Esterline Cma5024

INSTALLATION MANUAL
CMA-5024 GLS Sensor Unit (GLSSU)

P/N 100-601967-100
The conditions and tests required for TSO approval of this article are
minimum performance standards. Those installing this article, on or in
a specific type or class of aircraft, must 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 according to 14 CFR part 43 or the applicable
airworthiness requirements.
CMC Electronics Inc.

600 DR. FREDERIK PHILIPS BOULEVARD, ST. LAURENT,
QUEBEC, CANADA H4M 2S9 TEL: (514) 748-3148
FAX: (514) 748-3100
The document reference is online, please check the correspondence between the online documentation and the printed version.
34-52-81-1
INSTALLATION MANUAL
CMA-5024 GLS Sensor Unit (GLSSU)

P/N 100-601967-100
The conditions and tests required for TSO approval of this article are
minimum performance standards. Those installing this article, on or in
a specific type or class of aircraft, must 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 according to 14 CFR part 43 or the applicable
airworthiness requirements.

600 DR. FREDERIK PHILIPS BOULEVARD, ST. LAURENT,
QUEBEC, CANADA H4M 2S9 TEL: (514) 748-3148
FAX: (514) 748-3100
Publication No. 5024-GEN-0801

Manual P/N: 929-600069-000 November 21, 2008
Revision 1 January 19, 2009
This document includes Proprietary Information and shall not be reproduced or communicated to third party
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without prior written permission by CMC Electronics Inc.
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November 21, 2008
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INSTALLATION MANUAL
CMA-5024 GLSSU
LIST OF EFFECTIVE PAGES
NOTE
The portion of the text affected by the latest change is indicated by a
vertical line in the margin of the page. Changes to illustrations are indicated by
miniature pointing hands or black vertical lines.
Original ................... 0.................... November 21, 2008
Revision.................. 1.................... January 19, 2008
SUBJECT PAGE DATE SUBJECT PAGE DATE
Title T-1 Jan 19/09 12 Nov 21/08

13 Jan 19/09
List of Effective Pages LEP-1 Jan 19/09 14 Nov 21/08
LEP-2 Jan 19/09 15 Jan 19/09
LEP-3 Jan 19/09 16 Nov 21/08
LEP-4 Blank 17 Nov 21/08
18 Nov 21/08
Record of Revisions RR-1 Nov 21/08
RR-2 Blank 19 Nov 21/08
20 Nov 21/08
Service Bulletin List SB-1 Nov 21/08 21 Nov 21/08
SB-2 Blank 22 Nov 21/08
23 Jan 19/09
Electrostatic Discharge ED-1 Nov 21/08 24 Jan 19/09
ED-2 Blank 25 Nov 21/08
26 Nov 21/08
List of Abbreviations LOA-1 Nov 21/08 27 Nov 21/08
LOA-2 Jan 19/09 28 Jan 19/09
29 Jan 19/09
Introduction INTRO-1 Nov 21/08
INTRO-2 Blank 30 Blank
Table of Contents TC-1 Nov 21/08 Installation 101 Nov 21/08

TC-2 Nov 21/08 102 Jan 19/09
TC-3 Nov 21/08 103 Nov 21/08
TC-4 Nov 21/08 104 Nov 21/08
TC-5 Nov 21/08 105 Nov 21/08
TC-6 Blank 106 Nov 21/08
107 Nov 21/08
Description and Operation 1 Nov 21/08 108 Nov 21/08
2 Jan 19/09 109 Nov 21/08
3 Jan 19/09 110 Nov 21/08
4 Jan 19/09 111 Nov 21/08
5 Jan 19/09 112 Jan 19/09
6 Jan 19/09 113 Nov 21/08
7 Nov 21/08 114 Nov 21/08
8 Nov 21/08 115 Nov 21/08
9 Nov 21/08 116 Nov 21/08
10 Nov 21/08 117 Nov 21/08
11 Nov 21/08 118 Nov 21/08
Page LEP-1
Revision 1 Jan 19, 2009
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INSTALLATION MANUAL
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LIST OF EFFECTIVE PAGES (cont'd)
Installation (cont’d) 119 Nov 21/08 A.19 Nov 21/08

120 Nov 21/08 A.20 Nov 21/08
A.21 Nov 21/08
A.22 Nov 21/08
Post Installation 201 Nov 21/08 A.23 Nov 21/08
202 Nov 21/08 A.24 Nov 21/08
203 Nov 21/08 A.25 Nov 21/08
204 Nov 21/08 A.26 Nov 21/08
205 Nov 21/08 A.27 Nov 21/08
206 Jan 19/09 A.28 Jan 19/09
207 Nov 21/08 A.29 Jan 19/09
208 Nov 21/08 A.30 Blank
209 Nov 21/08
210 Blank Appendix B B.1 Nov 21/08
B.2 Blank
Removal 301 Nov 21/08
302 Blank Appendix C C.1 Nov 21/08
C.2 Nov 21/08
Servicing 401 Nov 21/08
402 Blank C.3 Jan 19/09
C.4 Nov 21/08
Cleaning and Painting 501 Nov 21/08 C.5 Nov 21/08
502 Blank C.6 Nov 21/08
C.7 Nov 21/08
Approved Repairs 601 Nov 21/08 C.8 Nov 21/08
602 Blank C.9 Nov 21/08
C.10 Nov 21/08
Appendix A A.1 Nov 21/08 C.11 Nov 21/08
A.2 Nov 21/08 C.12 Nov 21/08
A.3 Nov 21/08 C.13 Nov 21/08
A.4 Nov 21/08
C.14 Nov 21/08
A.5 Nov 21/08
C.15 Nov 21/08
A.6 Nov 21/08
C.16 Nov 21/08
A.7 Nov 21/08
C.17 Jan 19/09
A.8 Nov 21/08
C.18 Nov 21/08
A.9 Nov 21/08
A.10 Nov 21/08 C.19 Jan 19/09
A.11 Nov 21/08 C.20 Nov 21/08
A.12 Nov 21/08 C.21 Nov 21/08
A.13 Nov 21/08 C.22 Nov 21/08
A.14 Nov 21/08 C.23 Nov 21/08
A.15 Nov 21/08 C.24 Jan 19/09
A.16 Jan 19/09 C.25 Nov 21/08
C.26 Nov 21/08
A.17 Nov 21/08 C.27 Nov 21/08
A.18 Nov 21/08
C.28 Nov 21/08
Page LEP-2
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CMA-5024 GLSSU
LIST OF EFFECTIVE PAGES (cont'd)
Appendix D D.1 Nov 21/08 Appendix F F.1 Nov 21/08

D.2 Nov 21/08 F.2 Jan 19/09
D.3 Nov 21/08 F.3 Nov 21/08
D.4 Nov 21/08 F.4 Blank
D.5 Nov 21/08
D.6 Nov 21/08 Appendix G G.1 Nov 21/08
D.7 Nov 21/08 G.2 Nov 21/08
D.8 Nov 21/08
G.3 Nov 21/08
Appendix E E.1 Nov 21/08 G.4 Blank
E.2 Nov 21/08
E.3 Nov 21/08
E.4 Nov 21/08
E.5 Nov 21/08
E.6 Nov 21/08
E.7 Nov 21/08
E.8 Nov 21/08
E.9 Nov 21/08
E.10 Nov 21/08
E.11 Nov 21/08
E.12 Nov 21/08
E.13 Nov 21/08
E.14 Nov 21/08
E.15 Nov 21/08
E.16 Nov 21/08
E.17 Jan 19/09
E.18 Nov 21/08
E.19 Nov 21/08
E.20 Nov 21/08
E.21 Nov 21/08
E.22 Nov 21/08
E.23 Nov 21/08
E.24 Nov 21/08
E.25 Nov 21/08
E.26 Nov 21/08
E.27 Nov 21/08
E.28 Nov 21/08
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CMA-5024 GLSSU
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page LEP-4
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INSTALLATION MANUAL
CMA-5024 GLSSU
RECORD OF REVISIONS On receipt of revisions, insert pages and record

date inserted and initial.
ASSIGNED TO (JOB TITLE) LOCATION
REV. REVISION INSERTION REV. REVISION INSERTION

NO. DATE DATE BY NO. DATE DATE BY
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CMA-5024 GLSSU
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page RR-2
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INSTALLATION MANUAL
CMA-5024 GLSSU
SERVICE BULLETIN LIST
SERVICE MANUAL MANUAL

BULLETIN SUBJECT REVISION REVISION
NO. NUMBER DATE
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page SB-1
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CMA-5024 GLSSU
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page SB-2
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INSTALLATION MANUAL
CMA-5024 GLSSU
ELECTROSTATIC DISCHARGE
This equipment contains components which are sensitive to damage by electrostatic discharge (ESD).
Modules containing components sensitive to ESD are identified on the module by a label bearing the following
marking.
When these modules have to be replaced and returned for service the following precautions should be
observed:
1. Handle the modules as little as possible. Do not touch the leads, pin or tracks while handling.
2. Keep spare modules in the ESD protective packing until ready for use.
3. Discharge static before handling modules (removal or replacement) by touching a grounded metallic surface
such as rack or cabinet hardware. Use of wrist strap grounded through a one megohm resistor is preferred
when handling modules. (This ground should be the same as the equipment ground).
4. Do not slide static-sensitive modules over any surface.
5. Clothing must not come in contact with components or assemblies. Short sleeves are preferred; if long
sleeves are worn, they should be rolled up.
6. Package parts properly for storage or transportation. Modules which are removed from the equipment
should be placed into ESD protective packing immediately. Do not place any paper, card or other plastic inside
the ESD protective packing.
7. When packing these modules for storage or transportation, keep them in the bag. Fold over and seal the
mouth of the bag to keep out any static generating packing material (eg, foamed polystyrene). Pack around the
bag firmly to prevent motion which could generate static.
WARRANTY
In the case of any ESD sensitive module bearing the marking described above which is received by CMC not in
ESD protective packing, other than the initially reported fault, all warranty, present or future, is voided for failure
related to ESD sensitive components.
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page ED-1
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CMA-5024 GLSSU
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page ED-2
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INSTALLATION MANUAL
CMA-5024 GLSSU
LIST OF ABBREVIATIONS
ADS-B - Automatic Dependant Surveillance – Broadcast

AFCS - Automatic Flight Control System
APD - Aircraft Personality Data
APU - Auxilary Power Unit
ARINC - Aeronautical Radio Incorporated
BCD - Binary Coded Decimal

BIT - Built-In-Test
BITE - Built-In-Test Equipment
BNR - Binary Numerical Representative
C/A code - Course Acquisition Code

C/No - Carrier-to-Noise power density ratio
CCA - Circuit Card Assembly
CDU - Control/Display Unit
CPU - Central Processor Unit
CRA - Core GPS Receiver sub-Assembly
CRC - Cyclic Redundancy Check
DADS - Digital Air data System

dBHz - Decibels in one Hertz
DME - Distance Measuring Equipment
ECEF - Earth Centered Earth Fixed

EDS - Electronic Display System
EMI - Electromagnetic Interference
FAA - Federal Aviation Administration

FAS - Final Approach Segment
FMS - Flight Management System
FOM - Figure of Merit
GBAS - Ground Based Augmentation System

GLS - GPS Landing System
GLSSU - GPS Landing System Sensor Unit
GPS - Global Positioning System
GPU - Ground Power Unit
G/T - Gain/Temperature ratio
HDOP - Horizontal Dilution of Precision

HIL - Horizontal Integrity Limit
HS - High Speed bus
IBIT - Initiated Built-In Test

ID - Identification
ILS - Instrument Landing System
IRS - Inertial Reference System
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page LOA-1
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INSTALLATION MANUAL
CMA-5024 GLSSU
LIST OF ABBREVIATIONS (cont’d)
LNAV - Lateral NAVigation

LP - Localizer Performance
LPV - Localizer Performance with Vertical guidance
LRU - Line Replaceable Unit
LS - Low Speed bus
LSB - Least Significant Bit
MLVD - Minimum Linear Vertical Deviation

MOPS - Minimum Operational Performance Standards
MSB - Most Significant Bit
MSL - Mean Sea Level
MTBF - Mean Time Between Failure
N/A - Not Applicable

NACv - Navigation Accuracy Category for Velocity
NAVSTAR - Navigation System with Timing and Ranging
NCD - No Computed Data
NVM - Non-Volatile Memory
OEM - Original Equipment Manufacturer
PR - Pseudo Range
RAIM - Receiver Autonomous Integrity Monitoring

RF - Radio Frequency
RMS - Root Mean Squared
RTCA - Radio Technical Commission for Aeronautics
SATCOM - Satellite Communications

SBAS - Satellite Based Augmentation System
SDI - Source/Destination Identifier
SRM - Structural Repair Manual
SSM - Sign Status Matrix
SV - Space Vehicle
SVID - Space Vehicle Identifier
TCAS - Traffic Collision Avoidance System

TSO - Technical Standard Order
UTC - Universal Time Coordinated
VDOP - Vertical Dilution of Precision

VHF - Very High Frequency
VIL - Vertical Integrity Limit
VNAV - Vertical NAVigation
VSWR - Voltage Standing Wave Ratio
WAAS - Wide Area Augmentation System
Page LOA-2
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INSTALLATION MANUAL
CMA-5024 GLSSU
INTRODUCTION
This publication contains installation, replacement and maintenance instructions for the GPS Sensor made by
CMC Electronics Inc. An Illustrated Parts List (IPL) is not included with this manual.
The instructions in this manual provide information necessary to perform functions ranging from simple checks
to installation and replacement of the GPS Sensor.
This manual is divided into separate sections as follows:
Title Page Introduction

List of Effective Pages Description and Operation
Record of Revisions Installation
Service Bulletin List Post Installation Test
Electrostatic Discharge Removal/Replacement
List of Abbreviations Outline Drawings
Table of Contents Limitations
Refer to the Table of Contents for page location of applicable procedure section.
Unless otherwise stated, all weights and measurements in this manual are expressed in Imperial units.
This manual will be revised as necessary to show current information.
This document includes Proprietary Information and shall not be reproduced or communicated to third party Page INTRO-1
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INSTALLATION MANUAL
CMA-5024 GLSSU
TABLE OF CONTENTS
Section Title Page
SECTION I DESCRIPTION AND OPERATION ........................................................................................... 1

1. PURPOSE OF MANUAL ........................................................................................................................ 1
2. PURPOSE OF EQUIPMENT.................................................................................................................. 1
A. General ............................................................................................................................................. 1
B. Functions .......................................................................................................................................... 3
C. Major characteristics (GLSSU)......................................................................................................... 4
3. RELATED PUBLICATIONS.................................................................................................................... 6
4. EQUIPMENT IDENTIFICATION............................................................................................................. 6
5. EQUIPMENT LIMITATIONS................................................................................................................... 6
6. EQUIPMENT DESCRIPTION................................................................................................................. 7
A. Typical Installations without ILS/DME look-alike data bus interfaces .............................................. 7
B. Typical Installation with ILS/DME look-alike data bus interfaces (Class Delta 4) .......................... 10
C. Single, Dual and triple installation and interface restrictions.......................................................... 11
D. Aircraft Personality Data (APD) ...................................................................................................... 13
E. Aircraft system integration .............................................................................................................. 14
F. ARINC 743A-4 compatibility and retrofitting issues ....................................................................... 14
G. GLSSU Mechanical Description ..................................................................................................... 16
H. GLSSU Electrical Description......................................................................................................... 17
I. Core Receiver Assembly (CRA) Description.................................................................................. 19
J. High Integrity Switch (HIS) Description .......................................................................................... 20
K. GLSSU operating modes................................................................................................................ 22
7. EQUIPMENT SPECIFICATIONS (CMA-5024 GLSSU) ....................................................................... 23
SECTION II INSTALLATION ....................................................................................................................101

1. GENERAL...........................................................................................................................................101
2. SYSTEM PLANNING..........................................................................................................................101
3. ANTENNA INSTALLATION DATA .....................................................................................................103
A. GPS/SBAS Antenna Characteristics ............................................................................................103
B. GPS/SBAS Antenna Location ......................................................................................................105
4. ANTENNA CABLE SELECTION ........................................................................................................105
A. Theory...........................................................................................................................................105
B. RF Cable Type and Suppliers ......................................................................................................106
C. Cable length limits ........................................................................................................................106
5. OUTLINE DRAWINGS .......................................................................................................................108
A. GLSSU Outline .............................................................................................................................108
6. CONNECTOR PIN ASSIGNMENTS AND INTERWIRING ................................................................110
A. GLSSU NAVIGATION AIRCRAFT CONNECTOR J1..................................................................110
B. GLSSU APPROACH AIRCRAFT CONNECTOR J3....................................................................113
C. GENERAL INSTALLATION METHODS.......................................................................................116
7. PRELIMINARY WIRE HARNESS CHECKS ......................................................................................117
8. PRE-INSTALLATION INSPECTION...................................................................................................117
A. GLSSU Inspection ........................................................................................................................117
B. GPS/SBAS Antenna Inspection ...................................................................................................118
9. INSTALLATION ..................................................................................................................................118
A. Antenna Cable Layout and Routing Recommendations ..............................................................118
B. GPS Antenna Installation .............................................................................................................118
C. GLSSU installation .......................................................................................................................120
SECTION III POST INSTALLATION AND MAINTENANCE TESTS.......................................................201
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1. GENERAL...........................................................................................................................................201
2. TEST TOOLS AND AIRCRAFT SYSTEMS INFORMATION .............................................................201
3. POST INSTALLATION INSPECTION ................................................................................................201
A. GPS/SBAS antenna inspection ....................................................................................................201
B. GLSSU inspection ........................................................................................................................201
C. GLSSU Checks ............................................................................................................................202
4. OPERATIONAL GROUND TESTS.....................................................................................................205
A. Set-Up...........................................................................................................................................205
B. Check for system failures .............................................................................................................205
C. Check the GLSSU Navigation Mode ............................................................................................205
D. Check the Navigation Data...........................................................................................................205
E. Check the Predictive RAIM...........................................................................................................206
F. Verify that the HIS passes-through the DME/ILS data.................................................................206
G. Verify that the auxiliary HIS power inputs are functional..............................................................206
5. ELECTROMAGNETIC COMPATIBILITY AND INTERFERENCE TESTS.........................................206
A. Test cycle / pass-fail criteria .........................................................................................................206
B. Set-up ...........................................................................................................................................207
C. RF interference Tests ...................................................................................................................208
D. Rotor blade interference test ........................................................................................................209
SECTION IV REMOVAL ...........................................................................................................................301

1. GENERAL...........................................................................................................................................301
A. GLSSU..........................................................................................................................................301
B. GPS Antenna................................................................................................................................301
SECTION V SERVICING ..........................................................................................................................401
SECTION VI CLEANING AND PAINTING ...............................................................................................501
SECTION VII APPROVED REPAIRS.......................................................................................................601
APPENDIX A INTERFACE INFORMATION, GLSSU AIRCRAFT CONNECTOR SIDE (J1, J3)........... A.1
1. DISCRETE SIGNAL INTERFACES .................................................................................................. A.1

1.1 Discrete Inputs...............................................................................................................................A.1
1.1.1 ARINC 429 Source/Destination Identifier (SDI) Discrete inputs....................................................A.2
1.1.2 Air/Ground Discrete input ..............................................................................................................A.2
1.1.3 Discrete Outputs............................................................................................................................A.4
1.2 ARINC 429 INTERFACES.............................................................................................................A.5
1.2.1 ARINC 419/429 Data Interface Structures ....................................................................................A.5
1.2.2 ARINC 429 inputs..........................................................................................................................A.6
1.2.3 ARINC 429 data inputs configuration ............................................................................................A.6
1.2.4 ARINC 429 input data rates...........................................................................................................A.7
1.2.5 ARINC 429 input priority................................................................................................................A.7
1.2.6 ARINC 429 input data format ........................................................................................................A.7
1.2.7 SBAS Approach Selection data inputs ....................................................................................... A.14
1.2.8 ILS/DME data concentrator interface ......................................................................................... A.14
1.2.9 ARINC 429 Outputs.................................................................................................................... A.15
1.2.10 ARINC 429 output Status/Sign matrix (SSM) bits processing.................................................... A.16
1.2.11 ARINC 429 output data format ................................................................................................... A.16
1.2.12 Selected SBAS Approach outputs.............................................................................................. A.27
1.3 RS232/RS422 SERIAL BUSSES ............................................................................................... A.28
1.3.1 RS232 bus designation .............................................................................................................. A.28
1.3.2 Time-Mark output busses ........................................................................................................... A.28
APPENDIX B RESERVED........................................................................................................................ B.1
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CMA-5024 GLSSU
APPENDIX C SUPPLEMENTARY DATA FORMAT INFORMATION FOR ARINC 429 DATA LABELSC.1
1. DETAILED DESCRIPTION............................................................................................................ C.1

1.1 Label 002 - LTP/FTP Time To Go – Output ................................................................................... C.1
1.2 Label 012 - LTP/FTP Range Rate – Output................................................................................... C.1
1.3 Label 017 - Selected Runway Heading - Input/Output................................................................... C.2
1.4 Label 033 - Landing System Mode/Frequency - Input/Output ....................................................... C.2
1.5 Label 034 - VOR/ILS Frequency - Output ...................................................................................... C.3
1.6 Label 035 - DME Frequency - Output ............................................................................................ C.3
1.7 Label 040 - Set Altitude – Input ...................................................................................................... C.4
1.8 Label 041 - Set Latitude – Input ..................................................................................................... C.5
1.9 Label 042 - Set Longitude - Input ................................................................................................... C.5
1.10 Label 045 - Message Block Start - Input/Output ............................................................................ C.5
1.11 Label 046 - Message Block Body - Input/Output............................................................................ C.6
1.12 Label 056 - URA Offset - Output .................................................................................................... C.7
1.13 Label 060 - GLSSU Measurement Status - Output........................................................................ C.7
1.14 Label 126 - Flight Phase Word - Input............................................................................................ C.8
1.15 Label 130 - Autonomous HIL - Input/Output .................................................................................. C.9
1.16 Label 143 - Approach Area HIL - Output........................................................................................ C.9
1.17 Label 144 - Approach Area VIL - Output ...................................................................................... C.10
1.18 Label 146 - Satellite Deselect # 1 - Input ..................................................................................... C.10
1.19 Label 150 - Binary UTC - Input/Output......................................................................................... C.11
1.20 Labels 152 & 167 - Destination and Alternate Waypoint ETA - Input .......................................... C.12
1.21 Label 156 - Approach Selection Status - Output.......................................................................... C.12
1.22 Label 157 - Input Discrete Status - Input / Output........................................................................ C.13
1.23 Labels 162 & 163 - Destination and Alternate Waypoint ETA - Output ....................................... C.14
1.24 Label 170 - Satellite Deselect #2 - Input ...................................................................................... C.15
1.25 Label 201 - Distance to LTP/FTP - Output ................................................................................... C.16
1.26 Label 227 - Command Summary Word - Input/Output –.............................................................. C.16
1.27 Label 232 - GLS Airport ID #1 - Output ........................................................................................ C.17
1.28 Labels 242 & 244 - VOR Ground Station Identifier Words 1 & 2 - Output ................................... C.17
1.29 Label 243 - GLS Runway Selection - Output ............................................................................... C.18
1.30 Labels 246 & 247 - DME Ground Station Identifier Words 1 & 2 - Output ................................... C.18
1.31 Label 254 - GBAS ID - Output...................................................................................................... C.19
1.32 Label 255 - GBAS ID / GLS Airport ID #2 - Output ...................................................................... C.19
1.33 Label 260 - Date - Input/Output.................................................................................................... C.20
1.34 Labels 263 & 264 - Approach Identifier Words 1 & 2 - Output..................................................... C.20
1.35 Label 272 - Weight and Balance Discrete Word - Input ............................................................... C.21
1.36 Label 273 - GLSSU Status - Output ............................................................................................. C.21
1.37 Label 300 - DME Ground Station Identifier Words 1 & 2 - Output ............................................... C.22
1.38 Labels 301 to 303 - Aircraft Identification Words - Input .............................................................. C.23
1.39 Label 305 - SBAS PA Mode & Service Provider Selection - Input/Output ................................... C.23
1.40 Labels 306 & 307 - CRC 1 & 2 - Input/Output.............................................................................. C.24
1.41 Labels 343 & 347 - Destination and Alternate Waypoint Horizontal Integrity Level - Output....... C.25
1.42 Label 352 - Maintenance Discrete 1 - Input/Output ..................................................................... C.26
1.43 Label 355 - GNSS Fault Summary - Input/Output........................................................................ C.27
1.44 Label 356 - Maintenance Message - Input/Output ....................................................................... C.28
1.45 Label 377 - GLSSU Equipment ID - Input/Output ........................................................................ C.28
APPENDIX D GLSSU TROUBLESHOOTING INFORMATION............................................................... D.1
1. OUTLINE ........................................................................................................................................... D.1

1.1 GLSSU ARINC 429 OUTPUT INTERFACE CHECKS ...................................................................... D.1
1.2 GLSSU ARINC 429 INPUT INTERFACE CHECKS .......................................................................... D.3
1.3 Checking ARINC 429 input bus activity ............................................................................................. D.4
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1.4 CORRECTIVE ACTIONS FOR ELECTROMAGNETIC COMPATIBILITY......................................... D.6

1.5 LIGHTNING INDUCED TRANSIENT SUSCEPTIBILITY ................................................................... D.6
1.6 GUIDANCE TEST UP/RIGHT DEVIATIONS ..................................................................................... D.6
APPENDIX E AIRCRAFT PERSONALITY DATA (APD) CONFIGURATIONS .......................................E.1
1. INTRODUCTION ................................................................................................................................E.1
1.1 BLANK APD FORMS...........................................................................................................................E.2
1.2 APD PARAMETERS DESCRIPTION ..................................................................................................E.9
A. Aircraft Personality Data (On/Off Options) ....................................................................................E.9
B. Aircraft Personality Data (Numerical Parameters) ..................................................................... E.15
C. Aircraft Personality Data (Label ID Assignments) ...................................................................... E.18
D. Aircraft Personality Data (ILS/DME Look-Alike Options) ........................................................... E.19
E. Aircraft Personality Data (Selectable ILS & DME ARINC 429 Labels)....................................... E.20
1.3 PRE-DEFINED APD FILES PER GLSSU PART NUMBER ............................................................. E.21
A. APD File for GLSSU Part Number 100-601967-100 (APD CID 169-615462-000) .................... E.21
APPENDIX F BUILT-IN SBAS APPROACH DATABASE SELECTION AND LOADING .......................F.1
1. GENERAL...........................................................................................................................................F.1
1.1 SBAS Approach Database suppliers ...................................................................................................F.1
1.2 DLU/GLSSU data upload protocol.......................................................................................................F.1
1.3 Compatible data loaders......................................................................................................................F.2
1.4 Data Loading process..........................................................................................................................F.2
APPENDIX G EXAMPLE OF FAS BLOCK DATA GENERATION ......................................................... G.1
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LIST OF ILLUSTRATIONS
Figure Title Page
Figure 1. CMA-5024 GLSSU .................................................................................................................... 3

Figure 2. Equipment Identification ............................................................................................................ 6
Figure 3. Typical Class Beta 3 dual GLSSU installation (one side shown) .............................................. 8
Figure 4. Typical Class Delta 4 dual GLSSU installation (one side shown) ............................................. 9
Figure 5. Typical Class DELTA-4 dual GLSSU installation ...................................................................... 11
Figure 6. Typical retrofitted dual GLSSU ARINC743A-4 installation ........................................................ 16
Figure 7. GLSSU Functional Block Diagram ............................................................................................ 18
Figure 8. Core Receiver Assembly Block Diagram .................................................................................. 19
Figure 9. Applicable Standards (Sheet 1 of 2).......................................................................................... 23
Figure 10. GLSSU Physical, Power and Reliability Specifications ............................................................. 25
Figure 11. GLSSU Environmental Specifications (Sheet 1 of 2) ................................................................ 26
Figure 12. GLSSU Performance Specifications (Sheet 1 of 2)................................................................... 28
Figure 101. Typical Antenna Location .......................................................................................................... 101
Figure 102. Typical GPS/SBAS antenna (for reference) .............................................................................. 104
Figure 103. Cable Loss Considerations........................................................................................................ 107
Figure 104. GLSSU Outline Drawing............................................................................................................ 109
Figure 105. GLSSU J1 connector (seen from the front of the GLSSU)........................................................ 110
Figure 106. Pin Assignments (Sheet 1 of 2) ................................................................................................. 111
Figure 107. GLSSU approach aircraft connector J3 (seen from the front of the GLSSU) ........................... 113
Figure 108. Pin Assignments for J3; ARINC-429 Data and Discrete Interfaces .......................................... 114
Figure 109. Pin Assignments for J3; HIS Interfaces..................................................................................... 115
Figure 110. Pin Assignments for J3; Future Analog/Digital Interfaces ......................................................... 116
Figure 111. Antenna Coaxial Connector Sleeving........................................................................................ 119
Figure A-1. SSM Bits Setting........................................................................................................................ A.6
Figure A-2. ARINC 429 IRS/FMS Input Bus Data Labels ............................................................................ A.9
Figure A-3. ARINC 429 FMS/DADS Input Bus Data Labels ........................................................................ A.10
Figure A-4. ARINC 419 DADS input bus data labels ................................................................................... A.10
Figure A-5. ARINC 429 X-Talk input bus data labels................................................................................... A.11
Figure A-6. ARINC 429 OMS input bus data labels ..................................................................................... A.12
Figure A-7. ARINC 429 GP/DIFF input bus data labels ............................................................................... A.12
Figure A-8. ARINC 429 Data Loader input bus data labels ......................................................................... A.12
Figure A-9. ARINC 429 Freq/Function Data Source input bus data labels.................................................. A.12
Figure A-10. ARINC 429 DME input bus data labels ..................................................................................... A.13
Figure A-11. ARINC 429 ILS input bus data labels........................................................................................ A.13
Figure A-12. ARINC Output Data (GPS bus) (Sheet 1 of 3) .......................................................................... A.18
Figure A-13. ARINC Output Data (GLS bus) (Sheet 1 of 4) .......................................................................... A.21
Figure A-14. ARINC Output Data (ILS look-alike bus)................................................................................... A.25
Figure A-15. ARINC Output Data (DME look-alike bus) (Sheet 1 of 2) ......................................................... A.25
LIST OF TABLES
Table Title Page
Table 1 Aircraft Personality Data - On/Off Options ................................................................................ E.24

Table 2 Aircraft Personality Data - Numerical Parameters..................................................................... E.25
Table 3 Aircraft Personality Data - Label ID Assignments ..................................................................... E.26
Table 4 Aircraft Personality Data – ILS/DME Look-Alike Options .......................................................... E.27
Table 5 Aircraft Personality Data – Selectable ILS & DME ARINC 429 Labels ..................................... E.28
Table G-1. Final Approach Segment Data Message Block format.............................................................. G.1
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SECTION I
DESCRIPTION AND OPERATION
1. PURPOSE OF MANUAL
The purpose of this manual is to provide installation instructions for the CMA-5024 GPS Landing System
(GLS) Sensor Unit, thereafter "GLSSU".
This manual covers the following topics: Description, operation, installation, checkout, removal and
replacement of Line Replaceable Unit (LRU) equipment.
It is intended for use by aircraft technicians, mechanics and flight line personnel responsible for the
installation of electronic equipment aboard aircrafts and its maintenance at the flight line level. It can also
serve to the system integrator for designing and testing the aircraft installation.
2. PURPOSE OF EQUIPMENT
A. General
The GLSSU performs the sensor and approach guidance functions of an SBAS-based Area Navigation
(RNAV) aircraft system to be used for the en route, terminal area and approach phases of flight. The
GLSSU satisfies the requirements for the following instrument approach procedures: Lateral Navigation
(LNAV), Lateral Navigation/Vertical Navigation (LNAV/VNAV), Localizer Performance without vertical
guidance (LP), and Localizer Performance with vertical guidance (LPV). The GLSSU is compliant with
RTCA/DO-229D, TSO-C145b Class Beta-3 and TSO-C146b Class Delta-4.
Beta functional class equipment consists of a GPS/SBAS sensor that determines position (with integrity)
and provides position and integrity data to an integrated navigation system (e.g., flight management
system, multi-sensor navigation system). This equipment also provides integrity in the absence of the
SBAS signal through the use of Fault Detection and Exclusion (FDE). Since it is purely a sensor, it does
not provide direct pilot interfaces.
Delta functional class equipment consists of both the GPS/SBAS position sensor (defined by Class
Beta) and a navigation function, so that the equipment provides path deviations relative to a selected
final approach path. Class Delta does not provide an RNAV capability and is not required to provide a
FAS database or direct pilot controls/displays.
There are 4 operational classes defined by RTCA/DO-229D as follows:
Class 1: Equipment that supports oceanic and domestic en route, terminal, approach (LNAV), and
departure operation.
Class 2: Equipment that supports oceanic and domestic en route, terminal, approach (LNAV,
LNAV/VNAV), and departure operation. It therefore includes class 1 operations.
Class 3: Equipment that supports oceanic and domestic en route, terminal, approach (LNAV,
LNAV/VNAV, LP, LPV), and departure operation. It therefore includes class 1 and 2 operations.
Class 4: Equipment that supports only the final approach segment operation. This class of equipment is
intended to serve as an ILS alternative that supports LP and LPV operations with degradation (fail-
down) from LPV to lateral only (LNAV). Class 4 equipment is only applicable to functional Class Delta.
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DO-229D Options:
The GLSSU selection of options within the scope of class Beta-3 and Delta-4 is as follows:
- This equipment meets the measurement accuracy requirements for Airborne Accuracy
Designator B per DO-229D section 2.1.4.1.4.
- This equipment does not include any controls or displays (DO-229D section 2.3.1).
- This equipment can optionally host a FAS database (DO-229D section 2.3.5).
- This equipment outputs the lateral deviation with angular scaling (ILS look-alike “final approach
segment” lateral deviations per DO-229D section 2.2.4.4.2.3) on the ARINC 429 lateral
proportional deviation label. Past the end of the runway, the scaling is linear with a full scale
deflection of 0.3 nm. Refer to Appendix A section 2.C.(3) for label formatting.
- This equipment outputs the vertical deviation with angular scaling (ILS look-alike “final approach
segment” vertical deviations per DO-229D section 2.2.4.4.4) on the ARINC 429 vertical
proportional deviation label. It does not exercise the option that uses the MLVD (Minimum
Linear Vertical Deviation). Refer to Appendix A section 2.C.(3) for label formatting.
- This equipment uses a standard TSO-C190 (RTCA/DO-301) active antenna; it does not require
the use of a specific DO-301 antenna. A DO-228 antenna may be use is operation is restricted
to class 1. Refer to section II 3.A. for antenna characteristics.
- This equipment does not utilize a tight integration of GPS and inertial information to enhance
navigation or integrity performance.
- Aiding from a separate sensor is not required (e.g., inertial). The equipment computes and
outputs position (GLS busses) at a 10 Hz rate to support unaided LPV and LP navigation.
- This equipment uses barometric altitude to improve performance as per DO-229D Appendix G
when available but does not require the presence of an altitude input to meet the DO-229D
requirements.
- This equipment does not use satellites below 5 degrees to meet the DO-229D requirements as
allowed by section 2.1.1.10.
- This equipment complies with the tracking contraints per DO-229D section 2.1.4.5 (and sub-
sections) by selecting a 0.1 chip early-minus-late DLL discriminator operating in region 1 of DO-
229D Table 2-4A for GPS satellites and in region 2 of DO-229D Table 2-4C for SBAS satellites.
- This equipment does not provide missed approach capability per DO-229D section 2.3.4.2.
The GLSSU operates both within and outside the SBAS coverage area. Contact the specific service
provider for information on the coverage area. Its compliance to RTCA/DO-229D ensures
interoperability with the signals-in-space provided by the FAA Wide Area Augmentation System (WAAS)
and other international SBAS service providers (current or future) like the European Geostationary
Navigation Overlay Service (EGNOS), Japan's Multi-functional Transport Satellite (MTSAT) Satellite-
based Augmentation System (MSAS), and India’s GPS And GEO Augmented Navigation (GAGAN).
At time of publication, the following internet sites provide reference information for the current SBAS
service providers:
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WAAS:
http://www.faa.gov/airports_airtraffic/technology/waas/ and http://www.nstb.tc.faa.gov/index.htm
EGNOS:
http://www.esa.int/esaNA/egnos.html
MSAS:
http://www.kasc.go.jp/_english/msas_01.htm
The equipment consists of one LRU as per Figure 1. The GLSSU is intended to be operated using a
Controller Unit, such as a Flight Management System (FMS).
Figure 1. CMA-5024 GLSSU

(Note: The GLSSU is shown with the protective metal cap on the connector J3.)
The GLSSU is designed to be connected to a commercially available active antenna (not illustrated),
compliant with RTCA/DO-301 and TSO-C190; it does not require a specific antenna per the definition of
RTCA/DO-229D section 2.1.1.10. If the aircraft operation is limited to class 1 as defined above, use of
an RTCA/DO-228 Change 1 compliant active antenna is acceptable. Refer to section II.3.A for antenna
characteristics.
The GLSSU includes an Aircraft Personality Data file (APD File) that contains from one up to sixteen
individual aircraft-specific APD Configurations. Within the APD File, a specific APD Configuration will be
selected at installation time, for configuring automatically the input/outputs and internal parameters of
the GLSSU to match the specific characteristics of each individual aircraft installation. The APD File
gives the flexibility of adapting a single GLSSU to the needs of several aircraft and installation types
within a large fleet. Refer to Appendix E for a detailed description of the parameters controlled by the
APD Configuration, and of the readily available APD Files and APD Configurations.
B. Functions
The GLSSU is an SBAS-based sensor that provides position information with integrity to a multi-sensor
navigation system, a flight management system, or other area navigation systems. It provides integrity
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in the absence of the SBAS signal through the use of Fault Detection and Exclusion (FDE). The GLSSU
also includes a navigation function to provide path deviations relative to a selected final approach path
and distance to the runway threshold.
In a suitable aircraft installation, the GLSSU supports the functions of FAA TSO-C145b and TSO-C146b
as follows:
- Used as Class Beta-3 equipment (TSO-C145b compliant), the GLSSU outputs position and integrity
data for use by the external equipment driving the aircraft on the desired flight path.
- Used as a Class Delta-4 equipment (TSO-C146b compliant), the GLSSU outputs the path
deviations to drive directly the aircraft on the desired flight path.
The discrete input/output signals and the data busses of the GLSSU are described in details in
Appendices A and C.
The GLSSU provides digital DME/ILS Look-Alike outputs that are intended to replace the output of
conventional digital DME/ILS instruments when performing an approach of type LP or LPV. The desired
approach path is extracted from an SBAS Approach Database, either built-in the GLSSU or an external
database, typically from an FMS.
Note: The GLSSU expects to receive the SBAS approach data as a Final Approach Segment
(FAS) data block formatted in accordance with Appendix D of DO-229D and ARINC-755.
The FAS data formatting and the computation of its CRC words require careful attention to
the details of the format. For purposes of checking, please refer to the sample FAS data
block in Appendix G.
Depending upon the local conditions, the pilot will select the approach distance/deviation data source
(ILS source using the conventional DME/ILS instruments, or GLS source using the GLSSU) by means
of a manual switch that controls a High Integrity Switch (HIS) built-in the GLSSU. Accordingly, the HIS
will either forward transparently the DME/ILS distance/deviation data from the conventional on-board
flight instruments, or it will substitute the look-alike GLS distance/deviation data that is computed
internally using the GPS/SBAS navigation solution.
Note: The use of the HIS in an aircraft installation is optional. In particular, it is not required for
retrofitting legacy ARINC-743A installations.
The pilot manages the SBAS approach by means of a Controller Unit that typically will be an FMS.
SBAS approach selection is similar to ILS approach tuning as follows:
- For ILS approach tuning, pilots identify the tuning frequency of the appropriate ILS station from an
aviation approach plate, enter that frequency into the ILS system, and then listen for the Morse code
identification signal.
For SBAS approach selection, the pilot enters the appropriate SBAS channel ID taken from an aviation
approach plate. Since lacking the ILS audio feedback, pilots must also select/confirm the desired
approach from a list of approaches, extracted from the SBAS Approach Database, that share this
channel ID.
C. Major characteristics (GLSSU)

