G 500

G500
AML STC Installation

Manual
190-01102-06 November 2009 Rev. 2

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Garmin Ltd. or its subsidiaries
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Telephone: 913-397-8200
Aviation Dealer Technical Support Line (Toll Free): 888.606.5482
http://www.garmin.com
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Telephone: 503.581.8101
RECORD OF REVISIONS
Revision Revision Date Description
1 7/24/09 Initial Release
Updated to clarify various interfaces to external systems. Added Bendix
M-4C/-4D autopilots. Added information for installation in various
2 11/3/09
Bonanza 35 models. See Current Revision Description for a complete
list of changes.
G500 AML STC Installation Manual Page A

Rev. 2 190-01102-06
CURRENT REVISION DESCRIPTION
Page Section
Revision Description of Change
Number(s) Number
2 1-12 1.7 Added AC 43.13-2B and ASTM F 2490-05 to Table 1-6A.
2-2 2.3A Added section describing available database cards.
Clarified that Aircraft Grade Category 5 Ethernet Cable is only required
2-4 2.4.2
for installation that utilize HSDB interfaces.
Added the GTP 59 Temperature Probe to the minimum system
2-8 2.5.1
configuration.
Added requirement to Caution statement that barber pole airspeed
2-8 2.5.2
indicators must be retained as the standby airspeed indicator.
Added that if an existing placard must be relocated, it must be
2-9 2.5.3.2
readable in all lighting conditions.
Added Hawker Beechcraft models that may require their instrument
2-18 2.5.11.1 panels to be replaced for GDU 620 installations. Also added the
company information of the STC holder of this modification.
Added a note that certain Hawker Beechcraft aircraft may require their
2-22 2.5.11.3
instrument panels to be replaced to support a GDU 620 installation.
2-24 2.5.11.4 Deleted Figure 2-7A and associated caution.
2-26 2.5.11.5 Updated Figure 2-8 to show a non-class III aircraft.
2-32 2.5.11.7 Updated Figure 2-13 to show a non-class III aircraft.
Added note to point out the certain Hawker aircraft may require their
3-3 3.2.1.1
instrument panels to be replaced for GDU 620 installations.
3-15 3.2.3 Added note about mounting the GRS on existing structure.
Deleted flox mix from epoxy/flox mix because only epoxy is being used
3-65 3.2.4.2A.3.1
in the step.
Updated Figures 3-85 and 3-86 to show shield drain exiting from the
3-111 3.4.2.1 front of terminator in addition to rear, and changed max unshielded
length from 2.0 to 2.5".
3-127 3.7 Added more details for preparing and electrical load analysis.
3-127 3.7.1 Added section for aircraft that have an existing electrical load analysis.
Added section for aircraft that do not have an existing electrical load
3-127 3.7.2
analysis.
3-128 3.7.2 Added Figure 3-91A, a sample electrical load calculation.
Added new section, “Electrical Load is Reduced Following
3-128 3.7.2.1
Modification”.
Added new section, “Electrical Load is Increased Following
3-128 3.7.2.2.
Modification”.
5-12 5.5 Corrected cross-reference in the note.
Updated caution wording to ensure that the LRUs are powered up
5-17 5.5.4
prior to pressing the MANIFEST soft key.
Added a note that in most cases the autopilot TYPE setting is set to
5-23 5.5.9
match the original HSI that was removed.
Added Bendix M4C/D to Table 5-2. Also split Honeywell (Bendix/King)
5-23 5.5.9 KFC 250 into two separate entries. One is for 4” instruments and the
other is for 3” instruments.
Added note about reversing the polarity of HDG/CRS error for Sperry
5-24 5.5.9
SPZ-200/500 autopilots.
Added new section, “Autopilot Settings Using Manual Entry” to
5-25 5.5.9.2
address the new settings for the Bendix M4D.
Added Bendix king M4D to Table 5-3. Split Bendix King KFC 250 into
5-27 5.5.10
separate entries. Allowed SVT FD display for Sperry SPZ 200/500.
Added step 5 to deactivate cursor. Enabled SVT FD display for
5-27 5.5.10.1
SPZ 200/500.
5-29 5.5.11.1 Added KFC 250, KFC 300, and KFC 325 autopilots.
Added a note stating that autopilot will not engage while on the
5-51 5.8.5.5 AUTOPILOT test page if a GAD 43 is installed (with GDU version 3.xx
software)
5-54 5.8.5.6 AUTOPILOT test page if a GAD 43 is installed (with GDU version 3.xx
software)
Page B G500 AML STC Installation Manual

190-01102-06 Rev. 2
Page Section
Revision Description of Change
Number(s) Number
5-56 5.8.5.7.1 AUTOPILOT test page if a GAD 43 is installed (with GDU version 3.xx
software)
5-68 5.8.16 Added new section, “Final System Check”.
5-71 5.10.2.2 Updated screenshot of the autopilot configuration.
5-72 5.10.2.6 Added new section, “Yaw Damper Operation”.
5-75 5.11.1 Added AFMS Section 2.8 instructions
5-80 Checkout Log Added Yaw Damper Operation check off.
Added “Final System Check” to General System Checks section (Page
5-83 Checkout Log
5 of 5 of the Checkout Log).
B-1 B.1.1 Added, “software version 3.00 or later) to A/P Backcourse.
D-8 D.1 Added Figure D-6B, “Installation of GDU 620 in Bonanza Model 35”.
Changed the interfacing equipment configuration information of 4300-
E-1 E.1
4XX to “with supplied Standby Battery Pack”.
Changed the setting of the CDI Select from USE to IGNORE in the
E-2 E.2 miscellaneous setup for single GDU installations on the GNS 480.
Added “high” to CH 1 out information in ARINC 429 Setup.
Added a note describing section E.3. Added Bendix M-4C and M-4D
E-3 E.3
to table of autopilots. Updated note [4] of table.
Added Bendix M4D to table of external flight directors. Removed note
E-5 E.4
[3] from Sperry.
Added KFC 250, KFC 300, and KFC 325 to table of GAD 43 –
E-9 E.14
Autopilot Compatibility.
Updated autopilot connector reference designators to match
Bendix/King nomenclature. Added fuses and a note when they should
Figure F-10 Appendix F be used. Showed jumper between power reference and VG
2 reference. Split KFC 250 into two categories. Updated to reflect GAD
43 as a replacement for KVG 350.
Updated names of flight director sheets for consistency (no technical
Figure F-11 Appendix F
changes)
Figure F-12 Appendix F Updated figure name on drawing (no changes to drawing)
Figure F-15 Appendix F Deleted references to GDU 620 TAWS function.
Added note 8 to drawing that WXR will only be displayed on
GDU1 in dual GDU installations.
Added four additional sheets to show exactly how AP Disc
Figure F-27 Appendix F should be connected for each AP model (based on dealer
feedback). Added autopilot interface for KVG 350 emulation.
Changed GAD 43 pin nomenclature to match nomenclature in
GAD 43 IM (changed Gyro Valid to Attd Valid)
Added new figure to document the interface between the
G500/G600 and the Bendix M4C/D Autopilots.
K-3 Appendix K Added references to Section H.2 for Cirrus aircraft.
K-6 Appendix K Added Hawker Beechcraft models.
G500 AML STC Installation Manual Page C

Rev. 2 190-01102-06
DOCUMENT PAGINATION
Section Pagination
Table of Contents iii - xviii
Section 1 1-1 through 1-16
Appendix A A-1 through A-2
Appendix B B-1 through B-22
Appendix C C-1 through C-20
Appendix D D-1 through D-18
Appendix E E-1 through E-12
Appendix F F-1 through F-76
Appendix G G-1 through G-18
Appendix H H-1 through H-6
Appendix J J-1 through J-12
Appendix K K-1 through K-14
Page D G500 AML STC Installation Manual

