-00012-001, Instructions for Continued Airworthiness. In addition, the location of the
“A/P AHRS FAIL” annunciator and an accurate description of the wire and cable routing must be shown
on those figures.
E5.2 Weight and Balance

Using the EA100 weight from the table below and the moment arm of the mounting location perform a
weight and balance calculation per AC 43.13-1B Chapter 10. Also account for equipment removed
during the modification process.
Component Weight (mass)

EA100 Adapter 1.25lbs (0.57Kg)
Table E2: EA100 Component Weight
E5.3 Mechanical Installation

It is recommended to mount the EA100 as close to the autopilot computer as possible.
The EA100 has no user interface, and therefore can be remote mounted in any orientation as long as it
is accessible. Orientation with the connectors facing upwards is not recommended due to the potential
for accumulated water in the connectors. The optimum mounting location is an area that minimizes
wire runs to interfacing equipment. This typically means near the autopilot computer or near the
attitude gyro it is replacing.
NOTE
The EA100 has been tested for normal operation over a temperature range from -20C to +55C, and
for short time operations from -40C to +70C. This qualification permits installation in non-
pressurized but temperature-controlled regions of aircraft operated up to 50,000ft. For all aircraft on
the EFD1000 AML STC installation in a temperature-controlled region of the aircraft is
acceptable. Should an alternate location be selected, the installer must validate that the temperature
in the alternate location is within the equipment’s qualified temperature range.

Locate the EA100 on an existing avionics shelf, radio rack, or cabin or cockpit floor. Attach to material
and structure that is appropriate for equipment mounting, using appropriate fasteners and corrosion
control. The EA100 is suitably protected against corrosion. Do not permit other parts of the aircraft or
cabling to abrade against the EA100. Installation of the EA100 must be in accordance with AC43.13-
2B, Chapter1 Paragraphs 100 to 114, pages 1 to 8.
An unpainted surface of the EA100 case must be bonded to aircraft ground either through mounting to
a metal shelf or with an installer fabricated bonding strap or wire braid no more than 12 inches in
length. Attach ground lug of bonding strap to one of the mounting screws if required. Refer to AC
43.13-1B paragraphs 11-187 to 11-190, pages 11-73 to 11-79 for additional bonding information.
Verify EA-100 case to airframe ground has ≤ 3 milliohms of resistance.
Shelf or bracket fabrication is beyond the scope of this STC and will require separate FAA approved
data.
Structural DER analysis or static testing should be accomplished to the following ultimate load factors
for items of mass within the cabin or cockpit: upward and downward 10.0g, forward 18.0g, aft and
sideward 4.5g. The load factors should be multiplied by the weight of the EA100 plus any attachment
brackets and hardware. See AC43.13-2B, Chapter1 Paragraph 103, page 2 and Paragraph 105, page
3. Structural Sizing and Analysis must be accomplished for the installation location in accordance with
AC43.13-2B, Chapter1 Paragraph 104, page 2. Materials and workmanship must be accomplished in
accordance with AC43.13-2B, Chapter1 Paragraph 106, page 4.
Mount the EA-100 using six (6) MS35206 #8-32 screws, six (6) NAS1149FN832P washers, and six (6)
MS21044N08 #8-32 self-locking nuts. Tighten nuts to 12 in-lbs.
Figure E4: EA100 Mounting

E5.4 Electrical Installation

The Electrical installation of the EA100 will involve the following steps:
1) Bendix King only, add limiting diodes to the Flight Director wiring as shown in Figure E23. This
replaces necessary diodes that are removed when the KI-256 is removed from the aircraft.
Should the KI-256 remain in the aircraft the Flight Director wiring to the KI 256 must be capped
and stowed or removed. It is not permitted to have Flight Director on the KI 256 in an EA100
installation.
2) Century only, should the Century AI remain in the aircraft the Flight Director wiring to the 52C77
must be capped and stowed or removed, and resistor R1 installed (see appropriate wiring
diagrams). It is not permitted to have Flight Director on the 52C77 in an EA100 installation.
3) Century only, build transformer/relay box TR1 or TR2 as per instructions in this appendix.
4) Wire the main connections to the EA100 as shown in Figure E8.
5) Wire the appropriate autopilot connections as shown in Figures E9 thru E22.
6) KI254 installations only, the KI254 electric gyro used an attitude valid to the autopilot computer.
Remove this wire as open logic equals valid to the KC19X computer.
NOTE
If the existing gyro is supplying radar stabilization then these wires should be separated from the
autopilot wires and connected to the EA100 Aux output as the AP Output may not be capable of
driving both loads.
CAUTION
Radar Installations Only – the AUX EXCITE HI input is limited to 32Vp-p maximum voltage. Some
26V inverters are not well regulated and can exceed this voltage.
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using the current
draw of the EA100 from the table below. Refer to AC 43.13-1B paragraphs 11-35 and 11-36, page 11-
12 for additional information on Electrical Load determination and control.
Component Current Draw (amps)

0.25A @ 28Vdc
EA100 Adapter
0.50A @ 14Vdc
Table E3: EA100 Current Draw
A two-ampere trip-free resettable (push-pull type) circuit breaker must be installed for the EA100 in a
location accessible to the pilot while seated. The power source for the EA100 is the same as that of the
autopilot computer. In most cases this is the avionics buss. The source could be the switched battery
buss through an autopilot on/off switch. The breaker must be labeled “A/P AHRS”. Record the location
of circuit breaker on Figure 3 of Aspen Avionics document #900-00012-001, Instructions for
Continued Airworthiness.

An “A/P AHRS FAIL” annunciator light must be installed in the pilot primary field-of-view. The light
must have the following specifications:
• Lens color must be Amber.

• There must be a push-to-test function or momentary on switch so that the A/P AHRS lamp can be
tested prior to each flight. The integrated “dimmable cat’s-eye” light/switch (MS25041-4) has a
momentary lamp test and is labeled Push to Test.
• The light must be dimmable for night and yet readable and discernible in sunlight and free from
glare and reflections that could interfere with the pilot's vision in all operations for which the aircraft
is certified. The light must be installed so that their direct rays, and rays reflected from the
windshield or other surface, are shielded from the pilot's eyes.
• The power source for the light must come from the EA100 A/P AHRS relay.
• The “A/P AHRS FAIL” placard is required and must be of a text size like other labels/placards in the
panel and be readable and discernible (lit) at night.
NOTE
Due to the above specifications, it is recommended to use the “dimmable cat’s-eye” integrated
lamp/switch (MS25041-4) as it meets all the requirements above once positioned appropriately and
labeled “A/P AHRS FAIL”.
Primary Field-of-View for the purpose of this STC uses the location of the PFD as the measuring point.
The A/P AHRS FAIL light must be within the box defined in Figure E5 below. The lamp and label should
be viewable from the normal seated position with minimum head movement. Record the location of the
light on Figure 3 of Aspen Avionics document #900-00012-001, Instructions for Continued
Airworthiness.
“A/P AHRS FAIL” annunciator

must be mounted within this box
2 inches
PFD
8 inches
21 inches max 21 inches max
Figure E5: A/P AHRS FAIL Annunciator and Placard Location

MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire should be used. All wires should
be fabricated as shown, keeping all grounds as short as possible.
The Ethernet cable between the EA100 and the EFD1000 has a maximum cable length of 30ft. This
cable is an Aspen-supplied component.
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical damage and
minimize exposure to heat and fluids per FAR 23.1365(e).
MS25041-4
2 3 1
Figure E6: MS25041-4 Dimmable “Catseye”
E5.5 Fabrication of TR1 or TR2 Transformer/Relay Isolation box (Century autopilots only)
It is necessary to isolate the Century autopilot inputs from ground with isolation transformers. There is
also a need for a relay if the Century autopilot has a flight director. The transformers and relay are
standard parts. An appropriately rated certificate holder with a quality system can fabricate a part in
accordance with Part 43. The standard parts can be contained in a junction box as described below.
See AC 43.13-1B and -2B for additional information.
a) Follow practices described in AC 43.13-1B, Chapter 11 section 11-37 page 11-13 for junction
box construction.
b) The junction box that houses the transformers and the relay must be aluminum. Use of a D-sub
connector (DB-15) is suggested with the wires connected per Figure E7 or E7A below.
c) Select the appropriate TR Junction box:
i. TR1 - Century 21/31/41/2000/4000, the three (3) transformers are Triad SP-66 (MIL#
TF5S2 1ZZ). Note – The roll only Century 21autopilot only uses two transformers (T1 and
T3) and no relay.
ii. TR2 – Century IIB/III/IV, T1 is a SP20 transformer and T2/T3 are SP69 transformers. The
roll only Century IIB autopilot only uses two transformers (T1 and T3) and no relay. Install
2.2K ohm and 1.21K ohm resistors from 403-00009-001 bag as shown. Install 0.12uF
capacitor from bag as shown. If autopilot has a compatible single-cue flight director
then install relay as shown. Dual-cue FD not compatible.
d) For relay, use MIL-R-83536/9 (FCA-210-0917M) for 14V aircraft or MIL-R-83536/9 (FCA-210-
1026M) for 28V aircraft. Relay not required for IIB/III, 21, 31 or 41 or 2000 with no flight

director. If the above relays are not available, then any MIL-R-83536/9 P/N FCA-210-xxxxx
relay of the appropriate voltage rating is acceptable.
e) Secure transformers and relay in such a way that they cannot become loose and short out. One
way is with a circuit board (bread board) attached with stand offs and the transformers soldered
on the backside using the circuit board traces or jumper wire. The relay should be attached to
the board or lid of the junction box.
f) Secure all mounting hardware with locking fasteners so that they cannot come loose in the box.
g) If a box is used to mount the components, permanently label the box with “ASPEN EA100
TRANSFORMERS TR1” (or TR2) or “ASPEN EA100 TRANSFORMERS/RELAY TR1” (or TR2) as
applicable so that it is clearly visible.
h) Mark the location of the box in the in the ICA number 900-00012-001 on Figures 1, 2 or 3 as
applicable.
i) The box TR1or TR2 must be mounted to a metal structure/shelf or bonded to a ground point by
a bonding strap in a location that is accessible for inspection.
j) Shelf or bracket fabrication is beyond the scope of this STC and will require separate FAA
approved data.
k) The box TR1 or TR2 can be mounted in any location of the aircraft that is approved for EA100
mounting.
TR1
P1 P1 TR2
4 1 P1 P1
6 1 0.12uF
4 1
5 2 1
1.21K
5
6 3 6
7 2 2.2K
T1 = SP-66 6 3
7 2
T1 = SP20
4 1
8 3 8
1 3
3
5 2 4
jumper
5
6 3
9 *T2 = SP-66
4 2 6
9 4
4 1 *T2 = SP-69
10 5
1 3
10 5
5 2
4
jumper
6 3 NC 5
11 T3= SP-66
2 6
11 T3 = SP-69
14
A3
A2
12 A2
A3
A1 15 12
X1 A1 15
13 X1
13
14 X2
X2
*K1 = MIL-R-83536/9 *K1 = MIL-R-83536/9
* K1 and *T2 not required on C21 * K1 and T2 not required on CIIB

*K1 not required on C31 or if no FD *K1 not required on CIII
Figure E7: TR1 - Century 21/31/41/2000/4000 Figure E7A: TR2 – Century IIB/III/IV

E5.6 Electrical Connection

EA100 P1 Connector
1 8
9 15
PIN NAME INPUT/ OUTPUT FUNCTION

1 ETHERNET TX- OUTPUT ETHERNET TX- OUT TO EFD1000
2 ETHERNET TX+ OUTPUT ETHERNET TX+ OUT TO EFD1000
3 RESERVED
4 RESERVED
5 RESERVED
6 RESERVED
7 GND AIRCRAFT GROUND
8 POWER INPUT AIRCRAFT POWER 9-28VDC
9 ETHERNET RX- INPUT ETHERNET RX- IN FROM EFD1000
10 ETHERNET RX+ INPUT ETHERNET RX+ IN FROM EFD1000
11 RESERVED
12 RESERVED
13 RESERVED
14 GND AIRCRAFT GROUND
15 POWER INPUT AIRCRAFT POWER 9-28VDC
Table E4: EA100 P1 Connector Pin Out
EA100 P2 Connector
1 15
16 30
31 44

1 AP EXCITE HI INPUT ATTITUDE REFERENCE HI
2 AP PITCH HI OUTPUT PITCH HI
3 AP ROLL HI OUTPUT ROLL HI
4 -15 RESERVED
16 AP EXCITE LO INPUT ATTITUDE REFERENCE LO
17 AP PITCH LO OUTPUT PITCH LO
18 AP ROLL LO OUTPUT ROLL LO
19 AUX EXCITE LO INPUT ATTITUDE REFERENCE LO
20 AUX PITCH LO OUTPUT PITCH LO
21 AUX ROLL LO OUTPUT ROLL LO
22-30 RESERVED
31 AUX EXCITE HI INPUT ATTITUDE REFERENCE HI (32Vp-p max)
32 AUX PITCH HI OUTPUT PITCH HI
33 AUX ROLL HI OUTPUT ROLL HI
34-38 RESERVED
39 A/P INTRLK COMM INPUT “COMM” CONTACT ON RELAY
40 A/P INTRLK RELAXED OUTPUT RELAXED STATE OF RELAY


41 A/P INTRLK ENERGIZED OUTPUT ENERGIZED STATE OF RELAY
42 A/P AHRS VALID OUTPUT ENERGIZED STATE OF RELAY
43 A/P AHRS INVALID OUTPUT RELAXED STATE OF RELAY
44 A/P AHRS COMM INPUT “COMM” CONTACT ON RELAY
Table E5: EA100 P2 Connector Pin Out
AML STC SA10822SC approves use of the Pitch/Roll attitude outputs for the autopilots identified in this
installation data. Other applications were not evaluated under this STC. Other uses of the TSO EA100
equipment must have separate approval for installation in an aircraft. Refer to the TSO Installation
Instructions (Aspen document 900-00018-001).
E5.7 Wiring Diagrams
A. Wire Figure E8 in all installations.

B. Select Figure E9 – E22 depending on autopilot type and wire as shown.
C. Century autopilots only, build transformer/relay box TR1 or TR2 as shown in Figure E7 or E7A
and per instructions in Section E5.5.
GENERAL INSTALLATION NOTES

All wires in this section 22AWG unless otherwise specified
All grounds should be as short as possible
Terminate all shields within connector back shell
NOTE
EA100's with software version 1.1 or later require the connected EFD be at IOP version
2.0.4 (or B2.0.4) or later approved software.
EA100 A/P AHRS

P1 2A
Avionics Buss
POWER 8 14Vdc or 28Vdc
POWER 15
GND 7
GND 14
EFD1000
1 P1
P/N 412-00013-00x
ENET TX- 1 40 ENET RX-
ENET TX+ 2 39 ENET RX+
ENET RX- 9 38 ENET TX-
ENET RX+ 10 37 ENET TX+
1 EA100 to EFD1000 Ethernet connection must use Aspen P/N 412-00013-00x cable.
Shields must be terminated within the EA100 and EFD back shells to pass EMI/RFI
interference tests.
Figure E8: EA100 Main Wiring Connections (King and Century)


1 Before
A/P DISC Switch OR Relay Connection (partial)
To A/P KC19X
circuit
breaker A/P
A/P AHRS FAIL 19X1 19X2
DISC
MS25041-4
1
OR B A/P DISC IN
To A/P Existing Wire
EA100 circuit
NC
2 breaker
C
NO
To A/P
P2 Sonalert
2 3 1 A/P circuit
A/P AHRS INVALID 43 breaker
(existing)
20 AWG
A/P
20 AWG 5 DISC
“Existing” AP
A/P AHRS COMM 44 DISC Relay
existing wire
KI 25X
AP POWER H
ACU/ACU2 After
3
P2 KC19X
A/P AHRS VALID 42 27 FD VALID 4 EA100
P2 19X1 19X2
AP EXCITE HI 1 C GYRO EXCITATION

AP EXCITE LO 16 Z VERT GYRO REF
1 PWR REF
AP PITCH HI 2 Y VERT GYRO PITCH 7
AP PITCH LO 17
The existing autopilot disconnect circuit must be run through an internal relay within the
1 EA100. This ensures the autopilot cannot be engaged or will disengage if the EA100
AP ROLL HI 3 21 VERT GYRO ROLL
attitude is invalid. The autopilot “sonalert” or disconnect tone must not be interrupted
with this relay. Wire as shown. AP ROLL LO 18
A/P AHRS FAIL light must be installed in the pilots primary field of view. Use light/dimmer/
2 test switch P/N MS25041-4. Wire as shown. 19X1 19X2
8 20 AWG
3 Existing installations of the EFD1000 that are adding a EA100 must remove the wire A/P INTRLK ENERGIZED 41 B A/P DISC IN
connection from the KI 256 pin H or from A/P circuit breaker to ACU P2-27. Wire ACU P2-27
to EA100 pin 42 as shown. A/P INTRLK COMM 39
4 The flight director valid input to the ACU must be controlled by the EA100 A/P AHRS
Relay as shown so that the flight director is disabled if the EA100 autopilot output fails.
5 20 AWG
Use 20 AWG or wire size appropriate for A/P circuit breaker rating. Wire may be spliced To A/P
5 to a 22 AWG wire not more than 4 inches in length at the EA100 to accommodate the circuit
high density pin size. breaker A/P
DISC 6
Remove wires from KC19X2-B. The wires should be spliced together with a third wire OR
6 which will be connected to the EA100 pin 39. Connect EA100 pin 41 to KC19X2-B. Existing Wire
To A/P NC
circuit
7 No connect on KAP100
breaker
C
8 20 AWG wire may be spliced to a 22 AWG wire of no more than 4 inches in length at NO
To A/P
the EA100 to accommodate the high density pin. Sonalert
A/P
DISC “Existing”
AP DISC
Relay
Figure E9: EA100 to KAP100/KAP150/KFC150 Attitude Source w/DISC