The GLSSU operates from the RF signals received via a separate antenna, supplied by the installer,
from the NAVSTAR GPS satellite constellation and from the SBAS satellites. The primary signal
processing functions of the GLSSU are:
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(1) Track the RF signal received from an active antenna,
(2) Determine the signal code phase and carrier phase,
(3) Calculate the antenna position
(4) Correct for the antenna lever-arm errors, if required, to obtain the position of the aircraft navigation
center; this may use aircraft attitude inputs; and last,
(5) Output the navigational data, flight path deviation and other data.
The GLSSU is capable of tracking simultaneously up to 19 L1 C/A code satellite signals, taken from up
to 16 NAVSTAR GPS satellites and up to 3 SBAS satellites. Combining SBAS and GPS satellite
signals improves the navigation accuracy and integrity, in all phases of flight, beyond the level available
from GPS satellites alone.
The Predictive RAIM, Look-Ahead RAIM, and Look-Ahead SBAS functions use a 5 degree mask angle.
The Navigation and integrity functions use a 2 degree mask angle except in SBAS PA mode where a 5
degree mask angle is used. Even though the GLSSU uses a 2 degrees mask angle, it does not depend
on any satellite below 5 degrees to meet TSO requirements. The GLSSU uses a weighted least square
navigation solution with weights as specified in RTCA/DO-229D based on the C/No and the elevation
angles.
The GLSSU uses the WGS-84 ellipsoid as its reference frame and calculates the Mean Sea Level
(MSL) altitude. The GLSSU interfaces with aircraft systems to provide three-dimensional aircraft
position and velocities with associated Figures of Merit (FOM) that can be used for ADS-B. It also
interfaces with aircraft systems to provide a set of satellite position, pseudo-range, and delta-range data
for use in hybrid calculations. For Approach types LP and LPV, it provides path deviation data and
distance to the runway threshold.
Note: The GLSSU is intended to be compatible with ADS-B, as it is being defined at time of writing.
Refer to RTCA DO-242A for technical information and nomenclature.
The GLSSU supports two types of ARINC 429 data output busses:
- GPS Landing System busses (GLS busses or approach busses), and
- GPS busses proper (GPS busses or navigations busses).
The difference lies in the addition of approach guidance data and the higher navigation data throughput
(ten times higher) on the GLS bus. Some systems, especially the older ones intended for legacy
ARINC-734A systems, would be overloaded if operating from GLS busses or may not be compatible
with the approach data, in which case they must be connected to GPS busses. Refer to Appendices A
C D herein for a detailed description of the discrete input/output signals, data busses and data formats.
The GLSSU includes a built-in HIS that accepts and outputs ILS/DME data. The HIS is a high-integrity
digital data hardware switch / software router that is wired to intercept the outputs from the conventional
DME/ILS instruments on their way to the conventional flight instruments in the cockpit. Refer to Figure 5
of this section for a simplified HIS block-diagram.
Under pilot's control, the HIS either forwards transparently the original DME/ILS data to the conventional
flight instruments, or intercepts specific deviation data labels for substituting on-the-fly the look-alike
GLS deviation data that is computed internally using the GPS/SBAS navigation solution. In either case
–ILS source or GLS source respectively- the operation and performance looks the same to the pilots so
that the change is transparent, except for the manual selection of the approach type.
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The GLSSU includes also an APD File defining 1 to 16 different APD Configurations.
The GLSSU can be installed in a non temperature-controlled or unpressurized zones in either fixed or
rotary wing aircraft types. Physically, the GLSSU retains the "square brick" form factor inherited from
the legacy ARINC-743A GPS receiver characteristic as per Figure 1, including the navigation aircraft
connector J1. For easy retrofit in existing aircrafts and by means of the proper APD Configuration, the
connector J1 can be made compatible with the equivalent connector in ARINC-743A, including for the
ARINC-429 input/output data formats and protocols (refer to Section I 6 F). The coaxial connector J2
accepts the RF signals from the remote antenna; it also supplies DC power to the antenna preamplifier.
An approach aircraft connector J3 accommodates the many additional data busses required for
interconnecting the HIS with the ILS/DME instruments and with the flight instruments in the cockpit, plus
extra data busses and interfaces reserved for future growth; its configuration is set by the selected APD
Configuration. When unused, J3 must be protected physically by the metal cap attached to the GLSSU
frame.
3. RELATED PUBLICATIONS
Not applicable.
4. EQUIPMENT IDENTIFICATION
The equipment nomenclature, common name and CMC Electronics Inc. part numbers for the GLSSU are
listed in Figure 2.
EQUIPMENT NOMENCLATURE COMMON NAME PART NUMBER

CMA-5024 GLSSU 100-601967-100
OFP CID 169-615116-001
BOOT (BL) CID 169-614377-200

BOOT (BR) CID 169-614377-300
APD CID (16) 169-615462-000
Figure 2. Equipment Identification
Throughout this manual, the units are referred to by their common name. The part number and modification
status are identified on the nameplate.. The number in parenthesis after the “APD CID” indicates the
number of APD configurations defined by the specified CID part number. A software label identifies the
software CID numbers of the Operational Flight Software and the Bootstrap Loader. The nameplate and
label are affixed on the GLSSU as shown by the outline drawing in section II 5 A.
5. EQUIPMENT LIMITATIONS
The GLSSU must be installed with a TSO-C190 (RTCA/DO-301) compliant antenna in order to comply with
the TSO requirements of SBAS LNAV/VNAV, LP and LPV approach types as defined in RTCA/DO-229D. If
the aircraft operation is limited to class 1 as defined in section I.2.A, use of an RTCA/DO-228 Change 1
compliant active antenna is acceptable per RTCA/DO-229D section 2.1.1.10 note 1.
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6. EQUIPMENT DESCRIPTION
A. Typical Installations without ILS/DME look-alike data bus interfaces

The typical aircraft installation consists of two GLSSUs interconnected with a Flight Management
Systems (FMS) and an Electronic Display Systems (EDS) in the cockpit as illustrated Figure 3 and
Figure 4, respectively for Class Beta-3 and Class Delta-4 equipment. A similar design applies for single
and triple installations. Refer to Section I 6 F for a typical retrofit installation that only implements Class
Beta-1 functions.
The figures illustrate the left or right side of the aircraft installation. Each GLSSU is connected to its own
antenna, typically but not necessarily close to each other. The antenna is powered by a DC supply in
the GLSSU.
In the figures, the dotted lines joining the two GLSSU illustrate an optional ARINC 429 "cross-talk"
interconnection that can provide automatic data “cross-loading” and position “cross-check”, if so
enabled by the APD Configuration. Refer to the Synchronized Approach Selection and Cross-Check
APD parameters in Appendix E. In a typical installation, the FMS will provide both functions and these
APD parameters will be disabled. The second cross-talk input bus of each GLSSU allows
interconnecting a third unit in a triple installation.
Refer to the installation restrictions and recommendations in subsection C below,
Note: The requirement for the cross-talk interconnection will be determined by the system
integrator, based on the system safety assessment and on the capability of the on-board
Controller Units.
Note: A failure of the position cross-check will only activate the failure flags on the deviation
data outputs of the GLSSU.
Note: If the cross-loading function is enabled, the GLSSU will respond automatically to controls
and requests from any Controller Unit, without further operator action.
Closing the aircraft control loop for LPV/LP instrument approaches requires a high data rate to ensure a
smooth and stable autopilot response. The GLS busses and the DME/ILS output busses from the
GLSSU will feed the high rate navigation and/or path deviation data (10 Hz nominal for the GLSSU) to
the FMS.
1- Class Beta 3 installation
In the typical Class Beta 3 installation (Figure 3), the external equipment, an FMS in the case
illustrated, steers directly the aircraft. The FMS computes and outputs the flight deviation data by
using its own navigation database and the position and integrity data from the GLS busses of the
GLSSU.
The FMS is assigned the Controller Unit role and controls the GLSSU. It includes a navigation
database and performs all the flight-related computations.
The FMS provides directly to the pilot, on the FMS CDU and on the EDS in the case illustrated, the
alert and flight deviation data required for monitoring the aircraft operation.
The cross-loading function is useless, since no SBAS approach parameters needs to be supplied to
the GLSSUs, hence the Synchronized Approach Selection APD parameter must be disabled.
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See the restrictions on interconnections in subsection C below.
Figure 3. Typical Class Beta 3 dual GLSSU installation (one side shown)
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2- Class Delta 4 installation
In the typical Class Delta 4 installation (Figure 4), the GLSSU steers directly the aircraft via the flight
deviation data from its GLS bus outputs.
The GLSSU includes a navigation computer function, for computing the flight deviations by using
the SBAS approach parameters provided by the database in external equipment, an FMS as
illustrated.
In the case illustrated, an FMS is assigned the Controller Unit role and controls the GLSSU. It
includes a navigation database.
Figure 4. Typical Class Delta 4 dual GLSSU installation

(one side shown)
The GLSSU provides directly to the pilot, on the EDS in the case illustrated, the alert and flight
deviation data required for monitoring the aircraft operation.
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B. Typical Installation with ILS/DME look-alike data bus interfaces (Class Delta 4)
The typical aircraft installation consists of two or three GLSSUs interconnected with the DME/ ILS
instruments, FMSs and the primary display systems in the cockpit as illustrated Figure 5. The figure
illustrates the left or right side in a dual aircraft installation. A similar design applies for single and triple
installations.
Each GLSSU is connected to its own antenna, the antennas being typically but not necessarily mounted
close to each other on the aircraft frame.
The GLSSU includes a navigation computer function, for computing the flight deviations by using the
SBAS approach parameters provided by its internal database or the database in external equipment, an
FMS as shown. A typical retrofit installation will use an existing FMS connected to the GPS bus that
does not include an SBAS approach database to avoid any modification to the FMS itself.
In the case illustrated, an FMS is assigned the Controller Unit role and controls the GLSSU. It includes
a navigation database.
The conventional DME/ILS instruments feed the HIS device inside the GLSSU via the DME/ILS input
data busses. The HIS selects and outputs either the DME/ILS or the look-alike data computed by the
GLSSU to the AFCS for steering directly the aircraft and the DME display (typically within the EDS) to
provide the distance to runway threshold.
A manual switch, typically installed on the instrument panel, allows the pilot to control the HIS for
selecting the source of the distance/deviation data: Conventional ILS/DME instruments or GLS data.
Annunciators acknowledge this selection for visual monitoring. In the condition illustrated, the HIS
intercepts some ILS/DME input data and substitutes the look-alike GLS data; the "GLS" Annunciator on
the instrument panel will be activated.
Note that the HIS can intercept either an ILS receiver or a VOR/ILS receiver as selected in the APD
Configuration. When the switch is set to GLS data, the VOR data will be replaced with ILS look-alike
data.
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The GLSSU provides directly to the pilot, on the EDS in the case illustrated, the alert and flight deviation
data required for monitoring the aircraft operation.
Figure 5. Typical Class DELTA-4 dual GLSSU installation

(With DME/ILS look-alike busses; one side shown)
The auxiliary HIS 28 VDC power input line feeds directly the HIS in order to keep it functional in case of
failure of the GLSSU or of the main 28 VDC power input. In such cases, the DME/ILS data will pass-
through directly, provided the pilot selects an ILS Approach.
C. Single, Dual and triple installation and interface restrictions

The following restrictions and recommendations apply.
(i) Installation redundancy
The GLSSU can be used in single, dual or triple installations, with or without using the cross-talk
connections described in Appendix A.
In a dual installation, the cross-talk connections will allow to operate and control any GLSSU by
means of the Left or Right Controller Units. In a triple installation, the cross-talk connections will
allow to operate and control any GLSSU by means of the Left, Center or Right Controller Units.
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At least two and up to three FMSs must be installed in order to provide redundancy. Up to three
FMS can be connected to each GLSSU by means of the dual IRS/FMS bus inputs, plus one of the
dual FMS/DADS bus inputs.
The DADS data sources should be connected to each GLSSU by means of the dual FMS/DAS bus
inputs, and in addition each FMS may output/rebroadcast the DADS data to each GLSSU, in order
to provide redundancy.
(ii) Cross-talk bus interconnections
The cross-talk bus interconnections between GLSSUs are optional. If they are not made, each
Controller Unit will operate and control only the GLSSU to which it is connected. Up to three
GLSSU can be interconnected. If the cross-talk connections are made, they must be made as
follows; refer to Section 1.2.3 in Appendix E:
- For cross-talk connections in a dual installation (Left/Right units), interconnect the Left & Right
units using the opposite X-Talk #1 inputs.
- For cross-talk connections in a triple installation (Left/Center/Right units), interconnect Left &
Right units using the opposite X-Talk #1 inputs, Center unit outputs to the Left and Right X-Talk
#2 inputs, Left unit outputs to the Center X-Talk #1 input, and Right unit outputs to the Center
X-Talk #2 input
(iii) Automatic SBAS Approach data cross-loading
The synchronization of the SBAS approach parameters between multiple GLSSUs is typically
desired in class-Delta-4 equipment.
If the Controller Units (typically, FMSs) perform this synchronization or if this synchronization is not
required, the cross-talk connections between GLSSUs are optional and the Synchronized Approach
Selection APD parameter (refer to Appendix E) must be disabled, whether or not the cross-talk
connections are present. The cross-talk connections may still be used for automatic position
cross-checks as described below.
If this synchronization must be performed by the GLSSUs themselves, the cross-talk connections
between GLSSUs must be implemented and the Synchronized Approach Selection APD
parameters in the GLSSUs must be enabled.
(iv) Automatic position cross-check
The requirement for position cross-checking will be determined by the system integrator, based on a
system safety assessment.
The GLSSU can support the safety requirements of TSO-C145b/146b for fixed-wing aircraft without
the need for a cross-check. For rotary-wing aircraft, a cross-check may be required when external
attitude data is used to compute the Navigation center (refer to the Attitude Data Used APD in
Appendix E).
The position cross-check can be performed either be the GLSSUs or in other aircraft avionics. The
cross-talk connections must be implemented to allow the GLSSUs to perform automatic position
cross-checks, and the Cross-Check APD parameter must be enabled; refer to Appendix E.
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Note: A failure of the position cross-check will only activate the failure flags on the deviation data
outputs of the GLSSU.
(v) SDI setting restrictions
- In a single GLSSU installation, the SDI discrete inputs must be set to designate a left-side, a
center or a right-side unit, as it is defined per the Left/Right/Center Unit APD Defined APD
parameters.
- In a dual installation, the SDI discrete inputs must be set to designate a left-side and a right-
side unit, as it is defined per the Left/Right/Center Unit APD Defined APD parameters.
- In a triple installation, the SDI discrete inputs must be set to designate a left-side, a center and
a right-side unit, as it is defined per the Left/Right/Center Unit APD Defined APD parameters.
D. Aircraft Personality Data (APD)

Each GLSSU contains an electronic APD File. This APD File is read once at each power-up. The APD
File contains a set of up to 16 different APD Configurations, each specific to a particular aircraft and
installation.
Refer to Appendix E for details on the APD-programmable parameters and on the APD Configurations
available for each of the GLSSU part numbers covered in this manual.
If an APD update is required, CMC Electronics must be consulted and the GLSSU must be returned to
the factory; refer to Appendix E for details. At customer's request, and using customer-provided
information, CMC Electronics will create additional GLSSU part numbers, as required, to adapt to new
aircraft installations without changing the GLSSU software itself.
The installer will choose the proper APD File by choosing the appropriate GLSSU part number at time of
ordering; refer to Appendix E. Then the installer will select the proper APD Configuration at installation
time, and will verify it; refer to Section II.
Note: The GLSSU APD Configuration is selected by means of four "APD select discrete" signal
inputs, plus an extra "APD Select Parity Discrete" signal input that allows to detect a wiring
fault (refer to Appendix A).
The GLSSU broadcasts the actual APD Selection number defining the active APD Configuration in label
157 and the CRC of the active APD Configuration on the ARINC 429 GLS bus. Refer to Appendices A
and C for details. The APD File includes also a global CRC check, intended for use at the factory when
loading the APD File in the GLSSU.
Amongst other parameters, the APD Configuration data defines which of the ARINC 429 output busses
available on the approach aircraft connector J3 are configured as GPS or GLS busses. Typically they
are all configured as GLS busses since the navigation aircraft connector J1 provides the GPS busses.
Note: The three ARINC429 output busses from the navigation aircraft connector J1 operate only as
GPS busses, at either low speed (12.5 Kb/S) or high speed (100 Kb/sec), and are not
programmable by the APD Configuration to become GLS busses. The three ARINC 429
output busses from the approach aircraft connector J3 can be programmed individually by the
APD Configuration, to be either GLS busses or GPS busses; they operate only at high speed.
The APD Configuration parameters may also define the location of the antenna on the aircraft body, in
order to compute antenna lever-arm corrections using aircraft attitude information from the other aircraft
systems. Refer to the APD parameter "Navigation Center Position Output on GLS bus" in Appendix E
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to determine if the position output on the GLS bus is located at the GPS antenna or the navigation
center. A typical installation will not require a conversion from antenna position to the navigation center.
This is usually limited to large aircraft that are unable to locate the antenna close to the navigation
center. Refer to Section II.
E. Aircraft system integration

The following is the responsibility of the system integrator.
The aircraft systems will monitor the integrity and status data from the GLSSUs so that flight safety is
preserved. In turn, the aircraft systems will provide auxiliary data inputs, such as initial
time/date/position and heading/velocity/altitude from air data systems and inertial navigation systems
(DADS, IRS, INS), in order to enhance the performance and availability of the GLSSU.
The aircraft systems may use the navigational data outputs from the GLSSUs as-is, or may combine it
with other navigation data sources to form hybrid navigation solutions. In the later case, the Time Mark
busses (not shown in the figures above) will enable time-tagging the various data sources for precise
time-synchronization.
F. ARINC 743A-4 compatibility and retrofitting issues

The GLSSU is intended and can be used for retrofitting without changes an existing ARINC-743A-4
aircraft installation, such as for replacing the legacy CMC CMA-3012 GNSSU, with the exception of the
antenna which must be an active antenna. The CMA-3012 was using a passive antenna connected via
a very short coaxial cable.
The GLSSU generally conforms to the applicable portions of ARINC Characteristic 743A-4 to the extent
described in this manual. The applicable portions are the form factor, the connectors J1 and J2, the
power consumption, and the ARINC 429 input/output data label format.
Mechanically, the GLSSU conforms to the alternate configuration of ARINC 743A-4 and complies with
the pinout for the 41 pin circular connector J1. The RF connector J2 is the specified TNC connector;
however it must interface with a TSO-C190 active antenna as required by TSO-C145b/146b (for class 2,
3, or 4 operation) instead of a passive antenna. Refer to Section II 3 A for antenna characteristics. The
approach connector J3 of the GLSSU may not be used in ARINC743A-4 retrofit installations that
implement only Class Beta-1 functions.
The polarity of the Time Mark pulse defined herein is the opposite of the ARINC 743A-4 characteristic in
order to maintain compatibility with the legacy system pinout that was designed to comply with ARINC
743.
Note: Swap the two Time Mark Hi/Lo connections defined in Figure 106 of Section II for connecting to
systems that require ARINC 743A-4 pulse polarity.
The GLSSU accepts all standard ARINC 429 labels per ARINC 743A-4 except for labels 204 and 320
that are ignored. Labels 312 and 313 are also ignored but only on the FMS/DADS bus. The GLSSU
accepts the optional PRAIM ARINC 429 labels per ARINC 743A-4; note that the APD Configuration may
change the PRAIM label number. The GLSSU accepts ARINC 419 input labels 203 and 212 per
encoding specified in Appendix A. Note that the GLSSU accepts several labels in addition to those
specified in ARINC 743A-4 in order to perform the SBAS related functions not included in this ARINC
characteristic.
The APD Configuration defines the polarity of the Air/Ground discrete input.
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The APD Configuration controls which of the 3 ARINC 429 busses are GLS or GPS busses; at least one
bus must be configured as GLS bus to comply with the requirements in TSO-C145b Class Beta-3 and
TSO-C146b Class Delta-4, although the GLS busses may be unused actually.
Refer to Appendix A and C for detailed GLSSU interface information and the data formats. Refer to
Appendix E for APD impact on ARINC 743-4 compatibility.
Notes: The label set on the ARINC 429 GPS busses conforms to the data format in ARINC 743A-4
unless otherwise stated in Appendix C.
A GPS bus may transmit extra labels not defined in ARINC 743A-4 if enabled by the APD
Configuration; refer to Appendix E.
An ARINC 429 GLS bus contains additional labels and operates at faster transmission rates.
The presence and data format of some of these labels is controlled by the APD Configuration;
refer to Appendix E.
A GLS bus cannot be configured by the APD Configuration to comply with ARINC 743A-4; this
requires using a GPS bus.
The following diagram shows a typical ARINC 743A-4 retrofit installation using the GLSSU that
implements only Class Beta-1 functions. Note that in this case only the Navigation connector J1 and the
RF connector J2 are used; the Approach connector J3 is unused and its cap remains fixed permanently
for preventing damage and corrosion. The APD parameters of the GLSSU must still be set correctly
and thus the proper APD File and APD Configuration must be chosen. When the Approach connector
J3 is unused, APD Configuration 0 is selected; refer to Appendix E for details.
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Figure 6. Typical retrofitted dual GLSSU ARINC743A-4 installation
G. GLSSU Mechanical Description

Refer to the picture of the equipment, Figure 1, and to the GLSSU block diagram in Figure 7. The
outline drawing is given in Section II Figure 104.
The GLSSU consists in a Core Receiver Assembly (CRA) mounted within an aluminum housing,
together with two power supply modules and an interconnect assembly that carries the large round
aircraft connectors J1 and J3 bolted on the GLSSU frame.
The GPS/SBAS antenna connects to the CRA via the TNC coaxial cable connector J2 on the frame.
The CRA consists of a printed Circuit Card Assembly (CCA) housing a complete 24 channel GPS
receiver plus a High Integrity Switch (HIS).
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H. GLSSU Electrical Description

Refer to the functional block diagram of the GLSSU, Figure 7.
The GLSSU accepts the 28 VDC aircraft power via pins in J1. The power supply module converts this
input to the internal DC regulated voltages, which power the CRA. The CRA accepts the RF signals
directly via J2 and provides DC power to the active antenna (not illustrated) with current limiting and
lightning protection. The CRA inputs/outputs data with the aircraft systems via the connectors J1 and J3
through the EMI Filter & Lightning assembly.
Energy storage devices in the GLSSU maintain operation during short power interruptions and glitches.
Built-in power monitors control the orderly turn-on and shutdown of the GLSSU.
The EMI filters in the interconnect assembly block spurious RF propagation in/out of the GLSSU for
preventing electromagnetic interferences. The interconnect assembly also contains lightning protection
circuitry to absorb the high-energy pulses caused by lightning strokes, in order to protect the electrical
components in the GLSSU. These devices protect the ARINC 429 and RS-232 inputs and outputs, and
the Time Mark outputs.
The HIS in the CRA operates from the GLSSU power supply and/or from a dedicated HIS power supply
assembly; typically feed from a high-integrity 28 VDC power input line, so that the HIS will keep
operating in case of single-point failures.
The remote antenna (not illustrated) must be compliant with RTCA/DO-301. Its RF pre-amplifier is
powered by a 9 VDC nominal voltage from the CRA, carried via the center conductor (+9 VDC) and the
shield (0 VDC) of the coaxial antenna cable. The CRA monitors continuously the presence and health of
the remote antenna and of its RF cable by means of DC continuity and DC current load tests.
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Figure 7. GLSSU Functional Block Diagram
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I. Core Receiver Assembly (CRA) Description

The CRA (Figure 8) accepts the RF signals from an external active antenna through the connector J2.
The antenna must be compliant with RTCA/DO-301 per TSO-C190 for class 2, 3, or 4 operation. It
contains its own RF pre-amplifier, which is powered by a 9 VDC ± 20% power supply in the Core
Receiver Assembly through the center conductor of the coaxial antenna cable. The CRA monitors
continuously the presence and health of the remote antenna and of the antenna cable via DC continuity
tests.
Figure 8. Core Receiver Assembly Block Diagram
The CRA consists of:
- One HIS (described in (J) below)
- A high-accuracy 10 MHz crystal clock.
- A Radio-Frequency (RF) super-heterodyne receiver, tuned to the nominal GPS/SBAS carrier

frequency L1 (1.57542 GHz). Its wide bandwidth (18 MHz nominal) allows processing the full RF
spectrum of GPS satellite signals, thus enhancing the navigational accuracy. The first Intermediate
Frequency (IF) is 70 MHz nominal.
- Automatic Gain Control (AGC) circuits enabling multi-bits, 6-levels, analog/digital signal conversion.
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- A high-speed digital signal processor. By means of digital correlation processes, the device de-
spreads the wideband C/A code modulation of the GPS/SBAS satellite signals to convert them to
low-speed digital signals. The device implements 24 parallel Narrow Correlator ®1 code-tracking
channels using a nominal Early/Late correlators spacing of 1/10 C/A code chips (0.1 usec).
- A general-purpose 64-bits data CPU and its data memories. The device computes ten times per
second a PVT solution, using the data from the digital signal processor.
The CRA includes the following digital I/O interfaces; refer to Appendices A and C for a detailed
description of the I/O:
- A set of 16 input and 10 output ARINC-429/419 serial data busses for avionics interfaces. These
busses are fully independent and include output read-backs for fault detection.
- A set of 3 analog ARINC-743A time-mark pulse outputs, driven from a common time-mark signal,
which allow precise time-distribution to the aircraft systems for purpose of synchronization to
Universal Time Coordinated (UTC).
- Seventeen discrete data inputs.
- Six discrete data outputs.
- A factory maintenance bus (RS-232 port), BITE and integrity monitoring functions. This includes
processor watchdog circuits and data wrap-around test circuits for verifying the health of the
input/output interfaces.
J. High Integrity Switch (HIS) Description

The HIS switch built-in the CRA is described summarily below. Refer to the installation block-diagram
in Figure 8:
(1) The HIS is a high-integrity digital data hardware switch / software router that operates on the
ARINC-429 data input/output busses carrying the DME/ILS data. A redundant power input (28 V
HIS Input & Return at approach connector Pins J3-1 and J3-2) may be used to power the HIS.
(2) A discrete signal input (ILS/GLS Source Select, at approach connector Pin J3-18) determines which
flight deviation data source (DME/ILS or GLS) the HIS must use. The HIS operates as follows:
- For conventional ILS approaches, the HIS passes through transparently the DME/ILS data
using only the high integrity hardware switch, and with a latency of 0.5 microseconds maximum.
- For SBAS approaches, the HIS substitutes on-the-fly the internal DME/ILS Look-alike deviation
data computed by the GLSSU to the original DME/ILS deviation data, using the built-in data
router.
1
Registered trademark from Novatel, Calgary, Alberta, Canada
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CAUTION: The #1 and #2 DME and ILS input busses to the GLSSU must carry identical
data streams. In other words, the dual DME/ILS inputs must be connected to
the outputs from the same DME/ILS instrument. The HIS will accept the
DME/ILS data only from input busses #1, or alternately if there is no activity on
busses #1, only from input busses #2. Hence the two DME/ILS look-alike
output busses will carry identical data streams.
CAUTION: The ILS and DME inputs will accept up to 30 data labels per 100 ms period. If
this limit is exceeded, the HIS in the GLSSU may not retransmit some of the
received data labels on the corresponding ILS/DME Look-Alike outputs. This
restriction applies when the HIS substitutes on-the-fly the GLS data to specific
received ILS/DME data labels (i.e. pin J3-18, ILS/GLS Source select input
discrete, being grounded; refer to the approach connector J3 pinout in section
I.6.B). The restriction does not apply when the HIS passes transparently the
received ILS/DME data labels (i.e. pin J3-18 being opened or GLSSU non-
operating).
The HIS acknowledges positively the actual approach selection by means of annunciators
actuated by discrete outputs from the GLSSU.
In case of main 28 VDC power input or GLSSU failure, the HIS continues operating using the 28
V HIS supply (if provided).
Note: In case of power failure or GLSSU failure, the ILS/GLS Source Select Discrete
will still operate. There will be no HIS output if selecting the GLS data source;
select the ILS data source in order to pass-through the original DME/ILS data.
CAUTION: The same DME instruments may be shared by the GLSSUs and other
equipments, each tuning dedicated DME channels. The Left/Right/Center
Look-Alike DME Channel APD (depending on the SDI setting) designates
which DME channels are intercepted by the HIS data router.
The HIS control logic expects that the DME will transmit sequential data blocks for each frequency
channel. Knowing this, the HIS will trigger on the Frequency label (ARINC 429 data label 035) of
the allocated DME channel to intercept the proper DME data block, up to and ending with the next
Frequency label.
CAUTION: The DME devices MUST transmit sequential blocks of data for each DME
channel, Frequency label first, in accordance with paragraph 4.8 of ARINC
709-8 or of paragraphs 4.8.1 and 4.8.1.2.4 of ARINC 709A-1.
The HIS may be configured by the APD data to perform a data concentrator bridging function, whereby
it will process both the ILS and DME data from the DME inputs onto the DME outputs instead of
processing the ILS data on the ILS busses; The ILS input/output busses are not connected in such an
installation. Refer to Appendix E.
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K. GLSSU operating modes

The GLSSU selects automatically and operates in one of the following modes starting from application
of DC power. However transition to/from SBAS PA mode depends on data received over the ARINC
429 busses. Depending on the APD Configuration, approach path parameters or an external control
command may be required. The actual mode of operation is broadcast over the ARINC 429 output
busses on label 273; refer to Appendix C for the data format:
Self-Test: The GLSSU performs extensive BIT tests at power-up for ten seconds.
Initialization: Following self-test, the GLSSU initializes briefly its hardware prior to entering
the Acquisition mode.
Acquisition: The GLSSU starts searching for GPS and SBAS satellite signals. Once a
satellite is detected, its signals are tracked and ranging measurements are
made. However, there are yet not enough satellites tracked for computing a
Position/Velocity/Time (PVT) navigation solution.
Navigation (NAV): The GLSSU tracks at least four GPS satellite signals and optionally altimeter
data (after internal altimeter calibration) for computing a valid PVT solution, ten
times per second. The GLSSU monitors the integrity of the PVT solution using
a RAIM algorithm, suitable for enroute aircraft navigation through LNAV
approaches.
SBAS Navigation (SBAS NAV): The GLSSU tracks both GPS and SBAS satellite signals for
computing an improved PVT solution, ten times per second. The GLSSU
monitors the integrity of the PVT solution using the integrity data received from
SBAS satellites, suitable for enroute aircraft navigation through LNAV
approaches.
SBAS PA: The GLSSU tracks both GPS and SBAS satellite signals for computing an
improved PVT solution, ten times per second. The GLSSU monitors the
integrity of the PVT solution using the integrity data broadcasted by the SBAS
satellites. The process is similar to the SBAS Navigation mode but providing
higher integrity levels so that the PVT solution and guidance data are suitable
for SBAS LNAV/VNAV, LP, and LPV approaches.
Altitude Aiding: Degraded mode of operation. Only three GPS/SBAS satellites are being
tracked. However an optional altitude input is available, allowing the GLSSU to
compute a coarse PVT solution, after internal altimeter calibration. This mode
speeds the recovery back to the Navigation mode.
Aided: Degraded mode of operation. The Altitude Aiding mode is not possible. The
GLSSU computes a coarse PVT solution by dead-reckoning using available
track, heading and velocity data inputs. This mode speeds the recovery back to
the Navigation mode.
Fault: The GLSSU outputs are degraded due to internal fault(s) that render the unit
unable to output reliable navigation data. The GLSSU stops tracking satellites
and the FAULT output discrete signal is activated (closure to ground).
Data Load: (Non operational mode) The GLSSU allows reprogramming through a
dedicated RS-232 serial interface bus or the ARINC 429 bus (dedicated ARINC
615 DLU input bus and any GLSSU output bus) for shop maintenance
purposes only. Using this mode, monthly SBAS approach database uploading
can be performed on aircraft while on the ground.
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7. EQUIPMENT SPECIFICATIONS (CMA-5024 GLSSU)
Figure 9 lists the applicable standards. Figure 10 lists the physical, power and reliability specifications.
Figure 11 lists actual environmental specifications of the GLSSU.
Figure 12 lists the performance specifications.
CHARACTERISTICS SPECIFICATION
RTCA RTCA Document No. DO-160E: Environmental Conditions and Test

Procedures for Airborne Electronic/Electrical Equipment and
Instruments
RTCA Document No. DO-178B: Software Considerations In

Airborne Systems and Equipment Certifications
RTCA Document No. DO-254: Design Assurance Guidance for

Airborne Electronic Hardware.
RTCA Document No. DO-301: Minimum Operational Performance

Standards for Global Navigation Satellite Systems (GNSS) Airborne
Active Antenna Equipment for the L1 Frequency Band
RTCA Document No. DO-228 Change 1: Minimum Operational

Performance Standards for Global Navigation Satellite Systems
(GNSS) Airborne Antenna Equipment
RTCA Document No. DO-229D: Minimum Operational Standards

(MOPS) for the Global Positioning System /Wide Area
Augmentation System Airborne Equipment
RTCA Document No. DO-242A: Minimum Aviation System

Performance Standards for Automatic Dependent Surveillance
Broadcast (ADS-B)
RTCA Document No. DO-253C: Minimum Operational Performance

Standards for GPS Local Area Augmentation System Airborne
Equipment
FAA TSO C-190: Technical Standard Order (TSO) for Active Airborne
Global Navigation Satellite System (GNSS) Antenna
TSO C-145b: Airborne Navigation Sensors using the Global

Positioning System augmented by the Satellite Based
Augmentation System
TSO C-146b: Technical Standard Order (TSO) for Stand-Alone

Airborne Navigation Equipment Using The Global Positioning
System Augmented By The Satellite Based Augmentation System
Figure 9. Applicable Standards (Sheet 1 of 2)
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ARINC ARINC Characteristic No. 743A-4: Global Navigation Satellite

Sensor
NOTE: Refer to Section I 6 F for compatibility with ARINC 743A-4.
ARINC Characteristic 615-3 Airborne Computer Hi-speed Data

Loader.
ARINC Characteristic 755-3 Multi-Mode Receiver (MMR) – Digital
ARINC Characteristic 424-18 Navigation System Data Base
ARINC Characteristic 561-11 Air Transport Inertial Navigation

System (INS)
ARINC Characteristic 709-8 Mark 5 Airborne Distance

Measuring Equipment
ARINC Characteristic 709A-1 Precision Airborne Distance

Measuring Equipment (DME/P)
ARINC Characteristic 419-3: Digital Data System Compendium
ARINC Characteristic No. 429-12: Mark 33 Digital Information

Transfer System
CMC CMC Doc. 168-615116-001 - System Requirements Specifications

for CMA-5024 GLSSU
Note: CMC documents are
considered proprietary and will
require CMC approval prior to
submission to any Party.
Figure 9. Applicable Standards (Sheet 2 of 2)
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PHYSICAL SPECIFICATIONS
Size 9.52” (24.18 cm) x 8.5” (21.59 cm) x 2.625” (6.67 cm)
Weight 5.5 lb max (2.5 kg max)

ELECTRICAL POWER INPUT
Main power input +28 VDC nominal; +18 to 36 VDC, normal operation
(Pins J1-34 and J1-35) Power-up transient: 3.0 A maximum for < 2 seconds
Steady state power consumption: 20 watts maximum (when
provisioned I/O are not connected and the outputs are not short-
circuited)
Voltage-reversal protection.
Same as above, except for a steady state power consumption of 5

Auxiliary 28 V HIS power input Watts maximum and an inrush current of 2 A peak.
(Pins J3-2 and J3-1)
Notes:
a) Both power inputs should be connected to the same 28 VDC

source using distinct power line feeds when the "HIS Input Power"
APD parameter indicates that it is connected; to avoid the GLSSU
reporting an HIS power failure while the 28V HIS power is not
present.
b) The +28 Volt Return must be grounded to the airplane structure

and the airplane structure is considered to be the second wire.
ELECTRICAL POWER OUTPUT
+9 VDC ± 20%, current load of 15mA minimum to 60mA maximum
From GLSSU via the center conductor of the RF input cable. Short-circuit
To GPS antenna, active protected, 0.3 A maximum.
RELIABILITY
Operating Hours MTBF 40,000 hours AIC with an average ambient air temperature of 30
deg C
Figure 10. GLSSU Physical, Power and Reliability Specifications
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ENVIRONMENTAL SPECIFICATIONS In accordance with Radio Technical Commission for

Aeronautics (RTCA) document no. DO-160E as follows:
Temperature and Altitude DO-160E, Section 4, Category A2F2X

Non-pressurized/non-controlled temperature locations
Altitude -15,000 to 55,000 Ft
Non-operating high temperature +85°C (158°F)
Non-operating low temperature -55°C (-67°F)
Operating high temperature +70°C (158°F)
Operating low temperature -55°C (-67°F)
Cooling air not required
Temperature Variation DO-160E Section 5, Category B

5° C per minute
Humidity DO-160E Section 6, Category B

Severe humidity environment 10 day test
Operational Shock and Crash Safety DO-160E Section 7, Category B

Fixed wing aircraft or helicopter installation
Operational 6 g's each axis
Crash safety (impulse) 20 g's each axis
Crash safety (sustained) 20 g's each axis
Vibration DO-160E Section 8, Category SCYL and RG
Explosion Proofness DO-160E Section 9, Category X
Water Proofness DO-160E Section 10, Category W
Fluids Susceptibility DO-160E Section 11, Category X
Sand and Dust DO-160E Section 12, Category X
Fungus Resistance DO-160E Section 13, Category X
Salt and Spray DO-160E Section 14, Category X
Magnetic Effect DO-160E Section 15, Category A
Power Input DO-160E Section 16, Category AB

Normal 36.0** to 22 V
Abnormal 32.2 to 20.2 V
Emergency 18.0 V
Surge 60.0 V
Interruptions 200 ms
Figure 11. GLSSU Environmental Specifications (Sheet 1 of 2)
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ENVIRONMENTAL SPECIFICATIONS
cont’d
Voltage Spike DO-160E Section 17, Category A
Audio Frequency Conducted DO-160E Section 18, Category Z