190-01102-06 Rev. 2
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information which is subject to the Export Administration Regulations
("EAR") issued by the United States Department of Commerce (15 CFR, Chapter VII, Subchapter C) and
which may not be exported, released, or disclosed to foreign nationals inside or outside of the United
States without first obtaining an export license. A violation of the EAR may be subject to a penalty of up
to 10 years imprisonment and a fine of up to $1,000,000 under Section 2410 of the Export Administration
Act of 1979. Include this notice with any reproduced portion of this document.
WARNING
This product, its packaging, and its components contain chemicals known to the State of
California to cause cancer, birth defects, or reproductive harm. This Notice is being
provided in accordance with California's Proposition 65. If you have any questions or
would like additional information, please refer to our web site at
www.garmin.com/prop65.
WARNING
Perchlorate Material – special handling may apply, See
www.dtsc.ca.gov/hazardouswaste/perchlorate.
CAUTION
The GDU 620 uses a lens coated with a special anti-reflective coating that is very
sensitive to skin oils, waxes and abrasive cleaners. CLEANERS CONTAINING
AMMONIA WILL HARM THE ANTI-REFLECTIVE COATING. It is very important
to clean the lens using a clean, lint-free cloth and an eyeglass lens cleaner that is specified
as safe for anti-reflective coatings
CAUTION
All GDU 620 screen shots used in this document are current at the time of publication.
Screen shots are intended to provide visual reference only. All information depicted in
screen shots, including software file names, versions and part numbers, is subject to
change and may not be up to date.
This manual is written for software version 2.0 or later. The software version and information in this
document are subject to change without notice. Visit the Garmin web site (www.garmin.com) for current
updates and supplemental information concerning the operation of this and other Garmin products.
G500 AML STC Installation Manual Page i

190-01102-06 Rev. 2
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Page ii G500 AML STC Installation Manual

Rev. 2 190-01102-06
TABLE OF CONTENTS
SECTION PAGE
1 GENERAL DESCRIPTION ..............................................................................................................1-1
1.1 Introduction ....................................................................................................................................1-1
1.2 Scope ..............................................................................................................................................1-1
1.2.1 Approved Aircraft with Systems Not Covered by the STC .................................................1-1
1.2.2 Class I/II Aircraft Not Identified on the AML .....................................................................1-1
1.2.3 Not Used...............................................................................................................................1-2
1.2.4 Other Aircraft Not Covered by the G500 AML STC...........................................................1-2
1.2.5 Required Documentation for All Installations .....................................................................1-2
1.3 G500 System Overview..................................................................................................................1-2
1.3.1 G500 LRU Descriptions.......................................................................................................1-5
1.3.2 Required GPS Navigator......................................................................................................1-6
1.3.3 Required Standby Instruments .............................................................................................1-6
1.3.4 Optional Systems .................................................................................................................1-6
1.3.5 Interface Summary ...............................................................................................................1-6
1.4 G500 Installation ............................................................................................................................1-9
1.4.1 Installation Overview ...........................................................................................................1-9
1.4.2 Installation Configurations.................................................................................................1-10
1.5 Technical Specifications...............................................................................................................1-10
1.5.1 Environmental Qualification Forms...................................................................................1-10
1.5.2 Physical Characteristics......................................................................................................1-10
1.5.3 Power Requirements ..........................................................................................................1-11
1.6 Certification..................................................................................................................................1-11
1.6.1 TSO Compliance ................................................................................................................1-11
1.6.1.1 GDU™ 620 ...............................................................................................................1-11
1.6.1.2 GRS 77 ......................................................................................................................1-11
1.6.1.3 GMU 44.....................................................................................................................1-11
1.6.1.4 GDC 74A...................................................................................................................1-12
1.6.1.5 GTP 59 ......................................................................................................................1-12
1.6.1.6 GAD 43 .....................................................................................................................1-12
1.7 G500 System Documentation.......................................................................................................1-12
1.8 Databases......................................................................................................................................1-13
1.8.1 Basemap Database .............................................................................................................1-13
1.8.2 Navigation Database ..........................................................................................................1-13
1.8.3 FliteCharts® Database .......................................................................................................1-13
1.8.4 ChartView™ Database ........................................................................................................1-14
1.8.5 SafeTaxi® Database ............................................................................................................1-14
1.8.6 Terrain and Airport Terrain Databases...............................................................................1-14
1.8.7 Obstacles Database.............................................................................................................1-14
1.8.8 IGRF Model .......................................................................................................................1-14
1.9 Terminology .................................................................................................................................1-15
G500 AML STC Installation Manual Page iii

190-01102-06 Rev. 2
2 INSTALLATION OVERVIEW ........................................................................................................2-1
2.1 Introduction ....................................................................................................................................2-1
2.2 Pre-Installation Information ...........................................................................................................2-1
2.3 Available Equipment ......................................................................................................................2-1
2.3A G500 Database Options ..................................................................................................................2-2
2.4 Installation Materials ......................................................................................................................2-3
2.4.1 Accessories Available from Garmin ....................................................................................2-3
2.4.2 Materials Required but Not Supplied...................................................................................2-4
2.4.2.1 Materials Required for Lightning Protection (non-metallic aircraft only)..................2-4
2.4.3 Software Loader Card ..........................................................................................................2-5
2.5 Installation Considerations .............................................................................................................2-8
2.5.1 Minimum System Configuration..........................................................................................2-8
2.5.2 Standby Instruments.............................................................................................................2-8
2.5.3 Placards and Labels..............................................................................................................2-8
2.5.3.1 New Labels..................................................................................................................2-8
2.5.3.2 Existing Placards .........................................................................................................2-9
2.5.3.3 VFR ONLY Placards...................................................................................................2-9
2.5.4 Power Distribution .............................................................................................................2-10
2.5.5 Pitot-Static Plumbing .........................................................................................................2-10
2.5.6 External Annunciators........................................................................................................2-10
2.5.7 External Course Deviation Indicators ................................................................................2-11
2.5.8 External Sensors.................................................................................................................2-11
2.5.8.1 GPS Navigator...........................................................................................................2-11
2.5.8.2 Navigation Receiver ..................................................................................................2-11
2.5.8.3 Weather .....................................................................................................................2-11
2.5.8.4 Traffic ........................................................................................................................2-12
2.5.8.5 ADF ...........................................................................................................................2-12
2.5.8.6 Stormscope (function not currently supported).........................................................2-12
2.5.8.7 External TAWS .........................................................................................................2-13
2.5.9 Autopilot/Flight Director Interface ....................................................................................2-13
2.5.9.1 Autopilot ADIs and Gyros.........................................................................................2-13
2.5.9.2 Autopilot Turn Coordinators .....................................................................................2-13
2.5.9.3 Altitude Pre-Selector and Remote Annunciators.......................................................2-14
2.5.9.4 ADIs with Integral Flight Director Presentation .......................................................2-14
2.5.9.5 GAD 43 Adapter........................................................................................................2-14
2.5.10 Part 121/Part 135 Considerations.......................................................................................2-15
2.5.11 Mounting Considerations ...................................................................................................2-15
2.5.11.1 GDU™ 620 Location and Mounting.........................................................................2-15
2.5.11.2 Standby Instrument Location ....................................................................................2-18
2.5.11.3 New Instrument Panel Considerations ......................................................................2-22
2.5.11.4 GRS 77 Location and Mounting................................................................................2-24
2.5.11.5 GMU 44 Location and Mounting ..............................................................................2-24
Page iv G500 AML STC Installation Manual