1 Before
GENERAL INSTALLATION NOTES A/P DISC Relay Connection (partial)
All grounds should be as short as possible To optional
Terminate all shields within connector back shell Yaw Axis
KC290
NC P2902
To A/P circuit
breaker Existing Wire
D A/P DISC IN
C
A/P AHRS FAIL NO
1
MS25041-4 To A/P DISC
switch
EA100
2
“Existing” AP
P2 DISC Relay
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG 5
A/P AHRS COMM 44
existing wire After
KI 25X
AP POWER H
EA100 KC295
ACU/ACU2
P2 P2 P2952
3
AP EXCITE HI 1 w GYRO EXCITATION
A/P AHRS VALID 42 27 FD VALID 4
AP EXCITE LO 16 s VERT GYRO REF
AP PITCH HI 2 y VERT GYRO PITCH

AP PITCH LO 17
AP ROLL HI 3 CC VERT GYRO ROLL

AP ROLL LO 18
with this relay. Wire as shown.
2 test switch P/N MS25041-4. Wire as shown.
A/P INTRLK ENERGIZED 41
Existing installations of the EFD1000 that are adding a EA100 must remove the wire
7
3 A/P INTRLK COMM 39
to EA100 pin 42 as shown.
20 AWG
20 AWG
Relay as shown so that the flight director is disabled if the EA100 autopilot output fails. 5 To optional
Yaw Axis
Use 20 AWG or wire size appropriate for A/P circuit breaker rating. Wire may be spliced
5 to a 22 AWG wire not more than 4 inches in length at the EA100 to accommodate the KC290
high density pin size. NC P2902
To A/P circuit
breaker
Remove existing wire from P2902 pin D and extend to EA100 pin 39. Run new wire from D A/P DISC IN
6 P2902 pin D to EA100 pin 41. Verify optional yaw axis wire is on pin 41 side of EA100. C Existing Wire
NO
6
7 20 AWG wire may be spliced to a 22 AWG wire of no more than 4 inches in length at
the EA100 to accommodate the high density pin. To A/P DISC
switch
“Existing” AP
DISC Relay
Figure E10: EA100 to KAP/KFC200 Attitude Source w/DISC

1
Before
GENERAL INSTALLATION NOTES A/P DISC Connection (partial)
All wires in this section 22AWG unless otherwise specified To A/P
All grounds should be as short as possible To A/P
circuit
Servos
Terminate all shields within connector back shell breaker A/P
DISC KC225
P2251
Existing Wire A/P DISC IN
9
1
A/P AHRS FAIL
MS25041-4
EA100
2
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG 5
A/P AHRS COMM 44
existing wire
After
KI 25X
AP POWER H EA100 KC225
ACU/ACU2 P2 P2251
P2
3 AP EXCITE HI 1 38 VG EXC
A/P AHRS VALID 42 27 FD VALID 4 AP EXCITE LO 16 39 VG EXC LO
AP PITCH HI 2 50 PITCH ATT HI

AP PITCH LO 17 52 ATT REFERENCE
AP ROLL HI 3 51 ROLL ATT HI

AP ROLL LO 18
with this relay. Wire as shown.
A/P AHRS FAIL light must be installed in the pilots primary field of view. Use light/dimmer/ 41
A/P INTRLK ENERGIZED
7
A/P INTRLK COMM 39
3 Existing installations of the EFD1000 that are adding a EA100 must remove the wire
to EA100 pin 42 as shown. 5
20 AWG
20 AWG
Relay as shown so that the flight director is disabled if the EA100 autopilot output fails. To A/P
To A/P
circuit
Servos
Use 20 AWG or wire size appropriate for A/P circuit breaker rating. Wire may be spliced breaker A/P
5 to a 22 AWG wire not more than 4 inches in length at the EA100 to accommodate the DISC
high density pin size.
KC225
P2251
Remove existing wire from P2251 pin 9 and extend to EA100 pin A/P DISC IN
6 Existing Wire Existing Wire
9
39. Run new wire from P2251 pin 9 to EA100 pin 41.
7 20 AWG wire may be spliced to a 22 AWG wire of no more than 4 inches in length at 6
the EA100 to accommodate the high density pin.
Figure E11: EA100 to KFC225 Attitude Source w/DISC

GENERAL INSTALLATION NOTES 1 Before

All wires in this section 22AWG unless otherwise specified A/P DISC from KA136 to KCP299
KCP299 Flight Computer
KA136 Trim Adapter with KA141
with P/N 065-5016-XX Adapter
A/P AHRS FAIL
Board (for 3" instruments)
MS25041-4 P1362 P2991 P2992 9
1
EA100 A/P DISC L j A/P DISC IN
Existing Wire
2
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
6
A/P AHRS COMM 44
existing wire
After KCP299 Flight
KI 25X Computer 5
AP POWER H with KA141
ACU/ACU2 with P/N 065-5016-XX
P2 EA100
3 Adapter Board (for 3"
P2 P2991 P2992 instruments) 9
AP EXCITE HI 1 w 10VAC 400Hz
AP EXCITE LO 16 F PWR REF
Existing Wire
8
KI256 E
The existing autopilot disconnect circuit from the KA136 must be run through an internal KA141 Autopilot Monitor
1
relay within the EA100. This ensures the autopilot cannot be engaged or will disengage if
the EA100 attitude is invalid. Wire as shown. 4 GYRO REF
Existing Wire
A/P AHRS FAIL light must be installed in the pilots primary field of view. Use light/dimmer/ AP PITCH HI 2 12 PITCH AC (H)
2 test switch P/N MS25041-4. Wire as shown. AP PITCH LO 17 N GYRO REF
AP ROLL HI 3 10 ROLL AC (H)
to EA100 pin 42 as shown. AP ROLL LO 18
10
KFC250 autopilots that do not use a KA141 cannot use this drawing. A/P INTRLK COMM 39
5 See appropriate wiring diagram in this manual.
6 KCP299 Flight Computer
18 AWG
18 AWG
to a 22 AWG wire not more than 4 inches in length at the EA100 to accommodate the
high density pin size. KA136 Trim Adapter with KA141
Remove existing wire from P2992 pin j and extend to EA100 pin 39. Run new
7 wire from P2992 pin j to EA100 pin 41.
with P/N 065-5016-XX Adapter
Board (for 3" instruments)
P1362 P2991 P2992 9
Wire from KA141-4 to KI256-E is a ground reference from the KA141.
8 If removing the KI256, it is not necessary to ground this wire.
Only KCP299 flight computers with adapter board 065-5016-XX may A/P DISC L j A/P DISC IN
9 Existing Wire
7 Existing Wire
use this drawing. Flight computers with 065-5015-XX adapter boards
not approved.
18 AWG wire may be spliced to a 22 AWG wire of no more than 4

10 inches in length at the EA100 to accommodate the high density pin.
Figure E12: EA100 to KFC250 (with KA141) Attitude Source w/DISC

GENERAL INSTALLATION NOTES 1 Before

All wires in this section 22AWG unless otherwise specified A/P DISC from KA136 to KCP299
KA136 Trim Adapter
without KA141
A/P AHRS FAIL with P/N 065-5016-XX Adapter
P1362 P2991 P2992 Board (for 3" instruments)
MS25041-4 8
1
EA100 A/P DISC L j A/P DISC IN
Existing Wire
2
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
6
A/P AHRS COMM 44
existing wire After KCP299 Flight
KI 25X Computer 5
AP POWER H
without KA141
ACU/ACU2 EA100 with P/N 065-5016-XX
P2 Adapter Board (for 3"
3 P2991 P2992 instruments) 8
P2
AP EXCITE HI 1 w 10VAC 400HZ
AP EXCITE LO 16 F PWR REF
AP PITCH HI 2 y PITCH ATT

AP PITCH LO 17 s ATT REF
AP ROLL HI 3 CC ROLL ATT

1 The existing autopilot disconnect circuit from the KA136 must be run through an internal
relay within the EA100. This ensures the autopilot cannot be engaged or will disengage if AP ROLL LO 18 HH ATT REF
the EA100 attitude is invalid. Wire as shown.

connection from the KI 256 pin H or from A/P circuit breaker to ACU P2-27. Wire ACU P2-27 9
A/P INTRLK COMM 39
to EA100 pin 42 as shown.
18 AWG
18 AWG
KFC250 autopilots with a KA141 cannot use this drawing. See appropriate wiring diagram
5 in this manual.
6 Use 20 AWG or wire size appropriate for A/P circuit breaker rating. Wire may be spliced
to a 22 AWG wire not more than 4 inches in length at the EA100 to accommodate the
KA136 Trim Adapter without KA141
Remove existing wire from P2992 pin j and extend to EA100 pin 39. Run new with P/N 065-5016-XX Adapter
7 wire from P2992 pin j to EA100 pin 41. P1362 P2991 P2992 Board (for 3" instruments)
8
Only KCP299 flight computers with adapter board 065-5016-XX may A/P DISC IN
8 use this drawing. Flight computers with 065-5015-XX adapter boards A/P DISC L j
Existing Wire Existing Wire
not approved. 7
9 18 AWG wire may be spliced to a 22 AWG wire of no more than 4
inches in length at the EA100 to accommodate the high density pin.
Figure E13: EA100 to KFC250 (without KA141) Attitude Source w/Disc


1
Before
All wires in this section 22AWG unless otherwise specified A/P DISC Switch Connection (partial)
KCP220
P2201 P2202
1
A/P AHRS FAIL To A/P 1 A/P DISC IN
circuit Existing Wire
MS25041-4
breaker
EA100
2
“Existing” AP
P2 DISC Switch
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
6
A/P AHRS COMM 44
existing wire
KI 25X
AP POWER H After
ACU/ACU2 KCP220
P2
3 EA100
A/P AHRS VALID 42 27 FD VALID 4 P2201 P2202
P2
AP EXCITE HI 1 43 36 GYRO EXCITATION
AP EXCITE LO 16 42 VERT GYRO REF

To other A/P
5 accessories
AP PITCH HI 2 19 PITCH ATTITUDE HI

AP PITCH LO 17 1 PITCH/ROLL ATT LO
The existing autopilot disconnect circuit must be run through an internal
1 relay within the EA100. This ensures the autopilot cannot be engaged or will
AP ROLL HI 3 18 ROLL ATTITUDE HI
disengage if the EA100 attitude is invalid. Wire as shown.
AP ROLL LO 18
to EA100 pin 42 as shown. A/P INTRLK ENERGIZED 41
8
The flight director valid input to the ACU must be controlled by the EA100 A/P AHRS A/P INTRLK COMM 39
4
18 AWG
18 AWG
5 Any existing wire on P2202-42 should be retained as it supplies a ground to other autopilot
equipment.
KCP220
6 to a 22 AWG wire not more than 4 inches in length at the EA100 to accommodate the P2201 P2202
To A/P 1 A/P DISC IN
Existing Existing
Remove existing wire from P2202 pin 1 and extend to EA100 pin 39. power strip Wire Wire
7 Run new wire from P2202 pin 1 to EA100 pin 41. Use 18AWG or wire or A/P DISC
c/b
7
of equal size to existing wire.
8 18 AWG wire may be spliced to a 22 AWG wire of no more than 4

inches in length at the EA100 to accommodate the high density pin.
“Existing” AP
DISC Switch
Figure E14: EA100 to KFC275 Attitude Source w/Disc

NOTE – The EA100 must be configured using the EA100 Tool, See Section E5.8 in this document.

1 Before
Terminate all shields within connector back shell A/P Disc and Relay (partial)
Note – not all Century IIB autopilots used a AP DISC relay. If no
- - - equals Existing Wires
1 relay then connect Computer AMP pin N thru EA100 internal relay.
Relay - partial
A/P AHRS FAIL

NO
A/P DISC SWITCH YOKE To CD-27 of (30D207-x) Cable
MS25041-4
EA100 Assembly or AMP pin N A/P DISC SW
NC
Autopilot A+ Bus Bar or C/B
A/P GND
2
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
After Attitude
Gyro Computer Amp
EA100 Connector
TR2 3
P1 P1 CD18 AMP
P2
AP EXCITE HI 1 6 1 A B ROLL EXC
Transformer
AP EXCITE LO 16 7 Interface Box 2 B C ROLL EXC
(See Figure
AP ROLL HI 3 10 E7A for 5 C H ROLL GYRO SIG
The existing autopilot disconnect circuit must be run through an internal relay within the EA100. This internal
1 AP ROLL LO 18 11 14 D D ROLL REF
ensures the autopilot cannot be engaged or will disengage if the EA100 attitude is invalid. The components
autopilot “sonalert” or disconnect tone must not be interrupted with this relay. Wire as shown. and
connections)
A/P AHRS FAIL light must be installed in the pilots primary field of view. Use light/dimmer/test switch
2
P/N MS25041-4. Wire as shown. Use 14v or 28v bulb as appropriate.
3 TR2 Transformer/Relay Interface box must be field fabricated using the instructions in this Appendix.
4 No flight director with Century IIB

A/P INTRLK COMM 39
Remove wire from Computer AMP pin N or relay and install new pin/wire or cut wire and splice on
7
new wire. Run new wire from AMP pin N or relay to EA100 P2-41.
8 The old wire that was going to Computer AMP pin N or relay will need to be lengthened (by
splicing) and run to EA100 P2-39.
8 7 NO
A/P DISC SWITCH YOKE To CD-27 of (30D207-x) Cable
Assembly or AMP pin N A/P DISC SW
NC
Autopilot A+ Bus Bar or C/B Existing Wire – no change A/P GND
Existing Wire – no change
Figure E15: EA100 to Century IIB Attitude Source w/DISC


1 Before
Terminate all shields within connector back shell Trim Enable/Ap Disc and Century Relay Box (partial)
1 1A526 – Relay Box
A/P AHRS FAIL CD76

TRIM SWITCH on YOKE
To CD-27 of (30D207-x)
MS25041-4 S3 Trim Enable/AP Disc
EA100 Cable Assembly
B A/P DISC SW
TYPE 17 & 20
Autopilot A+ Bus Bar A A/PTrim
GND Systems
2 C
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
After Attitude
Gyro Computer Amp
EA100 Connector
TR2 3
P1 P1 CD18 AMP
P2
AP EXCITE HI 1 6 1 A B ROLL EXC
Transformer
AP EXCITE LO 16 7 Interface Box 2 B C ROLL EXC
(See Figure 3 H 8 PITCH GYRO SIG

AP PITCH HI 2 8 E7A for
The existing autopilot disconnect circuit must be run through an internal relay within the EA100. This AP PITCH LO 17 9 internal
1 4 F 12 PITCH COM
autopilot “sonalert” or disconnect tone must not be interrupted with this relay. Wire as shown. and 5 C H ROLL GYRO SIG
AP ROLL HI 3 10 connections)
A/P AHRS FAIL light must be installed in the pilots primary field of view. Use light/dimmer/test switch 14 D D ROLL COM
2 AP ROLL LO 18 11
4 No flight director with Century III

A/P INTRLK COMM 39
Remove wire from CD76-B “Relay Box” and install new pin/wire or cut wire and splice on new
7
wire. Run new wire from CD76-B to EA100 P2-41.
1A526 – Relay Box
8 The old wire that was going to CD76-B (from CD27 of 30D207-x Cable Assembly) will need to be
lengthened (by splicing) and run to EA100 P2-39.
CD76
8 7
TRIM SWITCH on YOKE
To CD-27 of (30D207-x) B A/P DISC SW
S3 Trim Enable/AP Disc Cable Assembly TYPE 17 & 20
Autopilot A+ Bus Bar A A/PTrim
GND Systems
C
Figure E16: EA100 to Century III Attitude Source w/DISC


All grounds should be as short as possible 1 Before
Terminate all shields within connector back shell A/P DISC Switch OR Century Relay Box (partial)
1 1A544(1) – Relay Box
A/P AHRS FAIL 1C543-1
System Coupler
MS25041-4 CD81
CD82
29 B
A/P DISC SW
EA100 2 To CD66 pin 38 A TYPE 15 Trim
To A/P Master or C/B Systems
A/P GND
P2 C
2 3 1 A/P circuit
(existing) S3
20 AWG
20 AWG
44 TRIM SWITCH on YOKE
A/P AHRS COMM
Trim Enable/AP Disc
6
52C77
TR2 3
P1 P1
CD64 After
Transformer CD66 Pin 20 Century IV
Interface Box J
A/P AHRS VALID 42 13
12 EA100 TR2 3 (1D496 computer)
(See Figure E7 P1 P1 CD64 CD66
for internal P2
components
AP EXCITE HI 1 6 1 A 18 A/P EXCITATION
and
15 connections)
5 R1 Transformer
AP EXCITE LO 16 7 Interface Box 2 B 19 A/P REFERENCE
(See Figure 3 D 22 PITCH GYRO SIG

AP PITCH HI 2 8 E7A for
ACU/ACU2 F internal
CD66 Pin 17 AP PITCH LO 17 9 4 E 24 PITCH/ROLL REF
components
P2 and 14 9
4 FD STR Pitch 33 5 23 ROLL GYRO SIG
AP ROLL LO 18 11 C
FD STR Com 15 K
CD66 Pin 25
FD STR Roll 34 H
CD66 Pin 21
The existing autopilot disconnect circuit must be run through an internal relay within the EA100. This A/P INTRLK ENERGIZED 41
1
ensures the autopilot cannot be engaged or will disengage if the EA100 attitude is invalid. The A/P INTRLK COMM 39
autopilot “sonalert” or disconnect tone must not be interrupted with this relay. Wire as shown.
2
1A544(1) – Relay Box
3 TR2 Transformer/Relay Interface box must be field fabricated using the instructions in this Appendix. 1C543-1
System Coupler
CD82 CD81
The flight director Pitch Hi input to the ACU must be controlled by the EA100 A/P AHRS Relay as 7
4 8
shown so that the flight director is disabled if the EA100 autopilot output fails. B
29 A/P DISC SW
5 R1 is required to emulate the pitch coil in the FD indicator. For the Century IV the resistor is 15.8 To CD66 pin 38 A TYPE 15 Trim
ohms +/- 10% 10W. To A/P Master or C/B Systems
A/P GND
6 FD Indicator connector is shown if connecting ACU to wiring at this point. Do not parallel ACU Existing wire – no change
C
wiring with indicator.
Remove wire from CD81-B (1A544 Relay Box) and install new pin/wire or cut wire and splice on S3
7
new wire. Run new wire from CD81-B to EA100 P2-41.
TRIM SWITCH on YOKE
Trim Enable/AP Disc
8 The old wire that was going to CD81-B (from CD82-29) will need to be lengthened and run to
EA100 P2-39 or install new pin/wire in CD82-29 and run new wire to EA100 P2-39.
The tie point of the transformer low wiring coming from pins 4 & 14 of TR2 should be as close to
9
the autopilot computer as possible to eliminate any pitch/roll interaction..
Figure E17: EA100 to Century IV Attitude Source w/DISC