Susceptibility Power Inputs
Induced Signal Susceptibility DO-160E Section 19, Category ZC
Radio Frequency Susceptibility DO-160E Section 20, Category YY*
Emission of Radio Frequency Energy DO-160E Section 21, Category M
Lightning Induced Transient DO-160E Section 22, Category A3J33***

Susceptibility Multiple bursts at 360 V / 12 A****
Lightning Direct Effects DO-160E Section 23, Category X
Icing DO-160E Section 24, Category X
Electrostatic Discharge DO-160E Section 25, Category A
Fire, flammability DO-160E Section 26, category X
* * Frequencies from 1500 MHz to 1640 MHz are tested at a Category Rating S (1 V/m).
** The test limit of 36 VDC exceeds the DO-160E category requirement for normal operation of 30.3
VDC.
*** Power lines are at Category A3G33.
**** The test limit exceeds the DO-160E category requirement for multiple bursts of 360V/6A.
Figure 11. GLSSU Environmental Specifications (Sheet 2 of 2)
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PERFORMANCE
RF Input satellite signals 1.57542 GHz (L1 band) carrier frequency, C/A code spread-spectrum modulation,
chipping rate 1.023 MHz nominal
GPS: -134 to -121 dBm at DO-301 compliant antenna preamplifier input

with a signal bandwidth of 20 MHz nominal
SBAS: -134 to -115.5 dBm at DO-301 compliant antenna preamplifier input

with a signal bandwidth from 4 to 20 MHz nominal
RF Interference conditions RTCA/DO-229D Appendix C
RF input interface Unbalanced coaxial cable, 50 Ohms nominal TNC connector
Maximum Voltage Standing wave Ratio (VSWR) at J2:

2:1 over 1572.42 to 1578.42 MHz,
4:1 over 1565.42 to 1572.42 MHz and over 1578.42 to 1585.42 MHz
Antenna power supply (short circuit protected):

9 VDC ±20%, 15 to 60 mADC, 0.3 A maximum under short-circuit
Receiver Type Super-heterodyne Radio Frequency (RF) receiver

24 parallel Narrow Correlator1 C/A code-tracking channels
Time to First Fix Less than 75 seconds, 95% confidence, under nominal conditions:
1) Initial time within ±10 seconds, initial position within 2 kilometers
2) Valid almanac
3) At least 4 satellites are at or more than 20° above horizon
4) HDOP < 6
Horizontal Position Accuracy 32 meters radial, 95% confidence, HDOP = 1.5, outside SBAS coverage, limited
by ionospheric model error provided by GPS satellites
Measurement Accuracy GPS satellites: Airborne Accuracy Designator B requirements as per DO-229D
(SBAS PA Mode only) section 2.1.4.1.4
- PR error < .15 m RMS at minimum signal level
- PR error < .11 m RMS at maximum signal level
SBAS satellites: As per DO-229D section 2.1.4.1.5
- PR error < 1.8 m RMS at minimum signal level
- PR error < 1.0 m RMS at maximum signal level
Velocity Accuracy 0.33 knots (0.17m/s) horizontal, 95% confidence, steady-state, HDOP = 1.5
5.33 knots (2.74 m/s) horizontal, 95% confidence, Dynamics within normal
maneuvers (as per RTCA/DO-229D section 2.1.2.5), HDOP = 1.5
68 ft/min (1.13 ft/s) vertical, 95% confidence, steady-state, VDOP = 3.0
574.34 ft/min (9.57 ft/s) vertical, 95% confidence, Dynamics within normal
maneuvers (as per RTCA/DO-229D section 2.1.2.5), VDOP = 3.0
Figure 12. GLSSU Performance Specifications (Sheet 1 of 2)
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ADS-B Compliance 5.33 knots (2.74 m/s) horizontal, 95% figure of merit
574.34 ft/min (9.57 ft/s) vertical, 95% figure of merit
Accuracy of horizontal and vertical velocities including 95% FOM are ADS-B
compliant to NACV = 2 (per RTCA/DO-242A section 2.1.2.14). Tests were
conducted in accordance with RTCA/DO-253C section 2.5.3.4.3.
Time Accuracy (Time-Mark +-2 usec (Refer to paragraph 3 in Appendix A)

pulse output)
Position output update rate Ten times per second (GLS bus outputs)
Once per second (GPS bus outputs)
High Integrity Switch (HIS) Pass-through transport delay, from the ARINC-429 input data busses side to the
ARINC-429 output data busses side:
- 0.5 usec maximum when selecting an ILS source*
- 100 msec maximum when selecting a GLS source **
The type of approach is determined by the ILS/GLS Source Select Discrete input
at the secondary aircraft connector pin J3-18.
1
The "NARROW-CORRELATOR" technology is trademarked by NOVATEL Inc. Calgary, Alberta Canada.
* For ILS sources, the HIS passes-through transparently all the DME/ILS labels received at the input sides
** For GLS sources, the HIS intercepts the DME/ILS input data labels specified by the active APD Configuration,
substituting DME/ILS look-alike data labels computed by the GLSSU. All other data labels received at the input
sides are passed-through, delayed as specified but otherwise unchanged.
Figure 12. GLSSU Performance Specifications (Sheet 2 of 2)
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SECTION II
INSTALLATION
1. GENERAL
The installation of a GLSSU in an aircraft requires the approval of the civil aviation certification agency
responsible for issuing the aircraft certificate of airworthiness.
Contact with the appropriate government authority prior to the installation and during the system planning is
highly recommended in order to minimize approval problems. If installation assistance is required, contact
CMC's Avionics Field Engineering Department at the telephone/telex/FAX numbers on the title page of this
manual.
The GLSSU does not need to be calibrated and no regular maintenance is required. The GLSSU envelope
drawing is shown in Figure 104 and its connectors pin-out are shown in Figure 105.
2. SYSTEM PLANNING
System planning is essential if the GLSSU is to be correctly interfaced with other aircraft subsystems and
instrumentation. For this purpose, refer to the antenna data, the pin assignments and the installation
instructions contained in this section. For the APD parameter descriptions and the available APD Files and
APD Configurations, refer to the Appendix E.
The location of the GLSSU and of its GPS/SBAS antenna varies with the type of aircraft in which it is
installed. The use of an active antenna allows long cable runs and flexibility in installation. As for any avionic
equipment, if at all possible, the GLSSU should be installed in a pressurized and temperature controlled
area with low levels of humidity and moisture in order to reduce environmental stresses. However, if
necessary, it can be installed in an unpressurized non-temperature controlled location. A typical antenna
location is shown in the Figure 101.
Figure 101. Typical Antenna Location
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The system integrator will determine the location of each antenna and, if deemed necessary for this aircraft,
compute the X Y Z coordinates of the Navigation Center Offset. These coordinates must match the
Navigation Center Lever Arm APD parameters defined in the APD Configuration to be selected and will be
used to compute the guidance outputs (deviations and distance to runway threshold). Refer to the APD
parameter "Navigation Center Position Output on GLS Bus" in Appendix E for use of the navigation center
on the GLS bus.
Note: The Navigation Center Lever Arm APD parameters are set to zero when the system integrator
determines that the guidance outputs can be computed at the antenna location.
The system integrator will determine if the HIS in the GLSSUs must be connected to the existing ILS/DME
instrumentation, and how. He will determine also if the auxiliary HIS power inputs (at connector pins J3-1
and J3-2) must be connected, so that ILS and DME outputs pass-through unaffected in case of a failure of
the GLSSUs or of their 28 VDC power inputs (at connector pins J1-34, J1-35).
Note: In order to avoid nuisance failure warnings, the same 28 VDC power source should feed both
the GLSSU power input and its HIS. Refer to the HIS Input Power APD parameter in
Appendix E. However, independent power lines and circuit breakers should be used in order
to preserve redundancy.
The system integrator will determine the interfaces and interconnections between the GLSSUs and the flight
instruments. Refer to the typical installation diagrams in Section I.
Note: In order to comply with TSO-C145b/TSO-C146b, the GLSSU must output navigation and/or
flight deviation data at a minimum rate of 5 Hz. This requires configuring by means of the APD
of at least one GLS output bus on the approach aircraft connector J3, which will provide a
nominal data output rate of 10 Hz; typically all 3 busses are configured as GLS outputs.
CAUTION: In a Delta-4 configuration and if connecting DME equipments to a GLSSU, the DME
devices MUST transmit sequential blocks of data for each DME channel, Frequency label
first, in accordance with paragraph 4.8 of ARINC 709-8 or of paragraphs 4.8.1 and
4.8.1.2.4 of ARINC 709A-1. Refer to the HIS description in section I.
If applicable, the system integrator will ensure that the GLSSU has access to an SBAS approach database
readily available from external equipment, typically from an FMS. Alternately, the built-in database of the
GLSSU can be used. In this case, an ARINC-615 Data Loader bus is available for loading and updating
periodically the built-in database; refer to the instructions and to the Data Loading procedure in Appendix F.
Based on the aircraft, antenna and installation characteristics, the system integrator will choose the
applicable APD File. At time of installation, the installer will select the applicable APD Configuration and will
verify its proper selection as described in Section III. Refer to Section I for a general description of the APD
concept, and to Appendix E for the description of the APD parameters and APD Configuration within
currently available APD Files.
The GLSSU being a sensor, its operation is intended to be fully automatic with the exception of approach
selection. Flight crews do not have physical access to the GLSSU and cannot control it directly. Thus,
typically, the system integrator will design the installation for enabling access to the GLSSU data via the
Control Display Units (CDU) of a Flight Management System (FMS) or via alternate means. The applicable
access procedures and display formats will be found in the aircraft operational flight manual and/or its
supplement.
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3. ANTENNA INSTALLATION DATA
A. GPS/SBAS Antenna Characteristics

This must be an active antenna, meeting the requirements of a standard TSO C-190 as summarized for
reference below (extracted from RTCA/DO-301). If the aircraft operation is limited to class 1 as defined
in section I.2.A, use of an RTCA/DO-228 Change 1 compliant active antenna is acceptable. The
nominal RF output impedance is 50 Ohms. The characteristics apply over the full temperature range. In
addition:
(1) The DC power consumption of the antenna preamplifier must be greater that 15 mADC, in order
that the BIT circuits detect correctly the presence of the antenna.
(2) The antenna manufacturer must specify the nominal gain of the antenna preamplifier and the actual
gain variations of this value over the range of operating conditions and with time; a typical tolerance
is ±3 dB.
For an RTCA/DO-228 Change 1 active antenna, the following additional characteristics must be met:
(3) The antenna preamplifier must be compatible with the GLSSU power source at connector J2 is +9
VDC 20%.
(4) The DC power consumption of the antenna preamplifier must not exceed 60 mADC.
(5) The load capacitance on the output connector center conductor from the preamplifier DC power
interface circuitry must not exceed 0.75 uF.
(6) The preamplifier Noise Figure must not exceed 3.85 dB.
Known compatible RTCA/DO-228 Change 1 active antenna include the Sensor System S67-1575-132
and -133, and the AeroAntenna Technology AT575-143W-TNCF-000-RG-29.5-NM.
DEVICE PARAMETER REQUIREMENT CONDITION

Passive Maximum gain +4 dBic Any satellite elevation angle
antenna Minimum gain -5.5 dBic Elevation angles ≥ 5 °
sensor Polarization Circular, RHCP
Axial ratio at boresight 3 dB maximum
Antenna Preamplifier gain 26.5 dB minimum Over 1575.42 ±2 MHz

Pre-amplifier DC Power input, integral 4.5 to 14.4 VDC Positive supply: Inner cable wire
to coaxial cable input** 60 mA; ≤0.75 uF Negative/return: Outer cable shield
Output impedance VSWR < 1.5:1 (dry) Over 1575.42 ± 10.23 MHz
Preamplifier output power +20 dBm maximum*
Active Minimum boresight gain 29.5 dBic Over 1575.42 ± 2 MHz
antenna G/T ratio for elevation -32.6 dB/K minimum Over 1575.42 ± 8 MHz
angles ≥ 5 ° -31.6 dB/K minimum Over 1575.42 ± 2 MHz
* The RF circuits in the GLSSU may be damaged or burnout if its RF input power exceeds +20 dBm at
the GLSSU RF input, such as during transient overload conditions.
** The GLSSU power source at connector J2 is +9 VDC ±20% and the minimum external load current
must be 15 mADC. The external load current must not exceed 60 mADC.
Figure 102 gives the outline of a typical antenna. Typically the antenna will be installed and sealed
using an O-ring as illustrated.
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3.00
1.600
.800
GPS
1.650
3.300
4.70 CL
DO NOT PAINT
.141 .55
.73
R 8.00
TYPE TNC
.141
CL
.229
DIA
.218
O RING GROOVE MS28775-142
C' SINK .385 DIAX 100
4 PLACES
NOTE: Weight = 0.25 kg (0.56 lbs)

All dimensions are in inches 0503001
Figure 102. Typical GPS/SBAS antenna (for reference)
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B. GPS/SBAS Antenna Location

The GPS/SBAS antenna should be installed on the outer aircraft skin, along the aircraft centerline and
upward, such as the antenna will be nominally in a horizontal attitude in normal flight. Typically the
antenna will be installed on the forward topside portion of the aircraft fuselage in order to minimize the
shadowing effect of the vertical stabilizer and wings.
Good practice dictates to keep the GPS antennas segregated away from the other antennas, as far as
practical. This will provide good RF isolation from the various on-board sources of RF in order to
minimize the risks of RF interference. The following minimum separation distances are recommended:
(1) At least 160 inches (4.064 meters) from SATCOM, GLOBALSTAR or IRIDIUM transmitting
antennas.
Note: These systems transmit in the L-band at relatively high RF powers (up to 50 watts) at about 1620
MHz, very close to the upper end of the GPS/SBAS frequency band.
(2) At least 48 inches (1.219 meters) from TCAS communication transmitting/receiving antennas.
(3) At least 48 inches (1.219 meters) from VHF communication transmitting/receiving antennas.
(4) At least 12 inches (0.305 meters) from any other GPS antenna.
(5) At least one meter from any other transmitting antenna.
4. ANTENNA CABLE SELECTION
A. Theory
The overall insertion loss and the characteristic impedance of the RF transmission line must be
controlled, from the RF output terminal at the antenna down to the RF input connector J2 on the GLSSU
LRU, in order to maintain the expected system performance.
The antenna cable type and length and the attached RF hardware (connectors, adapters, bulkheads,
unions, etc…) must be selected according to the instructions below, prior to installation in the aircraft.
The transmission line design and the cable length must be adjusted so that the overall RF losses and
uncertainties (the sum of the individual contributions) stay within the maximum/minimum limits.
The insertion losses should include obviously the cable loss itself, but also the losses due to the RF
hardware and the power transfer uncertainties due to RF impedance mismatches (VSWR) and any
parasitic effects. The maximum insertion loss due to each RF connector pair is set conservatively to 0.1
dB. The allocation for VSWR and other parasitic losses is set to 1 dB; this allocation is consistent with
ARINC 743 attachment 9.
CAUTION: Do not insert conventional RF attenuators or resistive pads on the antenna cable, as a
means of adjusting the overall cable loss or for compensating for high antenna
preamplifier gains. These devices would short-circuit the antenna power supply carried
from the GLSSU on the center conductor the coaxial antenna cable, alongside with the RF
signal.
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B. RF Cable Type and Suppliers

The RF cables must be coaxial with a nominal characteristic impedance of 50 ohms. The tolerance on
the impedance should be ±3 % or better.
CMC strongly recommends using coaxial cables built with double-braid or triple-braid shields since more
immune to EMI. The complete cable assembly (connectors and cable) should be purchased from one of
the selected vendors listed in the table below to ensure of high integrity connections. The cables should
be Skydrol-proof and low smoke, flame retardant types. At the time of ordering, a copy of the cable test
results and a certificate of conformity should be required as part of the installation certification process.
TNC
MANUFACTURER NOMINAL LOSS PER TNC
MANUFACTURER STRAIGHT
PART NUMBER 100 FEET @ 1.5 GHZ 90° PLUG
PLUG
E.C.S. 310801 4.4 dB CTS022 CTR022
311201 6.5 dB CTS122 CTR122
311501 8.63 dB CTS122 CTR122
311601 10.6 dB CTS922 CTR922
All ECS connectors are dual crimp using standard MIL-C-22520 tools.
E.C.S. (Electronic Cable Specialists), 5300 W. Franklin Drive, Franklin, WI 53132
Telephone: 1-800-327-9473 or (414) 421-5300
PIC wire & cable S22089 4.8 dB 190408 190409
T556124 7.1 dB 190208 190209
S55122 7.1 dB 190608 190609
S33141 8.6 dB 190308 190309
S67163 10 dB 190508 190509
PIC connectors are waterproofed and assemblies are traceable by serial numbers
PIC Wire & Cable, N63 W22619 Main Street, P.O. Box 330, Sussex, WI 53089-0330
Telephone: 1-800-742-3191 or (414) 246-0500 Fax: (414) 246-0450
The bigger cables have lower losses and are mechanically more sturdy and durable, however they are
costlier, heavier, more rigid hence more difficult to install.
C. Cable length limits

The overall cable insertion loss must be controlled as follows in order to prevent either signal-to-noise
ratio degradation, or overloading of the receiver in the GLSSU; referring to Figure 103:
(1) The minimum cable loss (Lmin of Figure 103) at 1.575 GHz between the Low Noise Amplifier (LNA)
output (antenna RF connector) and the GLSSU RF input connector (J2) is equal to the maximum
antenna preamplifier gain (from manufacturer specifications) minus 33 dB.
(2) The maximum cable loss (Lmax of Figure 103) at 1.575 GHz between the active antenna output and
the GNSSU RF input connector (J2) is equal to the minimum antenna preamplifier gain (from
manufacturer specifications) minus 13.5 dB minus the 1 dB allocation for VSWR and other parasitic
losses. The allocation for each RF connector pair is accounted for separately based on the number
of interconnections in the installation.
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ANTENNA
LNA
Fixed loss =
Lmax to Lmin dB
GPS
SENSOR
0412010
Figure 103. Cable Loss Considerations
Notes: These requirements allow using an antenna with a nominal preamplifier gain of 29.5 dB
(tolerance of ±3 dB i.e. minimum gain of 26.5 dB and maximum gain of 32.5 dB), with very
short antenna cables, as some aircraft retrofit installations may require.
If the antenna preamplifier gain is expected to exceed 32.5 dB, the excess gain must be
compensated by using an antenna cable of suitable length and RF loss, in order to
avoid overloading the RF/IF circuits in the receiver. In this case, follow the computation
example below.
The following example shows the computation for an antenna with a nominal
preamplifier gain of 33 dB. An estimate of the cable length is provided based on the
nominal cable loss; refer to the cable manufacturer for detailed information on cable
loss tolerance.
EXAMPLE: Assume that the specified preamplifier gain of the antenna is 33 dB ±3 dB. Then Lmin is (33
+3 dB - 33 dB) = 3.0 dB and Lmax is (33 - 3 dB - 13.5 dB - 1 dB) = 15.5 dB. That is, the
overall cable insertion loss must stay within 3.0 to 15.5 dB at L1 carrier frequencies over the
life of the installation and the temperature range.
Selecting for example the E.C.S. cable part number 311201, which has nominal losses of
6.8 dB per 100 feet, the minimum/maximum lengths, 44 and 225 feet respectively in this
sample case, are estimated as follows, assuming that there are only two RF connector pairs
along the RF cable (one at each end):
- On one hand, the antenna cable must not be too short. Neglecting the connector
losses, the 3.0 dB minimum loss is divided by the E.C.S. cable loss of 6.5 dB per 100
feet. Rounded to the nearest foot, this gives a minimum cable length of 44 feet.
- On the other hand, the antenna cable must not be too long. Allocating 0.1dB per
connector leaves a maximum loss of 15.3 dB for the cable itself (15.5 dB - 0.2 dB).
When divided by the E.C.S. cable loss of 6.5 dB per 100 feet and rounded to the
nearest foot, this gives a maximum cable length of 225 feet.
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5. OUTLINE DRAWINGS
A. GLSSU Outline
The outline drawing in Figure 104 gives the dimensional, mounting and physical data required for
installation of the GLSSU in the aircraft. Refer to paragraph 9 of this section for detailed installation
instructions.
The large 41-pins male round connector socket labeled 'J1' on the front face mates with a female cable
connector plug type M83723/77R2041N. The small female coaxial connector socket, labeled 'J2' on the
front face, mates with any commercially available male TNC cable connector plug.
The large 100-pins male round connector socket labeled 'J3' on the front face mates with a female cable
connector plug type MS27473E22F35S.
Note: When the cable connector on J3 is not engaged, J3 must be protected from contamination
using the protective metal cap chained to the GLSSU frame (not shown in outline drawing
below). When the cable connector is engaged on J3, the protective metal cap must be
securely tied to the cable.
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Figure 104. GLSSU Outline Drawing

(Protective cap on J3 not shown)
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6. CONNECTOR PIN ASSIGNMENTS AND INTERWIRING
A. GLSSU NAVIGATION AIRCRAFT CONNECTOR J1

Figure 105 gives the pinout of the 41 pins male J1 on the GLSSU, intended to mate with a female cable
connector type M83723/77R2041N. The current rating of each contact is 7.5A.
The recommended wire gauge for the DC power input lines at pins J1-34 J1-35 is 22 AWG or larger,
each wire will carry currents up to 2 A and must provide a maximum resistance of 1/4 Ohms to keep the
overall cable voltage drop under 1 Volt.
Except where stated otherwise, the recommended wire gauge for the installation is 22 AWG, each wire
will carry currents up to 0.1 A and must provide a maximum resistance of 2 Ohms.
Use multistrand wires with at least 19 strands per wire.
Figure 105. GLSSU J1 connector (seen from the front of the GLSSU)
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Figure 106 provides pin assignments and system interwiring information. Refer to Appendix A for a
detailed signal description.
A 2.5 A minimum circuit breaker should protect the +28 VDC power input line at J1-35. All
ARINC 429/419 serial data bus and Time Mark lines must use twisted-shielded cables, and their shields
must be grounded at both ends.
The power input (at pins J1-35 & J1-34) is DC-isolated from the chassis ground and will withstand
accidental polarity reversals without damage.
PLUG
FUNCTION I/O REMARKS
PIN NO.
J1-35 +28 VDC supply I Connect to positive side of aircraft DC power supply through a
circuit breaker. Normal operating voltage is +22 to +36 VDC.
J1-34 +28 VDC Return I Connect to negative side of aircraft DC power supply. The Return
is isolated from chassis ground.
J1-33 Chassis Ground GND Connect to good aircraft ground.
J1-8 Input Discrete Return GND Common ground connection for discrete signals.
J1-1 GLSSU Fault Discrete O Contact closure to ground; rating: 280 mADC & 36 VDC max
Open: GLSSU is operational.

Closed / Short to ground: GLSSU is non-operational (fault).
J1-12 Data Loader Input I Open (no connection)/Grounded (at J1-8) input discrete:
Discrete
Open: Operation normal
Ground: GLSSU DATA LOAD Mode allowed
J1-21 * 429 HS/LS Select I Open (no connection)/Grounded (at J1-8) input discrete
Input Discrete
Open: ARINC 429 “GPS bus” outputs set to high speed
Ground: ARINC 429 “GPS bus” outputs set to low speed
J1-28 Air/Ground Input I Open/Grounded input discrete, normally connected to the Weight-
Discrete On-Wheels aircraft signal. Polarity set by the Air/Ground Discrete
Open In Air APD parameter
J1-40 * DADS 419/429 Select I Open (no connection)/Grounded (at J1-8) input discrete:
Input Discrete
Open: Accept ARINC 429 on DADS/FMS inputs
Ground: Accept ARINC 419 DADS on DADS/FMS inputs
J1-36 * SDI Pin No.1 I Open (no connection)/Grounded (at J1-8) input discretes:
J1-5 * SDI Pin No.2 I
Input Discretes SDI pin No.2 SDI pin No.1 IDENT***
Open Open Do NOT use (00) **
Open Gnd Unit No.1 (01)
Gnd Open Unit No.2 (10)
Gnd Gnd Unit No.3 (11)
* The GLSSU reads the state of these discrete input signals only during Self-Test mode (power-up and
initiated).
** The GLSSU must not be installed with both SDI inputs ungrounded.
*** The settings must match the SDI defined in the selected APD Configuration; refer to Appendix E
Figure 106. Pin Assignments (Sheet 1 of 2)
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PLUG FUNCTION I/O REMARKS

PIN NO.
J1-3 RS-232 Data Input I RS-232 serial communication port for DLU and maintenance
J1-2 RS-232 Data Output O equipment; reserved for factory use only.
J1-4 Data Loader Input Hi I ARINC 615 data loader input; reserved for factory use only
J1-15 Data Loader Input Lo I
J1-31 OMS Input Hi I ARINC 429 Data from OMS
J1-32 OMS Input Lo I
J1-18 No.1 IRS/FMS Input Hi I ARINC 429 Data from IRS or FMS
J1-37 No.1 IRS/FMS Input Lo I
J1-26 No.2 IRS/FMS Input Hi I ARINC 429 Data from IRS or FMS
J1-27 No.2 IRS/FMS Input Lo I
J l-23 No.1 DIFF/GP Input Hi I ARINC 429 Data from Air/Ground source (optional); provision for
J1-41 No.1 DIFF/GP Input Lo I GBAS/GRAS VBD receiver input
J1-16 No.2 DIFF/GP Input Hi I ARINC 429 Data from DIFF/GP
J1-17 No.2 DIFF/GP Input Lo I
J1-19 No.1 Time Mark Hi *** O 1 Hz RS-422 pulse output; synchronization of aircraft subsystems
J1-20 No.1 Time Mark Lo O to the GLSSU
J1-38 No.1 429 Out Hi O Configurable ARINC 429 data bus outputs.
J1-39 No.1 429 Out Lo O
J1-24 No.2 429 Out Hi O #N 429 Out denotes the GPS ARINC 429 output bus
J1-25 No.2 429 Out Lo O
J1-29 No.2 429 Out Hi O
J1-30 No.2 429 Out Lo O
J1-6 No.1 FMS/DADS Input Hi I ARINC 419 Data from DADS or ARINC 429 Data from
J1-7 No.1 FMS/DADS Input Lo I FMS/DADS
J1-10 No.2 FMS/DADS Input Hi I ARINC 419 Data from DADS or ARINC 429 Data from
J1-11 No.2 FMS/DADS Input Lo I FMS/DADS
*** Note: This signal polarity is compliant with ARINC 743; for systems that require ARINC 743A-4 pulse
polarity, swap the Hi/Lo connections at one of the interconnecting cable ends.
Figure 106. Pin Assignments (Sheet 2 of 2)
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B. GLSSU APPROACH AIRCRAFT CONNECTOR J3

The connector pin number and location for the 100 pins of the 'J3' male connector are shown in Figure
107 as seen from the front of the GLSSU. It is intended to mate with a female cable connector type
MS27473E22F35S. The current rating of each contact is 5 ADC. The recommended wire gauge for the
installation is 22 AWG except where otherwise stated.
The connector pin number and location for the 100 pins of the 'J3' male connector are shown in Figure
108 as seen from the front of the GLSSU. It is intended to mate with a female cable connector type
MS27473E22F35S. The current rating of each contact is 5 ADC.
If installed, the recommended wire gauge for the optional HIS DC power input lines at pins J3-1 J3-2 is
22 AWG or larger, each wire will carry currents up to 1.5 A and must provide a maximum resistance of
1/3 Ohms to keep the overall cable voltage drop under 1 Volt.
Except where otherwise stated, the recommended wire gauge for the installation is 22 AWG, each wire
will carry currents up to 0.1 A and must provide a maximum resistance of 2 Ohms.
Use multistrand wires with at least 19 strands per wire.
(Seen from engaging face) Mates with connector plug MS27473E22F35S
Figure 107. GLSSU approach aircraft connector J3 (seen from the front of the GLSSU)
Figure 108, Figure 109 and Figure 110 provide pin assignments and system interwiring information.
Refer to Appendix A for a detailed signal description. The pins labeled "N/A" may be connected
internally hence they must be left unconnected as shown.
If the HIS device in the GLSSU is used, a circuit breaker rated at 1.5 A minimum should protect the
auxiliary +28 VDC HIS power input line at J3-1. The HIS power input (at pins J3-1 & J3-2) is DC-
isolated from the chassis ground and will withstand accidental polarity reversals without damage.
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If used, the HIS power input lines and circuit breakers should be independent from the ones used for the
main 28 VDC GLSSU power inputs (at connector pins J1-34 and j1-35), in order to avoid single points of
failure and to preserve redundancy. However, the 28 VDC power source should be common in order to
prevent nuisance warning messages; refer to the HIS Input Power APD parameter in Appendix E.
All ARINC 429 serial data busses must use twisted-shielded cables, and the cable shields must be
grounded at both ends. The nominal source impedance for the ARINC-429 bus drivers is 75 Ohms
(line-to-line).
(J3) PIN SIGNAL NAME DESCRIPTION (FOR REFERENCE)

54 429 GLS/GPS #1 Out HI ARINC 429 data output; may be configured as a GPS
55 429 GLS/GPS #1 Out LO bus or a GLS bus
60 429 In Freq/Function Data Source HI ARINC 429 data input from a Controller Unit
61 429 In Freq/Function Data Source LO (optional))
64 429 In X-Talk #1 HI ARINC 429 data input for GLSSU interconnection
65 429 In X-Talk #1 LO (optional)
67 429 In X-Talk #2 HI ARINC 429 data input for GLSSU interconnection
68 429 In X-Talk #2 LO (optional)
62 429 spare input bus HI ARINC 429 data Input
63 429 spare input bus LO
11 Functional/Guidance Test Discrete Open = Normal state. Grounded = Test request
Input
12 N/A (Do not connect) Spare remote Discrete Input
13 Tune/Guidance Test Inhibit Discrete Ground = Inhibit test requests from pin 11.
Input Open = Allow test requests from pin 11.
14 APD #1 Select Discrete Input (LSB) Local Discrete Inputs for selecting the APD
15 APD #2 Select Discrete Input Configuration; binary coding, odd parity check. Refer
to Appendix A
45 APD #3 Select Discrete Input
Open = logical 0, ground = logical 1.
66 APD #4 Select Discrete Input (MSB)
16 APD Select Parity
17 Input Discrete Return Discrete Input ground
6 Approach Available Discrete Output * Ground = Pin 7 is closed to ground and the Five-
Minute Look-Ahead SBAS Integrity limits are below
the alert limits. Opened otherwise.
7 Approach Tuned Discrete Output * Ground = A valid approach is selected; opened
otherwise
8 System Valid Discrete Output * Ground = Normal operation;
Open = The GLSSU is non operational (Fault mode)
9 Discrete Output Return Discrete Output (GND) for pins 6, 7, 8
10 Discrete Output Return Discrete Output (GND) for pins 6, 7, 8
* Contact closure to ground; rating: 280 mADC (closed) & 36 VDC (open) maximum
Figure 108. Pin Assignments for J3; ARINC-429 Data and Discrete Interfaces
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21 N/A (Do not connect) RS 422 data input
22 N/A (Do not connect)
25 N/A (Do not connect) RS 422 data output
36 N/A (Do not use)
46 429 out ILS Look-Alike #1 HI ARINC 429 ILS data output
47 429 out ILS Look-Alike #1 LO
48 429 out ILS Look-Alike #2 HI ARINC 429 ILS data output
49 429 out ILS Look-Alike #2 LO
50 429 out DME Look-Alike #1 HI ARINC 429 DME data output
51 429 out DME Look-Alike #1 LO
52 429 out DME Look-Alike #2 HI ARINC 429 DME data output
53 429 out DME Look-Alike #2 LO
41 429 in DME #1 HI ARINC 429 DME data input
42 429 in DME #1 LO
43 429 in DME #2 HI ARINC 429 DME data input
44 429 in DME #2 LO
37 429 in ILS #1 HI ARINC 429 ILS data input
38 429 in ILS #1 LO
39 429 in ILS #2 HI ARINC 429 ILS data input
40 429 in ILS #2 LO
18 ILS/GLS Source Select input Open = The HIS passes-through the ILS and DME input data.
Ground = The HIS substitutes selectively the GLS data to the ILS
and DME input data
5 ILS Select Discrete Output * Ground = The pin 18 is set to "ILS", Opened otherwise.
4 GLS Select Discrete Output * Ground = The pin 18 is set to "GLS", Opened otherwise.
3 Chassis GND Ground; same as J1 pin 33. Connect to good aircraft ground
1 28V HIS Input Optional HIS power input; connect to positive side of aircraft DC
power supply through a 1.5 A minimum breaker. Normal operating
voltage is +22 to +36 VDC.
2 28V HIS Return Optional HIS power input; return; connect to negative side of
aircraft DC power supply. The power input is isolated from the
chassis (floating) and from the chassis ground pins J1-33, J3-3.
* Contact closure to ground; rating: 280 mADC (closed) & 36 VDC (open) maximum
Figure 109. Pin Assignments for J3; HIS Interfaces
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74 N/A (Do not connect) Future growth
Figure 110. Pin Assignments for J3; Future Analog/Digital Interfaces
C. GENERAL INSTALLATION METHODS

Conforms to the Acceptable methods, techniques, and practices contained in AC 43.13-1B, to the
Acceptable Methods, Techniques and Practices - Aircraft Inspection and Repair in AC 43.13-2A, and to
the Acceptable Methods, Techniques, and Practices - Aircraft Alterations.
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7. PRELIMINARY WIRE HARNESS CHECKS
Perform the following verifications before installing the GLSSU and prior to connecting the aircraft wiring
harness to the GLSSU connectors J1, J3:
(1) GLSSU: Verify that the GLSSU wire harness input power line, mating to pin J1-35 of the 41-pins GLSSU
connector J1, and (if the auxiliary HIS power input is used) to pin J3-1 of the 100-pins connector J3, are
correctly wired to a circuit breaker fed from the aircraft 28 VDC power distribution system.
(2) GLSSU: Verify that the GLSSU wire harness input power return line, mating to pin J1-34 of the 41-pins
GLSSU connector J1, and (if the auxiliary HIS power return is used) to pin J3-2 of the 100-pins
connector J3, are correctly wired to the negative side of the aircraft 28 VDC power distribution system
(3) GLSSU: Verify that the GLSSU wire harness chassis ground line, mating to pin J1-33 of the 41-pins
GLSSU connector J1, and (if the approach connector J3 is used) to pin J3-3 of the 100-pins connector
J3, are correctly wired to the aircraft frame.
(4) GLSSU: If the APD Parity Discrete Check APD parameter is enabled in the selected APD Configuration,
verify the continuity to ground at the APD Select Parity pin J3-16.
Note: The APD Select Parity pin (J3-16) must be set so that the number of the APD Select Parity pin,
APD Select Parity pins (J3-14, 15, 45, 66), and SDI pins (J1-5, 36) being connected to ground is
odd. A pin connected to ground indicates a logical "1"; a pin left opened indicates a logical "0".
For example, for APD = 0 (pins J3-14, 15, 45 and 66 opened) and SDI = Center Unit (pins J1-5
and 36 grounded), J3-16 must be grounded. Conversely for APD= 2 (pin J3-15 grounded and
pins J3-14, 45 and 66 left opened) and SDI = Center Unit (pins J1-5 and 36 grounded), J3-16
must be left opened.
Note: If the "APD Parity Discrete Check" parameter is enabled and If the APD Select Parity
discrete input line (J3-16) is not set correctly, the GLSSU will enter Fault mode and will be
inoperative (no ARINC 429 outputs).
(5) Verify the Input and Output Discretes for continuity as per aircraft installation drawing.
(6) Verify the ARINC 419/429 and Time Mark connections for continuity between the GLSSU and other
systems as per the aircraft installation drawing.
(7) Verify the continuity to ground at the SDI signal pins: J1-5 and 36 on the GLSSU.
(8) Verify the other lines of the connectors on the GLSSU for continuity as per aircraft installation drawing.
8. PRE-INSTALLATION INSPECTION
A. GLSSU Inspection
(1) Check the GLSSU for dents, scratches or other external damage and ensure that they are free of
foreign material.
(2) Check aircraft interwiring cables and the GLSSU connectors J1 J3 and J2 for foreign contaminants,
corrosion and physical damage such as bent or loose pins, broken wires, insulation damage and
loose cable clamps.
(3) Check that the shields of the shielded cables are grounded at both ends.
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B. GPS/SBAS Antenna Inspection

(1) Check antenna for dents, scratches, or other external damage; also check that it is free of foreign
material.
(2) Check aircraft interwiring co-axial antenna cable connector for damage, dents or loose hardware
and/or for insulation damage, bent or loose pins.
9. INSTALLATION
Note: Installation items required are listed in the table below.
INSTALLATION ITEMS PART NUMBER APPLICATION

Cable Assembly N/A GLSSU to aircraft systems; provided by
system integrator and installer
Cable connector, electrical, M83723/77R2041 N Mates the male chassis connector J1 on
41 contacts female CMC 230-990140-694 the GLSSU
Clamp Strain Relief, straight M85049/52-1-20N
CMC 702-990140-693
Clamp Strain Relief 90° M85049/51-20N
(optional) CMC 702-990127-179
Cable connector, electrical, MS27473E22F35S Mates the male chassis connector J3 on
100 contacts female the GLSSU. The connector kit comes
complete with a straight cable clamp
Four No. 10-32 Capscrews Commercially available GLSSU mounting
Four No. 10-100°, FHMS screws Commercially available Antenna mounting
Active antenna, DO-301 N/A Antenna
compliant
O-ring for active antenna MS28775-142 Antenna mounting
A. Antenna Cable Layout and Routing Recommendations

When retrofitting the GLSSU in an existing antenna installation, carefully inspect the antenna cabling,
RF connectors and RF mounting hardware for damage, evidence of stress and wear.
Good design practices should be observed when routing the cable in the fuselage to minimize adverse
environmental conditions and stress, and to avoid physical damage such as mechanical abrasion and
chafing, for example by liberal use of conduits, tie-wraps and grommets.
Maintain good impedance matching all along the antenna cable and avoid impedance discontinuities
due to tight bends, abuses and mechanical stresses, including those inflicted in rough handling and
routing the cable during installation. If the antenna cable must be cut or extensions added, use only 50
Ohms coaxial RF connectors, adapters and coupling hardware intended for the type of RF cables at
hand. Account for their insertion losses.
Avoid long runs of the antenna cable alongside with other cables; special care must be taken to avoid
cross-coupling with cables carrying high power RF signal. Instead run it away from or across other
cables. Use coaxial cables with double-braid or triple-braid shields to minimize RF cross-coupling.
Do not route the antenna cable through multi-pin pressure bulkhead connectors, since this will cause
severe impedance mismatches and RF cross-coupling. Rather use a pressure bung.
B. GPS Antenna Installation

(1) Drill the necessary holes for the mounting screws using the mounting information (dimensions)
provided by the GPS Antenna manufacturer.
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(2) Install attachments per Original Equipment Manufacturer's (OEM) Structural Repair Manual (SRM).
(3) To provide a good grounding to the aircraft, remove all paint and primer on both sides of skin
mounting area.
(4) Finish all aluminum parts with Alodine 1200, dip or brush method.
(5) Follow the manufacturer instructions for mounting and fastening the antenna on the aircraft.
CAUTION: TO PREVENT DAMAGE TO THE ANTENNA AND/OR TO THE AIRFRAME,