Rev. 2 190-01102-06
2.5.11.6 GDC 74A Location and Mounting ............................................................................2-28
2.5.11.7 GTP 59 Location and Mounting................................................................................2-29
2.5.11.8 Copilot ADI with Flight Director – Location............................................................2-32
2.5.11.9 GAD 43 Location and Mounting...............................................................................2-33
2.5.12 Cable and Wiring Considerations ......................................................................................2-34
2.5.12.1 HIRF Considerations .................................................................................................2-34
2.5.12.2 Pressurized Aircraft Considerations ..........................................................................2-35
2.5.13 Cooling Requirements........................................................................................................2-35
2.5.14 Magnetic Compass Recalibration.......................................................................................2-35
2.5.15 RVSM Considerations .......................................................................................................2-35
2.5.16 GPSS (Roll Steering) Considerations ................................................................................2-35
2.5.16.1 ARINC 429 GPSS .....................................................................................................2-35
2.5.16.2 G500 Roll Steering Converter Function....................................................................2-35
2.5.17 ADI Replacement Considerations......................................................................................2-36
2.5.18 Aerobatic Aircraft Considerations .....................................................................................2-36
2.5.19 Altitude Encoder Function (GDU™ 620 software version 3.00 or later)..........................2-36
2.5.20 Equipment Bonding Considerations...................................................................................2-36
2.5.20.1 Metal Aircraft ............................................................................................................2-36
2.5.20.2 Non-Metallic Aircraft ................................................................................................2-36
2.5.21 Non-Metallic Aircraft Considerations................................................................................2-37
2.5.21.1 Electrical Bonding .....................................................................................................2-37
2.5.21.2 Circuit Protection.......................................................................................................2-37
2.5.21.3 Wire Routing .............................................................................................................2-37
2.5.22 VFR-Only Installation Considerations...............................................................................2-38
3 INSTALLATION PROCEDURE......................................................................................................3-1
3.1 Special Tools Required...................................................................................................................3-1
3.2 Equipment Installation....................................................................................................................3-2
3.2.1 GDU™ 620 Display Location and Mounting ......................................................................3-2
3.2.1.1 GDU™ 620 Display Location.....................................................................................3-3
3.2.1.2 Installation Considerations ..........................................................................................3-5
3.2.1.3 Temporary Installation of Cutout Template ................................................................3-5
3.2.1.4 Trim Plate Considerations ...........................................................................................3-6
3.2.1.5 Trim Plate Installation (if required).............................................................................3-6
3.2.1.6 GDU™ 620 Installation.............................................................................................3-11
3.2.2 Standby Instruments Location and Mounting ....................................................................3-12
3.2.3 GRS 77 AHRS Location and Mounting.............................................................................3-16
3.2.3.1 Requirements for All GRS 77 Installations ...............................................................3-19
3.2.3.2 Preparation for Installation with GRS 77 Universal Mount ......................................3-19
3.2.3.3 Preparation for Installation without GRS 77 Universal Mount .................................3-34
3.2.3.4 GRS 77 Rack to Unit Flatness Check........................................................................3-40
3.2.3.5 Installation of the GRS 77 AHRS..............................................................................3-41
3.2.4 GMU 44 Magnetometer Location and Mounting...............................................................3-42
G500 AML STC Installation Manual Page v

190-01102-06 Rev. 2
3.2.4.1 GMU 44 Universal Mount (Optional) .......................................................................3-42
3.2.4.2 Installation of GMU 44 Magnetometer with GMU 44 Universal Mount..................3-47
3.2.4.2A Installation of GMU 44 Magnetometer without GMU 44 Universal Mount.............3-60
3.2.4.2A.3.1 Mounting on Conductive Structure.......................................................................3-66
3.2.4.3 Magnetic Interference Survey ...................................................................................3-72
3.2.4.4 Method for Determining Heading Angle Offset for Wing Installation .....................3-73
3.2.5 GDC 74A ADC Mounting .................................................................................................3-83
3.2.5.1 Pitot-Static Connections to GDC 74A.......................................................................3-86
3.2.5.2 Composite Aircraft GDC 74A ADC Installations .....................................................3-88
3.2.6 GTP 59 Temperature Probe Mounting...............................................................................3-91
3.2.6.1 GTP 59 Temperature Probe Installation in Metal Aircraft........................................3-92
3.2.6.2 GTP 59 Temperature Probe Installation in Tube and Fabric Aircraft .......................3-96
3.2.6.3 GTP 59 Temperature Probe Installation in Non-Metallic Aircraft............................3-97
3.2.7 GAD 43 Adapter Mounting..............................................................................................3-100
3.3 Construction and Validation of Structures .................................................................................3-104
3.3.1 G500 Static Test Loads ....................................................................................................3-104
3.3.1.1 GRS 77 Static Test Loads........................................................................................3-104
3.3.1.2 GDC 74A Static Test Loads ....................................................................................3-104
3.3.1.3 GMU 44 Static Test Loads (if GMU 44 mounted within fuselage) .........................3-105
3.3.1.4 GAD 43 Static Test Loads.......................................................................................3-105
3.3.2 (moved to 3.3.1.2).............................................................................................................3-105
3.3.3 (moved to 3.3.1.3).............................................................................................................3-105
3.3.4 Test Procedures ................................................................................................................3-106
3.4 Cabling and Wiring ....................................................................................................................3-108
3.4.1 Wiring Harness.................................................................................................................3-108
3.4.2 Backshell Assembly and D-Subminiature Connectors ....................................................3-109
3.4.2.1 Shield Block Assembly Procedure ..........................................................................3-111
3.4.2.2 Configuration Module Installation (P741, P771 and P6202 Only) .........................3-116
3.4.3 TVS, Fuse and Resistor Installation (non-metallic aircraft only) ....................................3-118
3.4.4 TVS 2 Assembly (non-metallic aircraft only) .................................................................3-119
3.5 Unit Replacement .......................................................................................................................3-121
3.5.1 GDU™ 620 Unit Replacement ........................................................................................3-121
3.5.1.1 Removal...................................................................................................................3-121
3.5.1.2 Replacement ............................................................................................................3-121
3.5.1.3 Return to Service .....................................................................................................3-122
3.5.2 GRS 77 Unit Replacement ...............................................................................................3-122
3.5.2.1 Removal...................................................................................................................3-122
3.5.2.2 Replacement ............................................................................................................3-122
3.5.3 GMU 44 Unit Replacement..............................................................................................3-123
3.5.3.1 Removal...................................................................................................................3-123
3.5.3.2 Replacement ............................................................................................................3-123
Page vi G500 AML STC Installation Manual

Rev. 2 190-01102-06
3.5.4 GDC 74A Unit Replacement............................................................................................3-124
3.5.4.1 Removal...................................................................................................................3-124
3.5.4.2 Replacement ............................................................................................................3-124
3.5.5 Mid-Continent Electric Standby ADI System Replacement (if installed) .......................3-125
3.5.6 GAD 43 Unit Replacement ..............................................................................................3-125
3.5.6.1 Removal...................................................................................................................3-125
3.5.6.2 Replacement ............................................................................................................3-125
3.6 Weight and Balance....................................................................................................................3-127
3.7 Electrical Load Analysis.............................................................................................................3-128
3.7.1 Aircraft with Existing Electrical Load Analysis ..............................................................3-128
3.7.2 Aircraft without Existing Electrical Load Analysis .........................................................3-128
3.7.2.1 Electrical Load is Reduced Following Modification...............................................3-129
3.7.2.2 Electrical Load is Increased Following Modification .............................................3-129
3.8 Equipment Bonding....................................................................................................................3-130
3.8.1 Metal Aircraft...................................................................................................................3-130
3.8.2 Non-Metallic Aircraft.......................................................................................................3-131
3.8.3 Aluminum Surface Preparation........................................................................................3-136
4 SYSTEM INTERCONNECT.............................................................................................................4-1
5 SYSTEM CONFIGURATION/CHECKOUT ..................................................................................5-1
5.1 System Configuration Overview ....................................................................................................5-1
5.2 Required Airframe-Specific Information .......................................................................................5-1
5.2.1 PFD ......................................................................................................................................5-1
5.2.2 MFD .....................................................................................................................................5-1
5.2.3 GDL 69 Audio Mute Speed .................................................................................................5-2
5.2.4 Airspeeds (PFD)...................................................................................................................5-2
5.2.5 Airport Criteria.....................................................................................................................5-3
5.3 Mounting, Wiring and Power Checks ............................................................................................5-3
5.4 Software Loading ...........................................................................................................................5-4
5.4.1 GDU™ 620 Software Loading.............................................................................................5-4
5.4.2 GRS 77 Software Loading ...................................................................................................5-5
5.4.3 GMU 44 Software Loading..................................................................................................5-6
5.4.4 GDC 74A Software Loading................................................................................................5-7
5.4.5 Software Loading for Optional LRUs ..................................................................................5-8
5.4.5.1 GDL 69/69A Software Loading ..................................................................................5-8
5.4.5.2 GAD 43 Software Loading..........................................................................................5-9
5.4.5.3 GWX 68 Software Loading.......................................................................................5-10
5.4.6 Software Load Confirmation..............................................................................................5-11
5.5 System Setup ................................................................................................................................5-12
G500 AML STC Installation Manual Page vii