1 Before
Terminate all shields within connector back shell A/P DISC Switch OR No previous switch
Century 21
(computer)
A/P CD194 CD186
A/P AHRS FAIL 5
DISC 1
Existing Wire
MS25041-4
EA100 11 4 A/P DISC SW
Existing Wire
12 6 A/P GND
2
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
After
Century 21
EA100 TR1 3 (computer)
P1 P1 CD176 CD186
P2
AP EXCITE HI 1 6 1 4 2 A/P EXCITATION
Transformer
AP EXCITE LO 16 7 Interface Box 2 8 5 A/P REFERENCE
(See Figure
E7 for 4
The existing autopilot disconnect circuit must be run through an internal relay within the EA100. This 4 internal
1 4
autopilot “sonalert” or disconnect tone must not be interrupted with this relay. Wire as shown. and 5 9 11 ROLL GYRO SIG
2 AP ROLL LO 18 11
4 Century 21 does not have a pitch input as it is single axis only.
A/P Disconnect switch was optional. If the switch does not exist then pins 11 and 12 are jumpered
5 together in place of the switch. Leave jumper in place and modify wiring as shown. A/P INTRLK ENERGIZED 41
A/P INTRLK COMM 39
6 No flight director with Century 21
Remove wire from CD186-4 and install new pin/wire or cut wire and splice on new wire. Run new
7
wire from CD186-4 to EA100 P2-41.
Century 21
8 The old wire that was going to CD186-4 (from CD194-11) will need to be lengthened and run to (computer)
EA100 P2-39 or install new pin/wire in CD194-11 and run new wire to EA100 P2-39. CD186
5 A/P CD194
DISC 8 7
11 4 A/P DISC SW
Existing Wire - remains

12 6 A/P GND
Figure E18: EA100 to Century 21 Attitude Source w/DISC


1 Before
Century 31
1D762 (computer)
A/P CD189 CD200
A/P AHRS FAIL
DISC 1
Existing Wire
MS25041-4
EA100 3 19 A/P DISC SW
Existing Wire
11 44 A/P GND
2
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
After
Century 31
EA100 TR1 3 1D762 (computer)
P1 P1 CD176 CD200
P2
Transformer
(See Figure 3 2 22 PITCH GYRO SIG

AP PITCH HI 2 8 E7 for
The existing autopilot disconnect circuit must be run through an internal relay within the EA100. This AP PITCH LO 17 9 internal
1 4 3 4 PITCH/ROLL REF
autopilot “sonalert” or disconnect tone must not be interrupted with this relay. Wire as shown. and 5 9 24 ROLL GYRO SIG
2 AP ROLL LO 18 11

A/P INTRLK COMM 39
Remove wire from CD200-19 and install new pin/wire or cut wire and splice on new wire. Run
7
new wire from CD200-19 to EA100 P2-41.
Century 31
8 The old wire that was going to CD200-19 (from CD189-3) will need to be lengthened and run to 1D762 (computer)
EA100 P2-39 or install new pin/wire in CD189-3 and run new wire to EA100 P2-39. CD200
A/P CD189
DISC 8 7
3 19 A/P DISC SW
Existing Wire - remains

11 44 A/P GND


All grounds should be as short as possible 1 Before
Century 41
A/P AHRS FAIL
(computer)
MS25041-4
A/P CD189 CD184
DISC 1
Existing Wire
3 38 A/P DISC SW
EA100 2 5
Existing Wire
60 A/P GND
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
6
52C77
TR1 3
P1 P1
CD144 After
Transformer CD184 Pin 29 Century 41
Interface Box 11 or J
12 EA100 TR1 3 (computer)
(See Figure E7 P1 CD176
P2 P1 CD184
for internal CD144
components
and
15 connections) 14 5 R1 Transformer

ACU/ACU2 12 or F internal
CD184 Pin 17 AP PITCH LO 17 9 4 3 54 PITCH/ROLL REF
components
P2 and ROLL GYRO SIG
5 9 42
4 FD STR Pitch 33
AP ROLL LO 18 11
FD STR Com 15 28 or K
CD184 Pin 28
FD STR Roll 34 10 or H
CD184 Pin 40
No Connect on C41 computers 1D757-1xxxxxx, 1D757- 0xxxxxx only (single que)
1
2
Century 41
(computer)
A/P CD189 CD184
The flight director Pitch Hi input to the ACU must be controlled by the EA100 A/P AHRS Relay as DISC 7
4 8
shown so that the flight director is disabled if the EA100 autopilot output fails. 38 A/P DISC IN
3
5 R1 is required to emulate the pitch coil in the FD indicator. For a 14V Century 41 the resistor is Existing Wire
15.8 ohms +/- 10% 10W, and for a 28V Century 41 the resistor is 31.6 ohms +/- 10% 10W. 5 60 A/P GND
6 FD Indicator connector is shown if connecting ACU to wiring at this point. Do not parallel ACU
wiring with indicator.
7 Remove wire from CD184-38 and install new pin/wire or cut wire and splice on new wire. Run
new wire from CD184-38 to EA100 P2-41.
8 The old wire that was going to CD184-38 (from CD189-3) will need to be lengthened and run to


Terminate all shields within connector back shell 1 Before
A/P DISC Switch OR Century Relay Box (partial)
A/P AHRS FAIL Century 2000

MS25041-4
EA100 A/P CD189 CD221
(computer)
DISC 1
Existing Wire
2 3 9 A/P DISC SW
Existing Wire
11 28 A/P GND
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
6
52C77
TR1 3
P1 P1
CD-144 After
(See Figure E7 P1 P1 CD176 CD220
for internal P2
components
and

CD220 Pin 30 AP PITCH LO 17 9 4 3
components
5 9 44
4 FD STR Pitch 33
AP ROLL LO 18 11
CD220 Pin 6
CD220 Pin 7
No Connect on C2000 computers without FD Board installed
1
2
Century 2000
(computer)
A/P CD189 CD221
4 8
3
11 28 A/P GND
15.8 ohms +/- 10% 10W, and for a 28V Century 2000 the resistor is 31.6 ohms +/- 10% 10W.
wiring with indicator. For autopilots with no flight director board these wires do not exist and are a no
connect.
7 Remove wire from CD221-9 and install new pin/wire or cut wire and splice on new wire. Run new


Terminate all shields within connector back shell 1 Before
A/P DISC Switch OR Century Relay Box (partial)
A/P AHRS FAIL Century 4000

MS25041-4
EA100 A/P CD189 CD280
(computer)
DISC 1
Existing Wire
2 3 4 A/P DISC SW
Existing Wire
11 26 A/P GND
P2
2 3 1 A/P circuit
(existing)
20 AWG
20 AWG
A/P AHRS COMM 44
6
52C77
TR1 3
P1 P1
CD-144 After
(See Figure E7 P1 P1 CD176 CD279 CD280
for internal P2
components A/P EXCITATION
and AP EXCITE HI 1 6 1 4 20
AP EXCITE LO 16 7 2 8 21 A/P REFERENCE
Interface Box

CD280 Pin 10 AP PITCH LO 17 9 4 3
components
5 9 33
4 FD STR Pitch 33
AP ROLL LO 18 11
CD279 Pin 3
CD279 Pin 4
1
2
Century 4000
(computer)
A/P CD189 CD280
4 8
3
11 26 A/P GND
15.8 ohms +/- 10%10W, and for a 28V Century 4000 the resistor is 31.6 ohms +/- 10% 10W.
wiring with indicator. For autopilots with no flight director board these wires do not exist and are a no
connect.
7 Remove wire from CD280-4 and install new pin/wire or cut wire and splice on new wire. Run new

Bendix King Flight Director Century 41/2000/4000/IV Flight Director

Before Before
Existing EFD1000 Installations Existing EFD1000 Installations
ACU
KI-254 KI-256
ACU P2 52C77 52C77
P1 P1 ( )(-2) (-3) (-4)
P2
CD-64 CD-144
FD VALID 27 H H
See wiring J 11
FD PITCH COM 14 N N
diagrams on 5 R1
FD ROLL COM 15 previous pages F 12
for pin
FD PITCH 33 L L connections K 28
FD ROLL 10 M M H 10
FD ENGAGE 9 P P
- -
AP FD Power PITCH STRG

AP CMD Bar Ref PITCH STRG RET
Century A/P
Bendix King AP CMD Bar Pitch ROLL STRG #2
computer
A/P computer ROLL STRG #1
AP CMD Bar Roll
AP FD Engage
After
After Existing EFD1000 Installations
Existing EFD1000 Installations And all new installations
And all new installations
3 TR1/TR2 -partial
Transformer/
2 P1 P1
EA100 Relay Interface
Box
KI-254 KI-256 12
ACU 42 A/P AHRS VALID 15 (See
appropriate
P2 P1 P1 Century wiring
ACU diagram in this 4
FD VALID 27 H H Appendix for all
P2 connections) 52C77 52C77
FD PITCH COM 14 N N ( )(-2) (-3) (-4)
FD ROLL COM 15 CD-64 CD-144
FD PITCH 33 L L
See wiring J 11
FD ROLL 10 R1
M M diagrams on F 12
previous pages
1 for pin K 28
connections
FD ENGAGE 9 P P H 10
- -
AP CMD Bar Ref PITCH STRG

Bendix King AP CMD Bar Pitch PITCH STRG RET
Century A/P
A/P computer AP CMD Bar Roll computer ROLL STRG #2
ROLL STRG #1
AP FD Engage
1 Install two diodes in opposite polarity as shown to emulate the diode circuit inside the KI 254/256. These 3 Since the Century FD does not use a valid and the Pitch Hi is used as the valid it must be run through a relay
diodes are required when the KI 254/256 is removed from aircraft for proper autopilot and flight director in the TR1/TR2 Box so that it can be de-cluttered from view on the PFD if the EA100 is invalid.
operation. Use Aspen p/n 122-00031-001 or 1N4003 (200v). Note – the side of the diodes shown to aircraft
ground may instead be connected to ACU P2 pins 14 and 15 (which is ACU flight director ground). 4 If the 52C77 is not removed from the aircraft then the Flight Director wiring to the 52C77 must be removed on
all existing installations when adding the EA100.
2 If the KI 254/256 is not removed from the aircraft then the Flight Director wiring to the KI 254/256 must be
5 R1 was only required if the 52C77 FD bars were not connected. Therefore is required with EA100
removed on all existing installations when adding the EA100.
installation.
Figure E23: ACU/ACU2 Flight Director Modification


E5.8 Configuration
Use Tech Note 2010-10 for instructions on using the EA100 Tool to setup and align the EA100.
For all autopilot types set the Autopilot Excitation and Pitch and Roll gains per the table below. Do not
set the Autopilot excitation to anything other than what is listed even if the reference voltage is
measured as something else. These are the only approved settings under the STC. Pitch and Roll Gain
settings can be varied later during autopilot alignment if necessary.
**** Use EA100 Tool Rev D or Later and make settings below ****
Autopilot
Autopilot Type Pitch Gain UP Pitch Gain DN Roll Gain RT Roll Gain LT
Excitation
Bendix King 10.00V 50mV 50mV 50mV 50mV
Century
21/31/41 10.00V 50mV 50mV 50mV 50mV
2000/4000
2.90Vp-p
Century IIB/III/IV *(as measured 63mV 63mV 65mV 65mV
between TR2 pins 6
and 7)
* Note – this voltage is after the resistor divider network. Century A/P excitation is 28Vp-p before
network. Use 2.90 as the setting for all Century IIB, III, and IV autopilots regardless of what is
measured. Voltage is noted for troubleshooting purposes and should be 2.90 Vp-p+/- 0.3V.
EFD1000 (the one connected to the EA100)

Verify the EFD1000 is at IOP version 2.0.4 or subsequent for EA100 with software 1.1 or later.
On the EFD1000 “Network Page” (the second to the last Installation Menu page) set the IP ADDR,
SUBNET MASK and PORT as follows:
IP ADDR = 192.168.28.12
SUBNET MASK = 255.255.255.0
GATEWAY = 0.0.0.0
PORT= 8550
ENET BCST= DISABLE (Note: DISABLE needs to be selected in the
EFD1000 connected to the EA100)
To change the IP ADDR, press the line select key next to IP ADDR and then rotate the right knob to set
the first three digits. Press the line select key again next to IP ADDR to advance the cursor to the next
field to the right and set the next three digits. Continue with this sequence until all digits of the IP
ADDR are set to 192.168.28.12.
Using Section 10.4.8 verify and set if necessary, the “PANEL ROLL ADJUST” and the “PANEL TILT PITCH
ADJ” so that the roll attitude and pitch attitude are 0.0⁰ on the EFD1000 when the aircraft is level.
Adjust any remaining EFD1000 displays so that they all display the same corrected roll/pitch attitude.
E5.9 EA100 Ground Test Procedure

Complete the ground tests in this section as well as the EA100 specific items in Appendix B,
EFD1000/500 Installation Final Check Sheet.
Century Autopilots only – pitch and roll the display by hand or use the EA100 tool to verify the
transformer junction box outputs are correct per Table below. This test will verify if the transformer
wiring and the settings are correct. It is recommended to use a oscilloscope to measure the outputs as a
DVM does not give reliable readings at 5khz. A ground test of the autopilot bank angle limit in HDG
mode should also verify proper wiring of at least the reference and roll circuits. About 20 degrees is
standard.
Pitch Output at 10° Roll Output at 20°

Century Autopilot Type
(measure at TR1 or TR2 pin 3) (measure at TR1 or TR2 pin 5)
21/31/41/2000/4000 60mV +/- 20mV 60mV +/- 20mV
IIB/III/IV 0.60Vp-p +/- 50mV 1.30Vp-p +/-50mV
CAUTION: If the outputs are not within range of the values in this table, then inspect the TR box wiring
and settings to correct the issue.
All Autopilots
Power up the EFD1000(s). Close the AP AHRS circuit breaker. Power up the autopilot.
a) Verify the AP AHRS FAIL light extinguishes.
b) Press Menu on the EFD and then press the AHRS RESET button twice on the EFD. Verify the AP
AHRS FAIL light turns on and then goes back out after the AHRS resets.
c) Engage the autopilot.
d) Press the autopilot disconnect switch momentarily and verify the autopilot disengages.
e) Engage the autopilot.
f) Pull the A/P AHRS circuit breaker and verify the autopilot disengages. Verify the AP AHRS FAIL
light on the instrument panel illuminates.
g) Verify the Flight Director bars are removed from the PFD display. (note – any illuminated FD
modes will remain illuminated on the A/P control head or annunciator unit).
h) Verify the autopilot cannot be engaged as long as the A/P AHRS FAIL light is illuminated.
i) Push in the A/P AHRS circuit breaker and after the A/P AHRS FAIL light goes out. Verify that
the autopilot can be re-engaged.
j) Press the A/P AHRS FAIL light “press-to-test” switch and verify the lamp illuminates.
Using the EA100 Tool (see Tech Note 2010-10) or by pitching/rolling the EFD1000 connected to the
EA100, perform the following tests with the autopilot engaged in ATT Hold mode. For Century
autopilots the default mode will be HDG mode.

NOTE
When the EA100 Tool is running the A/P Engage relay and the A/P AHRS FAIL light relay are not
engaged. These must be engaged using the tool to extinguish the light and to be able to engage the
autopilot.
Positive numbers are Roll right and Pitch Up. Negative numbers are Roll left and Pitch down.
a) Generate a +5º right bank – verify the yoke moves counter-clockwise or left.
b) Generate a -5º left bank – verify the yoke moves clockwise or right.
c) Generate a +5º pitch up – verify the yoke moves forward.
d) Generate a -5º pitch down – verify the yoke moves back.
CAUTION: If the yoke moves the wrong direction then inspect the TR box for a wiring error. If it is
wired per the drawing but still the pitch or roll is backwards then it is acceptable to reverse the wires
inside the TR box at pins 8 & 9 for pitch or pins 10 & 11 for roll.
E5.10 Autopilot Gyro Alignment
NOTE
The appropriate autopilot test equipment and certifications will be required for this work.
See Tech Note 2010-10 for instructions on using the EA100 Alignment Tool and the autopilot
manufacturer’s alignment procedure to make these adjustments.
Bendix King Autopilots
Align the EA100 Adapter to the autopilot computer using a KTS-150 Test Set, a KTS-158 Test Set, a
KTS-154 Test Set or other appropriate autopilot test set and following the autopilot manufacturer’s
procedure for aligning the gyro to the autopilot computer. The EA100 Alignment Tool will be used to
manipulate the gyro pitch and roll signals and the autopilot Test Set or break out box will be used to
measure the autopilot gyro voltages. In the case of the KFC225 the Remote Terminal Interface will be
required in place of the test sets.
Century Autopilots
Set the Roll Bank limits in flight per the Century Flight Systems instructions.
E5.11 Ground EMC/RFC Test

See Section 10.6.22 and 10.6.22.1 for EMI/RFI test for all EFD1000/500 systems with the EA100
installed and for EA100 installations that were added subsequent to the original EFD1000 installation.