TIGHTEN THE ANTENNA MOUNTING HARDWARE WITHIN THE SPECIFIED
TORQUE LIMITS.
(6) Ensure that the proper gasket (O-ring) is installed into the groove provided on the antenna.
(7) Ensure that the joint between antenna and fuselage skin is sealed. Remove any excess sealant.
Note: For applications where resistance to Trichloroethane (1.1.1) is required, a sealant

such as Dow-Corning 730 is recommended. For other applications, RN 10-16 or
equivalent may be suitable.
(8) Ensure that antenna case and its fasteners are electrically bonded to the airframe, so that the
resistance to the aircraft metal skin does not exceed .0025 ohms.
CAUTION: PROPER BONDING OF THE GPS ANTENNA VIA ITS MOUNTING SCREWS
AND NUTS IS ESSENTIAL FOR LIGHTNING PROTECTION.
(9) Ensure that the RF antenna cable connector is plugged onto connector J1 on the antenna proper. It
should be secured using a safety wire.
Note: To prevent water from seeping into the antenna through the antenna coaxial cable
connector, a sleeving such as adhesive heat shrink tubing (Refer to Figure 111)
should be used to cover the connector body.
ADHESIVE HEAT SHRINK TUBING 0412011
Figure 111. Antenna Coaxial Connector Sleeving
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C. GLSSU installation
It is assumed that the installer has drilled the mounting holes pattern at the desired mounting location in
accordance with the outline drawing in Figure 111.
(1) Pull-down the circuit breaker intended for powering the GLSSU.
(2) Secure the GLSSU in its mounting holes using four (4) screws, lock and flat washers.
(3) Connect the aircraft cable harness and the antenna cable respectively to the connectors J1 J3 J2 of
the GLSSU.
Notes: If no cable is connected to the approach aircraft connector J3, the protective metal cap
chained to the GLSSU frame must be screwed in place. If such a cable is connected at J3,
the protective cap must be attached to the cable.
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SECTION III
POST INSTALLATION AND MAINTENANCE TESTS
1. GENERAL
This section describes the post installation procedures to verify the proper installation and to check
operation of the GLSSU and of the aircraft systems associated with them. They must be performed
following the installation of the GLSSU (section II), and for installation checkouts should failures be
suspected.
It is assumed that the installer has verified the aircraft interwiring prior to GLSSU installation, so that the
GLSSU will actually receive the proper ARINC 429/419 data from the proper aircraft systems.
Appendices A to D provide supplemental data interface and troubleshooting information for purpose of
aircraft interwiring verification and fault isolation.
2. TEST TOOLS AND AIRCRAFT SYSTEMS INFORMATION
It is assumed that the operator is familiar with the installation and operation of the aircraft systems in the
aircraft.
It is assumed that the aircraft instrumentation has been configured to enable access to the GLSSU data via
the Control Display Units (CDU) of a Flight Management System (FMS) or alternate means. If available, the
access procedures and display formats should be found in the aircraft operational flight manual and/or its
supplement.
An acceptable alternate means, as detailed below, is using an ARINC-429 bus emulator/analyzer connected
to the GLSSU by means of a breakout box.
3. POST INSTALLATION INSPECTION
A. GPS/SBAS antenna inspection

Check that the antenna is firmly mounted and sealed to the airframe. The bolts must be tightened. The
antenna connector must be clean and firmly seated. Check for traces of corrosion. Check the safety
wire holding the cable. Check the antenna cable for chafing, cuts and dents. If problems are suspected,
disconnect the suspect cable connectors and inspect the pins and sockets for internal damage, loose
connections and corrosion; then clean, dry-up and re-connect.
B. GLSSU inspection
Check that the GLSSU frame is firmly bolted to the airframe. The bolts must be tightened. Check that
the connectors at J1 and J2 are clean and firmly seated. Check for traces of corrosion. Check the
interconnecting cables for chaffing, cuts and dents. If problems are suspected, disconnect the cable
connectors and inspect the pins and sockets for internal damage, loose connections and corrosion; then
clean, dry-up and re-connect.
Check that the protective metal cap is either screwed on J3, or is taped firmly to the interconnecting
cable.
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C. GLSSU Checks
(1) Check for system failures
Apply power to the aircraft. Power-up the GLSSU and the associated Controller Unit (typically an
FMS) . Ensure that it does not report any GLSSU failure. Should such faults be detected, use the
interface and troubleshooting information in Appendices A to D for isolating the fault.
If the GLSSU ARINC 429 busses do not output any data and power reaches the navigation aircraft
connector J1, verify the wiring of the APD selection lines as described in Section II, paragraph 7,
and eventually correct the wiring fault. If the wiring is correct, the GLSSU is faulty and must be
replaced.
Note: If the "APD Parity Discrete Check" parameter is enabled and the APD Select Parity
discrete input (J3-16) is not set correctly, the GLSSU will enter Fault mode and will not
transmit any data on the ARINC 429 output busses.
(2) Verify the APD Selection
When the APD File contains only one APD Configuration, it is not necessary to verify the APD
Selection number since an incorrect selection is not possible.
When the approach connector J3 on the GLSSU is capped, this verification is optional considering
the high reliability of the GLSSU discrete input circuits.
Besides these two exceptions, the APD Selection number must be verified as follows, at least once
at installation time.
Note: The particular aircraft installation may provide its own automatic verification procedure. This
procedure can examine the APD CRC of the active configuration in addition to or instead of
the APD Selection number. Refer to aircraft documentation for availability of such a
procedure.
a) Obtain the APD Selection number (0 to 15) applicable to the GLSSU in this aircraft
installation.
b) Power-up the GLSSU. Using the FMS or alternate means, read the APD Selection number as it
is actually broadcast by the GLSSU over its ARINC 429 output busses, and verify it is the same
as expected.
An acceptable alternate means is using an ARINC 429 bus analyzer to capture the content of
data label 157 from the GLSSU under test. This label is transmitted on any GPS bus or GLS
bus; refer to Appendices A, B, and C for the interface and data format information. Check the
aircraft configuration to determine which bus to monitor and refer to section 2 paragraph 6 to
determine which pins to connect-to on the connector J1 of the GLSSU.
Using the bus analyzer, extract the APD Selection number from bits 26-23 of label 157 (26 is
MSB) and verify it is the same as expected.
c) If the APD Selection is not the one expected, verify the wiring of the APD selection
discrete input lines and related lines as described in Section II, paragraph 7. Then
repeat the verification procedure in subsection b) above as a final-check.
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(3) Functional/Guidance Tests
a) Functional Test
The GLSSU will automatically perform a Functional test at power on. Use the FMS or alternate
means to monitor the data label 355 on one of the ARINC 429 bus output (GLS or GPS bus)
from the GLSSU. An acceptable alternate means is an ARINC 429 bus monitor, connected to
observe the data label 355 and its SSM bits. Refer to Appendix C for the label format and
interpreting the result of this test.
The Functional test lasts for about 10 seconds total. During the test, the GLSSU does not
output navigation data and the SSM bits of data label 355 are set to "Functional Test". Keep
monitoring the SSM bits of data label 355 and check they are set to "Functional Test".
When the data flows again, check that the SSM bits of data label 355 returns to "Normal" and
monitor the faults bits: Bits 25, 26, 27 of label 355. These bits will be reset automatically by the
next test be it a Functional test or a continuous test. Even if a continuous BITE clears the fault,
the bits will still report the fault for a total of about 30 seconds.
If any of these bits is set, a fault has been detected and the GLSSU is defective. For severe
faults, the GLSSU also reports FAULT mode on label 273.
Note: Excessive external RF interference can cause the GLSSU to report a fault on label
355; the GLSSU will not be in FAULT mode. This possibility should be considered
before declaring the GLSSU to be defective.
The Functional test may also be triggered manually in some installations. To allow this, ensure
first that the internal Air/Ground state is "Ground". This can be verified on label 355 bit 28 as
test is allowed only on ground. The GLSSU determines the internal Air/Ground state using the
following data inputs:
- Internal and external ground speed data (decision threshold: 40 to 50 Kt),

- Bit 19 of ARINC 429 input label 151or bit 27 of ARINC 429 input label 272,
- The Air/Ground input discrete on connector J1.
Refer to Appendix E for the related APD parameter "Air/Ground Discrete Open In Air".
For activating manually the self-test, ground the Functional / Guidance Test discrete input; the
self-test will begin typically within 5 seconds (within 10 seconds maximum). Another alternative
is using the FMS or alternate means to activate the Functional test; refer to the applicable
equipment manual. An acceptable alternate means is using an ARINC 429 bus emulator for
sending the functional test command on the Command Summary Word, label 227; refer to
Appendices A and C for information.
b) Guidance Tests
For Class Delta 4 installations, the tests in this subsection should be repeated to verify in turn
each GLS and ILS output bus connected to a deviation display.
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The test consists in monitoring a test pattern of the proportional deviation output data and the
associated deviation flags on the GLS and ILS bus from the GLSSU using the EDS in the
cockpit. For installations that cannot display the deviations during the guidance test, refer to the
aircraft documentations for the installation test procedure that verifies that the aircraft systems
receive the deviation data.
For activating manually the guidance tests, ground the Functional/Guidance Test discrete input,
after ensuring that the Tune/Guidance Test Inhibit Discrete Input pin is open; the guidance test
will begin about 1 second after manual activation. However, this action may activate firstly the
self-tests as described in section a) above; in this case, the guidance tests will begin about 7
seconds after the end of the self-test.
Another alternative is using the FMS or alternate means to activate the Guidance test; refer to
the applicable equipment manual for operating instructions. An acceptable alternate means is
using an ARINC 429 bus emulator for sending either the data label 33 or the Guidance test
command on the Command Summary Word, ARINC data label 227; refer to Appendices A and
C for information.
With the GLSSU operating, activate the Guidance Test as described above. This action
activates a deviation output data test pattern, for about 15 seconds total. Keep observing the
vertical and lateral deviation displays and their flags, and check that the deviation test data
sequence generated by the GLSSU is as follows:
i) The SSMs are set to "Failure Warning" and lateral and vertical output deviation are set to 0
DDM for a period of three seconds (nominal).
ii) The SSMs are set to "No Computed Data" and lateral and vertical output deviations are set
to 0 DDM for a period of two seconds (nominal).
iii) The deviation values of -0.085 DDM (Up) and -0.075 DDM (Left) are present for three
seconds nominal with the SSMs set to “Functional Test”.
iv) The deviation indication sweeps from up to down and left to right, in two seconds nominal
with the SSMs set to “Functional Test”.
v) The deviation values of +0.085 DDM (Down) and +0.075 DDM (Right) are present for six
seconds (nominal), with the SSM set to “Functional Test”.
vi) End of the test; return to normal operation.
In addition, verify during the Self-Test mode and during the Guidance Test that the following
discrete outputs are toggling:
Approach Tuned Discrete output,
Approach Available Discrete output,
System Valid Discrete output.
Note that the GPS Fault Discrete output may also toggle during Self-Test mode.
The GLSSU may be defective if the observed test pattern differs from the expected one, described
above. Specifically, deviations that remain at full-scale up/right or are not output during the test
indicate a problem with the installation. Note that some EDS will display deviations only when the
label SSM bits are set at Normal Operation. Since the fault may reside in the external wiring or
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equipment, perform additional troubleshooting tests to confirm the diagnostic using Appendices A
to D.
Note: Some installations require pitch/roll/heading attitude input data from an IRS for
computing the lever arm correction and the flight deviations, otherwise the SSM bits
will be set to No Computed Data ("NCD"); refer to the Attitude Data Used APD
parameter setting in Appendix E. The absence of attitude data is reported as full-
scale up/right deviations during the guidance test.
4. OPERATIONAL GROUND TESTS
A. Set-Up
The aircraft should be located in an area where the ground power generators and later the engines may
be run to supply power to the aircraft's avionic and hydraulic systems. In addition to test the GLSSU it is
necessary to position the aircraft in an area clear of surrounding obstructions and electromagnetic
interference.
Apply power to the aircraft. Power-up the GLSSUs, the FMS and the aircraft systems required for
controlling the GLSSUs and displaying their status. Ensure that all other electrical systems are
shutdown so that a baseline condition with minimum RF interference will exist.
A minimum of 15 minutes to 30 minutes of operation may be required to update the internal GPS
satellites almanac for a newly installed GLSSU or one that has not been recently used. If the almanac is
older than 3.5 days, the GLSSU will consider it invalid for predicting RAIM requests. If the almanac is
older than one month, the GLSSU will not enter SBAS NAV or SBAS PA modes.
B. Check for system failures

Ensure that no GLSSU failures are reported. Should such faults be detected, use the interface and
troubleshooting information in Appendices A to D for isolating the fault.
C. Check the GLSSU Navigation Mode

Using the FMS or alternate means, verify that the GLSSU is in Navigation Mode (NAV), in SBAS
Navigation Mode (SBAS NAV), or in SBAS PA mode. If not, ensure that the aircraft is located outside
hangars in an unobstructed area free of RF interference.
D. Check the Navigation Data

Using the FMS or alternate means, verify that the GLSSU reports acceptable navigation data (position,
altitude, date and time); compare results with similar installations operating in the vicinity at the same
moment.
Using the FMS or alternate means, check that the GLSSU reports an acceptable number of visible
satellites and of tracked satellites; compare results with similar installations operating in the vicinity at
the same moment. These data items are reported by the GLSSU on label 273; refer to Appendix C for
the data format.
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Note: As a minimum, the GLSSU should track 4 or 5 satellites otherwise it will not be able to
enter the navigation modes. The number of satellites reported visible by the GLSSU may
be much larger. How many satellites are actually visible and are being tracked is not
easily predictable, depending upon the local time and conditions.
Note: This test can only be completed if the GLSSU is in NAV, SBAS NAV, or SBAS PA mode.
Note: This test must be repeated for each FMS connected to the GLSSU, in order to verify that
they are all operating and connected properly.
E. Check the Predictive RAIM

Note: This test must be repeated for each FMS connected to the GLSSU, in order to verify that
they are all operating and connected properly.
If a manual predictive RAIM function is available in this installation, make a predictive RAIM request and
verify that the GLSSU provides a response to this request. If the function is not available, ignore the
check.
F. Verify that the High Integrity Switch (HIS) passes-through the DME/ILS data
This test must be performed whenever the HIS devices in the GLSSUs are connected to the DME/ILS
instruments, to ensure that the DME/ILS data will pass-trough.
- Check that the GLSSU is powered-up and operating.

- Select the ILS source (typically, by means of a pilot-operated switch that selects the ILS/GLS
source for the HIS).
- Perform the guidance test on the ILS and verify proper operation of the DME/ILS displays in the
cockpit. Refer to the applicable aircraft manual.
- Repeat this test for each GLSSU
G. Verify that the auxiliary HIS power inputs are functional

This test must be performed whenever the HIS power inputs (at connector pins J3-1 and J3-2) are
connected to 28 VDC sources, to ensure that the DME/ILS data will pass-trough in case of a failure of a
GLSSU or of its 28 VDC power input:
- Open the circuit breaker of the GLSSU in order to shut-it down; check that indeed it is shut-
down.
- Perform the guidance test on the ILS and verify proper operation of the DME/ILS displays in the
cockpit. Refer to the applicable aircraft manual.
- Repeat this test for each GLSSU
Note: It is expected that the HIS power input s are feed through circuit breakers and electrical circuits
independent from the main 28 VDC GLSSU power inputs, in order to provide redundancy in
case of power failure.
5. ELECTROMAGNETIC COMPATIBILITY AND INTERFERENCE TESTS
A. Test cycle / pass-fail criteria

The measurements from the test paragraph B below will serve as a baseline to detect possible RF
interference effects. Significant changes in these measurements or the dropping-out of the current
navigation mode will be monitored while each interference test condition is applied.
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Should a significant effect be apparent, the test condition should be briefly removed and reapplied a few
times, in order to confirm the effect and to eliminate coincidences and normal noise fluctuations or
navigation mode changes. Check also for obvious external factors such as mobile radios and cellular
phones, nearby vehicles and other aircrafts, etc....
A harmful RF interference condition should be declared when the pattern of the effects is found related
systematically to the applied test pattern.
B. Set-up
The aircraft should be located in an area where the GPU or APU and later the engines may be run to
supply power to the aircraft's avionic and hydraulic systems. Position the aircraft in an area clear of
surrounding obstructions and electromagnetic interference.
Apply battery power to a GLSSU and to the CDU and aircraft systems required for displaying the
GLSSU status. Ensure that all other electrical systems are shutdown so that a baseline condition with
minimum RF interference will exist.
Using the CDU of an FMS or alternate means, verify that the GLSSU is in Navigation Mode (NAV), in
SBAS Navigation Mode (SBAS NAV) or in SBAS PA mode. If not, ensure that the aircraft is located
outside hangars in an unobstructed area free of RF interference. Then observe and record the sample
test data in the table below, to serve as a baseline for following the RF interference tests. The data
items are reported by the GLSSU on label 273; refer to Appendix B for the data format.
DATA ITEM TEST RESULT TYPICAL RANGE COMMENT
Number of visible 0…16

satellites
Number of satellites 0…12 maximum

used in the navigation
solution
Navigation mode NAV or SBAS NAV or

SBAS PA
Note: As a minimum, the GLSSU should track 4 or 5 satellites otherwise it would not be able to
enter the navigation modes. The number of satellites reported visible by the GLSSU may be
much larger. How many satellites are actually visible and being tracked is not easily
predictable, depending upon local time and conditions.
Note: Due to the apparent satellite movements and line-of-sight obstructions, the baseline test
results will vary with time and should be updated about every half hour.
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C. RF interference Tests
Apply GPU or APU power to the aircraft. Power-up all GLSSUs. Activate all the other aircraft systems
– including engines and radios. The test below must be performed for each GLSSU:
Key one-by-one the radio transmitters for at least 30 seconds at each of the recommended test
frequencies tabulated below. Use the procedure in paragraph A above for detecting interference
effects. Record the observations.
EQUIPMENT TEST RF CONDITION Observation/effects

TRANSMISSION
FREQUENCY
VHF radios 121.150 Use CW or AM signals.
(Channel spacing 121.175 For SSB signals, apply
= 25 KHz and 121.200 voice or tone modulation
8.33 KHz) 131.250 in order to obtain a
131.275 strong RF signal output.
131.300 MHz
VHF radios 121.185
(Channel spacing 130.285
= 8.33 KHz) 121.190
131.290 MHz
SATCOM 1626.5 to 1660.5 MHz Test multi-channel
modes if this mode is
supported.
th
Both 1629.42 and Worst-case: 7 order
1647.42 MHz intermodulation product
simultaneously falls at 1.57542 GHz.
Use two channels close
to these frequencies.
GLOBALSTAR Any,
1610 to 1625 MHz
HF radios Any Use CW or AM signals.

For SSB signals, apply
voice or tone modulation
in order to obtain a
strong RF signal output
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D. Rotor blade interference test

This test is applicable to rotorcraft installations only, wherein the synchronous interference due to
periodic line-of-sight obstruction by the rotor blades may become perceptible at specific rotor rates.
Proceed to the test first on the ground, and then repeat during a test flight since the interference effects
depend upon the incidence of the blades, as well as upon the rotor rate.
The measurements from the test paragraph B above will serve as a baseline to detect possible rotor
blade interference effects. This baseline should be updated about every half hour. Monitor for
significant changes relative to the baseline data, while varying progressively and slowly the rotor
rotation rate over its operating range.
Should a significant effect be apparent, the rotor rate should be briefly increased or decreased and then
returned to the critical value for a few times, in order to confirm the effect and to eliminate coincidences
and normal noise fluctuations. Beware of extraneous factors such as RF interference from mobile
radios and cellular phones, nearby vehicles and other aircrafts, etc....
A harmful rotor blade interference condition should be declared when the pattern of the effects is found
related systematically to the rotor rate test pattern.
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SECTION IV
REMOVAL
1. GENERAL
This section contains removal procedures for the GLSSU and antenna. Refer to outline drawings in Section
II for location of screws, holes and plugs.
A. GLSSU
Pull the proper power circuit breakers to ensure that the power to the GLSSU is off.
Disconnect the aircraft wiring cable to J1, the antenna coaxial cable to J2.
Remove the four mounting screws from the mounting plate of the GLSSU.
Pull the GLSSU away. Clean the mounting area and the connectors, removing the traces of corrosion.
B. GPS Antenna
Pull the proper power circuit breakers to ensure that the power to the GLSSU is off.
Disconnect the antenna coaxial cable on the GPS antenna and free its safety wire if installed.
Loosen and remove four No. 10-100° FHMS screws or the equivalent.
Break or pry loose the seal between antenna case and aircraft skin; making sure not to damage either.
Remove the GPS antenna and clean the mounting area, removing the traces of sealant and corrosion
including on the antenna and cable connectors. The antenna O-ring gasket may need cleaning and
replacing.
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SECTION V
SERVICING
There are no field adjustments and or calibration requirements for the CMA-5024 after initial installation.
Instructions for Continued Airworthiness (ICA) are not required.
Maintenance of nonfunctioning or malfunctioning components is limited to removal and replacement of CMC

Electronics Inc. factory supplied new or repaired components as described in the troubleshooting section of
the installation instructions.
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SECTION VI
CLEANING AND PAINTING
The surfaces of the GLSSU shall not be painted after installation in the aircraft. However minor cleaning of
the external surfaces is permissible, using a lint-free cloth dampened in isopropyl alcohol (Shell TPA
15099). Major cleaning and painting should be done when the units are returned to an authorized repair
centre for overhaul and should be carried out in accordance with the procedures of the approved
maintenance organization (AMO)
The surface of the antenna is not to be painted or refinished in any way. If required, minor cleaning of
antenna surface may be done.
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SECTION VII
APPROVED REPAIRS
Repairs shall be performed only at CMC approved repair centres and/or by CMC approved technicians.
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APPENDIX A
INTERFACE INFORMATION, GLSSU AIRCRAFT CONNECTOR SIDE (J1, J3)
1. DISCRETE SIGNAL INTERFACES
1.1 Discrete Inputs
The GLSSU recognizes seventeen input discrete signals (discretes):
- 2 Source/Destination Identification (SDI)

- 1 Data Loader
- 1 Air/Ground
- 1 Tune/Guidance Test Inhibit
- 1 DADS 429/419 Select
- 4 APD Select
- 1 APD Select Parity
- 1 ILS/GLS Source Select
- 1 Functional/Guidance Test
- 1 Frequency/Function Data Source Select
- 1 429 HS/LS Select
- 2 Spare discretes
Nine input discretes (DADS 419/429 Select, 429 HS/LS Select, the two SDI’s, the APD and APD Select
Parity) are intended to be grounded via the input discrete return on the navigation connector J1 or the
approach connector J3 (the "Local Discretes"). The eight remaining input discretes are intended to be
grounded to the aircraft frame via remote switches (the "Remote Discretes").
These discrete inputs have the following characteristics (measured between the discrete pins and the
Input Discrete Return pin J1-8 or J3-17):
Ground: DC resistance < 10 Ohms 100 mADC maximum

Open: DC resistance > 100 k Ohms (local discretes) or > 10 k Ohms (remote discretes)
WARNING: These discrete inputs must NEVER be connected to a conventional 28 VDC power line,
since the lightning protection circuits in the GLSSU will turn-on beyond approximately
+9 VDC.
The GLSSU determines the state of the remote discretes every second, while the state of the local
discretes is determined only once during the self-test mode (at the power-up or in an initiated test).
Digital filtering ensures that noise glitches will not cause false indications.
A remote discrete input may be grounded locally using a short loop of wire, but grounding a local
discrete input using a long loop of wire or a remote switch should be avoided due to the lower noise
immunity of these circuits.
A remote discrete input will reliably detect a ground state even in the presence of a ground voltage
mismatch of up to 3.5 volts in magnitude measured as the difference in the ground potential between
the GLSSU ground (either Chassis Ground or Input Discrete Return at pins J1-38, J1-8, J3-17) and the
remote grounding point of the discrete input.
The configuration of these discrete inputs is detailed below.
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1.1.1 ARINC 429 SOURCE/DESTINATION IDENTIFIER (SDI) DISCRETE INPUTS
These two input discretes identify the installation position of the GLSSU in the aircraft as per the table
below. The GLSSU uses this SDI data for screening the ARINC 429 input data words, and sends the
same SDI data in each data word transmitted on the ARINC 429 output busses.
ARINC Bit 10 ARINC Bit 9 Device

SDI #2 SDI #1 Ident
Open (0) Open (0) Not Used
Open (0) Gnd (1) Unit 1 (Left)
Gnd (1) Open (0) Unit 2 (Right)
Gnd (1) Gnd (1) Unit 3 (Center)
The discrete inputs must be connected locally to the Input Discrete Return on the aircraft connector J1
or J3 for selecting the ground state, or must be left unconnected for selecting the open state. The
GLSSU reads the state of these discrete inputs only at power-up during the Self-Test mode; later state
changes will not be detected.
1.1.1.1 Data Loader Discrete input
The GLSSU reads periodically the state of this discrete input, once per second. Digital filtering ensures
that noise glitches will not cause false indications.
The GLSSU enters the Data Load mode only when this discrete input is set to ground, for maintenance
purposes and using either the ARINC 615 protocol via ARINC 429 or the serial RS232 bus described
later.
1.1.1.2 DADS 419/429 Select Discrete input
The GLSSU reads the DADS 419/429 Select input discrete pin and determine its state as defined
below:
- Discrete pin open indicates a connection to DADS 429.

- Discrete pin at Ground indicates a connection to DADS 419.
The same state applies for the two DADS input ports. The state of this input discrete is determined
only during Self-Test mode; later state changes will not be detected.
1.1.1.3 429 HS/LS Select Discrete input
The GLSSU reads the 429 HS/LS Select Discrete input pin and determine its state as defined below:
- Discrete pin open indicates a high speed GPS ARINC 429 output.
- Discrete pin at Ground indicates a low speed GPS ARINC 429 output.
The same state applies for all GPS ARINC 429 outputs. The state of this input discrete is determined
only during Self-Test mode; later state changes will not be detected.
1.1.2 AIR/GROUND DISCRETE INPUT
The GLSSU reads the Air/Ground discrete input pin and determine its state as defined by the
Air/Ground Discrete Open in Air APD setting. Refer to Appendix E. The GLSSU reacts to changes in
Air/Ground Discrete input within a one second period.
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1.1.2.1 Functional/Guidance Test Discrete input
The GLSSU reads the Functional/Guidance Test discrete input pin and determines its state as defined
below:
- Discrete pin open indicates no Self-Test / Guidance Test request.

- Discrete pin at Ground indicates a Self-Test / Guidance Test request.
The GLSSU reacts to changes in the Functional/Guidance Test Discrete input within a one second
period.
1.1.2.2 Tune/Guidance Test Inhibit Discrete input
The GLSSU reads the Tune/Guidance Test Inhibit Discrete input pin and determine its state as defined
below:
- Discrete pin at Ground indicates that the GLSSU inhibits approach selections and guidance test
requests.
- Discrete pin open indicates that the GLSSU allows approach selection and guidance test requests.
The GLSSU reacts to changes in the Tune/Guidance Test Inhibit Discrete input within a 50 ms period.
Note: This input is typically feed from the autopilot, in order to disable the manual tests once the
autopilot is engaged
1.1.2.3 ILS/GLS Source Select Discrete input
The GLSSU reads the ILS/GLS Source Select Discrete input pin and determine its state as defined
below:
- Discrete pin open indicates that the ILS and DME input data is passed-through by the HIS.
- Discrete pin at Ground indicates that ILS and DME input data is selectively substituted by ILS/DME
look-alike data computed internally by the GLSSU.
The GLSSU reacts to changes in the ILS/GLS Source Select Discrete input within a one second period.
1.1.2.4 APD Select Parity Discrete input
The GLSSU read the APD Select Parity Discrete input pin and determine its state as defined below:
- Discrete pin open indicates a logical 0

- Discrete pin at Ground indicates a logical 1
The APD Select Parity validates the GLSSU SDI and the APD Select settings, if enabled by the APD
Parity Discrete Check APD setting. Refer to Appendix E.
The state of the APD Select Parity Discrete is determined only during Self-Test mode; later state
Caution: The GLSSU will not operate if the APD Select parity Discrete input is incorrect.
Note: The APD Select Parity pin (J3-16) must be set so that the number of the APD Select Parity
pin, APD Select Parity pins (J3-14, 15, 45, 66), and SDI pins (J1-5, 36) being connected to
ground is odd. A pin connected to ground indicates a logical "1"; a pin left opened indicates
a logical "0". For example, for APD = 0 (pins J3-14, 15, 45 and 66 opened) and SDI =
Center Unit (pins J1-5 and 36 grounded), J3-16 must be grounded. Conversely for APD= 2
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(pin J3-15 grounded and pins J3-14, 45 and 66 left opened) and SDI = Center Unit (pins
J1-5 and 36 grounded), J3-16 must be left opened.
1.1.2.5 Aircraft Personality Data (APD) Select Discrete inputs
The GLSSU reads the four APD Select Discrete input pins and determine their states as defined below:
- Discrete pin open indicates a logical 0

- Discrete pin at Ground indicates a logical 1
The most significant bit of the APD Selection is the APD Select discrete #4 and the least significant bit
is the APD Select discrete #1. The resulting binary number (0...15) determines which of the 16 APD
Configurations is active.
The state of the APD Select input discretes is only be determined during Self-Test mode; later state
1.1.2.6 Spare Discrete Inputs
Reserved. Leave unconnected.
1.1.2.7 Input Discrete Return pins
These pins (J1-8, J3-17) are connected internally to the GLSSU case and to the chassis ground pins,
J1-33 and J3-3. They may be used to provide a return current path to the discrete inputs.
1.1.3 DISCRETE OUTPUTS
There are 6 discrete output signals, operating as contact closures to ground, and capable of sinking
280 mA through a resistive load, a suppressed inductive loads or a lamp load wherein the hot filament
current is 280 mA.
The leakage current in the Open state is less than 150 uA. The output voltage in the closed state is
less than 2.0 Volts referenced to the return pin.
The output circuits are self-protected for short-circuits to ground or to voltage sources up to 36 VDC in
either state, opened or closed.
1.1.3.1 GPS Fault Discrete output
The GLSSU provides one high level Fault output discrete signal accessible via the aircraft connector J1
as defined in ARINC 743A-4. The return current is through the +28 Volt Return pin J1-34. This contact
is opened during normal operation, and is closed to ground when the GLSSU is in Fault mode (non
operational). The state may toggle during Self-Test mode.
1.1.3.2 ILS Select Discrete output
This contact is closed to ground when the ILS/GLS Source Select Discrete input is set to "ILS", and is
opened otherwise. The return current path is through the chassis ground. This output is intended for
activating an external indicator and reacts within one second.
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1.1.3.3 GLS Select Discrete output
This contact is closed to ground when the ILS/GLS Source Select Discrete input is set to "GLS", and is
opened otherwise. The return current path is through the chassis ground. This output is intended for
activating an external indicator and reacts within one second.
1.1.3.4 Approach Tuned Discrete output
This contact is closed to ground when a valid approach is selected, and is opened otherwise. The
return current path is through the chassis ground. The state will toggle during Self-Test mode and
during the Guidance Test. This output reacts within one second. It is intended for simulating the “Loc
Tune” output of the ILS to indicate that the ILS is properly tuned to the base station.
1.1.3.5 Approach Available Discrete output
This contact is closed to ground when the Approach Tuned Discrete contact is closed to ground and
the Five-Minute Look-Ahead SBAS Integrity limits are below the alert limits for LPV or LP approaches.
The contact is opened otherwise. The return current path is through the chassis ground. The state will
toggle during Self-Test mode and during the Guidance Test.
The 'Approach Available' state is also reported via the ARINC 429 Approach Selection Status output
data label.
1.1.3.6 System Valid Discrete output
This contact is closed to ground during normal operation, and is opened when the GLSSU is non
operational (in Fault mode). The return current is through the chassis ground. The state will toggle
during Self-Test mode and during the Guidance Test.
1.1.3.7 Discrete Output Return pins
These pins (J3-9, J3-10) are connected internally to the GLSSU case and to the chassis ground pins,
J1-33 and J3-3. They may be used to provide a return current path from the discrete outputs.
1.2 ARINC 429 INTERFACES
1.2.1 ARINC 419/429 DATA INTERFACE STRUCTURES
The GLSSU uses ARINC 429/419 data interface busses. An ARINC word is a 32-bit entity, which
decomposes into the following fields. Bit 32 is MSB, bit 1 is LSB and is output first in time:
SOURCE
SIGN STATUS LABEL ID
PARITY DATA DESTINATION
MATRIX (SSM) (OCT)
INDICATOR (SDI)
32 31-30 29-N 10-9 8-1
The Label Id field is used to uniquely identify the data words. It ranges from 0 to 377 octal. The labels
used / outputted by the GLSSU are detailed below. Other labels are ignored / not outputted by the
GLSSU.
The Parity bit is odd (odd number of "ones") on all incoming and outgoing labels. Input data words
received with a parity bit error are ignored.
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The SDI field identifies the source or destination of the data. Discrete Inputs define the SDI of each
GLSSU in the aircraft installation; refer to Appendix A section 1. A. (1) above for encoding. Re-
transmitted labels retain their original SDI.
The SDI field is not present in all labels. Hence N=11 (18 bits word) when SDI data bits are present,
N=9 (20 bits words) when SDI bits are absent.
The SSM field definition varies as indicated in Figure A-1.
SIGNAL FORMAT
SSM BCD BNR DISC & BLOCK ARINC 419
(Binary-Coded Decimal (Binary Data) (Logic Data)
Data)
00 Plus, North, East, Right, To, Failure Warning Normal Plus, North, East,
Above Operation Right, To, Above
01 No Computed Data (NCD) NCD NCD Failure Warning
10 Functional Test Functional Test Functional Test NCD
11 Minus, South, West, Left, Normal Operation Failure Warning Minus, South, West,
From, Below Left, From, Below
Figure A-1. SSM Bits Setting

The received data will be rejected when the SSM value is Failure Warning, No Computed Data, or
Functional Test. Some BCD labels define the value SSM = 11 as unused in both this document and
ARINC 743A-4. In this case the GLSSU will interpret SSM = 11 as a Failure Warning and will reject the
received data.
1.2.2 ARINC 429 INPUTS
1.2.3 ARINC 429 DATA INPUTS CONFIGURATION
The GLSSU accepts data from sixteen ARINC 429 input busses, (one of which can be ARINC 419 per
the DADS 419/429 Select discrete input) via connector J1 as follows; unless said otherwise, the input
busses operate at high or low speed:
- Two Digital Air Data System (DADS) or Flight Management System (FMS) inputs
- Two Inertial Reference System (IRS) or FMS inputs
- The On-board Maintenance System (OMS) input
- Two General Purpose / Differential correction (GP/DIFF) inputs
- The ARINC 615 input bus, intended for connecting a Data Loader Unit (DLU) and operating at high
speed only
- Two Freq/Function Data Source inputs from a Controller Unit (optional)
- Two Distance Measuring Equipment (DME) inputs, operating only at low speed
- Two Instrument Landing System (ILS) receiver inputs, operating only at low speed
- Two GLS X-Talk inputs, operating only at high speed.
CAUTION: All FMS shall be wired exclusively to either the IRS/FMS input busses or to the
FMS/DADS input busses.
CAUTION: If implemented, X-Talk connections between GLSSUs must be made as follows:
For X-Talk connections in a dual installation (Left/Right units), interconnect the Left &
Right units using the opposite X-Talk #1 inputs.
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For X-Talk connections in a triple installation (Left/Center/Right units), interconnect Left