190-01102-06 Rev. 2
5.5.1 System Configuration.........................................................................................................5-12
5.5.2 Airframe Configuration......................................................................................................5-14
5.5.3 Lighting Configuration.......................................................................................................5-14
5.5.4 Manifest Configuration ......................................................................................................5-17
5.5.4.1 Manifest Description .................................................................................................5-17
5.5.5 Optional G500 Feature Activation .....................................................................................5-18
5.5.5.1 ChartView..................................................................................................................5-18
5.5.5.2 Altitude Preselect.......................................................................................................5-19
5.5.5.3 Synthetic Vision Technology (SVT™) .....................................................................5-19
5.5.5.4 Weather Radar ...........................................................................................................5-19
5.5.5.5 GAD 43 Adapter........................................................................................................5-20
5.5.5.6 Not Used....................................................................................................................5-20
5.5.6 Audio Alert Configuration .................................................................................................5-21
5.5.7 GDC Configuration............................................................................................................5-22
5.5.8 GDL 69/69A Configuration ...............................................................................................5-23
5.5.9 Autopilot Configuration .....................................................................................................5-23
5.5.9.1 Altitude Preselect Configuration ...............................................................................5-24
5.5.9.2 Autopilot Settings Using Manual Entry ....................................................................5-25
5.5.10 Flight Director Configuration.............................................................................................5-26
5.5.10.1 Flight Director Settings Using Manual Entry............................................................5-27
5.5.11 GAD Configuration............................................................................................................5-29
5.5.11.1 GAD 43 Configuration ..............................................................................................5-29
5.5.12 Weather Radar Configuration ............................................................................................5-30
5.5.12.1 GWX 68 Configuration .............................................................................................5-30
5.5.13 Updating the Configuration Module ..................................................................................5-31
5.6 GRS 77 AHRS Calibration and Check.........................................................................................5-32
5.6.1 GRS 77 Pitch/Roll Offset Compensation...........................................................................5-32
5.6.2 GRS 77/GMU 44 Magnetometer Calibration ....................................................................5-33
5.6.3 Compass Swing..................................................................................................................5-35
5.6.4 Heading Offset Compensation ...........................................................................................5-37
5.6.5 Engine Run-Up Vibration Test ..........................................................................................5-38
5.6.6 Magnetometer Interference Test ........................................................................................5-40
5.7 Site Evaluation of Magnetic Disturbances (Optional)..................................................................5-42
5.8 Ground Checks .............................................................................................................................5-43
5.8.1 Database Check..................................................................................................................5-43
5.8.2 Pitot-Static, ADC and Airspeed Tape Settings Checks......................................................5-43
5.8.3 GPS Receiver Interface Test ..............................................................................................5-45
5.8.4 Navigation Receiver Interface Test....................................................................................5-45
5.8.5 Autopilot Interface Test .....................................................................................................5-46
5.8.5.1 Autopilot Engagement Test .......................................................................................5-46
5.8.5.2 Flight Director Test ...................................................................................................5-46
5.8.5.3 Flight Director Offset Calibration (if required) .........................................................5-47
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5.8.5.4 Altitude Preselector Test ...........................................................................................5-48
5.8.5.5 Heading and Course Error Test .................................................................................5-49
5.8.5.6 VOR/Localizer and Glideslope Deviation Tests .......................................................5-52
5.8.5.7 GPS Roll Steering Check ..........................................................................................5-53
5.8.5.8 GAD 43 Adapter Attitude Check ..............................................................................5-56
5.8.5.9 GAD 43 Adapter Barometric Correction Check .......................................................5-57
5.8.6 Traffic System Interface Test.............................................................................................5-57
5.8.6.1 TAS Traffic Interface Test ........................................................................................5-58
5.8.6.2 TIS (Garmin GTX 33/330) Interface Test.................................................................5-59
5.8.7 Garmin GDL 69/69A Checkout Procedure ........................................................................5-60
5.8.8 ADF Interface Checkout Procedure ...................................................................................5-61
5.8.9 GDU™ Cross-Fill Checkout Procedure (Dual GDU™ 620 Installations Only) ...............5-62
5.8.10 EMI/RFI Check..................................................................................................................5-62
5.8.11 GAD 43 Adapter Interface Check ......................................................................................5-62
5.8.11.1 GAD 43 Synchro Heading Check .............................................................................5-63
5.8.12 Weather Radar Interface Check .........................................................................................5-64
5.8.12.1 GWX 68 Weather Radar Interface Check .................................................................5-64
5.8.13 Synthetic Vision Check (if SVT™ enabled).......................................................................5-65
5.8.14 Not Used.............................................................................................................................5-65
5.8.15 Transient Voltage Suppressor Checks (non-metallic aircraft only)...................................5-65
5.8.16 Final System Check............................................................................................................5-65
5.9 Placards and Switch Labeling.......................................................................................................5-66
5.10 Flight Checks................................................................................................................................5-66
5.10.1 General System Flight Check.............................................................................................5-66
5.10.2 Autopilot Flight Checks and Final Adjustments ................................................................5-66
5.10.2.1 Flight Director Performance......................................................................................5-66
5.10.2.2 Autopilot Performance ..............................................................................................5-68
5.10.2.3 Roll Steering Performance ........................................................................................5-69
5.10.2.4 Altitude Preselector Performance..............................................................................5-70
5.10.2.5 Autopilot Performance Check (GAD 43 installations only)......................................5-71
5.11 Documentation Checks.................................................................................................................5-75
5.11.1 AFMS.................................................................................................................................5-75
5.11.2 Instructions for Continued Airworthiness (ICAW)............................................................5-76
5.11.3 Configuration and Checkout Log.......................................................................................5-76
6 TROUBLESHOOTING .....................................................................................................................6-1
6.1 GMU 44 Magnetometer Troubleshooting ......................................................................................6-1
6.1.1 Common Causes for Failures of the Magnetometer Interference Test.................................6-1
6.1.1.1 Electrical Current Return Paths ...................................................................................6-1
6.1.1.2 Nearby Electrical Loads ..............................................................................................6-1
6.1.1.3 Ferromagnetic Materials..............................................................................................6-1
6.1.2 Examples of Magnetic Interference Problems .....................................................................6-1
6.2 G500 Troubleshooting....................................................................................................................6-3
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6.3 G500 Alerts ....................................................................................................................................6-5
6.4 Autopilot Troubleshooting ...........................................................................................................6-10
6.5 Mid-Continent Standby ADI System (if installed).......................................................................6-14
6.6 Contacting Garmin for Assistance................................................................................................6-14
7 LIMITATIONS ...................................................................................................................................7-1
7.1 Operation ........................................................................................................................................7-1
7.2 STC Installations ............................................................................................................................7-1
7.2.1 Penetration of Aircraft Pressure Vessels ..............................................................................7-2
7.2.2 Equipment Interfaced to the G500 System ..........................................................................7-2
7.2.2.1 GNS 500W Series TAWS Annunciation.....................................................................7-2
7.2.2.2 Altitude Alerter and Pre-Selectors...............................................................................7-2
7.2.2.3 Traffic Sensor Interfaced to the G500 .........................................................................7-2
7.2.3 Major Alterations .................................................................................................................7-2
7.2.4 Instructions for Continued Airworthiness ............................................................................7-2
7.2.5 Installations with External TAWS .......................................................................................7-2
8 PERIODIC MAINTENANCE ........................................................................................................... 8-1
8.1 Cleaning..........................................................................................................................................8-1
8.2 GDC 74A........................................................................................................................................8-1