5.12 Flight Test (Operational Check)

For new EFD1000 system installations that include the EA100 it is recommended to perform the “Pre
EA100 Operational Check” below. After installation of the EA100 perform the “Post EA100 Operational
Check” below.
The autopilot should have similar flight performance before and after the EA100 Adapter installation.
NOTE
Any “Pre EA100 Operational Check” performance issues should be resolved prior to the EA100
installation.
Pre-installation Operational Check

a) Under VFR conditions fly the aircraft to a safe maneuvering altitude. Level and trim the
aircraft for coordinated flight. Perform all tests (except the approaches) at cruise speed.
b) Engage the autopilot in pitch and roll mode (Attitude Mode) and verify the aircraft produces
no oscillations.
c) Engage HDG and ALT mode and verify the aircraft will fly the HDG bug within 3 degrees of the
lubber line and there are no oscillations.
d) Turn the HDG bug 90 degrees left. During the turn record the maximum bank angle. Verify
the aircraft does not lose more than 100ft during the turn. Verify the autopilot rolls out on
the HDG bug with little overshoot.
e) Turn the HDG Bug 90 degrees right. During the turn record the maximum bank angle. Verify
f) If it applies, rotate the autopilot Roll knob left and right and verify the bank angles meet the
autopilot manufacturer’s specifications.
g) Using the Pitch Modifier (pitch rocker switch) press the “up” side of the switch to initiate a
climb attitude of about 5 degrees. Verify the aircraft climbs and maintains a consistent 5-
degree +/- 2-degree attitude with no oscillations.
h) Using the Pitch Modifier (pitch rocker switch) press the “down” side of the switch to initiate a
descent attitude of about 5 degrees. Verify the aircraft descends and maintains a consistent
5-degree +/- 2-degree attitude with no oscillations.
i) Perform an ILS approach and note the performance in the lateral and vertical (if Glide Slope
equipped) axes.
j) Should the autopilot fail any of the tests it is recommended that the autopilot be serviced
prior to installing the EA100 Adapter.

Post EA100 Installation Operational Check
NOTE
Autopilot adjustment in accordance with the autopilot manufacturer’s instructions may be
necessary to correct HDG Bug out of center or aircraft tracking off course conditions. The “roll
centering pot” adjuster tool should be available. For best results, determine the location of
the roll centering pot prior to the Operational Check so that it may be accessed if needed.
a) Under VFR conditions fly the aircraft to a safe maneuvering altitude. Level and trim the
aircraft for coordinated flight. Perform all tests (except the approaches) at cruise speed.
b) Engage the autopilot in pitch and roll mode (Attitude Mode or HDG mode for the Century) and
verify the aircraft produces no oscillations.
c) Engage HDG and ALT mode and verify the HDG bug centers under the lubber line. If the HDG
bug is not under the lubber line verify the slip/skid indicator is centered. If the slip/skid
indicator is centered then the autopilot roll null “roll centering” is out of adjustment. If the
slip/skid indicator is out of center then adjust rudder trim to center.
d) Turn the HDG bug 90 degrees left. During the turn record the maximum bank angle. Verify
e) Turn the HDG Bug 90 degrees right. During the turn record the maximum bank angle. Verify
f) If it applies, rotate the autopilot Roll knob left and right and verify the bank angle are within 2
degrees of the pre EA100 Operational Check.
g) Using the Pitch Modifier (pitch rocker switch) press the “up” side of the switch to initiate a
climb attitude of about 5 degrees. Verify the aircraft climbs and maintains a consistent 5-
degree +/- 2-degree attitude with no oscillations.
h) Using the Pitch Modifier (pitch rocker switch) press the “down” side of the switch to initiate a
descent attitude of about 5 degrees. Verify the aircraft descends and maintains a consistent
5-degree +/- 2-degree attitude with no oscillations.
i) Perform an ILS approach and note the performance in the lateral and vertical (if Glide Slope
equipped) axes. Verify no oscillations.
j) If the autopilot performance is similar to or better than that of the pre-install Operational
Check (and the pre-install Operational Check was satisfactory) then no further adjustments
are necessary. If the HDG bug did not center use the “roll centering” pot to correct this
condition. If the maximum bank angles or pitch angles were outside the maximum allowed
by the autopilot manufacturer then the autopilot must be aligned to the EA100 using the
manufacturer’s gyro alignment procedure.
NOTE
If the Operational Check revealed a fast pump of the yoke in pitch of approximately 1 second per cycle
then use Tech Note TN2013-02 and set the “PITCH SCALE” from 0.5 to “0.0”

This Page is to be printed and given to the aircraft owner for inclusion in the aircraft records.
AUTOPILOT “PRE” AND “POST” EA100 OPERATIONAL CHECK
AIRCRAFT TYPE: AIRCRAFT REG#:
AIRCRAFT S/N: AUTOPILOT MODEL:
A/P
PARAMETERS PRE EA100 INSTALL POST EA100 INSTALL
MODE
HDG HDG Bug from Lubber Line
ALT -Oscillations?
HDG Maximum Left Bank Angle
ALT
HDG Maximum Right Bank Angle
ALT
ATT Maximum Left Bank Angle with
ALT Roll Knob (if applicable)
ATT Maximum Right Bank Angle
ALT with Roll Knob (if applicable)
HDG ALT HOLD mode (does it hold
ALT aircraft within 100ft during
turns)
HDG 5 Degree Pitch Up
ATT -Oscillations?
HDG 5 Degree Pitch Down
ATT -Oscillations?
APPR ILS lateral Performance
-Oscillations?
APPR Glide Slope Performance
-Oscillations?
NOTES: Century A/P - ATT means Roll and Pitch switches on, no HDG.
Record the EA100 Final configuration in the table below
Autopilot Wx Radar
Gain Up mV/º mV/º
Gain Dn mV/º mV/º
Gain Rt mV/º mV/º
Gain Lt mV/º mV/º
Pitch Offset mV/º mV/º
Roll Offset mV/º mV/º
Autopilot Excitation Volts Volts

Environmental Qualification Form

Nomenclature .................... EA100 Adapter
Part Number ...................... 910-00013-001
TSO Numbers .................... TSO-C4c, TSO-C113
Manufacturer ..................... Aspen Avionics, Inc.
Address ............................. 5001 Indian School Road NE, Albuquerque, NM 87110
DO-160 Revision ............... DO-160E
Date tested........................ 7/2010
Condition Section Description of Tests Conducted

Temperature and Altitude 4.0 Equipment tested to Category D1
Low Temperature 4.5.1
High Temperature 4.5.2 & 4.5.3
Altitude 4.6.1
Decompression 4.6.2
Overpressure 4.6.3
Temperature Variation 5.0 Equipment tested to Category B
Humidity 6.0 Equipment tested to Category A
Operational Shocks and Crash Safety 7.0 Equipment tested to Category B
Equipment tested to Category S, aircraft Zone 2 for Fixed Wing
Reciprocating & Turboprop Engines, Multi Eng over 5700 KG (12,500 lbs.)
Vibration (Fixed Wing) 8.0
(Using curve M), Multi Eng Less than 5700 KG (12,500 lbs.) (Using curve
M), Single Eng Less than 5700 KG (12,500 lbs.) (using curve M)
Magnetic Effect 15.0 Equipment is Category Z
Radio Frequency Susceptibility 20.0 Equipment tested to Category TT
Equipment tested to Category M, significant EM apertures, not in
Radio Frequency Emission 21.0 direct view of radio receiver antenna (Equipment mounted in
cockpit or cabin area)
Equipment tested to Category B3K33, Waveform Sets B and K are
applicable for equipment interconnected with wiring installed within any
airframe or airframe section when structural resistance is also a significant
Lighting Induced Transient Susceptibility 22.0
source of induced transients, (i.e. carbon fiber composite structures).
Level 3 is intended for equipment and interconnecting wiring installed in a
moderately exposed environment.
Electrostatic Discharge 25.0 Equipment tested to Category A
Fire resistance conducted by analysis in accordance with Federal
Other Tests
Aviation Regulations Part 25, Appendix F.
Section 22.5.1 (Pin Injection): Communication between the EA100 and EFD1000 stopped. The EFD1000 remained operational,
and the EA100 successfully disengaged the autopilot relays.

: A/P Source Select

Optional Autopilot Source Selection
between the EFD1000 PFD or EFD1000C3 PFD and the EFD1000 MFD

The A/P Source Select switch permits the EFD1000 MFD to drive the autopilot (and ACU outputs) when
the MFD is in Reversion Mode. The design provides a “Lockout” of the MFD when not in reversion and
also provides annunciation to the flight crew as to which display (PFD or MFD) is driving the autopilot.
NOTE
These instructions do not approve any co-pilot mounted PFD or MFD to be selected for
coupling to the autopilot. Only the PFD and EFD1000 MFD mounted on the pilot side of
the panel are approved to use this “Autopilot Source” switch.
Qualification /
Ref Des Nomenclature Part Number Manufacturer
Comment
Multi-pole relay with minimum of 4 AK-950-Rx-
K1 Ameri King TSO C129a
poles xx
Leach MIL-PRF-
K1 WN460-x-x-x
4 Pole Double Throw Relay (14V or 28V) International 39016/39
(optional) or K-Series Corp MIL-PRF-83536
M83731/10- N&K
S1 Switch, DPDT, Mom-On-Mom, Toggle MIL-S-83731
351 Components
L1/L2
Lamp, Green, PTT, Dimmable 01-91180-3 Electroswitch MS25041-3
Opt A
L1/L2
Lighted engraved LED or Lamp Series 582 Eaton MIL-S-22885/101
OPT B
1/4w resistor, value determined by night
R1 viewing test MIL-R-39008 Vishay Dale MIL-R-39008
(optional if dimming bus not available)
Table F1: Component Part Information
Circuit Overview
The K1 relay coil receives its ground from pin 7 of the MFD so that the relay cannot be energized unless
the MFD is in Reversion Mode (REV button pressed on MFD). S1 is a spring-loaded toggle with a
momentary PFD position and momentary MFD REV position that returns to center after the desired
display is selected. The switch may be installed in either a horizontal orientation with the PFD position
to the LEFT, or in a vertical orientation with the PFD position UP. If the MFD is in Reversion and the S1
switch is selected to the MFD position, the relay will energize and electrically latch. The relay will
remain latched until the PFD position is selected on S1 or the REV button on the MFD is pressed (reverts
back to a MFD) or by loss of power to the ACU circuit breaker.
The following aspects of the design must not be altered:

• The Relay must be controlled by the MFD reversion discrete so that the MFD cannot be connected to
the ACU and the autopilot unless it is in Reversion Mode.
• A “PFD and MFD” annunciator or light bulbs must annunciate the PFD or MFD REV switch position.
• The orientation of the “PFD” and “MFD” annunciators must be similar to that of S1. (i.e., the PFD
annunciation is either LEFT or UP to agree with the switch movement.
• The added switches and annunciators must be installed in the pilot’s primary field of view and
observable with minimum head and eye movement. The preferred location is near the autopilot
mode annunciator panel.

• The “PFD” and “MFD” annunciators must be readable in sunlight and also dimmable and readable for
night operations
• Each control must be easily readable and discernible and the lights must be installed so that their
direct rays, and rays reflected from the windshield and other surface are shielded from the pilot’s
eyes. See AC 43-13-2B Paragraph 1104 (e) Page 129. If the aircraft does not have a day/night
lighting bus a separate dimming switch and resistors may be required.
• The annunciator labeling must be properly illuminated by the instrument panel lighting system so
as to be visible at night
• Relay K1 and switch S1 must be powered from the ACU circuit breaker.
Only the following deviations are allowed from the circuit design:
• K1 may be replaced with two 2-pole relays. Only relays with electrically suppressed coils may be
used.
• S1 may be of another switch design as long as the DPDT Mom-ON-Mom design is retained.
• The PFD and MFD annunciators may be of a legend style (i.e., Eaton style) or separate lamp
assemblies with one labeled “PFD” and the other labeled “MFD”.
Any other deviations from this design require separate approval.
NOTE
The PFD and MFD must be at software version 2.3.1 or later and the inter-system buss
must be wired and configured so that the PFD can cross-fill its PFD settings to the MFD
when the MFD is in reversion mode.
Install the relays and wiring in accordance with AC 43.13-2B Chapter 1 Paragraphs 100 through 114,
pages 1-7 and Chapter 2 paragraphs 200 through 207 and 209, pages 9 to 19.
System Checkout
1. Power up the PFD, MFD1000, and the autopilot computer.
2. Verify the PFD and the MFD have software version 2.3.1 or later.
3. With the PFD initialized and the MFD initialized and in MFD mode, verify the green PFD indicator is
lit on the A/P SOURCE panel.
4. Engage the autopilot in HDG mode and verify the PFD HDG Bug controls the autopilot.
5. Push the REV button on the MFD, verify the green PFD indicator is still lit, the PFD HDG Bug still
controls the autopilot, and the MFD HDG Bug does not control the autopilot.
CAUTION
Before performing Step 6, hold the control yoke/stick as the autopilot may disengage or
the HDG Mode may drop with the PFD to MFD transition. This may also require the re-
engagement of the autopilot or HDG mode.
6. Move the A/P SOURCE switch to the MFD position and release, verify the green PFD indicator goes
out, the green MFD indicator is now lit, the PFD HDG Bug does not control the autopilot, and the
MFD HDG Bug does control the autopilot (autopilot or HDG mode may need to be re-engaged).

7. Press the REV button on the MFD and verify the green MFD indicator is out and the green PFD
indicator is lit, autopilot control will go back to the PFD (autopilot or HDG mode may need to be re-
engaged).
8. Verify the switch marking and annunciators are readable in day/night.
9. Test is complete.
Aircraft Documentation
1. Remove the previously approved PFD-MFD AFMS P/N 900-00008-001 and install a copy (a
completed copy; see Appendix C for instructions) of the approved PFD-MFD AFMS P/N 900-00008-
001 Rev AN or later in the aircraft Flight Manual. NOTE: It may be helpful to transfer the
information from the old AFMS to the new AFMS.
2. Insert copy of ICA P/N 900-00012-001 Rev AE or later.
3. Return the aircraft to service in accordance with appropriate regulatory procedures.
L1/L2 K1
May be green incandescent indicators, Ameri King
L1/L2 green LED indicators, Relay (K1) Aircraft Power
or green split legend indicator (Eaton style) labeled
Option B PFD and MFD. AK-950-R8-14 14V
AK-950-R8-28 28V
PFD
S1
A 3 2
DPDT Toggle Switch
6 B
Mom – ON – Mom R1
9 Momentary LEFT and RIGHT
1/4w resistor, value to be determined by night
or
time viewing evaluation. May be required if
12 11 Momentary to Up and Down
C aircraft dimming bus not available.
MFD Spring loaded to center position
EATON A/P SOURCE L1/L2

582 Series PFD MFD REV Option A
PFD
2 5
BRT
L1
A B
BATT
ACU 2A
1 3 4 6 BUS
S1 R1
L2 DIM
C
MFD
ACU K1
P1
24
PFD
+14Vdc/+28Vdc IN 10 4
44
n/c 26 ARINC 429 TX1A
P3 3 43 27 ARINC 429 TX1B
22
ARINC 429_RX1A 1 2
42
21
ARINC 429_RX1B 14 1
41
MFD
26 ARINC 429 TX1A
78 62
27 ARINC 429 TX1B
NOTE – A429 Wiring is double shielded or 7 Reversion Discrete

single shield with tinned copper overbraid. AK-950-R8-xx
Figure F1: A/P Source Select Wiring Diagram

A/P SOURCE
A/P SOURCE P M PFD

F F
A/P SOURCE PFD D D
PFD
MFD PFD MFD MFD
MFD MFD REV REV
PFD REV
REV A/P SOURCE
Figure F2: Suggested control switch layouts
Make all wiring connections in accordance with AC43.13-2B Chapter 2 paragraph 207, pages 18 and
19.
Provide sufficient illumination to make the switch nomenclature easily readable at night (see AC 43.13-
2B, Chapter 11, page 129, paragraph 1104).
Use MIL-C-27500, 22 gauge shielded wire and MIL-W-22759, 22 gauge single conductor wire. All
grounds should be as short as possible. A429 Wiring is double-shielded or single shield with tinned
copper overbraid.
minimize exposure to heat and fluids per FAR 23.1365(e) and AC 43.13-2B Chapter 2 paragraph 207,
page 18.
Warning, Caution, Advisory lights must be effective under all probable cockpit lighting conditions per
FAR 23.1322(e).

: APS4A Altitude Pre-Select System

Optional KFC-200 Autopilot Interface Using the
Avionik Straubing APS4A Altitude Preselect System

The APS4A system may be installed with the EFD1000 PFD to provide automatic enablement of the ALT
HOLD function of the autopilot upon the aircraft reaching the PFD Selected Altitude. The interface
consists of an EFD1000 system, an APS4A system, and a PRESEL/ARMED switch and annunciator.
NOTE
As of this revision the APS4A system has been tested with the EFD1000 and KFC200
autopilot. Connection to any other EFIS or autopilot is beyond the scope of this STC and
requires separate approval.
Qualification /
Ref Des Nomenclature Part Number Manufacturer
Comment
Avionik 14VDC Bendix-King KFC-200
APS4A(1) Altitude Preselect Interface Box (14Vdc) AS02-ALTPIB-01
Straubing TSO-C9 and TSO-C52b
Avionik 28VDC Bendix-King KFC-200
APS4A(2) Altitude Preselect Interface Box (28Vdc) AS02-ALTPIB-41
Straubing TSO-C9 and TSO-C52b
Install Kit – 9 pin D-Sub AS12-ALTPKT- Avionik

APS4A(1)(2) Components of APS4A
conn/sockets/back-shell 00 Straubing
Circuit Breaker, Miniature, Ambient 2TC14-2 or
CB1 Klixon MS3320 or MS26574
Compensated 7274-2-2
Lighted Push-Button 2PDT Mom Switch
S1/DS1 horizontal split-dual gnd, LED or Lamp
(Note – The AS03-ALTPIN-0x indicator/switch Series 582 Eaton MIL-S-22885/101
OPT A
is not approved as the engraving does not
meet the required PRESEL/ARMED wording)
S1 C&K
Switch, Single Pole, Momentary, Toggle NKK Model 7108 MS27716
OPT B Components
DS1
Lamp, Green, PTT, Dimmable 01-91180-3 Electroswitch MS25041-3
OPT B
(1) APS4A P/N AS02-ALTPIB-01 with Install Kit can be ordered from Aspen Avionics under P/N 922-00002-001
(2) APS4A P/N AS02-ALTPIB-41 with Install Kit can be ordered from Aspen Avionics under P/N 922-00003-001
All other parts listed above including the annunciator/switch and circuit breaker must be ordered separately
from other vendors.
Table G1: Component Part Information
Technical Specifications
Supply Input ...................... 11-32VDC at 0.15A
Weight............................... 0.55lb (250g)
Dimensions ....................... 1.53 x 2.84 x 4.13 inches (39 x 72 x 105mm)
Mounting .......................... 4ea. 6-32” screws
Connector ......................... D-Sub 9 PIN
Cooling ............................. Not required
Software: ........................... NONE

TSO/ETSO Limitations
The APS4A is certified to TSO-C9c/ETSO-C9c and TSO-C52b/ETSO-C52b standards.