& Right units using the opposite X-Talk #1 inputs, Center unit outputs to the Left and
Right X-Talk #2 inputs, Left unit outputs to the Center X-Talk #1 input, and Right unit
outputs to the Center X-Talk #2 input.
CAUTION: The #1 and #2 DME and ILS input busses to the GLSSU must carry identical data
streams. In other words, connect the two DME/ILS inputs of the GLSSU to the outputs
from the same DME/ILS instrument. The inputs are treated independently when the HIS
source is ILS but only one automatically selected active input is used when the HIS
source is GLS.
CAUTION: The DADS/FMS input busses will accept only ARINC 419 DADS data inputs if the DADS
419/429 Select input discrete is set to the "419" state (grounded).
Notes: For SBAS Approaches, the HIS in the GLSSU will accept the DME/ILS data only from
either input bus #1 or #2 and automatically switch to the other (from #1 to #2 or vice
versa) when no activity is detected on the currently selected bus. Thus the data streams
to these two inputs must originate from the same DME/ILS instrument. In addition, the
HIS expects that the DME instrument outputs the data in blocs starting/ending with the
Frequency label (label 035); refer to the HIS description in subsection F in section I.
1.2.4 ARINC 429 INPUT DATA RATES
The GLSSU detects automatically the input data rate, either high speed (100 KB/S nominal) or low-
speed (12.5 KB/S nominal) on inputs that accept both speeds. It trains itself after each self-test (upon
power-up or initiated manually) on the first received data words and retains this speed until the next
self-test. The speed determination requires reception of labels at a rate of at least once per second for
up to 5 seconds. Data will not be accepted until the speed has been determined.
NOTE: Due to the training time, the GLSSU may miss the first few received input data words.
This is harmless in operation, but it may be confusing when bench-testing.
1.2.5 ARINC 429 INPUT PRIORITY
When ARINC 419/429 data is present with the SSM equal to Normal on both the primary (#1) and
secondary (#2) buses, the GLSSU gives priority to the data on the primary bus. Note that priority is
applicable only when data is received in continuously; for example, approach selection or burst labels
like Set Altitude (label 040) are processed on a first come first served basis.
1.2.6 ARINC 429 INPUT DATA FORMAT
The GLSSU accepts the ARINC data labels listed in Figures A-2 to A.11 below, respectively for the
IRS/FMS, FMS/DADS, X-Talk, OMS, GP/DIFF, Data Loader, Freq/Function Data Source, DME and ILS
input busses. The same notes apply to the all figures. For the format of the data labels, refer to
Appendix C where the note (h) applies or else refer to the standard ARINC 743A characteristic.
The ARINC 429 Broadcast Message Protocol complies with the ARINC 755-3, section 7.2.6, for
transferring FAS Data. The application message transmission must be a continuous transmission of
ARINC 429 labels and must terminate when the message block is complete. The application data
transmissions must be comprised of one or multiple concatenated message blocks. Each message
block must consist of a Message Header, a variable length Message and a CRC. Each message block
must contain a CRC, which will be used to validate the data.
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CAUTION: ARINC 743A and ARINC 755-3 define the physical layer and the application layer of the
data transmission link associated with ARINC 429 data labels 45 & 46, for carrying
specifically VDB messages and SBAS approach data. However the description in ARINC
755-3 pre-dates the inclusion of the HAL and VAL parameters in the SBAS FAS; refer to
Appendix G for an example of SBAS FAS block data generation.
Note: The GLSSU can accept one FAS Data input message per second, maximum. If multiple
messages are received within the response time, the GLSSU will process only the first
and will ignore the subsequent ones for up to one second.
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SDI
Oct. Signal Pos. Sig. Resolution Max (a) Tx
429 Parameter Units Range (j) Used
Label Format Sense Bits (j) Intvl.
(n)
017 Selected Runway BCD DEG (b) +359.9 4 0.1 No Burst / 333
Heading (h) (m)
033 Landing System BCD N/A N/A N/A N/A N/A Yes Burst / 333
Mode/Frequency (h) (m)
040 Set Altitude (h) BCD FT UP ±79,999 5 1 No (c)
041 Set Latitude (h) BCD DEG/MIN N ±179:59.9 6 0.1 MIN No (c)
(i)
042 Set Longitude (h) BCD DEG/MIN E ±179:59.9 6 0.1 MIN No (c)
045 Msg Block Start (h) Block N/A N/A 8192 N/A N/A Yes (l)
046 Msg Block Body (h) Block N/A N/A N/A N/A N/A Yes (l)
105 Selected Runway BNR DEG CW-N ±180 11 ≅0.0879 No Burst / 333
Heading (m)
125 UTC BCD HR:MIN (b) 23:59.9 5 0.1 MIN No 1200 (f)
143 Dest Long BNR DEGREES E ±180 18 ≅6.87E-4 Yes Burst(g)
144 Dest Lat BNR DEGREES N ±180 (i) 18 ≅6.87E-4 Yes Burst(g)
146(e) Sat De-Sel #1 (h) DISC N/A N/A N/A N/A N/A Yes Burst (g)
150 UTC (h) BNR HR:MIN:S (b) 23:59.59 17 1.0 SEC No 200
151 Flight Leg (h) DISC N/A N/A N/A N/A N/A No 1200
152 Dest ETA (h) BNR HR:MIN (b) 23:59 11 1 MIN Yes Burst(g)
167(e) Alt ETA (h) BNR HR:MIN (b) 23:59 11 1 MIN Yes Burst(g)
170(e) Sat De-Sel #2 (h) DISC N/A N/A N/A N/A N/A Yes Burst(g)
203 Pressure Altitude BNR FT UP ±131,072 17 1 No 62.5
210 True Air Speed BNR KNOTS (b) 2048 15 0.0625 No 125
214(e) Alt Lat BNR DEGREES N ±180 (i) 18 ≅6.87E-4 Yes Burst(g)
216(e) Alt Long BNR DEGREES E ±180 18 ≅6.87E-4 Yes Burst(g)
227(q) Command Summary Packed N/A N/A N/A N/A N/A Yes Burst /
Word (h) 1200 (p)
232 Airport ID #1 (h) DISC N/A N/A N/A N/A N/A Yes Burst (m)
260 Date (h) BCD D:M:YR (b) 31:12:99 6 1 DAY No 1200
305(o) SBAS PA Mode & SP DISC N/A N/A N/A N/A N/A Yes 333
Selection (h)
310 Latitude BNR DEGREES N ±180 (i) 20 ≅1.72E-4 No 200
311 Longitude BNR DEGREES E ±180 20 ≅1.72E-4 No 200
312 Ground Speed BNR KNOTS (b) 4096 15 0.125 No 100
313 Tk Angle True BNR DEGREES CW-N ±180 15 ≅5.49E-3 No 50
314 True Heading BNR DEGREES CW-N ±180 15 ≅5.49E-3 No 50
324 Pitch Angle BNR DEGREES Nose ±180 15 ≅5.49E-3 No 100
Up
325 Roll Angle BNR DEGREES RW ±180 15 ≅5.49E-3 No 100
Down
352 Maint. Discrete #1 (h) DISC N/A N/A N/A N/A N/A Yes 1200
361 Altitude - Inertial BNR FT UP ±131,072 20 0.125 No 40
365 Vertical Speed BNR FT/MIN UP ±32,768 15 1 No 40
Figure A-2. ARINC 429 IRS/FMS Input Bus Data Labels
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SDI
Oct. Signal Pos. Sig. Resolution Max (a)
Label Format Sense Bits (j) Tx Intvl.
(n)
017 Selected Runway BCD DEG (b) +359.9 4 0.1 No Burst /
Heading (h) 333 (m)
033 Landing System BCD N/A N/A N/A N/A N/A Yes Burst /
Mode/Frequency (h) 333 (m)
040 Set Altitude (h) BCD FT UP ±79,999 5 1 No (c)
041 Set Latitude (h) BCD DEG/MIN N ±179:59.9 6 0.1 MIN No (c)
(i)
042 Set Longitude (h) BCD DEG/MIN E ±179:59.9 6 0.1 MIN No (c)
105 Selected Runway BNR DEG CW-N ±180 11 ≅0.0879 No Burst /

Heading 333 (m)
125 UTC BCD HR:MIN (b) 23:59.9 5 0.1 MIN No 1200 (f)
143 Dest Long BNR DEGREES E ±180 18 ≅6.87E-4 Yes Burst(g)
144 Dest Lat BNR DEGREES N ±180 (i) 18 ≅6.87E-4 Yes Burst(g)
146(e) Sat De-Sel #1 (h) DISC N/A N/A N/A N/A N/A Yes Burst (g)
152 Dest ETA (h) BNR HR:MIN (b) 23:59 11 1 MIN Yes Burst(g)
167(e) Alt ETA (h) BNR HR:MIN (b) 23:59 11 1 MIN Yes Burst(g)
170(e) Sat De-Sel #2 (h) DISC N/A N/A N/A N/A N/A Yes Burst(g)
203 Pressure Altitude BNR FT UP ±131,072 17 1 No 62.5
210 True Air Speed BNR KNOTS (b) 2048 15 0.0625 No 125
214(e) Alt Lat BNR DEGREES N ±180 (i) 18 ≅6.87E-4 Yes Burst(g)
216(e) Alt Long BNR DEGREES E ±180 18 ≅6.87E-4 Yes Burst(g)
Word (h) 1200 (p)
305(o) SBAS PA Mode & DISC N/A N/A N/A N/A N/A Yes 333
SP Selection (h)
310 Latitude BNR DEGREES N ±180 (i) 20 ≅1.72E-4 No 200
311 Longitude BNR DEGREES E ±180 20 ≅1.72E-4 No 200
Figure A-3. ARINC 429 FMS/DADS Input Bus Data Labels
SDI
(n)
203 Pressure Altitude BNR FT UP ±65,536 16 1 No 40
212 Altitude Rate BNR FT/MIN UP ±20,000 10 19.53 No 80
Figure A-4. ARINC 419 DADS input bus data labels
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SDI
(n)
017 Selected Runway BCD DEG (b) +359.9 4 0.1 No Burst /
Heading (h) 333 (m)
033 Landing System BCD N/A N/A N/A N/A N/A Yes Burst /
Mode/Frequency 333 (m)
(h)
105 Selected Runway BNR DEG CW-N ±180 11 ≅0.0879 No Burst /

Heading 333 (m)
110 GPS Latitude BNR DEG N ±180 (i) 20 ≅1.72E-4 No 200
111 GPS Longitude BNR DEG E ±180 20 ≅1.72E-4 No 200
120 GPS Latitude Fine BNR DEG (b) 180/2**20 11 ≅8.38E-8 No 200
121 GPS Longitude BNR DEG (b) 180/2**20 11 ≅8.38E-8 No 200
Fine
130 Aut. Horiz. Integ. BNR NM (b) 16 17 ≅1.22E-4 No 200
Level (h)
133 Aut. Vert. Integ. BNR FEET (b) 32,768 18 0.125 No 200
Level
140 UTC Fine BNR SECONDS (b) 1.0 20 ≅0.954us No 200
141 UTC Fine Fraction BNR SECONDS (b) 1.0/2**20 10 ≅0.931ns No 200
157 Input Discrete DISC N/A N/A N/A N/A N/A Yes 1200
Status (h)
227(q) Command Packed N/A N/A N/A N/A N/A Yes Burst /
Summary Word (h) 1200 (p)
306(o) CRC #1 (h) DISC N/A N/A N/A N/A N/A No 1000
307(o) CRC #2 (h) DISC N/A N/A N/A N/A N/A No 1000
352 Maint. Discrete #1 DISC N/A N/A N/A N/A N/A Yes 1200
(h)
355 GNSS Fault DISC N/A N/A N/A N/A N/A Yes 1200
Summary (h)
356 Maintenance ISO#5 N/A N/A N/A N/A N/A No N/A
Message (h)
370 GPS Height BNR FT UP ±131072 20 0.125 No 200
377 Equipment ID (h) N/A N/A N/A N/A N/A N/A No 1200
Figure A-5. ARINC 429 X-Talk input bus data labels
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SDI
(n)
125 UTC BCD HR.MIN (b) 23:59:9 5 0.1 MIN No 1200 (f)
126 Flight Phase (h) Packed N/A (b) 0-15 4 N/A No 1200
Word (h) 1200 (p)
260 Date (h) BCD D:M:YR (b) 31:12:99 6 1 day No 1200
301 A/C ID Word (h) Disc N/A N/A N/A N/A N/A No 1200
Figure A-6. ARINC 429 OMS input bus data labels
SDI
(n)
272 Weight/Bal Disc (h) Disc N/A N/A N/A N/A N/A No 125
377 Equipment ID (h) N/A N/A N/A N/A N/A N/A No 1200
Figure A-7. ARINC 429 GP/DIFF input bus data labels
SDI
(n)
201 Data Loader Coded (k) N/A N/A N/A N/A No N/A
Command/Data
Figure A-8. ARINC 429 Data Loader input bus data labels
SDI
(n)
017 Selected Runway BCD DEG (b) +359.9 4 0.1 No Burst
Heading (h) 333 (m)
033 Landing System BCD N/A N/A N/A N/A N/A Yes Burst
Mode/Frequency (h) 333 (m)
045 Msg Block Start (h)* Block N/A N/A 8192 N/A N/A Yes (l)
046 Msg Block Body (h)* Block N/A N/A N/A N/A N/A Yes (l)
105 Selected Runway BNR DEG CW-N ±180 11 ≅0.0879 No Burst
Heading 333 (m)
227(q) Command Summary Packed N/A N/A N/A N/A N/A Yes 1200
Word (h)
Figure A-9. ARINC 429 Freq/Function Data Source input bus data labels
* Proprietary application message format; does not comply with section 7.2.6 of ARINC 755-3
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Oct. 429 Parameter Signal Units Pos. Range (j) Sig. Resolution SDI Max
Label Format Sense Bits (j) Used (a) Tx
(n) Intvl.
(r) DME Input labels N/A N/A N/A N/A N/A N/A No N/A
Figure A-10. ARINC 429 DME input bus data labels
Oct. 429 Parameter Signal Units Pos. Range (j) Sig. Resolution SDI Max
Label Format Sense Bits (j) Used (a) Tx
(n) Intvl.
(r) ILS Input labels N/A N/A N/A N/A N/A N/A No N/A
Figure A-11. ARINC 429 ILS input bus data labels
ARINC Input Notes:
(a) Times in ms
(b) Always Positive
(c) Burst of 2 per second for up to 3 seconds, or a 500 ms burst with each label transmitted every 12
ms. There may be up to a 5 minute delay between transmittal of different labels. Label bursts may be
simulated by momentarily changing the SSM from NCD to Normal on continuously transmitted
labels.
(d) Deleted
(e) This table uses the PRAIM label set from ARINC 743A. The Label ID Assignment APD allows to
generate another common label set that substitutes the following labels: 146 => 126, 170 => 127,
216 => 131, 214 => 132, and 167 => 135; PRAIM labels 152, 144, and 143 are common to both sets
and no APD is provided for them.
(f) 667ms for IRS/FMS input busses, 1000ms for OMS input bus.
(g) Both the Alternate Waypoint and Destination RAIM request will be received as a set of five labels
that burst from the requesting device. The gap between the requests when the burst occurs ranges
from 12 to 500 milliseconds. When received within 3 seconds, the GLSSU will consider identical
predictive RAIM requests (same port and waypoint type) as a single request. Label bursts may be
simulated by momentarily changing the SSM from NCD to Normal on continuously transmitted
labels.
(h) The format of this data label is not standard. See Appendix C for specific label format definitions.
(i) The number of significant bits in the input label allows for a range of ±180, however the data is
limited by software to ±90.
(j) The "range" and "resolution" columns have the same units as the "units" column unless otherwise
specified. The resolution column is informative only; the resolution is given by the Range over
2**(Significant bits). The symbol "≅" indicates that only the first 3 significant digits of the resolution
are provided.
(k) Refer to ARINC 615 for bit definition.
(l) These labels are received in a block transfer format where label 045 is transmitted first followed by a
burst of labels 046.
(m) For approach selection requests using a FASDM that require the capture of the Channel Number
and the Selected Runway Heading from the controller input for broadcast on the GLS output, the
input labels must contain the updated data within 3 seconds of the approach selection. Input data
can be provided as a burst after the FASDM at the time of selection or as continuous labels.
Approach selection requests that require the use of the GLSSU's SBAS Approach Database will be
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received as a set of three labels (033, 232, and 255) that burst from the requesting device. Three
bursts must be received within 3 seconds for the GLSSU to accept the request. A burst is used
instead of continuous data since there is no priority between the controller unit inputs and the use of
mismatched continuous data is not supported.
(n) When the SDI bits are used, input labels are rejected when the SDI bits do not match the GLSSU
SDI setting; otherwise the SDI bits are ignored when present. For this purpose 'All Call' (SDI = 00) is
considered a match.
(o) The label number is configurable by the APD as per Appendix E.
(p) The nominal transmit interval is 1000 ms; however a burst may be sent for a faster response to a
command.
(q) When the Supplementary Command Summary Word Label ID Assignment APD is set to a non-zero
value, Supplementary Command Summary Words received on the FMS busses using the specified
ID will be interpreted as if a label 227 was received including re-transmission on the GLS bus (when
required) using label ID 227; a zero value disables the Supplementary Command Summary Word
function on the FMS busses. The Command Summary Word on FMS inputs APD is used to disable
the Command Summary Word function on the FMS busses without affecting the Supplementary
Command Summary Word. Other input busses are not affected by these APD parameters.
(r) Variable pass-through labels, depending on the source instrument.
1.2.7 SBAS APPROACH SELECTION DATA INPUTS
The GLSSU selects the SBAS Approach using inputs received from the Controller Unit over the ARINC
419 Freq/Function Data Source, DADS/FMS, or FMS/IRS input busses, provided the received data
labels are set to "Normal Operation" and their SDI match the SDI settings of the GLSSU or are All Call.
Anyone of the two following selection methods may be used:
- The GLSSU will select in its internal database the approach parameters defined from 3 ARINC 429
data input labels: Channel Number, Airport ID #1, and Airport ID #2 labels 033, 232, and 255. In
this case, the GLSSU must contain a valid SBAS Approach Database.
- Or, the GLSSU will accept the approach data from a FAS Data Message (FASDM) received over
ARINC 429 data labels 045 & 046. The FASDM data must be formatted and broadcast from an
external database in accordance with section 7.2.6 (SBAS GLS) of ARINC characteristic 755; refer
to Appendix G for an example. In this case the GLSSU may or may not contain a valid SBAS
Approach Database.
1.2.8 ILS/DME DATA CONCENTRATOR INTERFACE
If the Data-Concentrator DME/ILS Bridge APD setting is enabled, it is assumed that the external
equipment, at the remote end of the DME input busses, acts as a data concentrator and outputs both
ILS & DME data. In this case:
- The GLSSU will accept both DME and ILS data from the DME input busses.
- The ILS input busses are not connected.
- When selecting an ILS source on the HIS (ILS/GLS Source Select Discrete Input is open), there will
be no data output on the ILS look-alike output busses since the ILS input busses are not connected.
- When selecting a GLS source on the HIS (ILS/GLS Source Select Discrete Input is ground), the
GLSSU will output both DME look-alike and ILS look-alike data on the DME look-alike output
busses, and it will not output any data on the ILS look-alike output busses.
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1.2.9 ARINC 429 OUTPUTS
1.2.9.1 ARINC 429 data outputs configuration
The GLSSU provides ten ARINC 429 data output busses as follows:
- Three independently buffered GPS ARINC 429 outputs, driven at either the high (100 kHz bit rate)
or low speed (12.5 kHz bit rate) based upon the 429 HS/LS Select input discrete. Except that in the
Data Load mode the ARINC 429 output bus will be high speed regardless of the discrete input. The
GPS output data format is as per Table A-12.
Note: The GPS busses are intended for providing backward-compatibility with legacy
installations based on ARINC 743A-4 GPS receivers and the navigation data output rate
remains at 1 Hz (once per second).
- Three independently buffered GLS ARINC 429 outputs, driven at A429 high speed (100 kHz bit rate
only). The three busses output identical data streams. The GLS output data format is as per Table
A-13.
Note: The GLS busses provide extra capability and are available only on the approach aircraft
connector J3. The navigation data output rate is increased to 10 Hz and a super-set of
data labels supports the SBAS Approach functions, based-on but not fully compliant with
ARINC 743A-4 and ARINC 755-3 characteristics (at time of writing). The new or
modified labels are detailed in Appendix C.
Note: The GLS busses on J3 can be configured by APD to be GPS busses. However given the
presence of three such busses on J1, it is not expected that such an APD Configuration
will be provided.
Note: When enabled by the Synchronized Approach Selection APD and under other conditions,
the GLSSU will re-broadcast on its GLS outputs certain data labels received on its
Controller Unit and X-Talk input busses. This includes re-broadcasting the data labels 45
& 46 (Message Block Start & Message data Body) and 227 (Command Summary Word).
Refer to Appendix E.
- Two independently buffered ILS Look-Alike ARINC 429 outputs, driven at low speed (12.5 kHz bit
rate). They are available only on the approach aircraft connector J3. The ILS Look-Alike output data
format is as per Table A-14 when the HIS selects the GLS source; otherwise the ILS input data is
passed through.
Note: The APD defines the ARINC 429 labels to be used for outputting the following ILS data:
ILS Frequency, Selected Runway H and Ground Station Identifier. Refer to Appendix E.
- Two independently buffered DME Look-Alike ARINC 429 output, driven at low speed (12.5 kHz bit
rate). They are available only on the approach aircraft connector J3. The DME Look-Alike output
data format is as per Table A-15 when the HIS selects the GLS source; otherwise the ILS input data
is passed through.
Note: The APD defines the ARINC 429 labels to be used for outputting the following DME data:
DME Frequency, Distance to LTP/FTP, LTP/FTP Range rate, LTP/FTP Time-To-Go and
Ground Station Identifier. Refer to Appendix E. The DME Frequency is also output using
the label 35.
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1.2.10 ARINC 429 OUTPUT STATUS/SIGN MATRIX (SSM) BITS PROCESSING
The following SSM conventions apply to data generated by the GLSSU. Specific conventions for the
digital deviation data are described later in this section. The GLSSU stops all transmissions on an
ARINC 429 output when it cannot control its SSM bits.
The GLSSU outputs labels with the SSM bits set to Normal. Unless other conditions force a SSM
setting of Fail Warning, the SSM is set to NCD whenever the value cannot be calculated or exceeds the
maximum range permitted. The GLSSU sets the SSM bits to Functional Test while the related
Functional/Guidance Tests are active.
While in fault mode, the SSM bits are set to Failure warning or NCD for label where an SSM of Fail
Warning is not defined, except for labels 156, 157, 273, 305, 306, 307, 350, 352, 354, 355, 371, 373,
375, 376 and 377, which are maintained in Normal state.
ARINC 429 output Status/Sign matrix (SSM) bits processing for the digital deviation data only
The GLSSU annunciates as follows the validity of the ARINC 429 data labels 117 & 171 or 174 which
contain the vertical deviation data, and 116 & 173 which contain the lateral deviation data:
- These ARINC 429 data labels are not transmitted during the Self-Test.
- The SSM bits are set at "Functional Test" during the Guidance Test of the proportional deviation
data. Refer to Section III 3. C. (3) (b). Note that when the GLSSU is in Fault mode, the SSM are
set to "Fail Warning".
- SSM are set to "Normal Operation" when the data is valid.
- SSM are set to "Fail Warning" for a navigation alert.
- SSM are set to “No Computed Data” for any of the following conditions:
- No approach is selected
- The approach is parked
- The "Attitude Data Used" APD is enabled and no attitude data is received for one second.
If the GLSSU cannot control properly the SSM bits, it stops all data transmissions on the affected
ARINC 429 output bus.
1.2.11 ARINC 429 OUTPUT DATA FORMAT
The GLSSU outputs the ARINC data labels listed in Figures A-12 to A-15 below, respectively for the
GPS, GLS, ILS and DME output busses. The same notes apply to the 4 figures.
For the format of the data labels, refer to Appendix C when the note (j) applies or else refer to the
standard ARINC 743A characteristic. The presence of some of these labels is controlled by the APD
as identified by notes (e) and (s) in Figure A-12 and by note (e) in Figure A-13; the data format of a few
labels is also controlled by the APD. Refer to Appendix E for details on the APD.
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The ARINC 429 Broadcast Message Protocol complies with the ARINC method 755-3, section 7.2.6,
for transferring FAS Data. Note however that the description in ARINC 755-3 pre-dates the inclusion of
the HAL and VAL parameters in the SBAS FAS; refer to Appendix G for an example of SBAS FAS
block data generation. The application message transmission will be a continuous transmission of
ARINC 429 labels and will terminate when the message block is complete. The application data
transmissions will be comprised of one or multiple concatenated message blocks. Each message block
will consist of a Message Header, a variable length Message and a CRC. Each message block
contains a CRC, which should be used to validate the data.
The lateral proportional deviation output label is scaled as follows:
Note: Full Scale Deflection (angular and linear scaling) corresponds to 0.155 DDM.
The vertical proportional deviation output label is scaled as follows:
Note: Full Scale Deflection (angular scaling) corresponds to 0.175 DDM.
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Oct. 429 Signal Pos. Sig. SDI Nom. Tx

Units Range (r) Res. (r)
Label Parameter Format Sense Bits Pres. (a)
054 (e) SBAS BNR Meters + ±4096 20 ≅0.00391 N 1000 (b)
Range
Offset
Ionospheric
Offset
056 (e) URA Offset BNR Meters + ±128 8 0.5 Y 1000 (b)
(j)
057 (e) User Range BNR Meters (c) 8192 17 0.0625 Y 1000 (b)
Accuracy
060 Meas Status DISC N/A N/A N/A N/A N/A Y 1000 (b)
(j)
061 Pseudo- BNR Meters + ±268,435,456 20 256 N 1000 (b)
Range
062 Pseudo- BNR Meters (d) 256 11 0.125 Y 1000 (b)
Range Fine
063 Range Rate BNR m/s + ±4096 20 ≅0.00391 N 1000 (b)
064 Delta-Range BNR Meters + ±4096 20 ≅0.00391 N 1000 (b)
065 SV Position BNR Meters ECEF ±67,108,864 20 64 N 1000 (b)
X
066 SV Position BNR Meters (d) 64 14 ≅0.00391 Y 1000 (b)
X Fine
Y
Y Fine
Z
Z Fine
074 UTC BNR Second (c) 10 20 ≅9.54 us N 1000 (b)
Measure
Time
076 GPS Altitude BNR Feet Up ±131072 20 0.125 N 1000
(MSL)
101 HDOP BNR N/A (c) 1024 15 0.03125 Y 1000
102 VDOP BNR N/A (c) 1024 15 0.03125 Y 1000
103 GPS Track BNR Degree CW-N ±180 18 ≅6.87E-4 Y 1000
Angle
110 GPS BNR Degree N ±180 (n) 20 ≅1.72E-4 N 1000
Latitude
111 GPS BNR Degree E ±180 20 ≅1.72E-4 N 1000
Longitude
Figure A-12. ARINC Output Data (GPS bus) (Sheet 1 of 3)
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112 GPS Ground BNR Knots (c) 4096 18 0.015625 Y 1000
Speed
120 GPS BNR Degree (d) 180/2**20 11 ≅8.38E-8 Y 1000
Latitude Fine
121 GPS BNR Degree (d) 180/2*20 11 ≅8.38E-8 Y 1000
Longitude
Fine
125 UTC BCD HR: (c) 23:59.9 5 0.1 Min Y 1000
MIN
130 Aut. Horiz. BNR NM (c) 16 17 (i) ≅1.22E-4 Y 1000
Integ. Level
(j)
133 Aut. Vert. BNR Feet (c) 32,768 18 0.125 Y 1000
Integ. Level
136 Vertical Pos. BNR Feet (c) 32,768 18 0.125 Y 1000
FOM
140 UTC Fine BNR Second (d) 1.0 20 ≅0.954us N 1000
141 UTC Fine BNR Second (d) 1.0/2**20 10 ≅0.931ns Y 1000
Fractions
143 Approach BNR NM (c) 16 17 ≅1.22E-4 Y 1000
Area HIL (j)
144 Approach BNR Feet (c) 32,768 17 0.25 Y 1000
Area VIL (j)
150 UTC (j) BNR HR: (c) 23:59.59 17 1 Second Y 1000
MIN:S
156 Approach DISC N/A N/A N/A N/A N/A Y 1000 (m)
Selection
Status (j)
157 Input DISC N/A N/A N/A N/A N/A Y 1000 (m)
Discrete
Status (j)
162 Dest ETA (j) BNR HR: 23:59 11 1 Min Y 500
MIN
163 Alt ETA (j) BNR HR: 23:59 11 1 Min Y 500
MIN
165 Vertical BNR Ft/min UP ±32,768 18 0.125 Y 1000
Velocity
166 N/S Velocity BNR Knots N ±4096 18 0.015625 Y 1000
174 E/W Velocity BNR Knots E ±4096 18 0.015625 Y 1000
226 Data Loader ISO#5 N/A N/A N/A N/A N/A N/A N/A
(k)
247 Horizontal BNR NM (c) 16 18 ≅6.10E-5 Y 1000
Pos. FOM
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260 Date (j) BCD D:M: (c) N/A 6 1 DAY Y 1000
YR
273 GLSSU DISC N/A N/A N/A N/A N/A Y 1000 /100
Status (j) (u)
343 Dest HIL (j) BNR NM (c) 16 11 7.8125E-3 Y 500
347 Alt HIL (j) BNR NM (c) 16 11 7.8125E-3 Y 500
352 Maintenance DISC N/A N/A N/A N/A N/A Y 1000
Discrete 1 (j)
354 Counter (o) BNR Second (c) 262,144 18 1 Y 1000
355 GNSS Fault DISC N/A N/A N/A N/A N/A Y 1000
Summary (j)
356 Maintenance ISO#5 N/A N/A N/A N/A N/A N On Call
Message (j) (q)
370 (s) GPS Height BNR FT UP ±131,072 20 0.125 N 1000
371 (e) Total Power BNR Hours (c) 0-99,999 18 0.5 Y 1000
On Time
373 (e) Power On BNR Hours (c) 0-99,999 18 0.5 Y 1000
Time Since
Last Service
Shop Visit
375 (e) Total Flight BNR Flights (c) 0-99,999 18 1 Y 1000
Cycles
Cycles Since
Last Service
Shop Visit
377 Equipment DISC N/A N/A N/A N/A N/A Y 1000
ID (j)(aa)
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017 Selected BCD Degree (c) +359.9 4 0.1 Y 200
Runway
Heading (j)
033 Landing BCD N/A N/A N/A N/A N/A Y 200
System
Mode/
Frequency (j)
045 Message BLOCK N/A N/A 8192 N/A N/A Y Burst (p)
Block Start
(j)
046 Message BLOCK N/A N/A N/A N/A N/A Y Burst (p)
Block Body
(j)
054 (e) SBAS Range BNR Meters + ±4096 20 ≅0.00391 N 1000 (b)
Offset
Ionospheric
Offset
056 (e) URA Offset BNR Meters + ±128 8 0.5 Y 1000 (b)
(j)
057 (e) User Range BNR Meters (c) 8192 17 0.0625 Y 1000 (b)
Accuracy
060 Meas Status DISC N/A N/A N/A N/A N/A Y 1000 (b)
(j)
061 Pseudo- BNR Meters + ±268,435,456 20 256 N 1000 (b)
Range
062 Pseudo- BNR Meters (d) 256 11 0.125 Y 1000 (b)
Range Fine
063 Range Rate BNR m/s + ±4096 20 ≅0.00391 N 1000 (b)
064 Delta-Range BNR Meters + ±4096 20 ≅0.00391 N 1000 (b)
X
X Fine
Y
Y Fine
Z
Z Fine
074 UTC BNR Second (c) 10 20 ≅9.54 us N 1000 (b)
Measure
Time
Figure A-13. ARINC Output Data (GLS bus) (Sheet 1 of 4)

Note: The GLS busses operate at high speed (100 KB/sec) only
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429 Signal Pos. Sig. SDI Nom. Tx

Lbl Units Range (r) Res. (r)
Parameter Format Sense Bits Pres. (a)
076 GPS Altitude BNR Feet Up ±131072 20 0.125 N 100
(MSL)
101 HDOP BNR N/A (c) 1024 15 0.03125 Y 100
102 VDOP BNR N/A (c) 1024 15 0.03125 Y 100
103 GPS Track BNR Degree CW-N ±180 18 ≅6.87E-4 Y 100
Angle
105 Selected BNR Degree CW-N ±180 11 ≅0.0879 Y 200
Runway
Heading
110 GPS Latitude BNR Degree N ±180 (n) 20 ≅1.72E-4 N 1000
111 GPS BNR Degree E ±180 20 ≅1.72E-4 N 1000
Longitude
112 GPS Ground BNR Knots (c) 4096 18 0.015625 Y 1000
Speed
116 Lateral BNR Feet Fly ±24000 18 ≅0.0916 Y 100
Rectilinear Right
Deviation (o)
117 Vertical BNR Feet Fly ±1024 14 0.0625 Y 100
Rectilinear Down
Deviation (o)
120 GPS Latitude BNR Degree (d) 180/2**20 11 ≅8.38E-8 Y 100
Fine
121 GPS BNR Degree (d) 180/2*20 11 ≅8.38E-8 Y 1000
Longitude
Fine
125 UTC BCD HR: (c) 23:59.9 5 0.1 Min Y 100
MIN
130 Aut. Horiz. BNR NM (c) 16 17 (i) ≅1.22E-4 Y 100
Integ. Level
(j)
133 Aut. Vert. BNR Feet (c) 32,768 18 0.125 Y 100
Integ. Level
136 Vertical Pos. BNR Feet (c) 32,768 18 0.125 Y 100
FOM
140 UTC Fine BNR Second (d) 1.0 20 ≅0.954us N 100
141 UTC Fine BNR Second (d) 1.0/2**20 10 ≅0.931ns Y 100
Fractions
142 (e) Vertical Vel. BNR Ft/min (c) 32,768 18 0.125 Y 100
FOM
143 Approach BNR NM (c) 16 17 ≅1.22E-4 Y 1000
Area HIL (j)
144 Approach BNR Feet (c) 32,768 17 0.25 Y 1000
Area VIL (j)
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145 (e) Horizontal BNR Knots (c) 4096 18 0.015625 Y 100
Vel. FOM
150 UTC (j) BNR HR: (c) 23:59.59 17 1 Second Y 100
MIN:S
156 Approach DISC N/A N/A N/A N/A N/A Y 200 (m)
Selection
Status (j)
157 Input DISC N/A N/A N/A N/A N/A Y 1000 (m)
Discrete
Status (j)
162 Dest ETA (j) BNR HR: 23:59 11 1 Min Y 500
MIN
163 Alt ETA (j) BNR HR: 23:59 11 1 Min Y 500
MIN
165 Vertical BNR Ft/min UP ±32,768 18 0.125 Y 100
Velocity
166 N/S Velocity BNR Knots N ±4096 18 0.015625 Y 100
171 Vertical BNR DDM Fly ±0.8 12 (t) ≅1.95E-4 Y 50 (f)
Proportional Down
Deviation (o)
173 Lateral BNR DDM Fly ±0.4 12 (t) ≅9.77E-5 Y 50 (f)
Proportional Right
Deviation (o)
174 E/W Velocity BNR Knots E ±4096 18 0.015625 Y 100
177 Distance to BNR NM (c) +512 (w) 16 ≅7.81E-3 Y 100
LTP/FTP
226 Data Loader ISO#5 N/A N/A N/A N/A N/A N/A N/A
(k)
227 Command DISC N/A N/A N/A N/A N/A Y On Call
Summary
Word (j)
232 GLS Airport DISC N/A N/A N/A N/A N/A Y 1000
ID # 1 (j)
243 GLS Runway DISC N/A N/A N/A N/A N/A Y 1000
Selection (j)
247 Horizontal BNR NM (c) 16 18 ≅6.10E-5 Y 100
Pos. FOM
254 GBAS ID (j) DISC N/A N/A N/A N/A N/A Y 1000
255 GLS Airport DISC N/A N/A N/A N/A N/A Y 1000
ID #2 (j)
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260 Date (j) BCD D:M: (c) N/A 6 1 DAY Y 100
YR
263 Approach ID DISC N/A N/A N/A N/A N/A Y 200
#1 (j)
#2 (j)
273 GLSSU Status DISC N/A N/A N/A N/A N/A Y 100
(j)
305 (e) SBAS PA DISC N/A N/A N/A N/A N/A Y 200
Mode & SP
Selection (j)
306 (e) CRC #1 (j) DISC N/A N/A N/A N/A N/A Y 500
307 (e) CRC #2 (j) DISC N/A N/A N/A N/A N/A Y 500
341 (e) SBAS Look- BNR NM (c) 16 17 ≅1.22E-4 Y 1000
Ahead HIL
342 (e) SBAS Look- BNR Feet (c) 32,768 17 0.25 Y 1000
Ahead VIL
343 Dest HIL (j) BNR NM (c) 16 11 7.8125E-3 Y 500
347 Alt HIL (j) BNR NM (c) 16 11 7.8125E-3 Y 500
352 Maintenance DISC N/A N/A N/A N/A N/A Y 1000
Discrete 1 (j)
354 Counter (o) BNR Second (c) 262,144 18 1 Y 1000
355 GNSS Fault DISC N/A N/A N/A N/A N/A Y 1000
Summary (j)
356 Maintenance ISO#5 N/A N/A N/A N/A N/A N On Call
Message (j) (q)
370 GPS Height BNR FT UP ±131,072 20 0.125 N 100
371 (e) Total Power BNR Hours (c) 0-99,999 18 0.5 Y 1000
On Time
373 (e) Power On BNR Hours (c) 0-99,999 18 0.5 Y 1000
Time Since
Last Service
Shop Visit
Cycles
Cycles Since
Last Service
Shop Visit
377 Equipment ID DISC N/A N/A N/A N/A N/A Y 1000
(j)(aa)
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017 Selected BCD Degree (c) +359.9 4 0.1 Y 200
Runway
Heading (j)
033 Landing BCD N/A N/A N/A N/A N/A Y 200
System Mode/
Frequency (j)
034 VOR/ILS BCD MHz (c) 108.00-117.95 4 0.01 Y 200
Frequency (j)
105 Selected BNR Degree CW-N ±180 11 ≅0.0879 Y 200
Runway
Heading
173 Lateral BNR DDM Fly ±0.4 12 (t) ≅9.77E-5 Y 50 (f)
Proportional Right
Deviation (o)
174 Vertical BNR DDM Fly ±0.8 12 (t) ≅1.95E-4 Y 50 (f)
Proportional Down
Deviation (o)
222 VOR BMR Degree CW-N ±180 12 ≅0.044 Y 50
Omnibearing
242 VOR Ground DISC N/A N/A N/A N/A N/A Y 200
Station ID #1
(j)
244 VOR Ground DISC N/A N/A N/A N/A N/A Y 200
Station ID #2
(j)
#1 (j)
#2 (j)
(y) Pass-through N/A N/A N/A N/A N/A N/A N/A N/A (x)
ILS labels
Figure A-14. ARINC Output Data (ILS look-alike bus)

002 LTP/FTP Time BCD Minutes (c) +399.9 4 0.1 Y 100 (x)
to Go (j)
012 LTP/FTP BCD Knots (c) +1000 4 1 Y 100 (x)
Range Rate (j)
035 DME BCD MHz (c) 108.00 - 4 0.05 Y 100 (x)
Frequency (j) 135.95
117 LTP/FTP BNR Knots From +1000 12 .5 Y 100 (x)
Range Rate (z) DME
201 Distance to BCD NM (c) +300 4 0.01 Y 100 (x)
LTP/FTP (j)
Figure A-15. ARINC Output Data (DME look-alike bus) (Sheet 1 of 2)
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Label
Units Range (r) Ρεσ. (ρ)
Parameter Format Sense Bits Pres. (a)
202 Distance to BNR NM (c) +512 (w) 16 ≅7.81E-3 Y 100 (x)
LTP/FTP (z)
214 Distance to BNR NM (c) +32 16 ≅4.88E-4 Y 100 (x)
LTP/FTP (z)
246 DME Ground DISC N/A N/A N/A N/A N/A Y 100 (x)
Station ID #1
(j)
Station ID #2
(j)
252 LTP/FTP Time BNR Minutes (c) +512 9 1 100 (x)
to Go
Station ID (j)
(y) Pass-through N/A N/A N/A N/A N/A N/A N/A N/A (x)
DME labels
Figure A-15. ARINC Output Data (DME look-alike bus) (Sheet 2 of 2)
ARINC 429 Output Notes (applicable to all ARINC 429 output data busses):
(a) Transmit intervals in ms ±20% or ±20ms whichever is greater.