8.3 Lightning Protection (Non-Metallic Aircraft only) ........................................................................8-1
8.3.1 Transient Voltage Suppressor (TVS) ...................................................................................8-1
8.3.1.1 GDU 620 (GDU 620 No. 1 in Dual G500 Installation)...............................................8-1
8.3.1.2 GRS 77 (GRS 77 No. 1 in Dual G500 Installation) ....................................................8-2
8.3.1.3 GDC 74A (GDC 74A No. 1 in Dual G500 Installation) .............................................8-3
8.3.1.4 GAD 43 .......................................................................................................................8-3
8.3.1.5 Standby ADI with integrated battery (if installed) ......................................................8-4
8.3.1.6 Standby ADI with MD420 Emergency Power Supply (if installed) ...........................8-4
8.3.1.7 Standby ADI Power Bus Protection (if installed)........................................................8-5
8.3.2 Aluminum Foil Tape (if installed) .......................................................................................8-5
8.3.3 Bonding Straps (if installed) ................................................................................................8-5
APPENDIX A STC DATA................................................................................................................... A-1
A.1 STC/PMA Information .................................................................................................................. A-1
A.2 Permission to use STC................................................................................................................... A-1
A.3 Continued Airworthiness Instructions ........................................................................................... A-1
A.4 STC Approved Model List ............................................................................................................ A-1
APPENDIX B LRU CONNECTOR PIN-OUT INFORMATION ................................................... B-1
B.1 GDU 620 PFD/MFD ..................................................................................................................... B-1
B.1.1 P6201 Connector................................................................................................................. B-1
B.1.2 P6202 Connector................................................................................................................. B-2
B.1.3 P6203 Connector................................................................................................................. B-4
B.2 GRS 77 AHRS............................................................................................................................... B-6
B.2.1 P771 Connector................................................................................................................... B-6
B.2.1.1 Power Function........................................................................................................... B-7
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B.2.1.2 Serial Data .................................................................................................................. B-8
B.2.1.2.1 RS-232 ................................................................................................................... B-8
B.2.1.2.2 RS-485 ................................................................................................................... B-8
B.2.1.2.3 ARINC 429 ............................................................................................................ B-8
B.2.1.3 Configuration Module Connections ........................................................................... B-9
B.2.1.4 AHRS System ID Strapping ....................................................................................... B-9
B.3 GMU 44 Magnetometer .............................................................................................................. B-10
B.3.1 J441 Connector.................................................................................................................. B-10
B.3.1.1 Power Function......................................................................................................... B-10
B.3.1.2 Serial Data ................................................................................................................ B-10
B.3.1.2.1 RS-232 ................................................................................................................. B-10
B.3.1.2.2 RS-485................................................................................................ B-10
B.4 GDC 74A..................................................................................................................................... B-11
B.4.1 P741 Connector................................................................................................................. B-11
B.4.1.1 Power........................................................................................................................ B-13
B.4.1.2 Serial Data ................................................................................................................ B-13
B.4.1.2.1 RS-232 Input/Output............................................................................................ B-13
B.4.1.2.2 ARINC 429 Input/Output..................................................................................... B-14
B.4.1.3 Temperature Inputs................................................................................................... B-14
B.4.1.4 Discrete Signal Inputs............................................................................................... B-15
B.4.1.5 Configuration Module Connections ......................................................................... B-15
B.4.1.6 ADC ARINC 429 System ID Connections .............................................................. B-16
B.5 GAD 43 Adapter.......................................................................................................................... B-17
B.5.1 P431 Connector................................................................................................................. B-17
B.5.1.1 Power........................................................................................................................ B-18
B.5.1.2 Power Supply Outputs.............................................................................................. B-18
B.5.1.3 Serial Data ................................................................................................................ B-18
B.5.1.3.1 RS-232 ................................................................................................................. B-18
B.5.1.3.2 ARINC 429 .......................................................................................................... B-19
B.5.1.4 Gyro Emulation Interfaces ....................................................................................... B-19
B.5.1.4.1 Analog Pitch/Roll Output..................................................................................... B-19
B.5.1.4.2 Synchro (ARINC 407) Outputs............................................................................ B-19
B.5.1.4.3 Isolated Synchro Outputs ..................................................................................... B-20
B.5.1.4.4 Weather Radar (Stabilization) Outputs ................................................................ B-20
B.5.1.4.5 Yaw Rate Outputs ................................................................................................ B-20
B.5.1.5 Baro Correction Outputs........................................................................................... B-21
B.5.1.6 Discretes ................................................................................................................... B-21
B.5.1.6.1 Discrete Input....................................................................................................... B-21
B.5.1.6.2 Discrete Outputs................................................................................................... B-21
B.5.1.7 Relays ....................................................................................................................... B-21
APPENDIX C OUTLINE AND INSTALLATION DRAWINGS.................................................... C-1
C.1 Drawing List.................................................................................................................................. C-1
APPENDIX D SAMPLE INSTALLATIONS .................................................................................... D-1
D.1 Sample Instrument Panel Layouts ................................................................................................. D-1
D.2 GMU 44 Installation Examples ..................................................................................................... D-9
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D.3 GDC 74A Installation Examples ................................................................................................. D-12
D.4 GAD 43 Installation Examples.................................................................................................... D-15
APPENDIX E EQUIPMENT COMPATIBILITY AND CONFIGURATION............................... E-1
E.1 Electric Standby Attitude Indicators.............................................................................................. E-1
E.2 GPS Source.................................................................................................................................... E-2
E.3 Autopilot........................................................................................................................................ E-3
E.4 External Flight Directors ............................................................................................................... E-6
E.5 Navigation Receivers..................................................................................................................... E-7
E.6 Traffic Source................................................................................................................................ E-7
E.7 Data Link ....................................................................................................................................... E-8
E.8 2 ¼” Standby Airspeed Indicators and Altimeters ........................................................................ E-8
E.9 ADF Receiver................................................................................................................................ E-8
E.10 Weather Radar Source ................................................................................................................... E-9
E.11 Lightning Source ........................................................................................................................... E-9
E.12 External TAWS Source ................................................................................................................. E-9
E.13 GDU 620 Serial Altitude ............................................................................................................... E-9
E.14 GAD 43 – Autopilot Compatibility ............................................................................................. E-10
APPENDIX F INTERCONNECT DIAGRAMS ............................................................................... F-1
F.1 Drawing List...................................................................................................................................F-1
APPENDIX G MAGNETIC INTERFERENCE SURVEY PC SOFTWARE ................................G-1
G.1 Introduction ................................................................................................................................... G-1
G.2 Test Cable Requirements............................................................................................................... G-2
G.3 GMU 44 Location Survey Tool Software Installation Instructions............................................... G-3
G.3.1 For New MATLAB Installations:..........................................................................................G-4
G.3.2 For Existing MATLAB Installations:....................................................................................G-7
G.4 Conducting the GMU 44 Location Survey with the GLS Tool................................................... G-10
G.4.1 Data Collection..................................................................................................................G-12
G.4.2 Data Analysis ....................................................................................................................G-14
APPENDIX H MISCELLANEOUS INSTRUMENT PANEL INSTALLATIONS .......................H-1
H.1 Panel Patches for GDU 620 and Accommodation of Oversize Indicators .................................... H-1
H.2 Bolster Modification for Standby Instruments .............................................................................. H-4
APPENDIX I ........................................................................................................................................ I-1