Mechanical Installation
The APS4A unit has no user interface, and therefore can be remote mounted. The optimum mounting
location is an area that minimizes wire runs to interfacing equipment. It may be mounted in any
orientation.
Mount the APS4A in accordance with AC43.13-2B Chapters 1 and 2. Failure of the APS4A is a minor
failure condition. There is no software. The mechanical installation must be structurally substantiated
in accordance with AC43.13-2B Chapter 1 Pages 1 to 7, Paragraphs to 100 to 114.
Figure G1: APS4A Mount to Flat Metal Shelf (dimensions in mm)
Install using four (4) MS35206 #6-32 screws, four (4) NAS1149FN632P washers, and four (4)
MS21044N06 #6-32 self-locking nuts. Tighten nuts to 12 in-lbs.
An unpainted surface of the APS4A case must be bonded to aircraft ground either through mounting to
a metal shelf or with an installer fabricated bonding strap of wire braid or single stranded wire no more
than 12 inches in length. Attach ground lug of bonding strap to one of the mounting screws if required.
The center of gravity of the APS4A is the exact dimensional center of the unit.
Verify APS4A case to airframe ground has ≤ 3 milliohms of resistance.
Electrical Installation
Install the relays and wiring in accordance with AC 43.13-2B Chapter 2 paragraphs 200 through 207
and 209, pages 9 to 19.

The added switches and annunciators must be installed in the pilot’s primary field of view and
observable with minimum head and eye movement. The preferred location is near the autopilot mode
annunciator panel.
Label the circuit breaker CB1, PRESEL.
Warning, Caution, Advisory lights must be effective under all probable cockpit lighting conditions per
FAR 23.1322(e). Each control must be easily readable and discernible and the lights must be installed so
that their direct rays, and rays reflected from the windshield and other surface are shielded from the
pilot’s eyes. See AC 43-13-2B Paragraph 1104 (e) Page 129.
If the aircraft does not have a Day/Night annunciator bus a separate switch and resistors may be used.
Use MIL-C-27500, 22 gauge shielded wire and MIL-W-22759, 22 gauge single conductor wire. All
grounds should be as short as possible.
minimize exposure to heat and fluids per FAR 23.1365(e) and AC 43.13-2B.
PIN Input/Output Description
1 Input Relay NC
2 Output Relay Com
3 Input Relay NO
4 --- 28Vdc lighting
5 Output ARMED annunciator output (GND)
6 Input Alt Preselect ARM switch input (mom. GND)
7 Input +10V or Ground from A/P mode controller
8 Input Power Ground
9 Input 10 to 32Vdc Input Power
Table G2: APS4A Pin out
PRESEL/ ARMED Switch/Annunciator Installation

The switch must be labeled as specified in the wiring diagram so that it agrees with the wording in the
AFMS. The switch labeling will be “PRESEL” and the “ARMED” light will be green.
Description Eaton Pin

Switched 28VDC or GND (ARMED light) 12
GND 2, 3
PTT Lamp Test 11
28VDC/ BRT DIM 6
Momentary GND to ARM (ARMED) 1
GND 8
Table G3: Eaton Annunciator/switch Pinot
Figure G2: Eaton Quik Connect

A panel mounting spacer is supplied with each unit so as to place the switch mounting flange flush with
a 0.235” thick edge lighted panel. For other switch applications the spacer is discarded.
A reversible mounting sleeve is supplied with each unit as to be usable with or without the panel
mounting spacer. The mounting sleeve allows the switch to be installed on mounting plates ranging
from 0.032” to 0.187” thick.
The switch assembly is mounted from the front of the mounting plate by means of a screwdriver only.
All mounting screws are integral to the switch.
Mounting the switch

Using the extraction slots, pull the pushbutton cap fully out of the switch body and allow the cap to
rotate 90⁰ where it is held by the retaining element as shown in Figure G3. Remove the mounting
sleeve and insert the switch body into the mounting plate cutout. From behind the mounting plate slide
the mounting sleeve onto the switch body. Tighten the two screws inside the switch body until the
integral mounting hardware pulls the mounting sleeve up tight against the mounting plate using
typically 18 inch-ounces of torque. The pushbutton cap is then reinserted and the QUIK-CONNECT™
plug can be plugged into the switch housing. A side view of a properly mounted switch is shown in
Figure G4.
Figure G3: Switch Body removal

Figure G4: Side View of properly mounted switch

SWITCH
OPTION
“B” GREEN
BRT/DIM
ANN
ARMED PWR
DS1
ANN
AIRCRAFT PRESEL = White
PTT
GND ARMED = Green
PRESEL
AIRCRAFT
S1 GND PRESEL
ARMED
SWITCH
OPTION AIRCRAFT
APS4A “A” GND
ALTITUDE 2 3 BRT/DIM
PRESELECT
P1 6 ANN
INTERFACE BOX
9
PWR
ARMED LIGHT (GND) 5 12 11

ANN AIRCRAFT
PTT GND
Label “PRESEL”
AIRCRAFT 2A
9 14 Vdc
POWER CB1 5
ARM COMMAND 6 1 8
AIRCRAFT
S1 GND
AIRCRAFT GROUND 8
KC290/KC292
AIRCRAFT GND P2901 A/P MODE CONTROLLER
ALT SW IN 1 F ALT SWITCH Wiring Notes
+10 Vdc IN 3 4 +10 Vdc P2901-F was connected to
P2951-x. Wire will be cut and
spliced so that wire from P2901-
F goes to APS4A-1.
KC295
P2951 AUTOPILOT COMPUTER
The other end of the wire from
ALT SWITCH OUT 2 *X ALT SWITCH P2951-x will connect to APS4A-2.
Any existing wires on P2901-4

should be paralleled with a new
ACU wire from P2901-4 to APS4A-3.
P2 ANALOG CONVERTER UNIT
ALERTER IN 7 29 ALTITUDE ENGAGE

(+10Vdc OUT)
Figure G5: APS4A System Wiring Diagram
System Checkout
1. Power up the PFD and the autopilot system.
2. Set the PFD Selected Altitude to 300 ft (or greater) above the current field elevation (current
altimeter reading). Pressing the right knob until “ALT” is displayed sets selected Altitude. Then turn
the right knob until the value in the upper right window displays 300ft or more above current
altitude [i.e., current altitude is 540 ft, then set the Selected Altitude to 540 + 300 = 840 (use 900
ft), note the Selected Altitude is in 100 ft increments so round up to the next altitude = 900 ft]
3. Verify the ARMED light is OFF, now verify the autopilot ALT Hold mode can be engaged by the ALT
button on the autopilot computer/mode controller. Disengage ALT Hold.
4. Press the PRESEL switch and verify the ARMED light is ON, now verify the autopilot ALT Hold mode
can also be engaged by the ALT button on the autopilot computer. Disengage ALT Hold.

5. With the ARMED light ON and ALT Hold mode OFF, slowly decrease the baro setting on the PFD so
that the altimeter tape is increasing in altitude toward the Selected Altitude. When the Selected
Altitude is reached (+/-20ft) the ARMED light should go OUT and the ALT Hold light on the
autopilot computer/mode controller/annunciator should go ON.
6. Verify the switch marking and annunciators are readable in day/night.
7. This completes the required testing.
NOTE
The altitude is captured by engagement of the ALT Hold function. During flight there will
be some overshoot of the selected altitude. The overshoot will be proportional to the
amount of vertical speed at which the aircraft approaches the selected altitude.
Aircraft Documentation
1. Remove the previously approved PFD-MFD AFMS P/N 900-00008-001 and install the completed
copy of the approved PFD-MFD AFMS P/N 900-00008-001 Rev AN or later in the aircraft Flight
Manual or Supplemental Flight Manual. See Appendix C for instructions on completing the AFMS.
2. Insert a copy of ICA P/N 900-00012-001 Rev AE or later.
3. Return the aircraft to service in accordance with appropriate regulatory procedures.
APS4A Vendor Information Eaton Switch/Annunciator Vendor Information

Avionik Straubing Avionics International Supply
Avionik Straubing Entwicklungs GmbH 1750 Westcourt Rd
Flugplatzstr. 5 Denton, TX 76207
Atting D-94348 940-566-0035
Germany info@avionicsinternational.com
info@avionik.de
www.avionik.de

: CG100 STC Installation Instructions

(Used in conjunction with Aspen Document P/N 900-00023-001 – Installation Instructions for the
CG100)
NOTE
Aircraft registered in countries under EASA authority are not eligible for installation of
the CG100 under this STC

NOTE – The CG100 function is not supported with EFD software version 2.10.2 and later.
Perform the following steps to install the CG100 Gateway under AML-STC SA10822SC:
1. Install the CG100 in accordance with Aspen document 900-00023-001, Installation Instructions
for the CG100.
2. Document the installation in the ICA document 900-00012-001 Rev AE or later as instructed
below.
3. Insert the completed AFMS 900-00008-001 Rev AN or later FAA approved revision. See 0 in this
document for instructions on how to complete the AFMS.
ICA Documentation
It is required by the AML-STC that the CG100 components, wiring, circuit breaker, and switch locations
information be recorded in Aspen document 900-00012-001, instructions for Continued Airworthiness.
Complete Section 15 “Wiring and Component Location Data” in the ICA and give a copy of the
completed section to the owner for inclusion in the permanent aircraft records.
a) Record the location of the CG100 on Figure 1 or 2 of Aspen document 900-00012-001,

b) Mark the location of the Wi-Fi antenna on Figure 1 or 2 of Aspen document 900-00012-001,
c) Mark the circuit breaker “GTWY”. Record the location of the circuit breaker on Figure 3 of Aspen
document 900-00012-001, Instructions for Continued Airworthiness.
d) Label the switch “ASPEN GTWY” and label the ON and OFF positions of the switch. Record the
location of the switch on Figure 3 of Aspen document 900-00012-001, Instructions for
Continued Airworthiness.
e) Draw in the cable routing between the CG100 and the MFD.
NOTE - Shelf or bracket fabrication that might be required to mount the CG100 is beyond the scope of
this STC and will require separate FAA approved data.

: “VFR” PFD Installation Instructions
NOTE
In the European Union, the applicability and acceptability to IFR operations for “VFR”
PFD Installations will be defined by the relevant European Union operation rules and
other equipment fitted to an individual aircraft.
NOTE
It is not approved to install the “VFR” PFD on the pilot side of the instrument panel in
aircraft with a Glide Slope (or vertical deviation) capable autopilot. These autopilot
types will require the installation of the PRO. See Section I4 within this section for a list
of autopilots that are not approved.

Section I1
Perform the following steps to install the Aspen-branded “VFR” PFD system under AML-STC SA10822SC:
1. Read Section I3 below to become familiar with the “VFR” PFD system specifics.
2. Use Figure 4-3 in Section 4 of this manual to ensure the “VFR” PFD is installed with the required
back up instruments.
3. Install required Placard per Section I2 below.
4. Wire the system using Wiring diagrams in Section 9 of this document.
5. Insert a completed AFMS 900-00008-001 Rev AN or later FAA approved version in the Airplane
Flight Manual. See Appendix C for instructions on completing the AFMS.
6. EFD1000 display requires MAP version 2.6.5 or later as does any connected MFD500.
Section I2
All Aspen-branded “VFR” PFD installations (in both VFR and IFR aircraft) require that a placard be
installed near the EFD1000 PFD within the pilot’s Primary Maximum Field of View (see section 4.9.6 for
the definition of Primary Maximum Field of View). The placard must not be easily erased, disfigured, or
obscured. The placard must be in black and white (white letters on black background or black letters on
white background) in a font no smaller than other placards in the aircraft and reads as follows:
No Vertical
No Vertical Deviation on PFD or
Deviation
on PFD
Section I3
The VFR System consists of the 910-00001-001 EFD and a 910-00005-004 CM with VFR specific image
file. It comes standard with a 910-00003-001 RSM but the -002 or bottom mount -003 are approved.
The VFR has the same IAS/ALT/VSI/Attitude Indicator and Slip Skid/Rate-of-Turn as the Pro but no HSI.
Instead it has a slaved compass card with heading bug and a CDI at the bottom of the screen. The
Omni Bearing (OBS) for the NAV/GPS display is controlled by a Course pointer on the PFD. There is no
Vertical Deviation indicator (Glide Slope or VDI) on the PFD so a remote VDI will be required if necessary.
Even though the system is called the “VFR” PFD it is an IFR approved Primary Flight Display. It is up to
the installer to verify the system is installed with the required backup instruments and a vertical
deviation indicator (if needed) per Sections 4 and 5 of this document. See Figure 4-2.
An optional ACU may be added to interface with an autopilot or analog navigation receiver. The ACU will
provide HDG Datum (HDG and GPSS), CRS Datum, Left/Right, Nav Flag and ILS Energize. Vertical
Deviation is not provided to the autopilot therefore it is not approved under this AML-STC to connect
the “VFR” PFD to an autopilot with Glide Slope input. It is also not approved to install the “VFR” PFD on
the pilot side of the instrument panel in an aircraft with a Glide Slope capable autopilot (see list below).
A PFD PRO would be required.

Section I4
List of Autopilots Not Approved for “VFR” PFD installation:
• Any autopilot with a Glide Slope input
• Avidyne DFC-90
• Bendix King KAP150

• Bendix King KFC150
• Bendix FCS810/870
• Bendix M4C or M4D
• Century III with Glide Slope coupler

• Century IV
• Century 31
• Century 41
• Century 2000
• Century 4000
• Cessna 300/400/800 IFCS

• Cessna 300B/400B/800B
• Cessna 400/800 Navomatic
• Cessna 1000A
• Collins – any version
• Sperry – any version
• S-TEC 55/55X
• S-TEC 60/65
• S-TEC PSS combined with any other roll only autopilot

: ATX100 and ATX100G ADS-B Transceiver

Installation Information
NOTE
The ATX100 and ATX100G are installed under the FreeFlight AML-STC # SA02426AK.
In some cases the FreeFlight AML and Aspen AML do not overlap and it is possible that
a particular aircraft type may be on one AML but not on the other. Installer must
verify the aircraft type is on both AML’s before commencing with the installation of the
ADS-B equipment.

The installation of the ATX100 and ATX100G will be completed using the FreeFlight Systems AML-STC
SA02426AK. Use the FreeFlight installation documentation to install and approve the ATX100 systems
in the aircraft and make the connection to the Aspen flight displays.
In addition to the FreeFlight STC, the Limitations below in Sections J1 and J2 must be followed.
J1 Installation Limitations
• EFD (including EBD) displays require software 2.8 or later.

• EFD1000 MFD when used as Backup Attitude – do not parallel PFD pin 8 with MFD pin 8. Only
the PFD can have this connection and therefore ADS-B on this MFD is not allowed.
• Only the PFD can be used as the controller. The control functions are not on the reversionary
PFD.
• The EFD display does not support resolution advisories. TCAS II cannot be connected to the
ADS-B system or directly to the EFDs.
• Installation of ADS-B traffic functionality in an aircraft with TAS or TCAS is prohibited, unless the
TAS or TCAS is contained in or connected to the ADS-B system and the blending of the traffic
input is approved via STC approval.
• Installation of ADS-B traffic functionality in an aircraft with TIS-A is prohibited. TIS-A must be
configured off if contained in a Mode S transponder (i.e. GTX330).
• The EFD display requires a mag var (magnetic variation) input from an external GPS. The internal
FreeFlight GPS does not provide this information. All panel mounted GPS displays shown in
Section 9 provide this data.
• The ATX100/ATX100G or equivalent ADS-B transceiver cannot be configured as a receiver only
and another UAT or Mode-S Extended Squitter transponder as the ADS-B or 1090 transmitter.
The ATX will transmit when connected to the EFD.
• The display must be installed such that the crew has an unobstructed view of the display when
seated in the normal position.
J2 Operating Instructions and Equipment Limitations
1. FIS-B information is to be used for pilot planning decisions and pilot near-term decisions
focused on avoiding areas of inclement weather that are beyond visual range or where poor
visibility precludes visual acquisition of inclement weather. FIS-B weather and NAS status
information may be used as follows:
(a) To promote pilot awareness of own ship location with respect to reported
weather, including hazardous meteorological conditions, NAS status indicators,
and enhance pilot planning decisions and pilot near-term decision-making.
(b) To cue the pilot to communicate with the Air Traffic Control controller,
Flight Service Station specialist, operator dispatch, or airline operations control
center for general and mission critical meteorological information, NAS status
conditions, or both.

2. FIS-B information, including, weather information, NOTAMs, and TFR areas, are intended for the
sole purpose of assisting in long- and near-term planning decision making. The system lacks
sufficient resolution and updating capability necessary for aerial maneuvering associated with
immediate decisions.
3. This article meets the minimum performance and quality control standards required by a
technical standard order (TSO). Installation of this article requires separate approval. Installation
approval is obtained using the FreeFlight AML-STC and this document 900-00003-001.
J3 Additional Information
• The TC-978 controller cannot be used with the Aspen installation. The PFD is the controller.
• UAT Status Pin 41 does not require a connection as the PFD annunciates failure status to the
pilot.
• When ADS-B and XM are both set in the install menu, the ADS-B weather data is suppressed.
When ADS-B and ARINC Traffic are both set in the installation menu, the ARINC-429 traffic data
is suppressed (ARINC traffic should be connected to the ATX100 input if approved by STC).