(b) Output rate per satellite is once per second for a maximum of 12 satellite measurement blocks.
(c) Always Positive
(d) Fine data words contain the truncated portion of the original data word. This information is unsigned
although the sign bit is reserved. The two labels are concatenated (or added) in the receiving device.
(e) The label number and its presence (removed by assigning a label number of 0) is configurable by the
APD.
(f) To achieve the 50 ± 20 msec transmit interval, the previously transmitted deviation values are encoded
on alternate labels since the navigation solution is available at 10 Hz.
(g) A measurement block is defined as the following consecutive set of labels:
• Measurement Status label 060 (always first)
• Measurement & Satellite position labels 061, 062, 063, 064, 065, 066, 070, 071, 072, 073, 054*, 055*,
056*, and 057*
• Measurement Time label 074 (always last)
* The label number and its presence are configurable by the APD.
(h) A navigation block is defined as the following consecutive set of labels in the order listed:
• Sensor Status label 273
+
• Position, velocity & integrity labels 076, 370 , 101, 102, 103, 110, 120, 111, 121, 112, 130, 133, 136,
,+ ,+
142* , 145* , 165, 166, 174, and 247
• Time labels 260, 125, 150, 140 and 141
* The label number and its presence are configurable by the APD
+
The navigation block on the GPS bus is the same as for the GLS bus except that labels 142 and 145
are not present and the presence of label 370 is determined by the GPS Height Output on GPS bus
APD.
(i) Bit 11 of label 130 is assigned as the RAIM detection bit.
(j) See Appendix C for specific label format definitions.
(k) Output only in Data Load mode when the source is ARINC 429, refer to ARINC 615 for bit definition
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(l) The maximum transport delay for the navigation block and guidance data is 150 ms for a GLS bus and
200 ms for a GPS bus. For measurement blocks, a maximum transport delay of 200 ms applies only to
a high-speed output bus. When selecting a GLS source on the HIS, the maximum transport delay on the
DME look-alike bus is 250 ms from GLSSU generated data and 100 ms for pass-through data. When
selecting a GLS source on the HIS, the maximum transport delay on the ILS look-alike bus is 150 ms
from GLSSU generated data and 100 ms for pass-through data.
(m) Labels used by the ARINC IBIT with the SSM set to Functional Test.
(n) The data is limited by software to +/-90.
(o) The data is clamped when it reaches the limit of the label range while maintaining the correct sign and
therefore the SSM cannot become NCD due to a value that exceeds this range.
(p) Labels 045 and 046 are transmitted in block transfer format where label 045 is sent first followed by a
series of labels 046. Other labels may be interspersed within the series of labels 046 as required to
support their transmit intervals. Either the data block length specified in the initial label 045 or the
presence of a subsequent label 045 with the same station slot identifier and SDI can be used to
determine when all the series ends.
(q) Sent on request, in a 50ms rate burst of labels until the complete OMS configuration data message has
been transmitted once.
(r) The "range" and "resolution" columns have the same units as the "units" column unless otherwise
specified. The resolution column for the BNR signal format is "informative only" when the symbol " "is
used since then only the first 3 significant digits of the resolution are provided. In such cases, the exact
resolution is given by the Range over 2**(Significant bits).
(s) The GLSSU will output label 370 on the GPS bus only if the "GPS Height Output on GPS bus" APD is
enabled.
(t) Bit 11 encodes the state of the test Tune/Guidance Test Inhibit as 'Not Inhibited'.
(u) Deleted
(v) Deleted
(w) The data is limited by software to +300.
(x) When transmitted on the Look-Alike bus, the data rate will match (with a 50 msec resolution) that of the
same label received on the input bus up to 50 msec. If there is no activity on the Look-Alike input
busses, the pass-through labels can no longer be output, but the nominal data rate as per Table 4-3
applies to the sensor-generated labels
(y) Includes variable pass-through labels received on the ILS/DME inputs.
(z) Label 202 bit 11 is set to 0 to indicate memory mode off and bit 12 is set to 1 to indicate foreground
station data in frequency scan mode. Label 214 and 117 bits 12-11 are set to 11 = FA normal track.
Label 117 bits 16-13 are set to zero.
(aa) The encoded Equipment ID is set by the "GLS Bus Equipment ID" APD on the GLS Bus and by the
"GPS Bus Equipment ID" APD on the GPS Bus. Refer to Appendix E.
1.2.12 SELECTED SBAS APPROACH OUTPUTS
When a valid SBAS approach is selected, the GLSSU outputs the following approach descriptors with
the data indicated below:
(1) Label 033: Channel Number of the selected approach

(2) Label 017: BCD Runway Heading if available
(3) Label 105: BNR Runway Heading if available
(4) Label 232: GLS Airport Identifier characters #2-#4 extracted from the FAS Data Block
(5) Label 254: GBAS ID (always character NULL)
(6) Label 255: GLS Airport Identifier character #1 extracted from the FAS Data Block
(7) Label 243: GLS Runway Data (Number, Letter, and Route Indicator extracted from the FAS
Data Block)
(8) Label 264: GLS Approach Identifier (Ref. Path) extracted from the FAS Data Block
(9) Label 263: GLS Approach Identifier (Ref. Path) extracted from the FAS Data Block
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(10) Label 306: FAS Data Block CRC of the selected approach (APD dependent label ID)
(11) Label 307: FAS Data Block CRC of the selected approach (APD dependent label ID)
When no valid approach is selected, the SSM of the approach descriptor labels are set to NCD except
for the CRC labels that have a CRC validity bit.
1.3 RS232/RS422 SERIAL BUSSES
1.3.1 RS232 BUS DESIGNATION
The GLSSU accepts and outputs data over five asynchronous serial data busses, which are either
RS232 or RS422 compatible.
Four of them are reserved for future use.
Only one serial data bus is functional and accessible via the navigation aircraft connector J1 on the
GLSSU at pins J1-2 and J1-3. It is configured to comply electrically with the RS-232 communication
interface standards. The default parameters of the serial bus at power up or reset are:
Rate = 57600 bauds (bits per second)

Parity = None
Start Bits = 1
Stop Bits = 1
Data Bits = 8
This physical data bus supports two logical data ports: A Monitor port and a Data Loader port. The
description below is provided for information only since these ports are intended for factory use only:
- The Monitor port is intended for factory tests and maintenance purposes, including fault detection
and fault isolation, using the Built-In-Test (BIT) of the GLSSU and a proprietary software tool
running on a standard PC.
- The Data Loader port is intended for re-programming the GLSSU software, the SBAS approach
database, and uploading the APD data at the factory. The Data Loader port is enabled/disabled
using the Data Loader input discrete described in paragraph 1.1.1.1.
1.3.2 TIME-MARK OUTPUT BUSSES
The GLSSU provides three independent Time Mark outputs on connector J1 (J1-25 & 26, J1-27 & 28,
J1-29 & 30, all driven from the same internal signal source and all compliant with the requirements of
ARINC 743A-4, except that the polarity of the pulse is the opposite of the ARINC 743A-4 characteristic
in order to maintain compatibility with legacy system pinout that was designed to comply with ARINC
743; simply swap the Hi/Lo pins to connect to systems that expect ARINC 743A-4 pulse polarity.
In a typical application, the Inertial Reference Systems (IRS) will use the Time Mark pulse for time-
tagging the GPS measurement data received from the ARINC 429 output busses, in order to combine
them with the inertial measurements to form a hybrid navigation solution.
Each Time Mark output delivers a differential RS-422 signal that can drive up to 3 RS-422 receivers
with a nominal load of 330 Ohms each. The differential output signal amplitude is +-1.4 to +-6 Volts.
The voltage transition times are less than 0.2 microseconds, measured using a 100 Ohms resistive
load at each pair of J1 connector terminals. Each Time Mark output includes internal read-back circuits
for monitoring and fault detection.
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The Time Mark signal consists of a 1-millisecond pulse with a nominal period of one second. Its rising
edge (line "Hi" voltage becoming negative with respect to line "Lo" at the J1 connector pins) tags within
±2 microseconds the epoch at which the navigation data, broadcasted following the pulse on the
ARINC 429 output busses, were actually sampled by the GLSSU. This accuracy specification applies
when the GLSSU is in the Navigation mode with SA inactive and TDOP < 0.8.
The timing relationship between ARINC 429 data outputs and Time Mark outputs from the GLSSU is
defined in Figure A-10 below. The ARINC 429 data output labels 150,140 and 141 broadcast the UTC
time of the epoch at which the navigation data were actually sampled by the GLSSU.
The GLS bus outputs the PVT solution data at a 10 Hz rate -10 data samples per Time Mark period- so
that, due to internal processing delays, there is a timing ambiguity: As illustrated, the Time Mark
relates to the second set of PVT data outputs following the pulse. The GPS bus data and the SV data
are output at a 1 Hz rate so that there is no such ambiguity.
The Time Mark pulse output begins within 5 seconds after self-test completion, following power-up or
initiated self-testing.
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APPENDIX B
RESERVED
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APPENDIX C
SUPPLEMENTARY DATA FORMAT INFORMATION FOR ARINC 429 DATA LABELS
1. DETAILED DESCRIPTION
The following tables provide the detailed descriptions for ARINC 429 input and output label used by the
GLSSU for labels that are not sufficiently described by the tables in Appendix A.
1.1 Label 002 - LTP/FTP Time To Go – Output
ARINC BIT DESCRIPTION SETTING

32 Parity Odd
31-30 SSM Normal Operation = 00
No Computed Data = 01
Functional Test = 10
Not Used = 11
29 Reserved =0
28-27 Hundreds (minutes) 0-3
26-23 Tens (minutes) 0-9
22-19 Ones (minutes) 0-9
18-15 Tenths (minutes) 0-9
14-11 Padding =0
9-10 SDI Not Used = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 002
1.2 Label 012 - LTP/FTP Range Rate – Output

32 Parity Odd
Not Used = 11
29 Reserved =0
28-27 Thousands (knots) 0-1
26-23 Hundreds (knots) 0-9
22-19 Tens (knots) 0-9
18-15 Ones (knots) 0-9
14-11 Padding =0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 012
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Note: This label outputs a Ground Speed computed as the absolute value of the Range Rate and
is therefore always positive.
1.3 Label 017 - Selected Runway Heading - Input/Output

32 Parity Odd
Not Used = 11
29 Spare =0
28 - 27 Hundreds (degrees) 0-3
26 - 23 Tens (degrees) 0-9
22 - 19 Ones (degrees) 0-9
18 - 15 Tenths (degree) 0-9
14 - 11 Padding =0
10 - 9 SDI Not Used = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 017
1.4 Label 033 - Landing System Mode/Frequency - Input/Output
ARINC BIT DESCRIPTION SETTING NOTE

32 Parity Odd
Not Used = 11
29 - 15 GLS Channel Number (b)
(15 least significant bits) /
ILS/VOR Frequency
14 - 13 Mode ILS = 00 (a)
GLS = 01
Reserved = 10
Reserved = 11
12 - 11 GLS Channel Number (b)
(2 most significant bits)
10 - 9 SDI All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 033
(a) The mode is set to 'GLS' on the GLS busses, and 'ILS' on the ILS Look-Alike busses.
(b) The GLS Channel number is an unsigned 17-bit binary number. When the label contains an ILS or
VOR frequency, it uses the same BCD encoding as label 034. The frequency is as per the Look-
Alike ILS/VOR Frequency APD parameter when the GLSSU generates the label.
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1.5 Label 034 - VOR/ILS Frequency - Output

32 Parity Odd
Not Used = 11
29 - 27 Frequency (10 MHz) (a)
26 - 23 Frequency (1 MHz)
22 - 19 Frequency (0.1 MHz)
18 - 15 Frequency (0.01 MHz)
14 Control 0 = VOR (b)
1 = ILS
13-11 Spare
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 034
(a) The frequency is as per the Look-Alike ILS/VOR Frequency APD when the GLSSU generates the
label. The range is 108.0 to 117.95 MHz.
(b) The control is forced to 'ILS' when the GLSSU generates the label.
1.6 Label 035 - DME Frequency - Output
ARINC BIT NOMENCLATURE SETTING

32 Parity Odd
Not Used = 11
22 - 19 Frequency (0.1 MHz) (a)
18 Frequency (0.05 MHz) (a)
17 Audio Identification (b)
16 Display (c)
15-14 DME Channel Paired to Device 00 = VOR (d)
01 = ILS
10 = “X” or “Y” coded MLS paired VHF
11 = “W” or “Z” coded MLS paired VHF
13-11 DME Function 000 = Standby (e)
001 = Directed Freq 1
110 = Free Scan
111 = Spare
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ARINC BIT NOMENCLATURE SETTING

Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 035
(a) The frequency is as per the Look-Alike DME Frequency APD when the DME Function matches the
Left/Right/Center Look-Alike DME Channel APD (selected by the GLSSU SDI setting); otherwise it
is set to the corresponding input label contents.
(b) The Audio Identification bit is set to zero when the DME Function matches the Left/Right/Center
Look-Alike DME Channel APD (selected by the GLSSU SDI setting); otherwise it is set to the
corresponding input label contents.
(c) The Display bit is set to one when the DME Function matches the Left/Right/Center Look-Alike DME
Channel APD (selected by the GLSSU SDI setting); otherwise it is set to zero.
(d) The Device bits are set to 'ILS' when the DME Function matches the Left/Right/Center Look-Alike
DME Channel APD (selected by the GLSSU SDI setting); otherwise it is set to the corresponding
input label contents.
(e) The DME Function code is set to the corresponding input label contents when available; otherwise it
is set according to the Left/Right/Center Look-Alike DME Channel APD (selected by the GLSSU
SDI setting).
1.7 Label 040 - Set Altitude – Input

32 Parity Odd
31-30 Sign Status Matrix (SSM) Positive = 00
Negative = 11
29 - 27 Tens of Thousands (Feet) 0-7
26 - 23 Thousands (Feet) 0-9
22 - 19 Hundreds (Feet) 0-9
18 - 15 Tens (Feet) 0-9
14 - 11 Units (Feet) 0-9
10 - 9 Source/Destination Identifier Not Used = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
Bit 8-1 Octal Label 040
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1.8 Label 041 - Set Latitude – Input

32 Parity Odd
Negative = 11
29 Undefined Always 0
28 - 25 Tens (Degrees) 0-9
24 - 21 Units (Degrees) 0-9
20 - 17 Tens (Minutes) 0-9
16 - 13 Units (Minutes) 0-9
12 - 9 Tenths (Minutes) 0-9
8-1 Octal Label 041
1.9 Label 042 - Set Longitude - Input

32 Parity Odd
Negative = 11
29 Undefined Always 0
28 - 25 Tens (Degrees) 0-9
24 - 21 Units (Degrees) 0-9
20 - 17 Tens (Minutes) 0-9
16 - 13 Units (Minutes) 0-9
12 - 9 Tenths (Minutes) 0-9
8-1 Octal Label 042
1.10 Label 045 - Message Block Start - Input/Output
Refer to Appendix G for a sample FAS data block output

32 Parity Odd
Fail Warning = 11
29 - 27 Spare =0
26 - 14 Data Block Length (no. of Label 0 - 8191
046 to follow)
13 - 11 Station Slot Identifier Slot Group A = 000 (Note 1)
Slot Group B = 001 (Note 2)
Slot Group C = 010
Slot Group D = 011
Slot Group E = 100
Slot Group F = 101
Slot Group G = 110
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Slot Group H = 111
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 045
Note 1: When the ARINC word is transmitted by the GLSSU, Slot Group A is used to indicate that the
message block originates from the GLSSU (i.e., it is not re-transmitting a message block
received from a Controller Unit or X-Talk input).
Note 2: When the ARINC word is transmitted by the GLSSU, Slot Group B is used to indicate that the
GLSSU is re-transmitting a message block received from a Controller Unit or X-Talk input.
This code is intended for Controller Units, so that they identify the receipt of cross-talk
messages.
Note 3: The GLSSU can accept one input message per second, maximum. If multiple messages are
received within the response time, the GLSSU will process only the first and will ignore the
subsequent ones for up to one second.
1.11 Label 046 - Message Block Body - Input/Output
Refer to Appendix G for a sample FAS data block output.

32 Parity Odd
Fail Warning = 11
29 - 22 Second Data Message Byte
(MSB..LSB)
21 - 14 First Data Message Byte
(MSB..LSB)
13 - 11 Station Slot Identifier Slot Group A = 000
(see Note) Slot Group B = 001
Slot Group C = 010
Slot Group D = 011
Slot Group E = 100
Slot Group F = 101
Slot Group G = 110
Slot Group H = 111
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 046
Note: Refer to Notes 1, 2 and 3 of label 045.
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1.12 Label 056 - URA Offset - Output

32 Parity (odd)
31-30 Sign Status Matrix (SSM) Failure Warning = 00
Normal Operation = 11
29 Sign bit Positive = 0
Negative = 1
28-21 URA Ionospheric Offset -128 to +127.5 (LSB weight 0.5)
20 Sign bit Positive = 0
Negative = 1
19-12 URA Range Offset -128 to +127.5 (LSB weight 0.5)
11 SBAS Correction Source Toggle upon change in correction source
10-9 Source/Destination Identifier Not Used = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 56
The SBAS Correction Source bit will toggle each time the SBAS PRN that is providing the corrections
(ionospheric or range) changes with respect to the last measurement block transmitted. The value
when the label is first transmitted (or transmission re-starts) with SSM at Normal Operation provides no
information on the correction source.
1.13 Label 060 - GLSSU Measurement Status - Output

32 Parity Odd
31-30 Sign Status Matrix (SSM) Normal Operation = 00
Failure Warning = 11
29-24 SVID (PRN Code No.) 0 to 63; (00Hex to 3FHex)
(See Note 2)
23 SVID Status/Isolation Valid = 1
(See Note 1) Invalid/Isolated = 0
22 Range Rate or Delta-Range Status Valid = 1
Invalid = 0
21 Rate Measurement Type Delta-Range Meas = 1
(See Note 3) Doppler Measurement = 0
20 SBAS PA mode compatibility Compatible = 1
(See Note 4) Not Compatible = 0
19 User Clock Update Clock Update = 1
No Clock Update = 0
18 Satellite Position Data Used Ephemeris Data Used = 1
Almanac Data Used = 0
17-12 C/No Range = 0-63 (00Hex to 3FHex) dB-Hz
Resolution = 1 dB-Hz
11 System GLONASS (reserved) = 1
(See Note 5) GPS (forced to 0) = 0
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Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 060
Note 1: When a satellite is removed from the solution because it is below the C/No threshold or it is
isolated, bit 23 is set to zero (invalid).
Note 2: GPS SV PRN: 1-32; SBAS SV PRN: 38-56 for 120-138, Reserved SV PRN: 0, 33-37, 57-63.
Note 3: Only delta-range measurements are used. This bit is forced to 1.
Note 4: When the SBAS Range Offset APD Label ID Assignment is set to a non-zero value (label is
output) and the SBAS Range Offset conversion is compatible with SBAS PA mode, bit 20 is
set to 1; otherwise this bit is set to 0. This bit does not supersede bit 23. The setting of 0 when
the SBAS Range Offset APD Label ID Assignment is set to 0 corresponds to the legacy
encoding for a C/A code measurement.
Note 5: Only the GPS system is supported. This bit is forced to 0.
1.14 Label 126 - Flight Phase Word - Input

Bit 32 Parity Odd
Bit 31-30 SSM Failure Warning =00
No Computed Data =01
Functional Test =10
Normal Operation =11
Bit 29-15 Padding (forced = 0)
Bit 14-11 Flight Phase 0000 = Not Defined
0001 = Power-On
0010 = Engine Start
0011 = Taxi Out
0100 = Takeoff Roll
0101 = Initial Climb
0110 = Climb
0111 = Cruise
1000 = Descent
1001 = Approach
1010 = Go Around
1011 = Flare
1100 = Rollout
1101 = Taxi In
1110 = Engine Shutdown
1111 = Maintenance
Bit 10, 9 SDI: (Always = 00)
Bit 8-1 Octal Label 126
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1.15 Label 130 - Autonomous HIL - Input/Output

32 Parity Odd
29 Sign bit = 0 (positive)
28-12 Limit (in NM) 0-16 (LSB weight ≅1.22E-4)
11 Detection Bit No failure = 0
satellite failure = 1
10-9 Source/Destination Identifier Not used = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 130
1.16 Label 143 - Approach Area HIL - Output

32 Parity Odd
28-12 Limit (in nautical miles) 0-16 (LSB weight ≅1.22E-4)
11 Integrity Algorithm SBAS Integrity Prediction = 0
Look-Ahead RAIM = 1
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 143
Note: The setting of bit 11 to 1 when outputting the RAIM Integrity corresponds to the legacy encoding
for a prediction where baro-corrected altitude is not applied. A prediction that includes baro-
corrected altitude is not available. The GPS bus always sets bit 11 to 1. The GLS bus can
provide SBAS Integrity Prediction (bit 11 to 0) as requested by the APD; refer to Appendix D.
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1.17 Label 144 - Approach Area VIL - Output

32 Parity Odd
28-12 Limit (in feet) 0-32768 (LSB weight 0.25)
11 Integrity Algorithm SBAS Integrity Prediction = 0
Look-Ahead RAIM = 1
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 144
Note: The setting of bit 11 to 1 when outputting the RAIM Integrity corresponds to the legacy encoding
for a prediction where baro-corrected altitude is not applied. A prediction that includes baro-
corrected altitude is not available. The GPS bus always sets bit 11 to 1. The GLS bus can
provide SBAS Integrity Prediction (bit 11 to 0) as requested by the APD; refer to Appendix D.
1.18 Label 146 - Satellite Deselect # 1 - Input

32 Parity Odd
31-30 Sign Status Matrix Normal Operation = 00
(SSM) No Computed Data = 01
Not Used = 11
29 SVID 1 De-select =1
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
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Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
13-12 Reserved
11 De-selection type Destination Predictive RAIM =0
Alternate Predictive RAIM =1
10-9 SDI: All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 126/146
1.19 Label 150 - Binary UTC - Input/Output

32 Parity Odd
28-24 MSC (Hours, Binary) = 0-23
23-18 Digit (Minutes, Binary) = 0-59
17-12 Digit (Seconds, Binary) = 0-59
11 Indicates precision time =1
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 150
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1.20 Labels 152 & 167 - Destination and Alternate Waypoint ETA - Input

32 Parity Odd
31-30 Sign Status Matrix (SSM) Fail Warning = 00
29 Reserved Always = 0
28-24 Hours 0-23 hours
23-18 Minutes 0-59 minutes
17 Spare
16 ETA Request Sequence BIT Sequence bit used to distinguish
consecutive requests with same ETA.
15-14 Requesting FMS SDI 00 = Not Defined
01 = FMS 1
10 = FMS 2
11 = FMS 3
13-12 Spare
11 Baro-Corrected Alt. to be 0 = Baro-Correction not applied
Applied 1 = Baro-Correction applied
10-9 Source/Destination Identifier All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 135/167 or 152
1.21 Label 156 - Approach Selection Status - Output

32 Parity Odd
Not Used = 11
29-23 Reserved =0
22-21 Approach Request Sequence 0-3

Counter
20 Invalid Approach Valid =0
Invalid =1
19 Reserved =0
18 Invalid FAS Data Block CRC Valid =0
Invalid =1
17 Approach Available Not Available =0
Available =1
16 Park Status Not Parked =0
Parked =1
15 Approach Mismatch No Mismatch =0
Mismatch =1
14 Approach Selection Complete =0
Incomplete Incomplete =1
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13 Hardware Synchronization No Error =0
Error Error =1
12 SDI Conflict No Conflict =0
Conflict =1
11 Reserved =0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 156
1.22 Label 157 - Input Discrete Status - Input / Output

32 Parity Odd
Not Used = 11
29 Frequency/Function Data Open = 0 Ground = 1
Source Select
28 ILS/GLS Source Select Open = 0 Ground = 1
27 Functional/Guidance Test Open = 0 Ground = 1
26-23 * APD Select (Note 1) 0…15
22 Spare #1 Remote Discrete Open = 0 Ground = 1
21 Spare #2 Remote Discrete Open = 0 Ground = 1
20 High Integrity Switch Power
Power Supplied = 0
Supply Status Power Not Supplied = 1
19 * DADS 419/429 Select Open = 0 Ground = 1
18 Tune/Guidance Test Inhibit
Open = 0 Ground = 1
17 * APD Select Parity Open = 0 Ground = 1
16 Data Loader Open = 0 Ground = 1
15 Air/Ground Open = 0 Ground = 1
14 * 429 HS/LS Select Open = 0 Ground = 1
13 Left Unit APD (Note 2) Not Defined (Off) = 0
Defined (On) = 1
12 Right Unit APD (Note 2) Not Defined (Off) = 0
Defined (On) = 1
11 Center Unit APD (Note 2) Not Defined (Off) = 0
Defined (On) = 1
10-9 * Source/Destination Identifier All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 157
* This discrete is read only once at time of power-up or during manual self-test; the
bit may not show the current value of the discrete
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Note 1: The APD Selection is set by wiring the corresponding input discretes as follows: Open = 0,
Ground = 1. The encoding is binary i.e. "0000" is APD #0, "1111" is APD #15. Bit 26 is the
MSB.
Note 2: When synchronization is active, the APD data is reported; otherwise the unit corresponding to
the GLSSU SDI setting is reported as "Defined" (on) and the others as "Not Defined" (Off).
1.23 Labels 162 & 163 - Destination and Alternate Waypoint ETA - Output

32 Parity Odd
28-24 Hours (Binary) (Note 1) Echoed from request
23-18 Minutes (Binary) (Note 1) Echoed from request
17 Date/Time (Note 2) GLSSU has determined time =0
GLSSU has not determined time =1
16 ETA Request Sequence BIT Sequence bit used to distinguish consecutive
(Note 3) requests with same ETA.
15-14 FMS Request Designator 00 = Power-up State
(Note 4) 01 = FMS 1
10 = FMS 2
11 = FMS 3
13 Request Bus Designator Response to Port 1 bus =0
Response to Port 2 bus =1
12 Invalid Almanac (Note 2) Almanac Valid =0
Almanac Invalid =1
11 Baro Corrected Altitude corrected altitude applied = 0
corrected altitude not applied = 1
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 162 and 163
Note 1: The Hours and Minutes values are to be set to zero at power-up prior to the first request.
Note 2: The GLSSU sets the Date/Time and Invalid Almanac bits autonomously such that no request is
required to update this information. The PRAIM Unavailable (Bit 17) of the PRAIM HIL output
label is the logical “or” of bits 12 and 17 from this label.
Note 3: The Sequence Bit is set to 0 after power-up and prior to receiving the first request.
Subsequently the bit echoes the state of the FMS ETA Input label Sequence Bit (Bit 16) for
which this output is providing a response. This bit is logically the same as the Sequence Bit (Bit
16) in the PRAIM HIL Output Label. The sequence bit is used to distinguish consecutive
requests with the same ETA.
Note 4: The FMS Request Designator is set to 00 after power-up and prior to receiving the first request.
Subsequently the bit echoes the state of the FMS ETA Input label Requesting FMS SDI bits (Bit
15-14) for which this output is providing a response.
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Commentary: The FMS will understand that RAIM will not be available if the GLSSU flags critical
faults via the operational mode bits in ARINC label 273 (set to Fault mode), or if the
GLSSU is in Self-Test mode or initialization mode. The GLSSU indicates problems with
the RF section via bit 26 of ARINC label 355 (connector, cable or antenna failure). The
RF antenna is classified as a non-critical fault; therefore, the mode bits in ARINC label
273 will not be set to Fault mode if these conditions exist. However, it may be an
indication to the FMS that the GLSSU is unable to update its almanac if it has expired.
1.24 Label 170 - Satellite Deselect #2 - Input

32 Parity Odd
31-30 Sign Status Matrix Normal Operation = 00
(SSM) No Computed Data = 01
Not Used = 11
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
Enable =0
13-12 Reserved
11 De-selection type Destination Predictive RAIM =0
Alternate Predictive RAIM =1
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10-9 SDI: All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 127/170
1.25 Label 201 - Distance to LTP/FTP - Output

32 Parity Odd
Not Used = 11
29-27 Hundreds (NM) 0-3
26-23 Tens (NM) 0-9
22-19 Units (NM) 0-9
18-15 Tenths (NM) 0-9
14-11 Hundredths (NM) 0-9
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 201
1.26 Label 227 - Command Summary Word - Input/Output –
ARINC BIT DESCRIPTION SETTING ISO#5 CODE

32 Parity Odd
31-25 Command Field 0000000 = No Request 00h (NUL)
0000001 = GPS Initiated Test 01h (SOH)
0000010 = Configuration Request 02h (STX)
0000100 = Guidance Test 04h (EOT)
0001100 = Database Status Request 0Ch (LF)
0001101 = Database Selection Request - First Cycle 0Dh (CR)
0001110 = Database Selection Request - Second Cycle 0Eh (SO)
0001111 = Cancel Selected Approach 0Fh (SI)
0010010 = Increment Flight Cycle 12h (DC2)
1101010 = Park Cancel 6Ah (j)
1101011 = Park Request 6Bh (k)
1110110 = Previous Page 76h (v)
1110111 = Next Page 77h (w)
24-13 Equipment The GLSSU will respond when the SDI matches the
Code GLSSU setting and the Equipment code matches the
GLS Bus Equipment ID or the GLS Bus Equipment ID
which are configurable through the APD or the SDI is All
Call and the All Call code of 000 is used.
12,11 Pad =0
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ARINC BIT DESCRIPTION SETTING ISO#5 CODE

10, 9 SDI: All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 227
Note: The Increment Flight Cycle command is recognized only on the OMS bus. The following commands are
not recognized on the OMS bus: Guidance Test, Database Selection Request - First Cycle, Database
Selection Request - Second Cycle, Cancel Selected Approach, Park Cancel, and Park Request.
1.27 Label 232 - GLS Airport ID #1 - Output

32 Parity Odd
Fail Warning = 11
29 - 24 Airport ID Character 4 (b6 - b1) ISO#5 Character [1]
11 spare =0
10-9 SDI All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 232
[1] Only upper case letters, numbers, and IA-5 “space” (“100000”) are used and encoded in bits b1
through b6. Bit b7 of the code may be reconstructed by taking the Complement of bit b6. Character
4 is the least significant character. Used in conjunction with GBAS ID / GLS Airport ID #2 label 255
and set per contents of the FAS.
1.28 Labels 242 & 244 - VOR Ground Station Identifier Words 1 & 2 - Output

32 Parity Odd
Fail Warning = 11
29 - 27 Spare =000
26 Pad =0
25 - 19 Ground Stn. Ident. Char. #2 / #4 ISO#5 Character as per Look-Alike
ILS Ground Station Identifier APD
18 Pad =0
ILS Ground Station Identifier APD
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 242 & 244 (VOR)
Note: Label 242 contains characters 1 and 2, and Label 244 contains characters 3 and 4.
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1.29 Label 243 - GLS Runway Selection - Output

32 Parity Odd
Fail Warning = 11
29,28 Spare =0
27 - 22 Runway Number 0 -36
21 , 20 Runway Letter None = 0 0
R =01
C =10
L =11
19 - 15 Route Indicator ISO#5 Character (See note)
14 - 11 Reserved =0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 243
Note: The Route Indicator is encoded with the lower 5 bits of the ISO#5 character set, using upper
case alpha set A - Z, excluding the characters 'I' and 'O' but including the 'space' character
(00000 binary on 5 bits).
1.30 Labels 246 & 247 - DME Ground Station Identifier Words 1 & 2 - Output

32 Parity Odd
Fail Warning = 11
29 - 27 Spare =000
26 Pad =0
DME Ground Station Identifier APD
18 Pad =0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 246 & 247 (DME)
Note: Label 246 contains characters 1 and 2, and Label 247 contains characters 3 and 4.
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1.31 Label 254 - GBAS ID - Output

32 Parity Odd
Fail Warning = 11
29 - 24 Station ID Character 4 = 0 (NULL)
11 Spare =0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 254
Note: The GBAS ID label is output with NULL characters in provision for future GBAS applications and
for compatibility with equipment that uses this label when transmitting the GBAS ID / GLS Airport
ID label.
1.32 Label 255 - GBAS ID / GLS Airport ID #2 - Output

32 Parity Odd
Fail Warning = 11
29 - 28 Data Source ID Forced = 0
27 - 25 Sel. Station Slot Forced = 0
18 - 13 Station ID Character 1 Forced = 0
12 Selected Uplink Forced = 0
11 Pilot Selection Forced = 0
10-9 SDI All Call = 00
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 255
[1] Only upper case letters, numbers, and IA-5 “space” (“100000”) are used and encoded in bits b1
through b6. Bit b7 of the code may be reconstructed by taking the Complement of bit b6. Used in
conjunction with GBAS ID / GLS Airport ID #1 label 232 and set per contents of the FAS.
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1.33 Label 260 - Date - Input/Output

32 Parity Odd
Not Used = 11
29-28 Tens of Days 0-3
27-24 Units of Days 0-9
23 Tens of Months 0-1
22-19 Units of Months 0-9
18-15 Tens of Years 0-9
14-11 Units of Years 0-9
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 260
1.34 Labels 263 & 264 - Approach Identifier Words 1 & 2 - Output

32 Parity Odd
Fail Warning = 11
29 - 27 Spare =000
26 Pad =0
25 - 19 Approach Ident. Char. #2 / #4 ISO#5 Character
18 Pad =0
17 - 11 Approach Ident. Char. #1 / #3 ISO#5 Character
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 263 and 264
Note 1: The Approach Identifier output on the GLS bus is synonymous with the Reference Path
Identifier defined in the FAS Data Block.
Note 2: Label 263 contains characters 1 and 2, and Label 264 contains characters 3 and 4.
Note 3: When output on the ILS Look-Alike Bus, instead of the Approach Identifier, the Look-Alike ILS
Ground Station Identifier as per APD is encoded (same encoding as for Labels 242 & 244).
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1.35 Label 272 - Weight and Balance Discrete Word - Input

32 Parity Odd
Not Used = 11
29-28 Air/Ground Discrete Sign Normal Operation = 00
Status Matrix No Computed Data = 01
Not Used = 11
27 Air/Ground Discrete Ground =1
Air =0
26-9 Not defined
8-1 Octal Label 272
Note: The GLSSU checks both the SSM for the word (bits 31-30) and the SSM for the discrete (bits
29-28). If either SSM does not indicate Normal Operation, then the GLSSU defaults the
Air/Ground discrete to the Air state.
1.36 Label 273 - GLSSU Status - Output

32 Parity Odd
29 MSB of Satellites Used to Generate the 15 or less used = 0
Navigation Solution (Note 2)
28-24 GLSSU Operational Mode Self-Test (Note 7) = 00000
Initialization = 00100
Acquisition = 01000
Navigation = 01100
SBAS Navigation (Note 8) = 01101
SBAS PA (Note 8) = 01111
Altitude Aiding = 10000
Reserved = 10100
Aided = 11000
Fault = 11111
23-20 Number of Satellites Used to Generate the (0-C Hex)
Navigation Solution (0-12) (Note 2)
19-16 Number of Satellites Visible (0-15) (Note 1) (0-FHex)
15 IRS/FMS Source Primary = 0
(Note 3) Secondary = 1
14 IRS/FMS Status Present = 0
(Note 4) Not Present = 1
13 FMS/DADS Source Primary = 0
(Note 5) Secondary = 1
12 FMS/DADS Status Present = 0
(Note 6) Not Present = 1
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11 MSB of Satellites Visible >15 Visible = 1
(Note 1) 15 or Less Visible = 0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 273
Note 1: Number of satellites visible will be as defined in section 5.1.1.3 'Acquisition Mode' of this document.
Note 2: The number of satellites used to generate the navigation solution will be less than or equal to 12.
Note 3: The source is set to Primary when IRS/FMS port #1 or both ports receives label 203 or 361.
Note 4: The status is set to Not Present when neither IRS/FMS port receives label 203 or 361.
Note 5: The source is set to Primary when FMS/DADS port #1 or both ports receives label 203.
Note 6: The status is set to Not Present when neither FMS/DADS port receives label 203.
Note 7: Label 273 is not output in Self-Test mode.
Note 8: SBAS PA mode is not defined in ARINC 743A-4. Backward compatibility to ARINC 743A-2 is maintained
since bits 24 and 25 were unused in that characteristic and the SBAS modes will map to Navigation
mode for equipment that ignore these two bits.
1.37 Label 300 - DME Ground Station Identifier Words 1 & 2 - Output

32 Parity Odd
Fail Warning = 11
29 - 27 Spare =000
26 Character 2/4 0 = Second Character
1 = Fourth Character
18 Character ID 1/3 0 = First Character
1 = Third Character
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 300
Note: Label 300 is encoded in pairs where the first Label 300 contains characters 1 and 2, and the
second contains characters 3 and 4.
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1.38 Labels 301 to 303 - Aircraft Identification Words - Input

32 Parity Odd
31-25 ISO #5 Character #3 (Label 301)
ISO #5 Character #6 (Label 302)
10-9 SDI Always = 00
8-1 Octal Label 301, 302, or 303
1.39 Label 305 - SBAS PA Mode & Service Provider Selection - Input/Output
This label is configurable by the APD Configuration.

32 Parity Odd
29 SBAS PA Mode Selection Enter SBAS PA Mode =1 1
Exit SBAS PA Mode =0
28 - 25 SBAS PA Mode Service Provider ID 0 - 15 2,3
24 Navigation Service Prov. 0 De-select =1 Enable =0
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 305 (configurable by APD)
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Note 1: When the label is output by the GLSSU, this bit encodes the internal state of the last Enter/Exit SBAS
PA Mode command received. The SBAS PA mode will be entered or exited (as requested) when the
conditions for mode transition allow it.
Note 2: The service provider encoding is the same as that of the FAS Data Block except for 14. In input, the
field is ignored when an approach is selected; a value of 14 must be encoded in this field until it is used
to specify the SBAS PA mode service provider (this will cancel any previous selection). When output, a
value of 14 indicates that no SBAS PA mode service provider has been selected.
Note 3: When the label is output by the GLSSU, this field shows the currently applied SBAS PA Mode service
provider restriction, imposed by either the input label or the FAS Block.
1.40 Labels 306 & 307 - CRC 1 & 2 - Input/Output

32 Parity Odd
29-14 CRC Value See Note
13-12 CRC Type Selected Approach FAS CRC = 00
Reserved = 01
Selected APD CRC = 10
Reserved = 11
11 CRC Available Not Available =0
Available =1
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Labels 306, 307 (configurable by APD)
Note: The CRC is a 32-bit CRC transmitted on two labels. Label 306 contains bits 0..15 and label 307
contains bits 16..31. The CRC Type cycles as follows: Selected Approach FAS CRC, Selected
APD CRC, Selected Approach FAS CRC, SBAS Approach DB CRC.
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1.41 Labels 343 & 347 - Destination and Alternate Waypoint Horizontal Integrity Level - Output

32 Parity Odd
28-18 Integrity Level (Note 1) 0 – 16 NM
17 PRAIM Unavailable (Note 2) Available = 0
Unavailable = 1
16 Sequence Bit (Note 3) Echoes Sequence Bit Received
from FMS
15-14 FMS Request Designator Power-up = 00
(Note 4) FMS 1 = 01
FMS 2 = 10
FMS 3 = 11
13-11 Integrity Seq Counter Acknowledge (Note 5) = 000
HIL at ETA = 001
HIL at ETA-5 minutes = 010
HIL at ETA+5 minutes = 011
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 343 or 347
Note 1: The Integrity Level value is set full scale at power-up prior to the first request and when the value is
greater than 16 nm or cannot be computed. This field is undefined when the Integrity Sequence
Counter is “000”.
Note 2: The PRAIM Unavailable bit is set autonomously by the GLSSU such that no request is required for
updating this information. This bit is the logical “or” of bits 12 and 17 of the ETA Response Output
Label.
Note 3: The Sequence Bit is set to 0 after power-up and prior to receiving the first request. Subsequently the
bit echoes the state of the FMS ETA Input label Sequence Bit (Bit 16) for which this output is providing a
response. This bit is logically the same as the Sequence Bit (Bit 16) in the ETA Response Output
Label.
Note 4: The FMS Request Designator is set to 00 after power-up and prior to receiving the first request.
Subsequently the bit echoes the state of the FMS ETA Input label Requesting FMS SDI bits (Bit 15-14)
for which this output is providing a response.
Note 5: The Sequence Counter is to be set to the 000 state at power-up and prior to receiving the first request.
Subsequently this state is use to acknowledge a PRAIM request. The Integrity Level value is not to be
interpreted as valid when the Integrity Sequence Counter is 000.
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1.42 Label 352 - Maintenance Discrete 1 - Input/Output

32 Parity Odd
29 Air/Ground Indicator In Air = 1
On Ground = 0
28-24 GLSSU Operational Mode Self-Test = 00000
Initialization = 00100
Acquisition = 01000
Navigation = 01100
SBAS Navigation = 01101
SBAS PA = 01111
Altitude Aiding = 10000
Reserved = 10100
Aided = 11000
Fault = 11111
23 Spare =0
22 Approach Monitor Active Inactive = 0 Active = 1
21 Vertical Approach Monitor Inactive or within limit = 0
Active and outside limit = 1
20 Lateral Approach Monitor Inactive or within limit = 0
Active and outside limit = 1
19 Antenna 0 = Normal Op
1 = Fail
18 GLS/GPS ARINC 429 0 = Normal Op
Output #3 1 = Fail
Output #2 1 = Fail
Output #1 1 = Fail
15 Active Database Cycle 0 = Second Cycle
1 = First Cycle
14 Reserved =0
13 SDI Center Approach No Mismatch = 0
Mismatch Mismatch = 1
12 APD Mismatch No Mismatch = 0
Mismatch = 1
11 Deviation Output Labels 0 = Normal Op
1 = Fail
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 352
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1.43 Label 355 - GNSS Fault Summary - Input/Output

32 Parity Odd
29 Command Word Acknowledge (Note 1) No Acknowledge = 0 Acknowledge = 1
28 Test Inhibit Test Allowed =0 Inhibited =1
27* Sensor Unit Normal Op =0 Fail =1
26* RF Input Normal Op =0 Fail =1
25* GPS Normal Op =0 Fail =1
24 IRS/FMS Bus No. 1 Normal Op =0 No Bus Activity =1
23 IRS/FMS Bus No. 2 Normal Op =0 No Bus Activity =1
22 FMS/DADS Bus No. 1 Normal Op =0 No Bus Activity =1
21 FMS/DADS Bus No. 2 Normal Op =0 No Bus Activity =1
20 Gen Purpose/Differential Bus No. 1 Normal Op =0 No Bus Activity =1
19 Gen Purpose/Differential Bus No. 2 Normal Op =0 No Bus Activity =1
18 OMS Bus (Note 2) Normal Op =0 No Bus Activity =1
17 ILS #1 Bus Normal Op =0 No Bus Activity =1
16 ILS #2 Bus Normal Op =0 No Bus Activity =1
15 DME #1 Bus Normal Op =0 No Bus Activity =1
14 DME #2 Bus Normal Op =0 No Bus Activity =1
13 Freq/Function Data Source Bus Normal Op =0 No Bus Activity =1
12 X-Talk Bus No. 1 Normal Op =0 No Bus Activity =1
11 X-Talk Bus No. 2 Normal Op =0 No Bus Activity =1
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 355
* Fault bits 25, 26, 27 are defined as follows:
27 - Faults which can be isolated to the sensor unit.