APPENDIX J LIGHTNING ZONING ...............................................................................................J-1
J.1 Purpose ........................................................................................................................................... J-1
J.2 Severity of Lightning Zones ........................................................................................................... J-1
J.3 Aircraft Zoning Diagram ................................................................................................................ J-1
J.3.1 Wings ................................................................................................................................... J-1
J.3.1.1 Wingtips ...................................................................................................................... J-1
J.3.1.1.1 Aircraft Not Limited to VFR Operation................................................................... J-1
J.3.1.1.2 Aircraft Limited to VFR Operation.......................................................................... J-2
J.3.1.2 Landing Gear ............................................................................................................... J-3
J.3.2 Fuselage................................................................................................................................ J-4
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J.3.2.1 Single Propeller Aircraft.............................................................................................. J-4
J.3.2.2 Aircraft with Multiple Propellers ................................................................................ J-6
J.3.2.3 Biplanes ..................................................................................................................... J-10
J.3.3 Empennage......................................................................................................................... J-10
J.4 Example Lightning Zoning Diagrams .......................................................................................... J-11
APPENDIX K MODEL SPECIFIC INFORMATION .....................................................................K-1
LIST OF FIGURES
Figure 1-1. G500 System Overview – Single GDU...................................................................................1-3
Figure 1-2. G500 System Overview – Dual GDUs ...................................................................................1-4
Figure 1-3. G500 Interfaces – Single GDU ...............................................................................................1-7
Figure 1-4. G500 Interfaces – Dual GDUs ................................................................................................1-8
Figure 1-5. Typical Instrument Panel Modification...................................................................................1-9
Figure 2-1. GDU 620 ADI Location........................................................................................................2-16
Figure 2-2. Original ADI Area.................................................................................................................2-16
Figure 2-3. GDU 620 ADI Location Requirement ..................................................................................2-17
Figure 2-4. Acceptable Installation Area for 3 1/8 Inch Standby Instruments ........................................2-19
Figure 2-5. Side View Stepped Panel for 3 1/8 Inch Standby Instruments..............................................2-19
Figure 2-6. Acceptable Installation Area for 2 ¼ Inch Standby Instruments ..........................................2-20
Figure 2-7. Acceptable Installation Area for Mixed Standby Instruments ..............................................2-20
Figure 2-8. Acceptable Locations for GMU 44 Magnetometer ...............................................................2-26
Figure 2-9. Level Mounting of GMU 44 Magnetometer .........................................................................2-27
Figure 2-10. Heading Offset Limit GMU 44 Magnetometer ...................................................................2-27
Figure 2-11. GDC 74A Air Hose Fitting Locations.................................................................................2-29
Figure 2-12. Acceptable Locations for GTP 59 Temperature Probe – Single Engine Aircraft ...............2-30
Figure 2-13. Acceptable Locations for GTP 59 Temperature Probe – Twin Engine Aircraft .................2-31
Figure 2-14. GAD 43 Short and Tall Installation Orientations................................................................2-34
Figure 2-15. VFR Only GDU 620 Installation ........................................................................................2-38
Figure 3-1. Example of an Ideal Six-Pack Instrument Configuration .......................................................3-3
Figure 3-2. Example of a Non-Ideal Six-Pack Instrument Configuration .................................................3-4
Figure 3-3. GDU 620 Installed, Non-Ideal Six-Pack Instrument Configuration .......................................3-4
Figure 3-4. GDU 620 Recommended Connector Clearance......................................................................3-5
Figure 3-5. Trim Plate Installation, Thin ...................................................................................................3-7
Figure 3-6. Trim Plate Installation, Thick..................................................................................................3-8
Figure 3-7. Structural Trim Plate Installation, Correct Installation ...........................................................3-9
Figure 3-8. Structural Trim Plate Installation, Incorrect Installation.......................................................3-10
Figure 3-9. Acceptable Modifications to Edge Detail .............................................................................3-11
Figure 3-10. Example of Installed GDU 620 - Standby Instruments To the Right and Diagonal ...........3-12
Figure 3-11. Example of Installed GDU 620 - Standby Instruments on Stepped Part of Panel ..............3-13
Figure 3-12. Example of GDU 620 Installed with 2 1/4” Standby Instruments ......................................3-15
Figure 3-13. GRS 77 Universal Mount (Inward Facing Angle Brackets) ...............................................3-20
Figure 3-14. GRS 77 Universal Mount (Outward Facing Angle Brackets).............................................3-20
Figure 3-15. GRS 77 Universal Mount Assembly ...................................................................................3-21
Figure 3-16. Hole-Pattern Configuration to Set Incline in Assembly for Aircraft Level ........................3-22
Figure 3-17. Top Bracket to Angle Bracket Assembly............................................................................3-22
Figure 3-18. Assembling GRS 77 Mounting Rack to GRS 77 Universal Mount ....................................3-23
Figure 3-19. Installation of Universal Mount to Mounting Plate.............................................................3-24
Figure 3-20. Mounting Location (Composite Aircraft) ...........................................................................3-25
Figure 3-21. Mounting Bolt Preparation (Composite Aircraft) ...............................................................3-26
Figure 3-22. Mounting Bolt Installation and Alignment (Composite Aircraft).......................................3-27
Figure 3-23. First Cloth Installation for Mounting Bolts (Composite Aircraft) ......................................3-28
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Figure 3-24. 2nd Cloth Installation for Mounting Bolts (Composite Aircraft)........................................3-29
Figure 3-25. Installation of GRS 77 AHRS Universal Mount in Tube and Fabric Aircraft Using Welded
Tabs ..................................................................................................................................................3-30
Figure 3-26. Installation of GRS 77 AHRS Universal Mount in Tube and Fabric Aircraft Using MS21919
Clamps ..............................................................................................................................................3-32
Figure 3-27. Using the GRS 77 Universal Mount in Locations of Previously-Installed Equipment.......3-34
Figure 3-28. Installation of the Mounting Rack to the Mounting Plate ...................................................3-35
Figure 3-29. Installation of GRS 77 on Aircraft Stringers (Adapter riveted to Aircraft Skin) ................3-36
Figure 3-30. Installation of GRS 77 on Existing Floor Panel or Installed Support Panel........................3-38
Figure 3-31. Installation of GRS 77 with Installed Support Plate ...........................................................3-39
Figure 3-32. Measuring GRS 77 to Mounting Rack with Feeler Gauge..................................................3-40
Figure 3-33. GRS 77 Final Installation Example.....................................................................................3-41
Figure 3-34. GMU 44 Universal Mount, Side Plate Mounted.................................................................3-43
Figure 3-35. GMU 44 Universal Mount, Bottom Plate Mounted ............................................................3-43
Figure 3-36. GMU 44 Universal Mount, Side Plate Mounted - Suspended ............................................3-44
Figure 3-37. GMU 44 Universal Mount, Bottom Plate Mounted – Suspended.......................................3-44
Figure 3-38. GMU 44 Universal Mount Level Installation Axis 1..........................................................3-45
Figure 3-39. GMU 44 Universal Mount Level Installation Axis 2..........................................................3-45
Figure 3-40. GMU 44 Universal Mount Level Installation Using Support Equipment, Examples. ........3-46
Figure 3-41. Top Plate Alignment to Aircraft Heading ...........................................................................3-47
Figure 3-42. Installation Rack Rivet Through Holes ...............................................................................3-48
Figure 3-43. Installation Rack to Top Bracket Installation......................................................................3-48
Figure 3-44. GMU 44 Universal Mount Top and Bottom Bracket Assembly.........................................3-49
Figure 3-45. GMU 44 Universal Mount Top and Bottom Hole-Patterns ................................................3-50
Figure 3-46. GMU 44 Universal Mount Hole Alignment, Lateral Method (Side Plate Mounted)..........3-51
Figure 3-47. GMU 44 Universal Mount Hole Alignment, Lateral Method (Side Plate Mounted)..........3-51
Figure 3-48. GMU 44 Universal Mount Hole Alignment, Rotational Method........................................3-52
Figure 3-49. GMU 44 Universal Mount Hole Alignment, Rotational Method........................................3-52
Figure 3-50. GMU 44 Universal Mount Incline Offset Procedure ..........................................................3-53
Figure 3-51. GMU 44 Universal Mount Incline Offset Procedure ..........................................................3-53
Figure 3-52. Example of a 4° Lateral Incline GMU 44 Universal Mount ...............................................3-54
Figure 3-53. Example of a 6° Rotated Incline GMU 44 Universal Mount ..............................................3-54
Figure 3-54. Installation of the GMU 44 into the GMU 44 Universal Mount.........................................3-55
Figure 3-55. GMU 44 Installation Clearance...........................................................................................3-57
Figure 3-56. Possible Hole-Patterns on the GMU 44 Universal Mount ..................................................3-58
Figure 3-57. Rivet Line Method to Determine Mounting Panel Alignment............................................3-73
Figure 3-58. Dividers Used to Transfer Panel Alignment .......................................................................3-74
Figure 3-59. Using Dividers to Transfer the Panel Alignment ................................................................3-75
Figure 3-60. Transferring The Mounting Plate Alignment......................................................................3-75
Figure 3-61. Transferring the Mounting Panel Line ................................................................................3-76
Figure 3-62. Centerline Plumb Bob Method for the Forward Fuselage...................................................3-76
Figure 3-63. Center Mark for the Forward Fuselage (Plumb Bob Method) ............................................3-77
Figure 3-64. Centerline Plumb Bob Method for the Aft Fuselage...........................................................3-77
Figure 3-65. Center Line (Plumb Bob Method).......................................................................................3-78
Figure 3-66. Transferring Center Line Step 1 (Laser Square Method)....................................................3-79
Figure 3-67. Transferring Center Line Step 2 (Laser Square Method)....................................................3-79
Figure 3-68. Measuring the Heading Angle Offset..................................................................................3-80