J4 EFD1000/500 TSO Wiring to ATX100
ATX100
1 PFD ATX100G
P1 J1
2
3 RS232_TX1 13 23 RS232 RXD3 5
19 GND
RS232_RX1 8 24 RS232 TXD3 5
32 Remote On
1 MFD 4
P1
RS232_RX1 8
1 PFD/MFD requires software MAP 2.8 or later
Double shielded twisted pair wire, both shields attached to ground at both ends.
2 May also use 3 conductor (Tx,Rx,Gnd) single shield with overbraid. 24 AWG
minimum MIL 27500
3 Only PFD pin 13 can be connected to the ATX100
4 The ATX100 RS232 output must connect with PFD Pin 8 and may be paralleled
with the MFD500/1000 Pin 8. CAUTION – EFD1000 MFD installations with EBB
and no standby Attitude cannot wire to that MFD1000. 3 EFDs total (including
co-pilot side) may be connected to the one ATX100 RS232 transmitter.
5 RS232 Port 3 is used so that port 5 can be dedicated to the MPI. Use of Port
3 or other approved ports may be used for display connection
Figure J1: ATX100 Interconnect to EFD displays
J5 ATX100 Configuration
Set the Serial In 3 (or other connected port) to “Disp-Ctrl”, 115200
Set the Serial Out 3 (or other connected port) to “Traffic-Alert”, 115200
J6 PFD/MFD/EBD Configuration
Configure the PFD/EBD RS-232 OUT PORT 1 to “ADSB TYPE 1”.
Configure the PFD/EBD and any connected MFD’s RS-232 IN PORT 1 (or PORT 0) to “ADSB TYPE 1”
NOTE
Setting the RS-232 IN PORT 1 (or PORT 0) to “ADSB TYPE 2 or ADSB TYPE 3” could result in
flashing traffic symbols. Only the “ADSB TYPE1” setting is allowed when the EFD1000/500
system is connected to the ATX100 or ATX100G.

J7 ADS-B Operation with PFD/MFD/EBD
The Transponder is the primary entry point for squawk code and performing the IDENT function. Only
if the transponder fails to reply is the PFD/EBD used to manually enter the UAT code or perform an
IDENT. The message UAT CTL: MENU is presented on the PFD/EBD when control is passed to the
PFD/EBD.
The UAT Menu page is accessed by pressing the MENU button on the PFD/EBD, then scrolling with the
right knob to the “UAT” page.
ADS-B Weather (FIS-B) is displayed on the dedicated “Weather” page of the MFD. Weather on the
PFD/EBD is displayed within the HSI and is displayed by pressing the 1/2 line select key (with SV option
1/3), then pressing the “NXRD” line select key.
ADS-B Traffic (TIS-B) is displayed on the dedicated “Traffic” page of the MFD. Traffic on the PFD/EBD is
displayed within the HSI and is displayed by pressing the 1/2 line select key (with SV option 1/3), then
pressing the “TFC” line select key.
J8 ADS-B Annunciations (PFD)
Annunciations are displayed on the left hand side of the HSI display.
UAT LINK – PFD/EBD lost communication with the ADS-B transceiver.
UAT FAIL – The ADS-B transceiver transmitter has failed.
UAT POS – The ADS-B transceiver position input is invalid or has failed.
J9 Field Issues
Contact Aspen Avionics for help with field issues and replacement equipment.


: AOA – Angle of Attack

Installation, Configuration and Calibration Flight information

Section K1 - AOA INSTALLATION INSTRUCTIONS
INTENDED FUNCTION
The Aspen Angle of Attack system is a conditional indicator that provides a graphic depiction of the
stall margin and trend toward stall for the airfoil when the flaps are up and when the flaps are down.
The Aspen Angle of Attack system meets the requirements of ASTM F3011-13.
This AOA system has not been determined to be suitable for installation in any specific aircraft by
Aspen Avionics. It may be installed in a type-certificated aircraft under the Aspen AML STC.
The AOA indicator is on the Aspen display and does not obstruct the pilot’s view or cause distraction.
INSTALLATION LIMITATIONS
1. The AOA system may not be used as a substitution for the certified aircraft stall warning system.
2. An IFR GPS meeting TSO C129a, TSO C145 (Any Revision), or TSO C146 (Any Revision) must be
connected to the EFD1000(s) with AOA.
3. An OAT input (RSM or ACU2 with probe) must be valid (Enabled) on the PFD/MFD with AOA.
4. The pitch and roll angular operational range exceeds 80 degrees from level.
5. Airplanes with moveable leading edge devices are not eligible for an AOA installation.
6. Airplanes with boundary layer control devices are not eligible for an AOA installation.
7. If the airplane has a modification installed that reduces the stall speed (such as vortex
generators), and
a. The modification did not change the documented stall speeds in an Airplane Flight
Manual Supplement, and
b. The stall warning sensor was adjusted for the new stall speeds,
c. Then an in-flight pre AOA calibration check is required to establish the stall horn speeds.
8. If the airplane was modified with a canard and the stall speed was not corrected for the
modification, then the airplane is not eligible for the AOA. If the stall speed was corrected for
the modification, then the AOA can be installed.
9. The airplane is not eligible for the AOA if the wing surface area is less than the horizontal tail
surface area.
10. The airplane is not eligible for the AOA if the maximum thrust is greater than the airplane
weight.
11. The airplane is not eligible for the AOA if the airplane does not have flaps.
12. The AOA modification has not been evaluated to check its proper operations for its intended
function.
CAUTION: Recalibration of the AOA is required for any change to the aerodynamics of the airplane.

PRE-CALIBRATION FLIGHT
The purpose of the pre-calibration flight is to establish the stall horn airspeeds in the flaps up and flaps
down configuration. Ordinarily the stall horn is adjusted at the factory, and the speed that the stall
horn sounds can be predicted, and no pre-calibration flight is necessary. If the airplane has a
modification installed that reduces the stall speed (such as vortex generators), and the modification did
not change the documented stall speeds in an Airplane Flight Manual Supplement, and the stall warning
sensor was adjusted for the new stall speeds, then an in-flight pre AOA calibration check is required to
establish the stall horn speeds. If the stall horn calibration status is unknown, a pre-calibration flight
can be accomplished to establish the stall horn speeds.
CALIBRATION FLIGHT
In order to display the AOA indicator, a calibration flight must be accomplished. The calibration flight is
done after the installation menu is set up and the equipment checkouts are done. The Aspen system
and associated inputs (i.e., GPS) must be operating normally before the calibration flight.
Note: Entry of accurate weight in the installation menu and proper operation of the Pitot/Static system
(no leaks) are crucial for obtaining accurate calibration results (accurate AOA).
CONFIGURING AOA PRIOR TO THE CALIBRATION FLIGHT
Installation Menu Page – AOA CONFIG (PFD/EBD and MFD1000)
The AOA Config Installation menu page is used to enable the AOA display, enter required AOA
calibration parameters and initialize the calibration.

Feature Options
AOA DISABLE, ENABLE
AOA PARAM SEL See below for instructions
AOA PARAM VALUE See below for instructions
AOA CALIBRATION MODE* DISABLE, ENABLE
Not Used
*When a calibration is saved, this feature changes to allow the saved calibration to be rejected
AOA FEATURE- Before this feature can be set to ENABLE, the AOA must be unlocked. When this feature
is set to DISABLE, the 2nd, 3rd and 4th line select keys are blank. The AOA must be set to ENABLE to
display the AOA indicator and show the 2nd, 3rd and 4th line select keys. When a calibration is saved,
DISABLE or ENABLE can be selected without repeating the calibration.
AOA PARAM SEL FEATURE - The AOA PARAM SEL feature is used to select the following parameters.
Turn the right knob to select the various features:

AOA PARAM SEL Description Actual Setting (Record here and

Section 10.4.6)
NC SPD The Near Cruise speed is determined in the following way:

Determine the following two speeds from the Pilot Operating
(Near Cruise Speed)
Handbook (POH):
1) Maneuvering Speed (Va)
2) 80% of Vno (see example below for how to calculate)
Enter the higher of the two speeds that can be obtained in level
flight where the calibration will be done. If neither speed can be
obtained, contact Aspen.
Vno can be found in the POH or on the Backup airspeed

indicator. It is the top of the green arc on the Backup airspeed
indicator.
Va at maximum gross weight (Maneuvering speed) can be found

in the POH.
Note: Use the same units (knots or MPH) as the airplane
airspeed indicator on the Aspen display.
EXAMPLE: If Vno is 155 knots, 80% of Vno is124 knots. (To

calculate, multiply the Vno speed by 0.8). If Va is 136 knots,
and the airplane can maintain 136 knots indicated in level
flight, then select 136.
APR SPD Use the Short Field Approach Speed at maximum Gross Weight
(Approach Speed) if this speed is available in the Pilot Operating Handbook (POH).
If the Short Field Approach Speed is not available in the POH,

use the Normal Approach Speed from the POH. If several
speeds are given, select the highest speed.
MGW Maximum Gross Weight
Enter the Maximum Gross Weight for the airplane from the POH.
BEW Basic Empty Weight - The Basic Empty Weight is the standard
empty weight plus the weight of optional equipment. The
Standard Empty Weight is the weight of a standard airplane,
including unusable fuel, full operating fluids and full engine oil.
If the Basic Empty Weight (BEW) changes, the BEW parameter on

the AOA Config installation menu page must be updated. The
Calibration Procedure does not need to be redone.
Accurate Basic Empty Weight (within 4%) is important for proper

calibration.
CALW Calibration Weight – The takeoff weight minus the estimated
fuel to go to the area where the calibration will be conducted.
This will require coordination with the pilot flying the
calibration.
Accurate Calibration weight (within 4%) is important for proper

calibration.
Bias 1 This value must remain at 0 unless instructed by Aspen Avionics
(in writing) to change this value.
Bias 2 This value must remain at 0 unless instructed by Aspen Avionics

(in writing) to change this value.
Table K1 – AOA Calibration Parameters

Other speeds are transferred from the airspeed settings in the Aspen Display
CHANGE THE AOA PARAM VALUES CAREFULLY. CHANGING A PARAM VALUE REQUIRES RECALIBRATION.
AOA PARAM VALUE CONTROL – When a parameter is selected using the AOA PARAM SEL control, the
parameter value can be changed using the AOA PARAM VALUE. Changing the value of any of the
required AOA parameters (except BEW) after the AOA calibration is saved will require rejection and
recalibration of the AOA. This is true even if the parameter is changed and then put back to the original
value. If an airspeed value is changed on the Airspeed selection, a recalibration will be required.
Whenever the airplane’s basic empty weight is changed, the basic empty weight parameter must be
updated but a calibration flight is not necessary.
AOA CALIBRATION MODE - This feature allows the installer to enable or reject the AOA calibration.
Before enabling the calibration, the airspeed installation menu pages must be set up.
Installation Menu Page – RS-232 CONFIG C (MFD500)

INTERCOM MASTER PORT* PFD1000, MFD1000
empty
*When AOA is ENABLED on the MFD500 and MFD1000 but not the PFD, select the MFD1000 feature for this
option. Otherwise, select the PFD1000 feature for this option.
Set all SPEEDS above that are not greyed out to HIGH on MFD500 and PFD and any installed MFD1000.
Installation Menu Page – AOA CONFIG (MFD500)

Feature Options
AOA* DISABLE, ENABLE
Not Used
Not Used
Not Used
Not Used
*Select “ENABLE” to allow the AOA view to be selected on the MFD500
When the parameters are set press MENU to shut down and store the parameters in the configuration
module. Then re-enter the installation menu pages and go to the AOA configuration page. Set the AOA
CALIBRATION MODE: = ENABLE. Press MENU to re-start.

AOA Final Checkout for Maintenance Personnel after Setting up the Installation Menu, in preparation for
the Calibration Flight:
1. Press the “MENU” button on the PFD/EBD and/or Reversionary PFD and select the “AOA
CALIBRATION” menu page. The AOA CALIBRATION menu page will normally be displayed when
the “MENU” button is pressed. If the AOA CALIBRATION menu page is not displayed, rotate the
right knob clockwise to select the AOA CALIBRATION menu page (Pg 15 of 15). It should say
Start Calibration.
2. Press the “START CALIBRATION” line select key on the “AOA CALIBRATION” menu page. Note the
prompt:
a. If the displayed prompt shows “INSTALL PARAMS OUT OF RANGE,” enter the installation
menu and check the AOA parameters. The display does a “sanity-check” to make sure
the parameters are within range. The display does not verify that the parameters are
correct.
b. If the displayed prompt shows an airspeed and flap message, press the “ABORT
CALIBRATION” line select key to set up the system for the in-flight calibration procedure.
Verify that the Aspen system does not show any Airspeed, Altitude, Attitude, Vertical Speed or
Directional Indicator failures. Also, make sure the external GPS is correctly connected and
communicating with the Aspen system. Finally, make sure the stall warning horn is operational.
Section K2 - AOA CALIBRATION INSTRUCTIONS
OVERVIEW
The Aspen Angle of Attack system requires a calibration procedure to derive Angle Of Attack (AOA).
Before the calibration procedure can be started, the AOA parameters in the installation menu need to be
set and verified by the maintenance personnel. Accuracy of the AOA parameters is essential for proper
calibration and operation. Successful completion of the calibration procedure is sufficient to return the
airplane to service after maintenance in accordance with 14 CFR 91.407.
DESCRIPTION
To complete the calibration procedure three successful calibration steps are required to be flown. The
calibration steps are numbered as (1/3), (2/3) and (3/3) on the display. The calibration requires precise
flying. Pitch the airplane for airspeed control and use power to maintain altitude. Normally the
autopilot is not capable of establishing and holding the values.
The first and second calibration steps are flown in the clean airplane configuration with flaps-up and
landing gear up (if the airplane has retractable landing gear). The first calibration step consists of flying
the airplane at a near-cruise speed for approximately one minute and the second calibration steps

consists of flying the airplane at slower than near-cruise for approximately one and a half minutes. The
speeds to fly are presented on the EFD display.
The third calibration step is flown in the landing configuration (full flaps and landing gear down) for
approximately one minute at approximately the short field approach speed (or the normal approach
speed if the short field approach speed is not available in the Pilot Operating Handbook). The speed is
determined prior to flight and is presented on the EFD display.
The system monitors the airplane performance during the calibration procedure. When the first
calibration step is successful, the system will display a prompt to go to the second calibration step, and
then to the third until the calibration is completed. Finally, the option to save or reject the calibration is
presented. If the airplane configurations were correct during the steps (clean for the first two steps,
and then gear and flaps down for the last step), then “Save the Calibration” is the correct selection.
If the system indicates that a calibration step failed, or the second calibration step did not properly
correlate to the first step, then the previous step or possibly both will need to be repeated. Prompts
will be displayed with a reason the calibration step or procedure failed. Details about the failure
messages are described in the CALIBRATION TROUBLESHOOTING PROCEDURES below.
At any time in the procedure, the calibration can be aborted by pressing the “ABORT CALIBRATION” line
select key on the “AOA CALIBRATION” main menu page. Pressing the “ABORT CALIBRATION” line select
key removes all prompts from the display and cancels the calibration, requiring the user to start a new
calibration.
When the AOA Calibration is started, the calibration can only be aborted or saved. Turning off the
display after a successful calibration procedure but prior to saving the calibration will require restarting
the calibration process.
PRECAUTIONS
The pilot-in-command is responsible for flying the airplane within the limits of the Pilot Operating
Handbook. Aspen recommends reviewing the procedure before flying. Include an observer as part of the
flight crew to watch for traffic and to assist with the calibration procedure.
The flight should be done in VFR conditions at a safe altitude, in smooth air. Smooth air is critical for
achieving accurate calibration results.
Airspeed, vertical speed, pitch, roll and heading must be maintained within the following tolerances
when flying the calibration procedures. The system will not accept the calibration step if the tolerances
are not maintained:
• Plus or minus three knots (or MPH)
• No more than 100 FPM vertical speed
• Pitch change of no more than one degree
• Roll change of no more than two degrees

Normally the autopilot is not capable of establishing and holding these values. The way it is done is to
establish a power setting to hold altitude and pitch the airplane to hold airspeed. Use the attitude
indicator to hold pitch within about 0.5 degrees to maintain airspeed. Do not chase the airspeed
indicator. Make small corrections to pitch to adjust airspeed.
AOA CALIBRATION PROCEDURES
IN-FLIGHT PRE AOA CALIBRATION CHECK PROCEDURE
NOTES
This in-flight pre AOA calibration check procedure is required if the
conditions specified in the Installation Limitations (Section K1) are true.
Otherwise, the pre-calibration check is optional.
If the airplane has automatic landing gear extension, it is permissible to

fly the flaps-up/gear-up step with the landing gear down.
1. Before flight, note the pre-calibration flight weight of the airplane.

2. Before flight, verify that the stall warning horn is operational.
3. Establish the airplane at a safe altitude in smooth air. Perform clearing turns using
available means to see and avoid conflicting traffic
4. With flaps up and gear up and power at idle decelerate slowly (no more than 1 knot per
second) until the first time the stall warning occurs. Note the airspeed where the warning
indication occurs. Do this three times and note all three airspeeds.
5. With flaps fully extended and gear down, and power at idle, decelerate slowly (no more
than 1 knot per second) until the first time the stall warning occurs. Note the airspeed
where the warning indication occurs. Do this three times and note all three airspeeds.
6. Provide the following information to an Aspen Avionics Field Service Engineer via email and
Aspen Avionics will reply with bias numbers:
Airplane Type:
Parameter Value
Landing gear and flaps up stall warning speed #1:
Landing gear down and flaps full down stall warning speed #1:
Pre-calibration flight weight:
The AFM stall speed landing gear and flaps up:
The AFM stall speed landing gear down and flaps full down:
The maximum gross weight of the airplane:

IN-FLIGHT AOA CALIBRATION PROCEDURE
NOTE
If the airplane has automatic landing gear extension, it is
permissible to fly the flaps-up/gear-up step with the landing gear
down.
1. Before Flight - The fuel in the airplane should be sufficiently balanced that the aircaft does
not make an immediate bank in cruise.
2. Before Flight - Verify that the “calibration weight” parameter is correctly entered in the
display’s installation menu. Errors in weight of 4% or more can affect the AOA indication
accuracy.
3. Before Flight – Verify that the stall warning horn is operational.
4. Before Taxi - Verify that the Aspen System is operating normally with no failure indications
of the system or associated systems such as GPS.
5. Establish the airplane at a safe altitude in smooth air. Perform clearing turns using
available means to see and avoid conflicting traffic.
6. Place the MFD in the Reversionary PFD Mode (if the MFD is to be calibrated).
7. Press the “MENU” button. Select the “AOA CALIBRATION” menu page. The AOA
CALIBRATION menu page is normally displayed as soon as the “MENU” button is pressed. If
the AOA CALIBRATION menu page is not displayed, rotate the right knob clockwise to
select the AOA CALIBRATION menu page (Pg 15 of 15).
8. Press the “START CALIBRATION” line select key on the “AOA

CALIBRATION” menu page
NOTE
The PFD and MFD can be calibrated simultaneously.
The MFD must be in the Reversionary PFD Mode
during the calibration procedures. The AOA
calibration menu is only accessible while in the
reversionary PFD Mode.