26 - Faults which can be isolated to the RF input (connector, cable or antenna).
25 - Faults which cannot be isolated between the sensor and the RF input.
Note 1: Bit 29 is only used to acknowledge Command Summary Word requests to transmit
Maintenance Messages.
Note 2: Bit 18 is reserved for IRS Bus No. 3 in ARINC 743A-4.
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1.44 Label 356 - Maintenance Message - Input/Output

32 Parity Odd
31-25 ISO #5 Data character: Initial word = STX
First Inter. Word = SYN
Intermediate word = Ch #3
Final word = Ch #3
24-17 (Initial Word only) = zeros
16-9 (Initial Word only) = # of 32
Bit Words
24 Pad (Intermediate/Final Words) = zero
23-17 Binary Total # of Pages (First Intermediate Word)
-------------------------------- -----------------------------------------
ISO #5 Data Character #2 (Intermediate/Final Word)
16 Pad (Intermediate/Final Word) = zero
15-9 Binary Present Page (First Intermediate Word)
-------------------------------- -----------------------------------------
ISO #5 Data Character #1 (Intermediate/Final Word)
8-1 Octal Label 356
Note: The information in this label is to be transmitted using the ISO #5 character set.
1.45 Label 377 - GLSSU Equipment ID - Input/Output

32 Parity Odd
29-23 Spares (forced = 0)
22-11 Equipment Identity 00B hex (Note 1)
Unit 1 = 01
Unit 2 = 10
Unit 3 = 11
8-1 Octal Label 377
Note 1: The Equipment ID is configurable by the GPS Bus Equipment ID and GLS Bus Equipment ID
APD.
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APPENDIX D
GLSSU TROUBLESHOOTING INFORMATION
1. OUTLINE
For installation checks and troubleshooting purposes, the ARINC 429/419 data labels to/from the
GLSSU should be observed as indicated below.
An oscilloscope should be used first, for preliminary checks of the activity, logic levels and signal wave
shapes on the busses.
If possible, use an on-board CDU to observe the activity on the busses. However some equipments or
the nature of the fault itself may preclude its use. In this case troubleshooting requires alternate access
means, such as using commercially available ARINC 429/419 data bus testers, which must be
connected physically to the GLSSU wiring at plugs J1 and J3 by means of a breakout box.
The operator should refer to the applicable aircraft operational flight manual and/or its supplement for
accessing the GPS pages of the control/display from an onboard aircraft system CDU, and to the
aircraft interwiring diagrams for wiring information. The operator should know which aircraft systems
are connected to the GLSSU, the discrete input signal settings, which ARINC 429/419 interface ports
are actually used and which ones are NOT used i.e. which GLSSU interfaces are left unconnected.
For troubleshooting the HIS device in the GLSSU and the related DME/ILS look-alike output busses,
the data source for the look-alike busses (ILS/DME inputs versus GLSSU generated GLS data) can be
selected via the ILS/GLS Source Select discrete input at connector pin J3-18. The activity on the
ILS/DME look-alike bus outputs can be monitored by means of the flight instruments in the cockpit.
The major troubleshooting activities are:
- Monitoring bus activity,

- Observing the presence/absence of specific data labels on GLSSU input busses,
- Observing and interpreting the data labels 273, 355 from the GLSSU output busses, and
- Interpretation the input/output data on other GLSSU labels.
If a wiring fault is suspected, verify the aircraft wiring as per paragraph 7 in section II herein.
1.1 GLSSU ARINC 429 OUTPUT INTERFACE CHECKS
Check the presence of the following ARINC 429 labels on the GLSSU ARINC 429 output busses at the
J1 and J3 cable connector ends.
Verify the parity bit and the SDI bits (if applicable). Verify that the data transmission rate matches the
specification for the GLS or GPS bus, as applicable. Refer to the data word formats in Appendix C.
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Note that when the X-Talk input is connected and the Synchronized Approach Selection APD is On,
any label 355 received on a X-Talk input will be re-transmitted on the “GLS type” output busses in
addition to the one generated by the GLSSU; the SDI bits are used to determine the source of the
label. The GLSSU will not re-transmit labels when the equipment connected to the X-Talk input has the
same SDI setting as the GLSSU; such SDI conflicts are reported on label 156 bit 12.
PIN SIGNAL NAME/SOURCE BUS SPEED TYPE CHECK PRESENCE OF

NUMBER FOLLOWING LABELS
J1-38 No.1 429 Out Hi High or Low GPS bus 150 UTC
J1-39 No.1 429 Out Lo 273 GLSSU STATUS*
J1-24 No.2 429 Out Hi 355 GPS FAULT SUMMARY*
J1-25 No.2 429 Out Lo
J1-29 No.3 429 Out Hi
J1-30 No.3 429 Out Lo
J3-54 429 GLS/GPS #1 Out HI High only GLS or
J3-55 429 GLS/GPS #1 Out LO GPS bus
J3-56 429 GLS/GPS #2 Out HI
J3-57 429 GLS/GPS #2 Out LO
J3-58 429 GLS/GPS #3 Out HI
J3-59 429 GLS/GPS #3 Out LO
J3-46 429 out ILS Look-Alike #1 HI Low only ILS bus Check the GLS source
J3-47 429 out ILS Look-Alike #1 LO selection: Verify that label 033
J3-48 429 out ILS Look-Alike #2 HI is present whether the ILS
J3-49 429 out ILS Look-Alike #2 LO data sources on both inputs
are shutdown or turned-on.
Check the ILS source

selection: Verify that label 033
is not present when the ILS
data source on the
corresponding input is
shutdown, and is present
otherwise.
J3-50 429 out DME Look-Alike #1 HI DME bus Check the GLS source
J3-51 429 out DME Look-Alike #1 LO selection: Verify that label 035
J3-52 429 out DME Look-Alike #2 HI is present whether the DME
J3-53 429 out DME Look-Alike #2 LO data sources on both inputs
are shutdown or turned-on.**
Check the ILS source

selection: Verify that label 035
is not present when the DME
data source on the
corresponding input is
shutdown, and is present
otherwise.
* The SSM bits of these words are never set to NCD, so that they should always be accepted and
displayed by the receiving equipment. Note that only label 355 is present during Self-Test mode.
** When a DME input source is turned-off, it will takes around 3 seconds for the GLSSU to start generating
label 035 on its own instead of substituting the data of the input label.
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If no labels are output by the GLSSU, it is most likely faulty and shall be replaced. However, if the ILS
or DME bus outputs of the GLSSU are found faulty the activity on its ILS and DME input busses shall
be verified also, as per the section 1.3 below, since the HIS is intended to pass-through the DME/ILS
input data.
If the labels are actually output, check also if the SSM bits of label 273 are set to the Normal Operation
(data bits 31-30 = 00). If the SSM bits are Normal Operation and the receiving equipment does not
accept or display the GPS operational mode from label 273, the fault may reside in the receiving
equipment or in the aircraft interwiring, such as wiring error, polarity reversal, short-circuits, open-
circuits, or plain failure of a remote aircraft system.
1.2 GLSSU ARINC 429 INPUT INTERFACE CHECKS
Check the ARINC 429 label 355 on a GLSSU ARINC 429 output bus at the J1 cable connector end.
Ensure that the SDI bits of this data word are identical to the GLSSU SDI settings.
Using the data label 355, check for faults as per the table below. For bit assignments details, refer to
Appendix A. If bits 27... 25 are “000” (Normal), there are no faults; the states of bits 24... 18 depend on
actual aircraft interwiring of the ARINC 429 inputs. If a fault is reported, bit 26 reports it is an antenna or
RF cable fault. Perform corrective action or further fault isolation as indicated in the table. Note that
abnormal RF interference may be reported as a fault. If the bus seems inactive, check its activity as
said later.
CAUTION: The GLSSU must be re-initialized prior to testing, whenever the discrete or ARINC 429
input wiring is modified, because some discrete inputs are read only at start-up and the
ARINC 429 inputs determine their bus speed at start-up. Refer to Appendix A.
BITS DESCRIPTION SETTING DIAGNOSTIC ACTION

32 Parity Odd parity Parity error Check for bad bus wiring &
noise. Replace GLSSU
31, Sign Status Matrix Normal Operation = 00 No faults detected No action
30 (SSM) No Computed Data = 01 Should not occur Replace GLSSU
Functional Test = 10 Should be a If steady, replace GLSSU
momentary state
Failure Warning = 11 Should not occur Replace GLSSU
29 Command Word No Acknowledge = 0 No action
Acknowledge Acknowledge = 1 No action
28 Test Inhibit Test Allowed =0 No action
Inhibited =1 No action
27 Sensor Unit Normal Op = 0 No action
Fail = 1 Internal fault Replace GLSSU
26 RF Input Normal Op = 0 No action
Fail = 1 Defective antenna Check antenna, RF cable
preamplifier; RF cable
damaged or cut
25 GPS Normal Op = 0 No action
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BITS DESCRIPTION SETTING DIAGNOSTIC ACTION

Fail = 1 Cannot isolate the First check APD Select
fault; could be internal Discrete Inputs (if GLSSU in
or external Fault mode), all ARINC 429
outputs, antenna, RF cable,
look for abnormally strong RF
interference; then replace
GLSSU;
24 IRS/FMS Bus No. 1 Normal Op = 0 No action
Fail = 1 Input bus is inactive* Check bus activity
23 IRS/FMS Bus No. 2 Normal Op = 0 No action
22 FMS/DADS Bus No. 1 Normal Op = 0 No action
21 FMS/DADS Bus No. 2 Normal Op = 0 No action
20 GP/DIFF Bus No. 1 Normal Op = 0 No action
19 GP/DIFF Bus No. 2 Normal Op = 0 No action
18 OMS Bus Normal Op = 0 No action
17 ILS #1 Bus Normal Op = 0 No action
16 ILS #2 Bus Normal Op = 0 No action
15 DME #1 Bus Normal Op = 0 No action
14 DME #2 Bus Normal Op = 0 No action
13 Freq/Function Data Normal Op = 0 No action
Source Bus ** Fail = 1 Input bus is inactive* Check bus activity
12 X-Talk Bus No. 1 Normal Op = 0 No action
11 X-Talk Bus No. 2 Normal Op = 0 No action
* The condition is irrelevant if the input bus is not connected (not used) actually in the aircraft. The fault
may be internal or external. Additional troubleshooting information follows in paragraph 1.3 below.
** Input #1 when Freq/Function Data Source Select Discrete Input pin is grounded; input #2 otherwise.
1.3 Checking ARINC 429 input bus activity
The following procedure should be used to isolate the location of the failure when a GLSSU input bus
seems inactive or faulty. It is assumed that the data source equipment is connected to the bus and is
functional.
Use an ARINC 429 bus tester and a breakout box to verify that the following ARINC 429/419 data word
labels are actually received at the GLSSU J1 or J3 cable connector end, or if desired at any point along
the bus wiring for tracing up to the data source. Refer to Section II for the connector pin-out
information. The data update (retransmission) rate ranges from about 100 msec to 1 second. Except
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as indicated, the bus speed may be high or low speed depending upon the installation. Refer to
Appendix A and D for the data formats.
J1 PINS CHECK PRESENCE OF FOLLOWING

SIGNAL NAME/SOURCE
NUMBER LABELS
J1-18 IRS/FMS input bus No. 1 Hi 310 (Latitude)
J1-37 IRS/FMS input bus No. 1 Lo
J1-26 IRS/FMS input bus No. 2 Hi
J1-27 IRS/FMS input bus No. 2 Lo
J1-6 DASD/FMS input bus No. 1 Hi 203 (Altitude)
J1-7 DADS/FMS input bus No. 1 Lo
J1-10 DADS/FMS input bus No. 2 Hi
J1-11 DADS/FMS input bus No. 2 Lo
J1-23 DIFF/GP input bus No. 1 Hi 377 (Equipment ID)
J1-41 DIFF/GP input bus No. 1 Lo
J1-16 DIFF/GP input bus No. 2 Hi
J1-17 DIFF/GP input bus No. 2 Lo
J1-31 OMS input bus Hi 227 (Command Summary Word)
J1-32 OMS input bus Lo
J1-4 429 data Loader In H 201 (Command/Data)
J1-15 429 data Loader In L High speed only
J3-60 429 In Freq/Function Data Source HI 227 (Command Summary Word)*
J3-61 429 In Freq/Function Data Source LO
J3-62 429 In Freq/Function Data Source HI 227 (Command Summary Word)*
J3-63 429 In Freq/Function Data Source LO
J3-64 429 X-Talk input bus #1 Hi 377 (Equipment ID)
J3-65 429 X-Talk input bus #1 Lo High speed only
J3-67 429 X-Talk input bus #2 Hi 377 (Equipment ID)
J3-68 429 X-Talk input bus #2 Lo High speed only
J3-41 429 in DME #1 HI 035 (DME Frequency)
J3-42 429 in DME #1 LO Low speed only
J3-43 429 in DME #2 HI 035 (DME Frequency)
J3-44 429 in DME #2 LO Low speed only
J3-37 429 in ILS #1 HI 173 (Lateral Proportional Deviation)
J3-38 429 in ILS #1 LO Low speed only
J3-39 429 in ILS #2 HI 173 (Lateral Proportional Deviation)
J3-40 429 in ILS #2 LO Low speed only
* Input #1 when Freq/Function Data Source Select Discrete Input pin is grounded; input #2 otherwise.
If these labels are actually present on the input busses of the GLSSU, verify their parity; bus activity is
reported independently of the SSM bits. If they are correct the fault is internal to the GLSSU, which
must be replaced.
If these labels are actually not present on the input busses, the fault is external to the GLSSU. Check
for wiring errors, polarity reversals, short-circuits, open-circuits, and for failure of the external
equipment.
However, it may happen that the aircraft interwiring is correct and that the external equipment is not
faulty but is not intended to output these particular data labels. Check for this eventuality by looking for
the presence of other data labels and checking their parity and SSM bits. If indeed the external
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equipment does not output these particular data labels and is not faulty and its wiring is correct, please
consult the system integrator and CMC's Customer Support.
1.4 CORRECTIVE ACTIONS FOR ELECTROMAGNETIC COMPATIBILITY
If harmful RF interference effects are detected, double-check first for external factors such as mobile
radios and cellular phones, nearby vehicles and other aircrafts, etc...
Typical causes of on-board RF interference are the HF/ VHF radios and defective radio transmitters.
The conventional fault isolation procedure consists in cycling off/on and operating in turn each
suspected equipment, one at a time, until finding the interference source. Refer to the EMI testing
information in section III. If these checks are unsuccessful, investigate further as follows:
- Inspect the RF and electrical cable shields, grounds and connectors for defects
- Inspect and tighten the electrical connections and grounds.
- Check that the antenna cables are not tied along with other cables that carry significant RF energy
since this may cause spurious cross-coupling due to imperfect RF shields.
- Swap the antenna for a known-good one, since active antennas may fail in odd ways (i.e. self-
oscillation).
- Check for evidence of corrosion or poor ground continuity on electrical and mechanical/structural
parts and hardware, especially in the vicinity of antennas.
Rationale: It is known that harmful "passive intermodulation" RF by-products may be caused by
oxidized or corroded metal contacts such as on nuts, bolts and stainless steel parts. This is because
such junctions may possess non-linear semiconducting properties, hence they may rectify the RF
currents circulating on the aircraft body. In such cases, clean, tighten or replace the suspect
hardware.
- Check for spurious signals in the RF frequency spectrum at the output of the antenna connector.
The requirements in Appendix C of RTCA DO-229D should apply to both RF Continuous Wave
(CW) and wideband noise interference.
Note: The DO-229D Appendix C levels are specified ahead of the preamplifier inside the active
antenna. Adjust the levels for preamplifier gain and the antenna cable losses.
Should the interference problem persist, the system integrator or installer should be consulted to modify
the installation and/or the aircraft interwiring, such as by adding RF filters and shields or by changing
antennas location to improve the RF isolation between antennas. CMC should be contacted for
support.
1.5 LIGHTNING INDUCED TRANSIENT SUSCEPTIBILITY
As indicated in section I, the GLSSU includes lightning protection circuitry that will protect safely
against the indirect effects of lightning strokes, provided the installation conforms to the requirements
herein.
1.6 GUIDANCE TEST UP/RIGHT DEVIATIONS
If the deviations remain at up/right during the guidance test, verify the following:
1) SDI setting of the GLSSU;
2) APD selection of the GLSSU;
3) Attitude data inputs (IRS/FMS inputs) or source equipment (typically IRS) when Attitude Data
Used APD parameter is enabled;
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4) RF antenna connection and antenna itself when label 352 bit 19 = 1;
5) When Cross-Check or Synchronized Approach Selection APD parameter is enabled, verify the
X-Talk connections between all GLSSUs.
6) Abnormal external RF interference can produce this condition in a fault free GLSSU. Several
GLSSUs typically report the fault when this occurs.
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APPENDIX E
AIRCRAFT PERSONALITY DATA (APD) CONFIGURATIONS
1. INTRODUCTION
To each GLSSU part number corresponds an APD File identified by its CID part number as per Figure
2 of Section I. This Appendix describes the contents of each APD File as a set of APD Configuration
forms and it provides blank forms for requesting a custom APD File, should the existing ones be
incompatible with the intended installation.
Should a custom APD File be required, CMC's Customer Support will assist the customer in submitting
the forms in section 2 herein, in compliance with the constraints specified in section 3 of this Appendix.
Following acceptance and processing of the request, CMC will create a new GLSSU part number,
(usually modifying only the variation i.e. the last 3 digits) to specify the new APD CID part number, and
generate an update to this manual in order to document it.
This Appendix describes the existing APD Files and provides the customer with form samples with the
instructions for filling them. It is organized as follows:
- Section 2 contains blank forms allowing the customer to define the set of custom APD
Configurations that will make up his custom APD File. Please consult CMC's customer support
for cost and delivery information and for assistance.
- Section 3 contains detailed information on each of the fields in the forms, and how to set them.
Please refer to it while filling the blank forms.
- Section 4 contains pre-filled forms defining the APD File for each available GLSSU part number.
Please consult it to see if an existing GLSSU part number fits the needs.
When requesting a custom APD File, the customer must fill-in the APD Configuration field of each
blank form with a number, from 0 to 15, that identifies uniquely each APD Configuration within the
desired APD File. The APD Configuration numbers in an APD File must be sequential (starting from
zero) and consecutive, without gaps. That is, at least one and no more than 16 forms must be
forwarded to CMC's Customer Support per APD File request.
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1.1 BLANK APD FORMS
This section contains a blank template of 5 tables required for defining a custom APD Configuration.
Refer to section 3 for a detailed description of each APD parameter. A single APD File can contain from
one to sixteen APD Configurations; each one must be assigned a consecutive number from 0 to 15.
The APD CID part-number and the GLSSU part-number variations are shown "XXX"; do not fill them
since they will be assigned by CMC, after the processing of the request to create a new APD File.
Note that the APD Parity Discrete Check APD parameter must be same for all APD Configurations in
the APD File.
APD CID part number: 169-615462-XXX

APD Configuration number: ____
Description/intended usage (for reference only):

___________________________________________________________________________________________
___________________________________________________________________________________________
_________________________________________________________________________
Parameter When Enabled (On) When Disabled (Off) Setting Notes
APD Parity The APD Select Parity The APD Select Parity Must be same for all APD
Discrete Check Discrete Input is used. Discrete Input is not used. Configurations in the APD
File.
HIS Input HIS Input Power HIS Input Power not
Power connected to the same connected or connected to a
power source as the different power source than
GLSSU +28 Volt. the GLSSU +28 Volt.
Synchronized Synchronize approach Controller Units provide
Approach selection among GLSSUs. synchronization as
Selection appropriate to the
installation.
Reset on Allows a hardware reset Remains in Fault Mode
Critical Fault following a Critical Fault. indefinitely following a
Critical Fault.
Navigation Output position labels Output position labels
Center Position correspond to the aircraft correspond to the GPS
Output on GLS navigation center position. antenna position.
bus
Attitude Data Pitch & roll & true heading Navigation center
Used from the IRS inputs is computation uses a roll of
required for the navigation zero, a heading per the FAS
center computation. Runway Heading, and a
pitch per Default Aircraft
Pitch APD.
Cross-Check Enables the Cross-Check Position Cross-Check
of the position computation disabled.
against that of the off-side
GLSSU(s).
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Automatic Automatic entry/exit of Commanded entry/exit of
SBAS PA SBAS PA mode. SBAS PA mode.
Mode Control
Automatic KH Automatic KH selection for Fixed KH value of 6.18 for the
Selection the SBAS-based SBAS-based Protection
Protection Level used in Level used in the HIL output
the HIL output label on the label on GLS bus.
GLS bus based on SBAS
PA mode.
Measurement Output only measurements Output of measurements not
Block Integrity with integrity as part of the subject to availability of
measurement block. integrity.
Air/Ground Air/Ground Discrete pin Air/Ground Discrete pin open
Discrete Open open indicates 'in air'; indicates 'ground'; ground
in Air ground indicates 'on indicates 'in air'.
ground'.
Data- ILS data received on the ILS data received on the
Concentrator DME input(s) is dedicated ILS input(s) is
DME/ILS substituted/passed through substituted/passed through
Bridge on the DME Look-Alike on the ILS Look-Alike
busses. busses.
ILS Pass- The SSM of all pass- The SSM of all pass-through
Through SSM through labels received on labels are unchanged.
to NCD ILS Input busses are
output with SSM set to
NCD unless at Functional
Test.
DME Pass- The SSM of all pass- The SSM of all pass-through
Through SSM through labels received on labels are unchanged.
to NCD DME Input busses are
output with SSM set to
NCD unless at Functional
Test.
Left Unit APD APD parameters specific APD parameters specific to
Defined to the left unit are defined. the left unit are not defined.
Right Unit APD APD parameters specific APD parameters specific to
Defined to the right unit are the right unit are not defined.
defined.
Center Unit APD parameters specific APD parameters specific to
APD Defined to the center unit are the center units are not
defined. defined.
Command A Command Summary A Command Summary Word
Summary Word Word is accepted on any is ignored on any of the
on FMS inputs of the IRS/FMS and IRS/FMS and FMS/DADS
FMS/DADS input busses. input busses.
SBAS Measurement block Measurement block Pseudo-
Corrections on Pseudo-Range data on Range data on labels
Labels labels 061&062 can 061&062 never include
061&062 include SBAS corrections. SBAS corrections.
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GPS Height Output Navigation Block No label 370 on the GPS
Output on GPS GPS Height label 370 on bus.
bus the GPS bus.
GPS Only Output only measurements Output of measurements not
Measurement from GPS satellites as part restricted to GPS satellites;
Block of the measurement block. SBAS measurements can be
output.
Air/Ground Set the Air/Ground Set the Air/Ground Indicator
Indicator Type Indicator (label 352 bit 29) (label 352 bit 29) to the
to the Power Interruption Air/Ground State.
Air/Ground Status.
Table 1 - GLSSU Aircraft Personality Data (On/Off Options)
For GLSSU Part Number 100-601967-XXX
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APD Selection number: ______
Parameter Range / Resolution Value Notes
Left Navigation Center Lever Arm Coefficients (X, ±327.67 / Units: 0.01 m
Y, Z Components) 0.01 meter
Right Navigation Center Lever Arm Coefficients ±327.67 / Units: 0.01 m
(X, Y, Z Components) 0.01 meter
Center Navigation Center Lever Arm Coefficients ±327.67 / Units: 0.01 m
(X, Y, Z Components) 0.01 meter
Default Aircraft Pitch ±45.0 / 0.1 degree Units: 0.1 deg
(positive = nose up)
Minimum Ground Speed for Track Angle Output +0.2 to +200.0 / Units: 0.1 Kt
0.1 knot
Horizontal Cross-Check Minimum HIL (HILMin) +50.0 / 0.1 meter Units: 0.1 m
Vertical Cross-Check Minimum VIL (VILMin) +50.0 / 0.1 meter Units: 0.1 m
Horizontal SBAS Selection Threshold +500 / 1 meter Units: 1 m
Vertical SBAS Selection Threshold +500 / 1 meter Units: 1 m
Approach Monitor Deactivation Threshold +4.00 / 0.01 nm Units: 0.01 m
SBAS PA Mode Range Limit +200 / 1 nm Units: 1 nm
GPS Bus Equipment ID +FFF /
1 hexadecimal
GLS Bus Equipment ID +FFF /
1 hexadecimal
GLS/GPS ARINC 429 Output #1 Bus Type 1 = GPS to 2 = GLS /
1 integer
1 integer
1 integer
Table 2 - GPS Sensor Aircraft Personality Data (Numerical Parameters)
For GPS Sensor Part Number 100-601967-XXX
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Parameter Direction GPS Bus Label Assignment Notes
Affected (Octal)
Horizontal Velocity FOM Out No
Vertical Velocity FOM Out No
PRAIM Satellite Deselect #1 In N/A
PRAIM Alternate ETA In N/A
PRAIM Satellite Deselect #2 In N/A
PRAIM Alternate Latitude In N/A
PRAIM Alternate Longitude In N/A
Supplementary Command In N/A
Summary Word
SBAS PA Mode & Service In/Out No
Provider Selection
CRC #1 In/Out No
CRC #2 In/Out No
SBAS Range Offset Out Yes
SBAS Ionospheric Offset Out Yes
URA Offset Out Yes
User Range Accuracy Out Yes
Five-Minute Look-Ahead Out No
SBAS Horizontal Integrity
Five-Minute Look-Ahead Out No
SBAS Vertical Integrity
Total Power On Time Out Yes
Total Power On Time Since Out Yes
Last Service Shop Visit
Total Flight Cycles Out Yes
Total Flight Cycles Since Last Out Yes
Service Shop Visit
Table 3 - GLSSU Aircraft Personality Data (Label ID Assignments)
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Parameter Range / Resolution Value Notes
Look-Alike ILS/VOR Frequency +108.00 to 117.95 / 0.01 MHz Units: 0.01 MHz
Look-Alike DME Frequency +108.00 to 117.95 / 0.01 MHz Units: 0.01 MHz
Left Look-Alike DME Channel +7 / 1 decimal
Right Look-Alike DME Channel +7 / 1 decimal
Center Look-Alike DME Channel +7 / 1 decimal
Look-Alike ILS Ground Station Identifier Null or Four alphanumeric
ISO#5 characters including
'space'
Look-Alike DME Ground Station Null or Four alphanumeric
Identifier ISO#5 characters including
'space'
Table 4 - GLSSU ILS/DME Look-Alike Options
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Parameter When Selected (On) Setting* Notes
ILS/VOR Frequency 033 (ILS)
034 (VOR)
Selected Runway 017 (BCD)
Heading 105 (BNR)
Ground Station Identifier 263 & 264 (ILS)
(ILS/VOR) 242 & 244 (VOR)
Distance to LTP/FTP 201 (BCD)
(DME data) 202 (BNR)
214 (BNR – Precise DME)
LTP/FTP Time-To-Go 002 (BCD)
(DME data) 252 (BNR)
LTP/FTP Range Rate 012 (BCD)
(DME data) 117 (BNR – Precise DME)
Ground Station Identifier 246 & 247
(DME data) 300
Table 5 - GLSSU Selectable ILS & DME ARINC 429 Labels
*1 = Selected/On 0 = Deselected/Off
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1.2 APD PARAMETERS DESCRIPTION
The GLSSU implements functionality according to the Aircraft Personality Data (APD). For functionality
related to I/O, the APD File applies to all ARINC 429 input and output busses that can perform that
function unless explicitly restricted to a given bus or bus type. At power-up or after an initiated Self-
Test, the GLSSU selects one of 16 APD Configurations according to the APD Select Discrete setting
and reports this setting in the 'APD Selection' bits of the Input Discrete Status label. The CRC labels
306 and 307 report the CRC of the currently selected APD Configuration. Note that if no selection can
be performed, the equipment ARINC 429 I/O will be turned off with the exception of the Data Loader
function.
Some APD parameters in the APD Configurations depend on the GLSSU SDI setting (e.g. the antenna
position). The Left/Right/Center Unit APD Defined parameters specify which of these SDI dependent
APD parameters are included in the APD. The Input Discrete Status label 157 reports the state of the
Left/Right/Center Unit APD parameters when the Synchronized Approach Selection APD is enabled;
otherwise the unit corresponding to the GLSSU SDI setting is reported as "Defined (On) and the others
as "Not Defined" (Off) irrespective of the APD Configuration content. If the SDI setting points to an
undefined set, the GLSSU will not allow an approach to be selected and the proportional deviations will
remain at full scale up/right will during the Guidance test. The relationship between Left/Right/Center
and the SDI Setting is as follows:
SDI pin #2 SDI pin #1 Unit # Unit Name

Open (0) Open (0) Invalid Invalid
Open (0) Ground (1) 1 Left
Ground (1) Open (0) 2 Right
Ground (1) Ground (1) 3 Center
A. Aircraft Personality Data (On/Off Options)

This section describes the APD parameters that are in the form of On/Off options.
(1) APD Parity Discrete Check
When On, the GLSSU uses the APD Select Parity Discrete Input to validate the combined
settings of the APD and SDI Inputs discretes.
When Off, the GLSSU ignores the APD Select Parity Discrete Input.
This setting applies for all APD Configuration numbers and must be identical in all APD
Configurations within an APD File. The recommended setting is On. When Off, an alternate
means must be provided in the installation to verify that the APD Selection is correct. The
'APD Selection' bits reported on the Input Discrete Status label or the APD CRC of the
current APD Selection reported on CRC labels 306 and 307 can be used for this purpose.
(2) HIS Input Power
When On, the GLSSU assumes that the High Integrity Switch (HIS) Input Power on
connector J3 is connected to the same power source as the GLSSU +28 Volt on connector
J1.
When Off, the GLSSU assumes that the HIS Input Power comes from a separate power
source and inhibits the testing of the backup HIS power supply to avoid nuisance fault
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detection due to power sequencing issues between different power sources or when the
backup supply is not used. The HIS power supply status is always available on the Input
Discrete Status Label.
This setting is selected based on the use of the HIS and whether the built-in test is required
to monitor the power input.
(3) Synchronized Approach Selection
When On, the GLSSUs will propagate the approach selection on the GLS bus using the
FASDM and accept it on the X-Talk input. This APD also allows other labels to be re-
transmitted from the X-Talk input to the GLS bus. Refer to subsection 1.2.3 in Appendix A
for X-talk connection details.
When Off, the GLSSUs are independent and labels will not be re-transmitted on the GLS
bus.
This setting is used to select whether the approach selection is done independently on all
GLSSUs in the system (either by the operator or automatically by the FMS) or whether the
GLSSUs themselves perform this synchronization function.
(4) Reset on Critical Fault
When On, the GLSSU will reset after entering Fault mode.
When Off, the GLSSU will remain in Fault mode until the fault is no longer present.
This setting is used to control whether the GLSSU automatically attempts to recover from
Fault mode. It is used mostly when the initiated BITE is not available or when a separate
breaker is not available to restart the unit. The impact on downstream equipment of a
continual cycle of resets during a permanent fault must be considered.
(5) Navigation Center Position Output on GLS bus
The outputs of type “GPS bus” always report the GPS antenna position; this APD affects
only outputs of type “GLS bus”.
When On, the position output labels correspond to the aircraft navigation center position
except under the following conditions, where the antenna position is selected:
- Attitude Data Used APD is On but no attitude data available; or
- Attitude Data Used APD is Off but no approach is selected (FAS Runway Heading not
available); or
- SDI dependent APD parameters are not defined for the GLSSU SDI setting.
The Navigation Center is the point on the aircraft used to compute the deviations from the
glide path and the distance to the runway threshold (LTP/FTP).
There is no direct indication on any ARINC 429 output label on the type of position output
provided. However the state of approach selection and attitude input bus activity (IRS/FMS
inputs) is available on the ARINC 429 output.
When Off, the position output labels correspond to the GPS antenna position.
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This setting does not affect the calculation of the deviations that always use the navigation
center position. Note that providing Antenna to Navigation Center Lever Arm Coefficients (X,
Y, Z Components) APD numerical values of zero will make the Navigation Center position
equal to the Antenna position.
For a TSO-C129a FMS, both settings of this APD are acceptable. Note that some equipment
may be certified to use the GPS antenna position; the outputs of type “GPS bus” can be
used for such equipment when the APD is set to On. This setting must be On when both the
Cross-Check APD and the Attitude Data Used APD are On. It must be Off when the Cross-
Check APD is On and the Attitude Data Used APD is Off.
(6) Attitude Data Used
When On, the pitch & roll & true heading data from the IRS/FMS inputs are required for the
navigation center computation.
When Off, the Navigation center computation uses a roll of zero, a heading per the FAS
Runway Heading, and a pitch per Default Aircraft Pitch APD.
Attitude data is used to increase the accuracy of the lever arm conversion.
(7) Cross-Check
When On, the GLSSU performs a cross-check of the position computation against that of the
alternate GLSSU or Sensors. When this cross-check detects a position error, the deviation
outputs will be flagged (SSM at Fail Warning); the navigation block is not affected (i.e. PVT
outputs themselves are not protected by the cross-check).
When Off, no such check is performed.
This check can be performed either be the GLSSU or in other aircraft avionics. The
requirement for a cross-check is determined by the system safety assessment. The GLSSU
can support the safety requirements of TSO-C145b/146b for fixed-wing aircraft without the
need for a cross-check. For rotary-wing aircraft, a cross-check may be required when
external attitude data is used to compute the Navigation center (refer to the Attitude Data
Used APD).
(8) Automatic SBAS PA Mode Control
When On, the entry/exit of SBAS PA mode is automatic if an approach is selected.
When Off or if no approach is selected, the GLSSU will enter SBAS PA mode only when
commanded by the SBAS PA Mode & Service Provider Selection label 305 provided the
command also specifies an SBAS PA Mode Service Provider ID different from 14 and there
are enough measurements to compute SBAS protection levels (this requires that the
Detection bit in HIL label 130 not report a satellite failure).
This setting is selected to match the capability of the user of the bus data. For typical retrofit
applications with a TSO-C129a FMS, the setting is On to allow the GLSSU to perform LPV
and LPV approaches. Only an FMS upgraded to perform SBAS LNAV/VNAV, LP, or LPV
approaches may used an Off setting; it could also retain the On when using deviations
provided by the GLSSU.
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(9) Automatic KH Selection
The outputs of type “GPS bus” always use the fixed scaling corresponding to the Off setting;
this APD affects only outputs of type “GLS bus”. This setting does not affect the internal
scaling of the protection level; it only affects the data on an ARINC 429 output of type “GLS
bus”.
When On, the KH factor used to compute the SBAS-based Protection Level in the HIL output
label 130 on the ARINC 429 outputs of type “GLS bus” is based on SBAS PA mode.
When Off, the KH factor used to compute the horizontal SBAS-based Protection Level in the
HIL output label 130 on the ARINC 429 outputs of type “GLS bus” is fixed to the value of
6.18 that corresponds to all phases of flight from en route to LNAV approaches.
The scaling of the horizontal SBAS-based Protection Level defines the probability that the
protection level bounds the position error. For en route through LNAV approach, the
protection level bounds the horizontal radial position error with a probability of 1 - 10-7 per
hour except possibly for brief periods less than the time-to-alert. This requires a scaling of
6.18. For LNAV/VNAV, LP, and LPV approaches, the probability that the horizontal cross-
track error exceeds the protection level must be within 2x10-7 per approach. This requires a
scaling of 6.0.
This setting is selected to match the capability of the user of the bus data. For typical retrofit
applications with a TSO-C129a FMS, the setting is Off. Only an FMS upgraded to perform
SBAS LNAV/VNAV, LP, or LPV approaches may used an On setting; it could also retain the
Off setting and perform the scaling itself or use deviations provided by the GLSSU.
(10) Measurement Block Integrity
When On, the integrity of the measurement block outputs is reported using the Detection bit
in the HIL label 130 and the Measurement Status label 060. When the HIL label SSM is
Normal Operation and its Detection bit reports No failure, the ephemeris based (per Satellite
Position Data Used bit on label 060) measurements output on the bus have been verified for
satellite errors by RAIM or SBAS unless explicitly excluded as indicated by the SVID
Status/Isolation bit of label 060. The HIL value can be used to assess the level of integrity for
measurements included in the navigation solution; other measurements were assessed by a
RAIM verification that supports a HIL < 2 nm.
When Off, measurements may be output even when they have not been screened for
satellite failures; the integrity risk must then be assumed by the user of the data. In any case,
measurements from unhealthy satellites are not provided when ephemeris data is used for
the satellite position.
The Off setting provides the maximum number of satellites in all cases. The On settings
ensures that an integrity check has been made but can result in fewer satellite
measurements when there is a failure in progress on a satellite that is not used in the
navigation solution but is otherwise reported as healthy.
This setting is selected to match the integrity required by the user of the measurement block
data. Select On when all the users of the measurement block outputs do not explicitly accept
the associated integrity risk.
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(11) Air/Ground Discrete Open in Air
When On, the Air/Ground Discrete pin indicates aircraft 'in air' if the pin is open and 'on
ground' if the pin is grounded.
When Off, the Air/Ground Discrete pin indicates aircraft 'in air' if the pin is grounded and 'on
ground' if the pin is open.
This setting is selected to the definition of the Air/Ground discrete in the particular
installation. ARINC 743A-4 defines the aircraft 'in air' when the pin is open.
(12) Data-Concentrator DME/ILS Bridge
When On, ILS data received on the DME input(s) is substituted/passed through on the DME
Look-Alike busses.
When Off, ILS data received on the dedicated ILS input(s) is substituted/passed through on
the ILS Look-Alike busses.
The setting is On only when DME and ILS data are provided on one common bus. In such a
case, the common bus is routed through the DME ports of the GLSSU and the ILS
input/output busses are unused. The ILS Pass-Through SSM to NCD APD is ignored; the
DME Pass-Through SSM to NCD APD performs that function for both DME and ILS data.
(13) ILS Pass-Through SSM to NCD
When On, the SSM of all pass-through labels received on the ILS Input bus are set to NCD
on the ILS Look-Alike bus unless the SSM indicates Functional Test.
When Off, the SSM of all pass-through labels are unchanged.
This APD is not used when the Data-Concentrator DME/ILS Bridge APD in On since the ILS
bus itself is unused.
The recommended value is Off unless the ILS bus contains non-standard labels not
recognized by the GLSSU that must be set to NCD to avoid displaying data from the ILS
instead of the GLSSU.
(14) DME Pass-Through SSM to NCD
When On, the SSM of all pass-through labels received on the DME Input bus are set to NCD
on the DME Look-Alike bus unless the SSM indicates Functional Test.
When Off, the SSM of all pass-through labels are unchanged.
The recommended value is Off unless the DME bus contains non-standard labels not
recognized by the GLSSU that must be set to NCD to avoid displaying data from the DME
instead of the GLSSU.
(15) Left/Right/Center Unit APD Defined
When On, it indicates that the APD data corresponding to that SDI setting is provided in the
APD Configuration.
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When Off, it indicates that the APD data corresponding to that SDI setting is not provided in
the APD Configuration.
Data must be provided for every SDI setting in the installation when an output of deviations
or of a position at the aircraft navigation center is required. Approach selection and
navigation center computation are inhibited when this data is not defined for the current SDI
setting and the selected APD Configuration; no deviation data will be computed without a
navigation center.
(16) Command Summary Word on FMS inputs
When On, the Command Summary Word label 227 is accepted on any of the IRS/FMS and
When Off, the Command Summary Word label 227 is ignored on any of the IRS/FMS and
The Supplementary Command Summary Word label 304 is not affected by the APD setting.
This setting is selected for compatibility with the equipment connected to the FMS busses. It
is set On only when the FMS uses the Command Summary Word for the GLSSU.
(17) SBAS Corrections on Labels 061&062
When On, the Measurement block Pseudo-Range data on labels 061&062 includes SBAS
corrections when the mode reported by the GLSSU Status label 273 is either SBAS
Navigation or SBAS PA; SBAS ionospheric corrections are applied when available
irrespective of the mode.
Note that the Delta-Range and the satellite position outputs in the measurement block never
include any SBAS corrections.
When Off, the measurements are corrected for the satellite clock, relativistic, ionospheric
errors per IS-GPS-200, and tropospheric errors per DO-229.
This setting is selected to match the capability of the user of the measurement block data.
When On, the following Label Assignment ID APD parameters must be set to zero: SBAS
Range Offset, SBAS Ionospheric Offset, and URA Offset. A setting of Off when the above
Label Assignment ID APD parameters are zero requires that the GPS Only Measurement
Block be set to On.
ARINC 743A-4 includes SBAS corrections based on the navigation mode. The GLSSU
includes then solely based on this APD setting.
(18) GPS Height Output on GPS bus
The outputs of type “GLS bus” always report the GPS Height label 370; this APD affects only
outputs of type “GPS bus”.
When On, the GPS Height label 370 is output on the GLS/GPS ARINC 429 outputs of type
“GPS bus”.
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When Off, the GPS Height label 370 is not output on the GLS/GPS ARINC 429 outputs of
type “GPS bus”.
Outputs of type “GLS bus” always transmit the GPS Height label.
This setting is selected to match the capability of the user of the bus data. It exists to support
legacy equipment designed before label 370 was defined as a standard in the ARINC 743A-
4 characteristic.
(19) GPS Only Measurement Block
When On, the Measurement block only includes GPS satellite data. When Off, both SBAS
and GPS data may be provided.
This setting is selected to match the capability of the user of the measurement block data.
Select On unless all connected equipment that uses the ARINC 429 measurement block
data can accept SBAS measurements.
(20) Air/Ground Indicator Type
When On, the Air/Ground Indicator (label 352 bit 29) is set to the Power Interruption
Air/Ground Status.
When Off, the Air/Ground Indicator (label 352 bit 29) is set to the Air/Ground State.
Since this is not part of ARINC 743A-4, most installations will not use this indicator. When
On, the indicator is based on ground speed only and will give report On Ground for a
hovering helicopter. Its advantage is its independence from the Air/Ground discrete input
when this input is not connected. When a weight on wheels or other On ground source is
available to drive the Air/Ground discrete, the Off setting is recommended. Note that in the
Off setting, this bit has the same value as the Test Inhibit bit of the GNSS Fault Summary
(label 355 bit 28).
B. Aircraft Personality Data (Numerical Parameters)