Figure 3-69. 3-4-5 Triangle Method Step 1 .............................................................................................3-80
Figure 3-73. GDC 74A Recommended Clearance...................................................................................3-83
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Figure 3-74. Installation of the Mounting Rack to the Mounting Plate ...................................................3-85
Figure 3-75. Pitot-Static Connections for Single GDU Installation ........................................................3-86
Figure 3-76. Pitot-Static Connections for Dual GDU Installation ...........................................................3-87
Figure 3-77. Drilling Hole-Pattern on Mounting Rack for Composite Aircraft ......................................3-88
Figure 3-78. Pressing Mounting Rack Into Flox/Epoxy Mix (Composite Aircraft) ................................3-89
Figure 3-79. Cloth lay-up for Mounting Rack (Composite Aircraft).......................................................3-89
Figure 3-80. GDC 74A Final Installation Example (Composite Aircraft)...............................................3-90
Figure 3-81. GTP 59 Installation in Conductive Inspection Cover .........................................................3-99
Figure 3-82. Upward Static Load Test...................................................................................................3-107
Figure 3-83. Forward Static Load Test ..................................................................................................3-107
Figure 3-84. Connector and Backshell Assembly..................................................................................3-111
Figure 3-85. Shielded Cable Preparation ...............................................................................................3-112
Figure 3-86. Shield Termination on Backshell Assembly .....................................................................3-113
Figure 3-87. Configuration Module Installation ....................................................................................3-117
Figure 3-88. TVS/Fuse Installation (TVS1/F1) .....................................................................................3-118
Figure 3-89. Resistor Installation...........................................................................................................3-119
Figure 3-90. TVS 2 Assembly ...............................................................................................................3-119
Figure 3-91. Sample Weight and Balance Calculation ..........................................................................3-127
Figure 3-92. Fiberglass Insulation for Carbon Fiber Material ...............................................................3-131
Figure 3-93. Aluminum Tape Joint........................................................................................................3-132
Figure 3-94. Aluminum Tape Ground Termination...............................................................................3-132
Figure 3-95. Mounting Bolt ...................................................................................................................3-133
Figure 3-96. GRS 77 Aluminum Tape Installation................................................................................3-133
Figure 3-97. GRS 77 Aluminum Tape Installation................................................................................3-134
Figure 3-98. GDC 74A Aluminum Tape Installation ............................................................................3-134
Figure 3-99. GDC 74A Aluminum Tape Installation ............................................................................3-135
Figure 3-100. GAD 43 Aluminum Tape Installation .............................................................................3-135
Figure 3-101. GAD 43 Aluminum Tape Installation .............................................................................3-135
Figure C-1. GDU 620 Connector Locations ............................................................................................. C-2
Figure C-2. GDU 620 Dimensions and Center of Gravity........................................................................ C-3
Figure C-3. GMU 44 and Mounting Rack Dimensions and Center of Gravity ........................................ C-4
Figure C-4. GRS 77 and Mounting Rack Dimensions and Center of Gravity.......................................... C-6
Figure C-5. GDC 74A and Mounting Rack Dimensions and Center of Gravity (Option I) ..................... C-7
Figure C-6. GDC 74A and Mounting Rack Dimensions and Center of Gravity (Option II).................... C-8
Figure C-7. GDC 74A Mounting Orientation Limits................................................................................ C-9
Figure C-8. GDC 74A Vertical Surface Mounting Orientation .............................................................. C-10
Figure C-9. GDU 620 Cutout Dimensions.............................................................................................. C-11
Figure C-10. Trim Plate P/N 115-01009-( )............................................................................................ C-13
Figure C-11. GRS 77 Universal Mount Dimensions .............................................................................. C-14
Figure C-12. GMU 44 Universal Mount Dimensions............................................................................. C-16
Figure C-13. Cutout Template P/N 115-01010-00 Dimensions ............................................................. C-18
Figure C-14. GTP 59 OAT Probe Dimensions ....................................................................................... C-19
Figure C-15. GAD 43 Dimensions and Center of Gravity..................................................................... C-20
Figure D-1. Installation of GDU 620 with Ideal Six-Pack........................................................................ D-1
Figure D-2. Installation of GDU 620 with Non-Ideal Six-Pack ...............................................................D-2
Figure D-3. Installation of GDU 620 with Standby Instruments on Stepped Part of Instrument Panel ...D-3
Figure D-4. Installation of GDU 620 Using 2 1/4 Inch Backup Instruments ...........................................D-4
Figure D-5. Installation of GDU 620 with Standby Instruments Below...................................................D-5
Figure D-6. Installation of GDU 620 Using Both 2 1/4 Inch and 3 1/8 Inch Backup Instruments...........D-6
Figure D-7. Installation of GMU 44 with GMU 44 Universal Mount, Side Mounted .............................D-9
Figure D-8. Installation of GMU 44 with GMU 44 Universal Mount, Side Mounted .............................D-9
Figure D-9. Installation of GMU 44 with GMU 44 Universal Mount, Suspended - Side Mounted.......D-10
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Figure D-10. Installation of GMU 44 with GMU 44 Universal Mount- Bottom Mounted ....................D-10
Figure D-11. Installation of GMU 44 with GMU 44 Universal Mount, Suspended - Bottom Mounted D-11
Figure D-12. Not Used............................................................................................................................D-11
Figure D-13. Installation of GDC 74A to Mounting Plate......................................................................D-12
Figure D-14. Installation of GDC 74A – Horizontal Orientation ...........................................................D-12
Figure D-15. Installation of GDC 74A – Vertical Orientation ...............................................................D-13
Figure D-16. Installation of GDC 74A – Vertical Orientation using Stringers ......................................D-13
Figure D-19. Fabrication of Mounting Plate Assembly for Short Orientation Installation of GAD 43 .D-15
Figure D-20. Installation of GAD 43 – Short Orientation using Fabricated Plate Assembly to Existing
Structure...........................................................................................................................................D-16
Figure D-21. Installation of GAD 43 – Tall Orientation using Existing Shelves in Aircraft .................D-17
Figure F-1. Power, Lighting and Configuration Module Interconnect (Single GDU).............................. F-3
Figure F-2. Power, Lighting and Configuration Module Interconnect (Dual GDUs)............................... F-5
Figure F-3. Power/Config Module/OAT – GDC 74A/GRS 77/GMU 44 Interconnect ............................ F-8
Figure F-4. Attitude and Air Data Interconnect (Single GDU) .............................................................. F-11
Figure F-5. Attitude and Air Data Interconnect (Dual GDUs) ............................................................... F-13
Figure F-6. GPS Source Interconnect (Single GDU).............................................................................. F-16
Figure F-7. GPS Source Interconnect (Dual GDUs)............................................................................... F-17
Figure F-8. Navigation Receiver Interconnect (Single GDU) ................................................................ F-19
Figure F-9. Navigation Receiver Interconnect (Dual GDUs) ................................................................. F-20
Figure F-10. Autopilot/Flight Director Interconnect – Honeywell (Bendix/King)................................. F-21
Figure F-11. Autopilot/Flight Director Interconnect – S-TEC ............................................................... F-26
Figure F-12. Autopilot/Flight Director Interconnect – Century.............................................................. F-30
Figure F-13. Autopilot/Flight Director Interconnect – Collins............................................................... F-34
Figure F-14. Autopilot/Flight Director Interconnect – Cessna ............................................................... F-38
Figure F-15. Audio Interconnect............................................................................................................. F-42
Figure F-16. GDL 69/69A Interconnect ................................................................................................. F-43
Figure F-17. Traffic Advisory System Interconnect ............................................................................... F-44
Figure F-18. ADF Interconnect............................................................................................................... F-46
Figure F-19. External Switches (GPSS) ................................................................................................. F-47
Figure F-20. Mid-Continent Electric Standby ADI Interconnect (Integral Battery)............................... F-48
Figure F-21. Mid-Continent Electric Standby ADI Interconnect (External Battery).............................. F-50
Figure F-22. Stormscope Provisions Interconnect .................................................................................. F-52
Figure F-23. Weather Radar Interconnect............................................................................................... F-53
Figure F-24. Serial Altitude Output Interconnect ................................................................................... F-55
Figure F-25. Autopilot/Flight Director Interconnect – Sperry................................................................ F-56
Figure F-26. GAD 43 – Power and G500 Interconnect .......................................................................... F-60
Figure F-27. GAD 43 – Honeywell (Bendix-King) Autopilot Interconnect........................................... F-62
Figure F-28. GAD 43 – Collins Autopilot Interconnect ......................................................................... F-69
Figure F-29. GAD 43 – Synchro Heading Interconnect ......................................................................... F-71
Figure F-30. Autopilot/Flight Director Interconnect – Bendix............................................................... F-72
Figure G-1. Magnetic Interference Survey Setup with Direct Connection to PC.....................................G-2
Figure G-2. Magnetic Interference Survey Setup using RS-485 to RS-232 Converter ............................G-2
Figure H-1. Instrument Panel Patches.......................................................................................................H-2
Figure H-2. Bolster Modification for Standby Instruments ......................................................................H-4
Figure J-1. Lightning Zoning Legend ........................................................................................................ J-1
Figure J-2. Zoning for Wingtips for Aircraft Not Limited to VFR Operation........................................... J-2
Figure J-3. Zoning for Wingtips for Aircraft Limited to VFR Operation.................................................. J-3
Figure J-4. Zoning for Wings as Affected by Landing Gear ..................................................................... J-3
Figure J-5. Zoning for a Low- or High-Wing Single Prop ........................................................................ J-4
Page xvi G500 AML STC Installation Manual