9. (1/3) Fly the (1/3) airspeed shown on the display prompt with
flaps-up and landing gear-up (see the note above for airplanes
with an automatic landing gear extension system), maintaining
altitude and heading. When the airspeed, altitude, attitude and
heading are stable, press the “START ACQUIRE” line select key
on the “AOA CALIBRATION” menu page. Maintain the airspeed,
altitude and heading for the time shown on the display prompt.
When the timer expires, note the prompt:
a. If the displayed prompt shows (2/3), continue to STEP
10.
b. If the displayed prompt shows a failure or error, see the
TROUBLESHOOTING PROCEDURES (Note-the error
message only displays for 10 seconds so make note of it)
flaps-up and landing gear-up (see the note above for airplanes
with an automatic landing gear extension system), maintaining
altitude and heading. When the airspeed, altitude, attitude and
a. If the displayed prompt shows (3/3), continue to STEP 11.
TROUBLESHOOTING PROCEDURES. (Note-the error
full flaps-down and landing gear-down, maintaining altitude
and heading. When the airspeed, altitude, attitude and
a. If the displayed prompt shows SAVE or REJECT CAL,
continue to STEP 12.


TROUBLESHOOTING PROCEDURES (Note-the error
12. Press the “SAVE” line select key on the “AOA CALIBRATION”
menu page. Press the “REJECT CAL” line select key if the
calibration should be redone (i.e., the calibration steps were
not flown in the correct airplane configuration).
13. Restart the display when prompted by pressing and holding the
REV Button.
IN-FLIGHT POST AOA CALIBRATION CHECK PROCEDURE

NOTES
It is not necessary or recommended to stall the airplane. Fly
to the stall warning only.
If the airplane has an automatic landing gear-extension

system, fly the flaps-up configuration with flaps up and
gear down.
1. Fly 1.3VS (1.3 times the stall speed flaps up) with flaps-up and
gear-up (if possible; see the note about automatic gear
extension above). Set the power to idle and smoothly pitch up
to reduce airspeed and maintain altitude until the stall warning
horn sounds, then recover. During this maneuver, the upper
Stall Warning
AOA pointer will approach the yellow and black hash band. Horn Range
When the stall warning horn sounds, the upper AOA pointer
must be within the Stall Warning Horn Range (from the top of
the black crosshatch area to 50% of the black crosshatch length
below the yellow/black crosshatch transition).
2. At altitude and after determining the area is clear of traffic, fly

the normal approach speed in the LANDING configuration (full
flaps-down and gear-down) in level flight. Set the power to
idle and smoothly pitch up to reduce airspeed and maintain
altitude until the stall warning horn sounds, then recover.
During this maneuver, the lower AOA pointer will approach the
yellow and black hash band and when the stall warning horn
sounds, the lower AOA pointer must be within the Stall
Warning Horn Range (from the top of the black crosshatch area
to 50% of the black crosshatch length below the yellow/black

crosshatch transition).
3. If items 1 and 2 are satisfactory, then the system calibration is
complete and verified.
If the upper or lower AOA pointer does not approach the yellow and black hash band or the stall horn
does not sound as described during the IN-FLIGHT POST CALIBRATION AOA CHECK PROCEDURES, the
calibration will need to be rejected in the installation menu after landing. The cause of the failure must
be determined and the calibration procedure will need to be re-flown. Below are a few items to check
before contacting Aspen Avionics for help.
• Verify that the stall speeds from the POH or the previous airspeed indicator were correctly
entered in the EFD in accordance with the installation procedures.
• Verify the calibration weight of the airplane was accurately entered.
• Verify there are no significant leaks in the pitot or static system.
• Verify that the stall warning horn is calibrated correctly in accordance with the airplane
maintenance manual.
CALIBRATION TROUBLESHOOTING PROCEDURES

The table below shows the messages that could be presented during the calibration process and how to
correct them.
PROMPT PROCEDURES
It will be necessary to fly the calibration procedure again, making sure
the airspeed tolerance is maintained. The airspeed needs to be
ACQUISITION FAIL: IAS
maintained within +/-3 knots (or MPH). Turbulence could be the
problem.
It will be necessary to fly the calibration procedure again making sure

ACQUISITION FAIL: PITCH the pitch tolerance is maintained. The pitch needs to be maintained with
no more than one degree of change. Turbulence could be the problem.

the vertical speed tolerance is maintained. The vertical speed needs to
ACQUISITION FAIL: VERT SPEED
be maintained with no more than 100 PFM. Turbulence could be the
problem.

ACQUISITION FAIL: ROLL the roll tolerance is maintained. The roll needs to be maintained with no
more than two degrees of change. Turbulence could be the problem.
It will be necessary to fly the calibration procedure again. The data from
CALIBRATION FAILED the first and second calibration steps did not correlate. Turbulence
could be the problem.
It will be necessary to fly the calibration procedure calibration procedure

again. If the error is displayed a second time, something is wrong with
AOA COMPUTATIONAL ERROR
the system. Abandon the calibration and contact an Aspen Field Service
Engineer.

PROMPT PROCEDURES
Perform an AHRS RESET. Fly the calibration procedure again in smooth

air. If the error occurs again, abandon the calibration. The Aspen
SENSOR ERROR: CROSS CHECK ATTITUDE
equipment should not show CROSS-CHECK ATTITUDE. The Aspen
system may require maintenance.
The system did not receive a GPS signal. It will be necessary to fly the
calibration procedure again. There should be no GPS failure indications
SENSOR ERROR: GPS
on the Aspen display. A GPS failure must be corrected before calibration
can be accomplished.
The AOA system did not receive adequate airspeed information. This is
rare without an Aspen display airspeed failure indication. If the Aspen
SENSOR ERROR: IAS Display does not show a failure, fly the calibration procedure again in
smooth air. If the error occurs again, abandon the calibration. The
Aspen system may require maintenance.
If the Aspen display does not show a failure, fly the calibration procedure
SENSOR ERROR: VS again in smooth air. If the error occurs again, abandon the calibration.
The Aspen system may require maintenance.
If the Aspen display does not show a failure, fly the calibration procedure
SENSOR ERROR: TAS again in smooth air. If the error occurs again, abandon the calibration.
The Aspen system may require maintenance.
If the Aspen Display does not show a failure, fly the calibration
SENSOR ERROR: AHRS FAIL procedure again in smooth air. If the error occurs again, abandon the
calibration. The Aspen system may require maintenance.


: Reserved

: Third Party ADSB Installation Information

L-3 NGT-2500
L-3 NGT-9000/9000+/9000D
Garmin GDL 88 and GTX 345

This appendix provides installation instructions for connecting the EFD1000/500 system to the L-3
NGT-2500, NGT-9000, NGT-9000+, NGT-9000D, Garmin GDL 88, and Garmin GTX 345. The L-3 NGT-
9000R and NGT-9000RD are not eligible for integration with the EFD displays.
M1 Installation Limitations
• EFD (including EBD) displays require MAP software version 2.8.2 or later for the L3 NGT’s and
2.8.3 or later for the GDL 88 and GTX 345.
• EFD1000 MFD when used as Backup Attitude – do not parallel PFD pin 8 (31) with MFD1000 pin
8 (31). Only the PFD or the MFD1000 can be connected, not both.
• The NGT-9000/9000+/9000D systems require software version 1.1 or later, the NGT-2500
requires composite software version 1.2 or later, the GDL 88 requires system software v3.33 or
later and the GTX 345 requires software 2.05 or later.
• GDL 88/GTX 345 installations, the EFD does not display “NO POSN” and “FAULT”. Verify these
are provided for on the GPS (GNS or GTN or other) otherwise external annunciators may be
required.
• GDL 88/GTX 345 installations, the interface (as configured as Optimized Legacy ADS-B) does
not allow for integration with (active) TAS/TCAS traffic systems.
• Installation of ADS-B traffic functionality in an aircraft with TAS or TCAS is prohibited, unless the
TAS or TCAS is contained in or connected to the ADS-B (such as the NGT-9000+)
• Installation of ADS-B traffic functionality in an aircraft with TIS-A is prohibited. TIS-A must be
configured off if contained in a Mode S transponder (i.e. GTX330).
• The EFD display requires a mag var (magnetic variation) input from an external GPS. All panel
mounted GPS displays shown in Section 9 provide this data.
• The EFD display(s) must be installed such that the crew has an unobstructed view of the display
when seated in the normal position.
• A maximum of three EFD displays can be connected to a single RS-422 port on the NGT-
2500/9000/9000+/9000D, GDL 88 or GTX 345. No other devices can be connected to this port.
M2 Operating Instructions and Equipment Limitations
1. FIS-B information is to be used for pilot planning decisions and pilot near-term decisions
focused on avoiding areas of inclement weather that are beyond visual range or where poor
visibility precludes visual acquisition of inclement weather. FIS-B weather and NAS status
information may be used as follows:
(a) To promote pilot awareness of own ship location with respect to reported
weather, including hazardous meteorological conditions, NAS status indicators,
and enhance pilot planning decisions and pilot near-term decision-making.
(b) To cue the pilot to communicate with the Air Traffic Control controller,
Flight Service Station specialist, operator dispatch, or airline operations control
center for general and mission critical meteorological information, NAS status
conditions, or both.

2. FIS-B information, including, weather information, NOTAMs, and TFR areas, are intended for the
sole purpose of assisting in long- and near-term planning decision making. The system lacks
sufficient resolution and updating capability necessary for aerial maneuvering associated with
immediate decisions.
M3 Additional Information
• When ADS-B and XM are both set in the install menu, the ADS-B weather data is suppressed.
• When ADS-B and ARINC Traffic are both set in the installation menu, the ARINC-429 traffic data
is suppressed.
• The NGT-9000/9000+/9000D and NGT-2500 systems show the service status (coverage) of the
ground stations. Refer to the respective L-3 Installation Manuals for more information.
M4 EFD TSO Wiring to NGT-2500/9000/9000+/9000D and GDL 88/GTX 345
EFD1000
1 PFD NGT-
9000 NGT- GDL GTX
9000+ 2500 88 345 5 Description
9000D
4 4
P1 P1 P1 P2
5 6 3 2
RS232_(RX0)RX1 (31)8 53 22 75 12 RS- 422 OUTPUT A*
52 23 56 11 RS- 422 OUTPUT B*
*Note – Garmin labeling (A and B) is reversed. Pin numbering

is correct, wire as shown.
EFD1000
1 1 EFD1000/500 requires MAP software 2.8.2 or later for
MFD
NGT’s and 2.8.3 or later for GDL/GTX installations.
2 Use Double shielded twisted pair. A single shielded twisted

pair with metal overbraid may be used. 24 AWG minimum
5 6 3
MIL 27500.
RS232_(RX0)RX1 (31)8
3 The ADS-B RS232 output may connect with PFD and EFD500/
1000 MFD pin 8 (31). CAUTION – EFD1000 MFD installations
with EBB and no standby Attitude cannot wire to both the
MFD1000 and PFD, pick one. 3 EFDs total (including co-pilot
side) may be connected to the one ADS-B RS232 transmitter.
EFD500 Converter not required.
1
MFD 4 The Shield grounds should be terminated at the EFD1000
displays only.
EFD1000/500 configuration setting and ADSB system software

5
5 6 version requirements:
RS232_(RX0)RX1 (31)8
EFD1000/500 ADSB System
RS232 IN PORT ( ) (required sw level)
“ADSB TYPE 2” NGT-2500

(software 1.2 or later)
“ADSB TYPE 3” NGT-9000/9000+/9000D

(software 1.1 or later)
GDL 88
“ADSB TYPE 4”
(system software v3.33 or later)
GTX 345
“ADSB TYPE 4”
(system software v2.05 or later)
6 RX2 and RX3 also available for ADSB connections. See

CAUTION in Note 3 above if MFD with EBB and no standby
attitude.
Figure M1: ADSB Interconnect to EFD Displays

M5 NGT-2500/9000/9000+/9000D and GDL 88/GTX 345 Configuration
Set the RS-422 Baud Rate to 115200 on the NGT-2500/9000/9000+/9000D. Set the GDL 88 and GTX
345 RS422 output port to “Optimized Legacy ADS-B”(OPT LGCY ADSB). Note - The latest version of the
GDL 84/88 Install Tool will be required, the current GTN series software does not allow for selecting
“Optimized Legacy ADS-B”.
M6 PFD/MFD/EBD Configuration
The following steps need to be performed before the EFD will display the traffic and weather data from
the ADS-B system:
1. Unlock the ADS-B, See Tech Note TN2014-02.

2. For NGT-9000/9000+/9000D integrations, configure the PFD/EBD and any connected MFD’s RS-
232 IN PORT ( ) to “ADSB TYPE 3”.
3. For NGT-2500 integrations, configure the PFD/EBD and any connected MFD’s RS-232 IN PORT ( ) to
“ADSB TYPE 2”.
4. For GDL 88 and GTX 345 integrations, configure the PFD/EBD and any connected MFD’s RS232 IN
PORT ( ) to “ADSB TYPE 4”.
NOTE
Setting the RS-232 IN PORT to the incorrect setting could result in flashing traffic symbols.
M7 ADS-B Operation with PFD/MFD/EBD
ADS-B Weather (FIS-B) is displayed on the dedicated “Weather” page of the MFD. Weather on the
PFD/EBD is displayed within the HSI and is displayed by pressing the 1/2 line select key (with SV option
1/3), then pressing the “NXRD” line select key.
ADS-B Traffic (TIS-B) is displayed on the dedicated “Traffic” page of the MFD. Traffic on the PFD/EBD is
displayed within the HSI and is displayed by pressing the 1/2 line select key (with SV option 1/3), then
pressing the “TFC” line select key.
M8 System Checkout
The following steps need to be performed after the EFD1000/500 system is connected to the L-3 traffic
system and the L-3 traffic system checkout is completed per the L-3 installation manual:

M8.1 NGT-9000/9000+/9000D and EFD1000/500 System Checkout

1. Power up all EFD systems and the NGT-9000/9000+/9000D system and verify that the EFD does
not display any Red X’s before continuing.
2. Verify that the GPS is acquired for the NGT-9000/9000+/9000D and that the EFD does not display a
GPS failure.
3. Place the NGT-9000/9000+/9000D transponder mode to ALT or BACKUP and verify that the NGT-
9000/9000+/9000D display does not show TRAFFIC UNAVAILABLE.
4. Enable the traffic on the PFD or EBD HSI and verify the TFC annunciation (in the lower left corner of
the display) is displayed in green font without a red slash.
5. Select a traffic view on each MFD and verify that the TFC FAIL annunciation is not displayed.
6. If more than one Aspen display is connected, observe the green TFC annunciation on all EFD
displays for a minimum of three minutes. Verify that the green TFC annunciation remains on
continuously.
7. Check EMC by completing Section 10.6.22 of this manual.
Note: When System Test is selected on the NGT-9000/9000+/-9000D display, the EFD traffic
information matches the NGT-9000/9000+/-9000D display except the traffic symbols can be non-
directional. The horizontal vector lines extending from the traffic symbols are not displayed on the EFD
displays.
M8.2 NGT-2500 and EFD1000/500 System Checkout

1. Power up all EFD systems and the NGT-2500 system.
2. Verify that the GPS is acquired for the NGT-2500 and that the EFD does not display a GPS failure.
3. Enable ground test mode on the NGT-2500 utilizing the L-3 system checkout procedures
4. Using the L-3 installation manual set the NGT-2500 groundspeed to 7 knots or greater and input
true heading to the NGT-2500.
5. Set the transponder mode to ON, ALT or BACKUP. If installed, select ALT on the CP-2500.
6. Enable the traffic on the PFD’s HSI and verify the TFC annunciation (in the lower left corner of the
display) is displayed in green font without a red slash.
continuously.
Note: When Self TST is selected on the CP-2500 (if installed; the CP-2500 is an optional controller for
the NGT-2500), three directional traffic symbols are shown on the EFD Displays. The position of the
symbols varies can with the latitude of the aircraft. Use the following information for verification:
1. -02 Climbing
2. +10 Descending
3. -10 Descending

M8.3 GDL 88/GTX 345 and EFD1000/500 System Checkout

1. Verify the GDL 88/GTX 345 installation is complete and the system operates properly.
2. Power up all EFD systems and the GDL 88/GTX 345 system.
3. Verify that the GPS is acquired for the GDL 88/GTX 345 and that the EFD does not display a GPS
failure.
4. Set the transponder mode to ALT.
5. Enable Traffic on the PFD (if configured) and verify the “TFC” annunciation (in the lower left corner of
the
display) is displayed in green font without a red slash.
continuously.

– Aspen Evolution Backup Display

EFD1000 EBD
CAUTION:
Do not remove any airspeed indicators that are of the Vmo or barber pole type
as they have an overspeed-warning alert generated by the indicator or by a
separate circuit. The existing type certificated overspeed warning alert is the
only overspeed warning allowed at this time under this STC.