This section describes the APD parameters that are in the form of numerical parameters. The
table below provides a summary of the parameters; details are given in the sub-sections.
PARAMETER EXAMPLE* RANGE / RESOLUTION Units*

Left Navigation Center Lever Arm (0.00, 0.50, ±327.67 / 0.01 meter 0.01 m
Coefficients (X, Y, Z Components) -3.15)
Right Navigation Center Lever Arm (0.00, 0.00, ±327.67 / 0.01 meter 0.01 m
Center Navigation Center Lever Arm (0.00, -0.50, ±327.67 / 0.01 meter 0.01 m
Default Aircraft Pitch 2.0 ±45.0 / 0.1 degree; 0.1 deg
positive = nose up
Minimum Ground Speed for Track Angle 7.0 +0.2 to +200.0 / 0.2 knot 0.1 Kt
Output
Horizontal Cross-Check Minimum HIL 2.0 +50.0 / 0.1 meter 0.1 m
(HILMin)
Vertical Cross-Check Minimum VIL 2.0 +50.0 / 0.1 meter 0.1 m
(VILMin)
Horizontal SBAS Selection Threshold 40 +500 / 1 meter 1m
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Vertical SBAS Selection Threshold 50 +500 / 1 meter 1m
Approach Monitor Deactivation Threshold 0.5 +4.00 / 0.01 nm 0.01 nm
SBAS PA Mode Range Limit 100 +200 / 1 nm 1 nm
GPS Bus Equipment ID 00B +FFF / 1 hexadecimal
GLS Bus Equipment ID 00B +FFF / 1 hexadecimal
GLS/GPS ARINC 429 Output #1 Bus 1 1 = GPS to 2 = GLS / 1 integer
Type
Type
Type
* The parameters are scaled and truncated as indicated above in the "Units" column. For example a Default
Aircraft Pitch value of +44.99 deg will be recorded in the APD file as "+449" in 0.1 deg units.
(1) Navigation Center Lever Arm Coefficients
There are 3 sets of 3 Navigation Center Lever Arm Coefficients selected by the SDI setting
of the GLSSU. Using an (X, Y, Z) set of (0, 0, 0) will result in a navigation center at the GPS
antenna position irrespective of the setting of the Navigation Center Position Output on GLS
Bus APD; such a set is used when no conversion is required. The X coefficient is the
distance along the longitudinal axis of the aircraft between the navigation center and the
antenna phase center (positive for a GPS antenna in front of the Navigation Center). The Y
coefficient is the distance along the lateral axis of the aircraft between the navigation center
and the antenna phase center (positive for a GPS antenna left of the Navigation Center as
viewed by an observer at the back of the aircraft facing the nose). The Z coefficient is the
distance along the vertical axis of the aircraft between the navigation center and the antenna
phase center (positive for a GPS antenna below the Navigation Center).
The use of lever arm coefficients depends on the size of the aircraft and the relative position
of the antenna. The definition of these coefficients conforms to attachment 5-2 of ARINC
755-3.
(2) Default Aircraft Pitch
The default Aircraft pitch is used to convert the antenna position to the navigation center
when the Attitude Data Used APD is Off. The normal aircraft pitch angle during an approach
is obtained from the APD encoded in the APD.
(3) Minimum Ground Speed for Track Angle Output
As the ground speed decreases, the accuracy of the Track Angle obtained from the
North/East components of velocity degrades. Below the value specified in Minimum Ground
Speed for Track Angle Output APD, the SSM of the GPS Track Angle output label 103 will
be set to NCD. The recommended value is 7 knots.
(4) Cross-Check Minimum HIL/VIL
The Cross-Check Minimums are used when the Cross-Check APD is On to set a minimum
horizontal/vertical error below which the cross-check is considered to pass. This minimum is
set based on the accuracy of the Navigation Center position computation to avoid a false
detection in the cross-check. This is especially important when no lever arm coefficients are
provided or when attitude data is not available.
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(5) SBAS Selection Threshold
While the GLSSU is in SBAS PA mode, it retains the same SBAS satellite signal as a source
of correction and integrity data when the protection levels obtained with this data are within
the SBAS Selection Thresholds (and also within the applicable alarm limit when an approach
is selected).
When the GLSSU is operated as a class Delta-4 equipment by selecting an approach, the
SBAS Selection Thresholds are normally set to their maximum value of 500 m so that the
selected source of data remains the same as long as it meets the alarm limits of the
approach. When the GLSSU is operated as a class Beta-3 equipment without selecting an
approach, there is no alarm limit available to decide when to change the source of data. The
SBAS Selection Thresholds are then set to the lowest HAL/VAL value expected for the types
of approaches to be flown. For the WAAS service provider the expected HAL/VAL for an
LPV 200 feet approach is 40/35 meters.
(6) Approach Monitor Deactivation Threshold
This APD contains the distance to the runway threshold (LTP/FTP) at which the Approach
Monitor is deactivated. The recommended value is 0.04 nm.
(7) SBAS PA Mode Range Limit
The SBAS PA Mode Range Limit specifies the maximum range at which the GLSSU will
enter SBAS PA mode automatically. A value of 0 specifies the absence of such a limit. When
the Automatic SBAS PA Mode Control APD is enabled and the distance to LTP/FTP is not
within the SBAS PA Mode Range Limit APD, the proportional and rectilinear deviation labels'
SSM are set to NCD.
(8) Equipment ID
This APD contains the equipment ID assigned to the GLSSU and reported in label 377. A
distinct value can be specified for reporting by the “GLS bus” type and by the GPS bus type
to allow downstream equipment to distinguish which type of bus is received. ARINC 743A
specifies a hexadecimal ID of “00B”. This is the recommended setting for both bus types.
(9) GLS/GPS ARINC 429 Output Bus Type
This APD specifies the type of ARINC 429 output bus provided on each of the 3 configurable
GLS/GPS ARINC 429 Outputs on the Approach aircraft connector J3. Each bus is
configured separately. Since three “GPS bus” type busses are provided on the Navigation
aircraft connector J1, the typical setting is a “GLS bus” type.
The “GPS bus” type is used for backward compatibility with equipment that cannot support
the faster transmission interval for the navigation information and deviation data or will
misinterpret the new labels of the “GLS bus” type busses. Some IRU are known not to
support the higher data rates. Also the “GLS bus” type is high speed only. The “GPS bus”
type can be configured high or low speed per ARINC 743A-4. The GPS bus is provided for
maximum compatibility with ARINC 743A-4. At least one output must be of type “GLS bus” to
conform to TSO-C145b/146b.
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C. Aircraft Personality Data (Label ID Assignments)

This section describes the APD parameters that are in the form of Label ID Assignments. The
Example Label ID assignment column is the Label ID that conforms with ARINC 743A-4 when the
characteristic defines this label. In any case, the value is selected for compatibility with the
equipment connected to the GLSSU. The GPS Bus Affected column indicates whether the APD
affects the contents of the legacy “GPS bus” type output bus. A Label ID of 0 disables the ARINC
429 I/O function; the data is not output and the input behaves as if the label is never received.
Label ID assignments must be distinct and not conflict with existing labels used by the GLSSU.
The Five-Minute Look-Ahead SBAS Integrity can re-use the same labels (143 and 144) as the
Five-Minute Look-Ahead RAIM integrity levels. It that case, the label contents will alternate
between the two types of look-ahead data without changing the label rate. When transmitting the
Five-Minute Look-Ahead RAIM values, the GLSSU sets the 'Integrity Algorithm' bit to 1; otherwise
the 'Integrity Algorithm' bit is set to 0. The setting of this bit to 1 when outputting the RAIM Integrity
corresponds to the ARINC 743A-4 encoding for a prediction where baro-corrected altitude is not
applied since no altitude is included in this look-ahead data. A prediction that includes baro-
corrected altitude is not available on these labels. Note that Five-Minute Look-Ahead SBAS
Integrity is not part of ARINC 743A-4; this data is available only on a “GLS bus” type.
The SBAS Range Offset, SBAS Ionospheric Offset, and URA Offset 'Label Assignment ID' APD
parameters will either be all non-zero or all zero; it is not acceptable for an installer to request the
output of a partial set of Offset labels. When the Offset Label IDs are set to a non-zero value and
the use of the SBAS Range Offset produces measurements compatible with SBAS PA mode, the
GLSSU sets the SBAS PA mode compatibility bit 20 of label 060 to "1"; otherwise this bit is set to
"0". A setting of 0 for this bit corresponds to the legacy encoding (ARINC 743A-4) for a C/A code
measurement. This new encoding of bit 20 does not supersede bit 23 of label 060. Note that the
SBAS ionospheric correction must be applied for a pseudo-range to be used in the SBAS PA
mode navigation solution.
PARAMETER EXAMPLE DIRECTION GPS BUS ARINC
LABEL ID AFFECTED 743A-4
(OCTAL) DEFINED
Horizontal Velocity FOM 145 Out No
Vertical Velocity FOM 142 Out No
PRAIM Satellite Deselect #1 146 In N/A Yes
PRAIM Alternate ETA 167 In N/A Yes
PRAIM Satellite Deselect #2 170 In N/A Yes
PRAIM Alternate Latitude 214 In N/A Yes
PRAIM Alternate Longitude 216 In N/A Yes
Supplementary Command 304 In N/A
Summary Word
SBAS PA Mode & Service 305 In/Out No
Provider Selection
CRC #1 306 In/Out No
CRC #2 307 In/Out No
SBAS Range Offset 054 Out Yes
SBAS Ionospheric Offset 055 Out Yes
URA Offset 056 Out Yes
User Range Accuracy 057 Out Yes Yes
Five-Minute Look-Ahead 341 Out No
SBAS Horizontal Integrity
Five-Minute Look-Ahead 342 Out No
SBAS Vertical Integrity
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PARAMETER EXAMPLE DIRECTION GPS BUS ARINC

LABEL ID AFFECTED 743A-4
(OCTAL) DEFINED
Total Power On Time 371 Out Yes
Total Power On Time Since 373 Out Yes
Last Service Shop Visit
Total Flight Cycles 375 Out Yes
Total Flight Cycles Since Last 376 Out Yes
Service Shop Visit
D. Aircraft Personality Data (ILS/DME Look-Alike Options)

This section describes the APD parameters that control the contents of labels output on the ILS
and DME Look-Alike busses when the ILS/GLS Source Select discrete input is set to GLS (pin
grounded). Note that #1 and #2 busses contain the same data; the GLSSU assumes that both
input busses also contain the same data and uses only one of the inputs, selecting an active one.
The Example column contains the choice for a typical installation; however these selections are
highly installation dependent.
(1) Look-Alike Frequency
This APD contains the frequency encoded in labels 033 or 034 on the ILS Look-Alike bus
and label 035 on the DME Look-Alike bus when substituted. The Example column contains
the standard test frequency so that it cannot be confused with an actual operational ground
station.
(2) Look-Alike DME Channel
This APD contains the DME channel number encoded in the DME Frequency label 035 on
the DME Look-Alike bus whose data will be substituted with GLSSU computed values. Other
channels are passed through unmodified. The selected channel depends on the SDI Setting
of the GLSSU.
The Example column shows the typical case where the SDI of the DME matches the SDI of
the GLSSU. This corresponds to installations where the left DME is routed through the left
GLSSU to reach the left DME display for equivalence to the left DME being tuned to the co-
location ILS ground station corresponding to the tuning of the left ILS receiver to provide the
distance on the left DME display; similarly for right and center equipment.
(3) Look-Alike Ground Station Identifier
This APD contains the Ground Station Identifier encoded in labels 242 & 244 or 263 & 264
on the ILS Look-Alike bus and labels 246 & 247 or a pair of label 300 on the DME Look-Alike
bus when substituted. The Example column contains a ‘Null’ ground station identifier in this
field; this causes that the GLS Approach Identifier of the selected approach will be
transmitted.

Look-Alike ILS/VOR Frequency 108.10 +108.00 to 117.95 / 0.01 MHz 0.01 MHz
Look-Alike DME Frequency 108.10 +108.00 to 117.95 / 0.01 MHz 0.01 MHz
Left Look-Alike DME Channel 1 +7 / 1 decimal
Right Look-Alike DME Channel 2 +7 / 1 decimal
Center Look-Alike DME Channel 3 +7 / 1 decimal
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Look-Alike ILS Ground Station ‘Null’ Null or Four alphanumeric ISO#5

Identifier characters including “space”
Look-Alike DME Ground Station ‘Null’ Null or Four alphanumeric ISO#5
Identifier characters including “space”
* The parameters are scaled and truncated as indicated above in the "Units" column. For example a VOR
frequency of 108.10 MHz will be recorded in the APD file as "+10810" in 0.01 MHz units.
E. Aircraft Personality Data (Selectable ILS & DME ARINC 429 Labels)
This section describes the APD parameters that control which labels are passed through on the
ILS and DME Look-Alike busses when the ILS/GLS Source Select discrete input is set to GLS
(pin grounded). Unlisted labels are always passed through with the exception of ILS deviations
labels 173 & 174 that are always replaced, the DME Frequency label 035 that is substituted
depending on the channel number, and the VOR Omnibearing label 222. The behaviour of label
222 depends on whether label 034 is selected; there is no distinct flag for label 222. When label
034 is selected, the SSM of label 222 is forced to NCD on output (except for Fault Mode where it
is Fail Warning); otherwise it is passed through.
Each label (or pair) listed can be selected/de-selected individually. If the label is de-selected
(Setting = No) in the APD then the label will be passed through on the output bus with the input
data preserved. If the label is selected (Setting = Yes), then the input label is discarded unless it is
DME data that does not belong to the DME channel specified in the Look-Alike DME Channel
APD in which case it behaves as if the label were de-selected except for the display bit of label
035 that is set to zero and the SSM of the BCD labels that is set to NCD.
For DME Look-Alike data, the selected label contents is generated by the GLSSU but the label
output rate depends on the input; this data is based on a projection to the horizontal plane of the
distance to the LTP/FTP, not a DME slant range. When the corresponding input label for the
specified DME channel is received, the output label is transmitted within 100 ms using currently
available GLSSU data; this will approximate the input rate and preserve the order of labels. The
nominal transmit interval is used and input labels ignored when there is no activity (per the activity
label 035) on the DME input bus.
For non-DME data parameters, the selected labels are output at the nominal transmit interval with
data generated by the GLSSU irrespective of their presence on the input.
PARAMETER ASSOCIATED LABELS

ILS/VOR Frequency 033 (ILS)
034 (VOR)
Selected Runway Heading 017 (BCD)
105 (BNR)
Ground Station Identifier (ILS/VOR) 263 & 264 (ILS)
242 & 244 (VOR)
Distance to LTP/FTP (DME data) 201 (BCD)
202 (BNR)
LTP/FTP Time-To-Go (DME data) 002 (BCD)
252 (BNR)
LTP/FTP Range Rate (DME data) 012 (BCD)
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PARAMETER ASSOCIATED LABELS

Ground Station Identifier (DME data) 246 & 247
300
1.3 PRE-DEFINED APD FILES PER GLSSU PART NUMBER
This section defines the APD files for each GLSSU part numbers covered by this manual. Each
configuration is defined using 5 tables. Each table is identified by the APD Configuration number and
the APD CID part number.
A. APD File for GLSSU Part Number 100-601967-100 (APD CID 169-615462-000)
This APD File includes 16 APD Configurations, summarized in 5 tables plus a table below
containing the CRC values to be used for checking the data validity; refer to section 1.2 above for
detailed descriptions and format information. Convention: 0 == OFF, 1 == ON.
APD CRC VALUE APD CRC VALUE
CONFIGURATION (HEXADECIMAL) CONFIGURATION (HEXADECIMAL)
#0 FB1A2028 #8 4E8B1FEC
#1 A22EDDA0 #9 AFF257A5
#2 AB834EB8 #10 718ED367
#3 9A251CBC #11 98F072B7
#4 EEE20B3F #12 0E7FB792
#5 2CD16384 #13 E7011642
#6 5E944469 #14 BC84C9FD
#7 BFED0C20 #15 A2389BA6
GLSSU P/N 100-601967-100
APD CID 169-615462-000 CRC value for the APD File: DBF33679
A brief description of each APD Configuration and of its intended use follows:
(1) APD #0: ARINC-743A-4 Configuration with Manual mode transition
Navigation connector J1 ARINC 743A-4 compatible. For use En Route and for approach
type LNAV using Navigation connector J1 only with ARINC 743A-4 compatible I/O. No
automatic mode transition to SBAS PA.
(2) APD #1: CMA-3012 GNSSU configuration with Manual mode transition
Navigation connector J1 ARINC 743-4 compatible. No output of labels 057 and 370. No
automatic mode transition to SBAS PA. Otherwise identical to APD #0.
(3) APD #2: ARINC-743A-4 Configuration with Automatic mode transition
Navigation connector J1 ARINC 743A-4 compatible, plus automatic mode transition to SBAS
PA when an approach is selected. The Air/Ground Indicator Type APD is set at On.
Otherwise identical to APD #0.
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(4) APD #3: ARINC-743A-4 Configuration with Automatic mode transition and Weight-On-Wheel
(WOW) discrete input
PA when an approach is selected. The Air/Ground Indicator Type APD is set at Off.
(5) APD #4: ARINC-743A-4 Configuration with Automatic mode transition, without label 305
input/output
PA when an approach is selected. SBAS PA Mode & Service Provider Selection label 305 is
not provided. Avoid compatibility issues for label 305. Otherwise identical to APD #3.
(6) APD #5: Dual Synchronized Approach Selection
Configured for a dual GLSSU installation with Synchronized Approach Selection APD set
On. Used originally for FAA engineering flight tests. No WOW discrete input. Otherwise
identical to APD #0.
(7) APD #6: FAA Dual N39 with external attitude
On. Cross-Check is active and external attitude data is used for the Navigation Center. The
Navigation Center is at the ILS glide slope antenna of the FAA Technical Center Convair
N39 aircraft. Otherwise identical to APD #0. Used originally for FAA engineering flight tests
for testing external attitude and Cross-Check.
(8) APD #7: FAA Dual N49 with external attitude
On. Cross-Check is active and external attitude data is used for the Navigation Center. The
N49 aircraft. Same as APD #6 except for the antenna position.
(9) APD #8: FAA Dual N39 with internal attitude
On. Cross-Check is active and APD attitude data is used for the Navigation Center. The
N39 aircraft. Same as APD #6 except for the navigation center data. Used originally for
FAA engineering flight tests for testing internal attitude and Cross-Check.
(10) APD #9: FAA Dual N49 with internal attitude
On. Cross-Check is active and APD attitude data is used for the Navigation Center. The
N49 aircraft. Same as selection #8 except for antenna position
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(11) APD #10: ARINC-743A-4 Configuration with Automatic mode transition and label 304 input
PA when an approach is selected. Supplementary command summary label 304 is
accepted. Otherwise identical to APD #0.
(12) APD #11: Custom SBAS measurement block labels
accepted. Non-standard measurement block labels for SBAS correction data are output.
(13) APD #12: Custom PRAIM labels
PA when an approach is selected, plus non-standard PRAIM request labels. Otherwise
(14) APD #13: Custom PRAIM and SBAS measurement block labels
PA when an approach is selected, plus non-standard PRAIM request labels. Non-standard
measurement block labels for SBAS correction data are output. Otherwise identical to APD
#11.
(15) APD #14: Triple GLSSU
Configured for a triple GLSSU installation. Same as APD #0 except: Automatic SBAS PA
mode; Synchronized Approach Selection; CRC labels (306 & 307).
(16) APD #15: ARINC-743A-4 Configuration with Automatic mode transition and label 304 input
accepted. SBAS corrected measurements are output on the measurement block. Otherwise
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Table 1 Aircraft Personality Data - On/Off Options
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Table 2 Aircraft Personality Data - Numerical Parameters
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Table 3 Aircraft Personality Data - Label ID Assignments
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Table 4 Aircraft Personality Data – ILS/DME Look-Alike Options
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Table 5 Aircraft Personality Data – Selectable ILS & DME ARINC 429 Labels
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APPENDIX F
BUILT-IN SBAS APPROACH DATABASE SELECTION AND LOADING
1. GENERAL
This section provides information for the loading and periodic update of the SBAS Approach Database
into the GLSSU using an ARINC 615 compatible Data Loader Unit (DLU). This data update should be
performed monthly.
The GLSSU contains two SBAS Approach Database cycles (#1 and #2): One active, one inactive.
Each database cycle contains a date of validity tag and other status information that allows their
management.
Under normal operation, the pilot will use the Controller Unit to check the database status and select
manually which database is active, based on the validity dates and the current date. For operating
procedures, refer to the Controller Unit manual
When loading a new database, the GLSSU will select automatically which of the two internal copies will
be overwritten. Should the data loading process fail or abort, the affected cycle will be flagged as
being absent.
1.1 SBAS Approach Database suppliers
In accordance with paragraph 2.2.1.5.3 of DO-229D, the SBAS Approach Database built-in the GLSSU
must meet the standards specified in section 2 of RTCA DO-200A "Standards for processing
Aeronautical data".
CMC Electronics has developed an approved process for updating the SBAS Approach Database to
maintain data currency, and offers to customers an SBAS Approach Database subscription service.
To purchase this service, please consult CMC's support group at the address given in the header
pages of this manual. The SBAS Approach Database updates will be made available once the
customer will have completed and returned a subscription form, provided by CMC's support group.
Every SBAS Approach Database update cycle is effective for 28 days, with 13 cycles in a year. The
database updates are shipped eight (8) or more days prior to the effective date of each update cycle.
The SBAS Approach Database service may provide an incremental load or a full database cycle. An
incremental load provides only the differences with respect to the previous cycle. The GLSSU must
contain that previous cycle for an incremental load to occur.
1.2 DLU/GLSSU data upload protocol
The protocol of the data loader interface conforms to ARINC 615-3. The GLSSU supports only the
automatic upload mode using bus sequencing as defined in ARINC 615.
The System Address Labels (SAL), used in the communication protocol between DLU and GLSSU, are
226 and 201 respectively from/to the GLSSU. The DLU presets automatically these data labels and
other parameters using a "Configuration file" embedded in the database media.
Following power-up and once the DLU has configured itself; the data upload will process automatically
when all the following conditions are met:
(a) The aircraft is on the ground;
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(b) The Data Loader Input Discrete, at pin 12 of connector J1, is grounded;
(c) A valid database media is inserted in the DLU.
1.3 Compatible data loaders
The GLSSU is designed to operate with an ARINC 615 or an RS232 DLU. However, the use of the RS-
232 DLU is restricted to the factory use only. Only the recommended ARINC 615 DLUs are described
below.
One of the recommended Portable Data Loader (PDL) is from Demo Systems Inc.:
Part No. 30100, Software Version 4.5.

DEMO SYSTEMS DIVISION
379 SCIENCE DRIVE
MOORPARK, CA 93021-1792
This device operates from either 115 VAC or 28 VDC. At turn-on, its display will remain blank for 7
seconds, while the unit performs initialization tests. The display will then read: "TESTING, Please Wait"
for 2 seconds. After completing all tests at turn-on, the data loader may display "HEATING PLEASE
WAIT", if the temperature is less than 0 degrees Celsius. The PDL heating mode may also be
indicated by a blinking "READY" LED. This heating period could last up to 2 minutes.
Another recommended ARINC 615 DLU is from Qualair Equipment and Engineering:
ARINC 615-3 Portable Data Loader Part No. 11615-01; or

ARINC 615-3 Portable Data Loader with internal Mass Storage Device (MSD) Part No. 11615-20.
QUALAIR EQUIPMENT AND ENGINEERING
2100 196TH ST. SW, SUITE 125
LYNNWOOD, WA 98036
1.4 Data Loading process
First, check the validity and status of the two database copies using the Controller Unit.
Ensure the aircraft is on the ground (reported in label 355 bit 28 = 0 - Test Allowed). Ensure that the
GLSSU is powered-up.
CAUTION: If other equipments are connected to the GLSSU Data Loader input bus in this
installation, they must be powered-down prior to connecting and operating the DLU in
order to prevent interference.
Remove any media inserted in the DLU. Connect the DLU to the ARINC 429 "Data Loader Input" bus
at J1-4 & J1-15 on the GLSSU, using for example a DLU connector installed permanently in the aircraft
for this purpose.
Ground the Data Loader Input Discrete line of the GLSSU, at pin 12 of the main aircraft connector J1,
using for example a switch or a jumper plug installed in the aircraft for this purpose. This action enables
the data loading process.
Power-up the DLU. At power-up, the DLU will perform its selftests and, if necessary, will activate its
heater. Once ready, the DLU will look for the presence of a floppy disc, and if not found it will display
"DISK NOT INSERTED".
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At this prompt, insert the first floppy disc from the SBAS Approach Database set (#1). The DLU will
recognize it then display "REINSERT DISK" and automatically search for a "Configuration file" and for
the data files to upload. Using the "Configuration File", the DLU will configure itself then it will
interrogate the GLSSU and start the data upload automatically.
If multiple data files must be loaded, the DLU will automatically sequence to the next file(s).
If the data files span multiple disks, the DLU will display the message "INSERT DISK # X" where X is
the number of the disk in the sequence. Insert this disk; if the wrong disk is inserted, the DLU will
continue to display the message "INSERT DISK # X" until the correct disk is inserted.
The transfer of data may be stopped manually by pressing the ABORT pushbutton on the DLU. The
corrupted database copy will be flagged automatically as being absent in order to prevent misuse.
Once the DLU indicates successful data transfer completion, power it off and disconnect it from the
data loader bus.
CAUTION: After data uploading, remove the ground previously applied on the Data Loader Input
Discrete line of the GLSSU, at pin 12 of the main aircraft connector J1, using for
example a switch or a jumper plug installed in the aircraft for this purpose. This action
disables the data loading process and prevents possible interference.
CAUTION: After data uploading, power-up the equipments connected on the GLSSU Data Loader
input bus, which were powered-down prior to the data loading process.
If the data transfer cannot be completed successfully, the database copy that was overwritten is not
usable since likely corrupted or destroyed. The GLSSU will flag it as "absent". However, the other
database cycle was not modified and might be usable.
Last, check the validity and status of the two database copies using the Controller Unit, typically an
FMS. Refer to the applicable operation manual in order to confirm that the update was made correctly.
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APPENDIX G
EXAMPLE OF FAS BLOCK DATA GENERATION
This Appendix contains an annotated example of encoding a FAA approach description into a stream of ARINC
429 data labels 45 and 46. The purpose is to help users to check their own implementation of the FAS
message formatting and encoding, including the CRC generation. Refer to ARINC 755 and DO-229D Appendix
D for the description and the specifications of the data format and encoding. The format of the FASDM is
summarized in Table G-1.
The FASDM Block has a Message Block Identifier of “1111000”’ to distinguish this message from a LAAS
message block. The GBAS ID field is set to “XLS1” for this message block. The FASDM Block has a Message
Type of 4 and the message format is identical to the FAS data described in DO-229D, Appendix D.
Table G-1. Final Approach Segment Data Message Block format
PARAMETER UNITS RANGE # BITS COMMENTS

Message Block N/A Value = 8 240 decimal; 1010 1010 Normal GBAS ID
Identifier
1111 0000 binary
Reference ISO #5 Value = XLS1 24
Station ID
Message Type BNR Value = 4 8
Message Bytes 9-256 8 The length in bytes of the FASDM Block including
Length the Message Block Identifier, GBAS ID, Message
Type, Message Length, Message, and CRC
Message N/A N/A 320 Refer to DO-229D, Appendix D, Table D-1
32-bit CRC N/A N/A 32 Refer to DO-229D, Appendix D, Section D.5
The following table shows on the left side the set of parameters from a typical FAA approach description, and on
the right side their hexadecimal values (Leftmost digit is most significant) after encoding. It shows also the two
CRC values computed in hexadecimal (Leftmost digit is most significant). The numerical scale factors and
offsets are defined in DO-229D. The hexadecimal output will be encoded in a stream of 26 ARINC 429 data
labels 45 and 46.
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LENGTH
(BYTES) FIELD VALUE SCALE OFFSET HEX
1 Message Identifier 240 F0
3 Station Identifier XLS1 60C4F1
MESSAGE
1 Message Type 4 04 HEADER
1 Message Length 50 32
1 ProviderID/OperType 00/00 00
4 Airport ID CYKY 03190B19
1 Runway Letter/Number 01/25 59
1 Route/ Appr Descriptor 01/01 09
1 RefPathSelector 3 03
4 RefPathID WVBA 17160201
4 Latitude LTP 43.4660402777778 7200000 0 12A75262
4 Longitude LTP -80.36581 7200000 0 DD82BF98
2 Height LTP 285.4 10 512 1F26 MESSAGE
3 Delta Latitude FPAP -0.0104615277777778 7200000 0 FED9C5 BODY
3 Delta Longitude FPAP -0.0307990277777778 7200000 0 FC9DC7
2 Units (F or M) / TCH F/50 10/20 0 01F4
2 GPA 3 100 0 012C
1 CW 106.75 4 -80 6B
1 Offset 616 0.125 0 4D
1 HAL 20 5 0 64
1 VAL 50 5 0 FA
4 FAS CRC 4C6FAD52
4 Message CRC 1BF1C5B3 MESSAGE CRC
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The following table shows the binary data pattern of each of the twenty-six 32-bits ARINC 429 output data words
required for carrying the FASDM data, and their sequence. The data word label 45 in the 1st line will be
transmitted first. Refer to ARINC 429 for the data word and data label format details.
Notes: The leftmost bits shown are the bits 31 of the ARINC 429 data words. The rightmost bits shown are
the bits 1 of the ARINC 429 words and the MSB of the 8-bits data labels.
The parity bits (bit 32 of each data word) are not shown below and are fixed at zero in the
hexadecimal representation for convenience.. The actual parity bits must be set according to ARINC
429 odd parity, i.e. an odd number of "ones" in each 32-bits data word.
The LSB of each byte except the label is transmitted first, and the label is always transmitted ahead
of the data. In the case of the label, the MSB (bit 1 of the data word) is transmitted first. In the case
of the data bits, the transmission order is: 8, 7, 6, 5, 4, 3, 2, 1, 9, 10, 11, 12, 13 … 32.
In this table, the SDI bits of the ARINC 429 words are set arbitrarily to "00" (All call)
BINARY (SDI bits =00) HEX Word # Label

000 0000 0000 0011 0010 0000 1010 0100 000320A4 0 label 45
001 1110 0011 1110 0000 0000 0110 0100 1E3E0064 1 label 46
000 1100 0001 1000 1000 0000 0110 0100 0C188064 2 label 46
000 0110 0100 0000 1000 0000 0110 0100 06408064 3 label 46
000 0011 0010 0000 0000 0000 0110 0100 03200064 4 label 46
000 0011 0010 0001 0110 0000 0110 0100 03216064 5 label 46
000 1011 0010 0000 0110 0000 0110 0100 0B206064 6 label 46
000 0000 0110 0001 0010 0000 0110 0100 00612064 7 label 46
000 0000 0100 0000 0010 0000 0110 0100 00402064 8 label 46
000 0010 1110 0010 1100 0000 0110 0100 02E2C064 9 label 46
000 1010 0100 1100 0100 0000 0110 0100 0A4C4064 10 label 46
000 0010 0101 0100 1110 0000 0110 0100 0254E064 11 label 46
001 0111 1111 0011 0000 0000 0110 0100 17F30064 12 label 46
001 1011 1011 0000 0100 0000 0110 0100 1BB04064 13 label 46
000 0011 1110 0100 1100 0000 0110 0100 03E4C064 14 label 46
001 1011 0011 1000 1010 0000 0110 0100 1B38A064 15 label 46
001 1000 1111 1111 1100 0000 0110 0100 18FFC064 16 label 46
001 1111 1001 0011 1010 0000 0110 0100 1F93A064 17 label 46
000 0000 0011 1110 1000 0000 0110 0100 003E8064 18 label 46
000 0000 0010 0101 1000 0000 0110 0100 00258064 19 label 46
000 1001 1010 1101 0110 0000 0110 0100 09AD6064 20 label 46
001 1111 0100 1100 1000 0000 0110 0100 1F4C8064 21 label 46
001 0101 1010 1010 0100 0000 0110 0100 15AA4064 22 label 46
000 1001 1000 1101 1110 0000 0110 0100 098DE064 23 label 46
001 1000 1011 0110 0110 0000 0110 0100 18B66064 24 label 46
000 0011 0111 1110 0010 0000 0110 0100 037E2064 25 label 46
<- Bit 31 Bit 1 (MSB) ->
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November 21, 2008
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929-600069-000
To order a Manual on CD:

929-600069-005
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INSTALLATION MANUAL

CMA-5024 GLS Sensor Unit (GLSSU)

CMC Electronics Inc.

CMA-5024 GLS Sensor Unit (GLSSU)

CMC Electronics Inc.

Publication No. 5024-GEN-0801

PLEASE EVALUATE THIS PUBLICATION

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Title T-1 Jan 19/09 12 Nov 21/08

Table of Contents TC-1 Nov 21/08 Installation 101 Nov 21/08

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ADS-B - Automatic Dependant Surveillance – Broadcast

BCD - Binary Coded Decimal

C/A code - Course Acquisition Code

DADS - Digital Air data System

ECEF - Earth Centered Earth Fixed

FAA - Federal Aviation Administration

GBAS - Ground Based Augmentation System

HDOP - Horizontal Dilution of Precision

IBIT - Initiated Built-In Test

LIST OF ABBREVIATIONS (cont’d)

LNAV - Lateral NAVigation

MLVD - Minimum Linear Vertical Deviation

N/A - Not Applicable

OEM - Original Equipment Manufacturer

RAIM - Receiver Autonomous Integrity Monitoring

SATCOM - Satellite Communications

TCAS - Traffic Collision Avoidance System

UTC - Universal Time Coordinated

VDOP - Vertical Dilution of Precision

WAAS - Wide Area Augmentation System

This manual is divided into separate sections as follows:

Title Page Introduction

This manual will be revised as necessary to show current information.

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Section Title Page

SECTION I DESCRIPTION AND OPERATION ........................................................................................... 1

SECTION II INSTALLATION ....................................................................................................................101

SECTION III POST INSTALLATION AND MAINTENANCE TESTS.......................................................201

SECTION IV REMOVAL ...........................................................................................................................301

SECTION V SERVICING ..........................................................................................................................401

SECTION VI CLEANING AND PAINTING ...............................................................................................501

SECTION VII APPROVED REPAIRS.......................................................................................................601

1. DISCRETE SIGNAL INTERFACES .................................................................................................. A.1