The installation instructions in this appendix are the approval under AML-STC SA10822SC to install the
EFD1000 EBD as a backup display to non-Aspen Primary Flight Displays. Non-Aspen primary flight
displays are display systems such as (but not limited to) the Garmin G500/600, Garmin G1000, and
Avidyne Entegra.
Use this appendix along with the references described in Section N2 below (references to sections of
this manual) to complete the installation.
N1 Installation Limitations:
1. The backup display system must use the exact components defined in Section 1, Figure 1-5 of
this manual.
2. The EBD must be installed in the Pilot’s Primary Field of View as defined in Section N4 of this
appendix.
3. The EBD display must be installed vertically, no horizontal mounting permitted.
4. Do not remove any airspeed indicators that are of the Vmo or barber pole type as they have an
overspeed-warning alert generated by the indicator or by a separate circuit. The existing type
certificated overspeed warning alert is the only overspeed warning allowed at this time under
this STC. The airspeed markings on the EBD must be exactly duplicated. The existing Vmo
airspeed indicator must remain operational to permit continued audio function.
5. If the airspeed tape on the EBD cannot be configured to look exactly like the existing airspeed
indicator then the existing airspeed indicator must remain within the Pilot’s Primary Field of
View. The TAPES must be LOCKED OFF so that the airspeed and altimeter tape is out of view.
6. This installation is not authorized as a Backup Display for Category II Operations.
7. The EFD1000 system altimeter has not been evaluated for RVSM operations. The installer
should determine if this is relevant to their RVSM aircraft installation. The installer must assure
that the installation of the EBD into the static system does not affect the RVSM certification.
8. The EBD must be a P/N 910-00001-027 or -010 with internal 30-Minute battery.
9. It must be placarded as follows:
a. The placard (Figure N1) must be located near the EFD1000 EBD within the pilot’s
maximum field of view (see Figure N2).
b. The placard must be in black and white (white letters on black background or black
letters on white background) in a font no smaller than other placards in the aircraft and
reads as follows:
Figure N1 – Required Placard
The placard requires the EBD’s battery capacity to be verified prior to each flight.
10. The EFD1000 EBD Backup display is not approved for connection to an autopilot under this STC.
Separate approval required. EA100 connection is approved.

11. If the aircraft has dual independent electrical systems then the non-Aspen PFD must be installed
on one bus and the EFD1000 EBD must be installed on the other independent bus.
12. If the aircraft has dual independent pitot and/or static systems then the non-Aspen PFD must be
installed on one system and the EFD1000 EBD must be installed on the other independent pitot
and/or static system.
13. Do not position the EBD where it could inhibit the primary display of engine parameters needed
by any pilot to set power within established limitations, in any normal mode of operation or to
properly set or monitor powerplant limitations during the engine starting mode of operation.
The positioning described in this section meets the requirements as long as engine instruments
are not moved. Any change in the engine instruments is beyond the scope of this STC and must
be separately approved.
14. The primary attitude indicator must not exclusively rely on pitot/static inputs for its operation
unless:
a. The EFD1000 has P/N 910-00001-027 and software version 2.10.2 or later and a GPS is
connected to support degraded mode.
15. Installations that include an EFD1000 EBD require that there be an alternate static valve
accessible to the pilot while seated in the normal position. Installation of an alternate static
valve is outside the scope of the EFD1000 STC.
N2 Instructions to Complete Installation
All references below to section numbers are sections within this manual unless a different document
number is specified.
1. Verify the aircraft to be modified is on the Aspen AML-STC SA10822SC. Verify the aircraft is not
listed in Table N1- Exceptions to the AML.
2. Complete Table 5-3, Pre-Modification Checklist.
3. Make the mechanical installation to the EBD and associated peripheral equipment per Figure N2
and section 6 of this manual. The CM per Section 6.11. The RSM per Section 6.9.
4. Make the electrical installation of the system per Sections 7, 8 and 9, in particular using Figure
9-1, 9-1A and 9-9B (or 9-9C). Connection to a GPS to support Degraded Mode is recommended
for systems with Software Version 2.10.2 or later.
5. Install the placard (Figure N1) near the EBD within the Pilot’s Primary Field of View (Figure N2).
6. Make any optional connections to an ACU, ADS-B, EWR50 or other device per section 9 of this
manual.
7. Perform system configuration, checkout and RSM calibration per section 10 of this manual. See
Figure N5 for “TAPES” configuration.
8. Perform flight check per section 11 of this manual.
9. Complete the form in Appendix B, Installation Final Check Sheet.
10. Complete the ICA requirements as specified throughout the manual for marking equipment
locations in Figures 1, 2 & 3 of ICA document 900-00012-001 Rev AE or later. Furnish the ICA
to the owner/operator for inclusion in aircraft permanent records.

Complete the AFMS document 900-00008-001 Rev AN or later and furnish to owner/operator
for inclusion in aircraft permanent records. See Appendix C for instruction on completing the
AFMS.
N3 Aircraft Exceptions to the AML
Aspen has determined that the Airplane configurations in the following table will not meet the Field of
View requirements for installation of the Aspen EBD. This list is not exclusive. The Primary Field of
View requirement must be met for any installation.
Aircraft Make Aircraft Model(s)
Beechcraft Corporation G36, G1000 equipped
G58, G100 equipped
Cirrus Design Corp. SR20, SR22, G100 or Avidyne PFD equipped
Diamond Aircraft Industries DA 40, G1000 equipped
Mooney International Corporation M20, G1000 equipped
SOCATA TBM 700, G1000 equipped
Textron Aviation Inc. 172, G1000 equipped
(Cessna Aircraft Company)

182, G1000 equipped
208, G1000 equipped
206, G1000 equipped
Table N1 – Exceptions to the AML
N4 Backup Display Positioning
FAR 23.1311(a)(5) requires that:
For certification for Instrument Flight Rules (IFR) operations, have an independent magnetic direction
indicator and either an independent secondary mechanical altimeter, airspeed indicator, and attitude
instrument or an electronic display with parameters for the altitude, airspeed, and attitude that are
independent from the airplane's primary electrical power system. These secondary instruments may be
installed in panel positions that are displaced from the primary positions specified by Sec. 23.1321(d), but
must be located where they meet the pilot's visibility requirements of Sec. 23.1321(a).

Sec 23.1321(a): Each flight, navigation, and powerplant instrument for use by any required pilot during
takeoff, initial climb, final approach, and landing must be located so that any pilot seated at the controls
can monitor the airplane's flight path and these instruments with minimum head and eye movement. The
powerplant instruments for these flight conditions are those needed to set power within powerplant
limitations.
If a TC or STC uses vertically mounted attitude, airspeed and altimeter in a certain location in the panel,
the Aspen Evolution Backup Display can replace those instruments in the same location. Alternatively,
the Aspen Evolution Backup Display can be mounted vertically within the pilot’s primary maximum field
of view in accordance with FAR 23.1321(a). The requirements are ±35 degrees from the pilot’s
centerline horizontally (± 21 inches from centerline as defined by AC23-1311-1b) to an area just below
the basic T configuration to the glare shield vertically (see Figure N2 below).
Acceptable vertical placement

instrument hole below basic T
to glare shield)
21 inches 21 inches
35º 35º

Figure N2 - “Primary Field of View” – EBD and placard allowed locations

N5 EBD “TAPES” Configuration

Use this flowchart (Figure N3) to determine the configuration of the TAPES setting.
START
Aspen EBD
Requirements for
configuring Installation
Menu setting “TAPES”
STOP
Is the aircraft YES EBD
approved for Category II installation
Operations? not
approved
NO
Can
Does the
the EBD
aircraft have a Vmo YES NO
IAS tape be configured
“barber pole” backup
to match the
Airspeed
mechanical
Indicator?
indicator?
NO
YES
TAPES must be
Existing Vmo airspeed configured to
indicator cannot be removed LOCK OFF
from the aircraft but may be
relocated outside the Primary
Field of View
TAPES must be
configured to
LOCK ON
Existing Backup Airspeed and
Altimeter indicators must
remain within the Pilot’s
Primary Field of View. Aspen
EBD will be backup Attitude
only.
STOP
Figure N3 – EFD1000 EBD “TAPES” Configuration

N6 Other Considerations
• When properly connected, the Aspen Evolution Backup Display can be used as a backup
navigation indicator.
• Some altimeters have outputs for Baro setting and encoded altitude to an autopilot pre-selector,
transponder, traffic system, or other ancillary equipment. Verify no functions are being
eliminated that cannot be replaced from another source (i.e., blind encoder, etc.) prior to
removal of existing altimeter from aircraft.
• When the EFD1000 EBD with internal battery is used as the backup, the reliability of the aircraft
electrical system drives the requirement for a backup battery charge level that will permit
operation for at least 30 minutes, even in cold temperatures. This means the EBD internal
battery state of charge must be checked before flight, and if the state of charge is less than the
percentage prescribed in the AFMS, takeoff is prohibited under certain conditions until the
charge level is adequate.

– This Appendix is skipped
PFD PRO MAX With Internal High-

Performance 30-Minute Battery - Partial Panel Backup
Configuration
CAUTION:
This installation configuration has specific requirements that allow for a single PRO MAX PFD with
Internal High-Performance 30-Minute Battery installation (no MFD) in the Partial Panel Backup
Attitude Configuration. This installation is accomplished in accordance with an FAA Equivalent
Level of Safety (ELOS Memo # SA02949A-A-S-1) and has very specific installation requirements
that must be met. See Figure 4-2 and this Appendix.
CAUTION:
If the airspeed tape on the PFD PRO MAX cannot be configured to look exactly like the existing
airspeed indicator then the “Partial Panel Backup” installation is not approved under this STC.
Aircraft with these airspeed indicators would require an installation conforming to Figure 4-1.

The intent of the EFD1000 PRO MAX PFD Partial Panel Backup Configuration is to replace vacuum-driven
attitude and heading instruments with an Aspen EFD1000 MAX electronically-driven attitude and
heading indicator under the following conditions:
The electronic attitude and heading indicator must have an independent Backup battery that is capable
of at least 30 minutes of power to the new instrument in the event of a loss of primary electrical power.
The final installation and arrangement allows for use of partial panel techniques in the event of a loss of
the common electronic display of attitude and heading. Specifically, this requires an independent
airspeed indicator and altimeter, a compass and an electric rate-of-turn indicator that meets the
requirements of 14 CFR 23.1321 (arrangement and visibility).
An installed and operational graphical GPS system (meaning a functioning GPS with display and an
operational satellite constellation) for IFR operation with track depiction is required.
Compliance must meet all other applicable regulations as currently defined in AML STC SA10822SC.
An alternate static system is required.
The Rate-of-Turn indicator can be replaced by an existing or electric attitude indicator in accordance
with AC 91-75.
WARNING: Failure to adhere to these specific instrument layout requirements and the PRO MAX
PFD configuration requirements/limitations will violate the STC.
Section P1 – Steps to comply with the STC
Perform the following steps to install the PRO MAX PFD system under AML-STC SA10822SC:
1. Read Sections P2 and P3 below to determine whether the Rate-of-Turn (Turn and Slip or
Turn Coordinator) is to be replaced with the existing Attitude indicator or if it will remain.
2. Use Figure 4-2 in Section 4 of this manual to ensure the PRO MAX PFD is installed with the
required back-up instruments, placard, and graphical IFR GPS.
3. Verify Altimeter, Airspeed, Turn coordinator (or backup Attitude indicator) are in the
required locations per Figure P1.
4. Install the required Placard per Section P5 below.
5. Wire the system using Wiring diagrams in Section 9 of this document.
6. Insert the completed AFMS 900-00008-001 Rev AN or later FAA approved version in the
Airplane Flight Manual. See Appendix C for instructions on how to complete the AFMS.
7. Ensure the EFD1000 display is P/N 910-00001-021 and has MAP version 2.10.2 or later.
8. Install and enable the RSM with the internal emergency-use GPS sensor.
Section P2- Replacing the Rate-of-Turn Indicator with an Attitude Indicator
Refer to AC 91-75.
The existing attitude indicator may be removed from the aircraft unless it is required for autopilot,
flight director, or other avionic systems purposes. It may also be retained as the secondary source
of attitude and relocated to the turn and slip location.

Also note that in rate-based autopilots – the autopilot is using the turn and slip instrument for roll
input and therefore this instrument must not be removed from the aircraft. If it is also the autopilot
mode controller then it must remain in its original location (unless the autopilot manufacturer’s STC
allows for an alternate location). If it does not function as a mode controller then it may be relocated
or blind mounted.
A) Vacuum Attitude Indicator (if keeping)
Remove or relocate the Rate-of-Turn indicator, relocate the pneumatic Attitude Indicator to the
turn and slip location. No other location is approved.
Removal of the vacuum system or securing the vacuum lines that are not in use is not
authorized by this STC. Separate approval is required.
B) Electric Attitude Indicator
Caution: The electric attitude indicator must not rely on pitot/static inputs for its operation.
Remove the turn and slip indicator and install the electric Attitude Indicator at the Rate-of-Turn
location in accordance with AC 91-75 and the requirements of the attitude indicator
certification.
The PRO MAX PFD contains an internal battery that maintains power for 30 minutes under all
foreseeable operating conditions. A battery backup is not required for the electric Attitude
indicator or Rate-of-Turn indicator.
Section P3 -Rate-of-Turn Indicator Retained

The Rate-of-Turn indicator will remain in its original location as part of the Partial Panel
Configuration.
Before removing the Attitude indicator, make sure it is not being used by other avionics systems,
radar stabilization, or the autopilot. If not being used, then it can be removed from the aircraft.
If it is being used as a flight director, then make note of the following:
If the existing attitude indicator includes a required flight director that cannot be displayed on the
PRO MAX PFD, then it must be relocated to a position within the pilot’s primary maximum field of
view in accordance with FAR 23.1321(a). The requirements are ±35 degrees from the pilot’s
centerline horizontally (± 21 inches from centerline as defined by AC 23-1311-1b) to an area just
below the basic T configuration to the glare shield vertically (see Figure P1).
If there is no flight director, or it is displayed on the PRO MAX PFD, then the Attitude Indicator may
be repositioned elsewhere on the instrument panel, including the co-pilot side. The Attitude
Indicator must be located within the primary maximum field of view to qualify as a backup attitude
instrument.
Section P4 – Instrument Layout Requirements

See Figure P1 - The existing independent airspeed indicator (ASI) must remain to the immediate left
of the PFD. The existing independent altimeter (ALT) must remain to the immediate right of the

PFD. The Turn Coordinator or Turn and Slip indicator (or backup Attitude) must remain to the left of
the PFD and below the airspeed.
ASI ALT Acceptable vertical placement

instrument hole below DG/
PFD HSI to glare shield)
Turn
&
Slip
21 inches 21 inches
35º 35º

Figure P1 – Instrument Layout and Primary Field of View for Placard and Flight Director
WARNING: Failure to adhere to these specific instrument layout requirements will violate the STC.
Section P5 - Placard
It is required that a placard be installed near the PRO MAX PFD within the pilot’s Primary Maximum Field
of View (see section 4.9.6 for the definition of Primary Maximum Field of View and Figure P1). The
placard must not be easily erased, disfigured, or obscured. The placard must be in black and white
(white letters on black background or black letters on white background) in a font no smaller than other
placards in the aircraft and reads as follows:
The placard requires that the PFD battery is checked prior to each flight.
END


900-00003-001 CL EFD1k-5c SW2 X Instl Manual

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900-00003-001 CL EFD1k-5c SW2 X Instl Manual

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EFD1000 and EFD500 SW v2.

EFD1000 and EFD500

Including the “VFR” PFD – Appendix I

Aspen Document # 900-00003-001 Revision CL

DOCUMENT # 900-00003-001 PAGE 1-422 REVISION CL

SPECIAL NOTES TO THE INSTALLER

DOCUMENT # 900-00003-001 PAGE 2-422 REVISION CL

DOCUMENT # 900-00003-001 PAGE 3-422 REVISION CL

Earlier revisions are on file

See ECO Record For Release

DOCUMENT # 900-00003-001 PAGE 4-422 REVISION CL

Reproduction for any other purpose is strictly prohibited.

DOCUMENT # 900-00003-001 PAGE 5-422 REVISION CL

DOCUMENT # 900-00003-001 PAGE 6-422 REVISION CL

2.3 REMOTE SENSOR MODULE (RSM) ......................................................................................... 55

DOCUMENT # 900-00003-001 PAGE 7-422 REVISION CL

4.7 EA100 INSTALLATION LIMITATIONS ..................................................................................... 73

6.10.10 RSM INTERNAL MOUNT................................................................................................... 132

DOCUMENT # 900-00003-001 PAGE 10-422 REVISION CL

8.2.4 GPS RECEIVER .............................................................................................................. 153

10 CONFIGURATION AND EQUIPMENT CHECKOUT ........................................................... 231

DOCUMENT # 900-00003-001 PAGE 12-422 REVISION CL

10.4.7.2 INSTALLATION MENU PAGE – IAS CONFIG B ........................................................................ 252

10.4.10.6 EXITING / SAVING DATA............................................................................................. 270

10.6.27 EA100 ADAPTER TESTING ............................................................................................... 294

DOCUMENT # 900-00003-001 PAGE 15-422 REVISION CL

DOCUMENT # 900-00003-001 PAGE 16-422 REVISION CL

Table 8-12: ACU2 ARINC 429 Output .............................................................................................. 162

DOCUMENT # 900-00003-001 PAGE 17-422 REVISION CL

DOCUMENT # 900-00003-001 PAGE 18-422 REVISION CL

DOCUMENT # 900-00003-001 PAGE 22-422 REVISION CL

List of Definitions, Acronyms, Abbreviations

DOCUMENT # 900-00003-001 PAGE 23-422 REVISION CL

1.1 Part Numbers

Part Number Description

Table 1-1: TSO Part Numbers

DOCUMENT # 900-00003-001 PAGE 24-422 REVISION CL

Part Number Description

1.1.1 Authorized Display Configurations

DISPLAYS PFD EFD1000 EFD500 EFD1000

Table 1-2: Authorized Display Configurations

DOCUMENT # 900-00003-001 PAGE 25-422 REVISION CL

1.1.2 Optional and Standard Features of Each Display System

Table 1-3: Display System Options

DOCUMENT # 900-00003-001 PAGE 26-422 REVISION CL

1.1.3 Latest Approved Software Versions

Software Part Number and

EFD1000/500 MAX Display

EFD1000/500 MAX Display

302-00014-009 MAP Version

Analog Control Unit2 (ACU2) 910-00004-10x Version 2.0

EA100 910-00013-001 Version 1.2

CG100 910-00014-001 Version 1.1.1

Table 1-4: Latest Approved Software Versions

DOCUMENT # 900-00003-001 PAGE 27-422 REVISION CL

1.1.4 EFD1000/500 System Authorized Software Configurations

EFD1000 MFD and/or EFD500 MFD

Table 1-5: Authorized Software Configurations

DOCUMENT # 900-00003-001 PAGE 28-422 REVISION CL

1.1.5 Authorized System Components of Each Display System

EFD1000 PFD PRO, TSO

910-00001-001, -009, -011, -021

Pick one 300-00001-012 CM IMAGE