Rev. 2 190-01102-06
Figure J-6. Zoning for a Low- or High-Wing Canard with a Rear-Mounted Propeller ............................. J-5
Figure J-7. Zoning for a Low- or High-Wing Aircraft with a Curved Lower Fuselage ............................ J-5
Figure J-8. Zoning for a Low- or High-Wing Twin Prop – Front Mounted Propellers ............................. J-6
Figure J-9. Zoning for a Low- or High-Wing Twin Prop – Rear Mounted Propellers .............................. J-7
Figure J-10. Zoning for a Low- or High-Wing with a Front Mounted Prop and a Rear Mounted Prop.... J-8
Figure J-11. Zoning for a High-Wing with a Front-Mounted Propeller and a Rear-Mounted Propeller
Mounted Above Fuselage ................................................................................................................... J-9
Figure J-12. Zoning for a Low- or High-Wing Twin Jet Engine Canard................................................... J-9
Figure J-13. Zoning for a Biplane Single Prop ........................................................................................ J-10
Figure J-14. Zoning for Empennages....................................................................................................... J-10
Figure J-15. Example Lightning Zoning for Single Engine Aircraft ....................................................... J-11
Figure J-16. Example Lightning Zoning for Twin Engine Aircraft......................................................... J-12
LIST OF TABLES
Table 1-1. G500 Equipment Environmental Qualification Forms...........................................................1-10
Table 1-2. G500 LRU Physical Specifications ........................................................................................1-10
Table 1-3. LRU Current Specifications ...................................................................................................1-11
Table 1-4. Garmin G500 Reference Documentation ...............................................................................1-12
Table 1-5. Other Reference Documentation ............................................................................................1-12
Table 1-6. Optional Garmin System Reference Documentation .............................................................1-12
Table 2-1. G500 LRU Kit K10-00013-00 Contents, Black .......................................................................2-1
Table 2-2. Options Available .....................................................................................................................2-2
Table 2-3. G500 Installation Kit P/N K10-00014-00 Accessories ............................................................2-3
Table 2-4. G500 Labels..............................................................................................................................2-8
Table 2-5. Magnetic Disturbances ...........................................................................................................2-25
Table 2-6. Maximum Wire Lengths.........................................................................................................2-34
Table 3-1. Overview of Possible GRS 77 Mounting Options with GRS 77 Universal Mount................3-16
Table 3-2. Overview of Possible GRS 77 Mounting Options without GRS 77 Universal Mount...........3-18
Table 3-3. OAT Probe Kit P/N 011-00978-00.........................................................................................3-91
Table 3-4. Socket Contact Part Numbers...............................................................................................3-108
Table 3-5. Recommended Crimp Tools.................................................................................................3-109
Table 3-6. Backshell Assembly .............................................................................................................3-109
Table 3-7. Configuration Module Kit – 011-00979-00 (for P741 and P771) ........................................3-116
Table 3-8. Configuration Module Kit – 011-00979-02 (for P6202) ......................................................3-116
Table 3-9. Configuration Module Wire Color Reference Chart ............................................................3-116
Table 3-10. GRS 77 Calibration Criteria ..............................................................................................3-123
Table 3-11. Unit Weight and Balance Data ...........................................................................................3-127
Table 3-12. LRU Current Requirements................................................................................................3-128
Table 5-1. Airframe Specific Configuration Data......................................................................................5-2
Table 5-2. GDU 620 Autopilot Type Settings .........................................................................................5-23
Table 5-3. GDU 620 Flight Director Type Settings.................................................................................5-27
Table 5-4. Heading Verification ..............................................................................................................5-35
Table 5-5. Airspeed Test Points...............................................................................................................5-44
Table 5-6. Flight Director Configuration Settings ...................................................................................5-67
Table 5-7. Autopilot Configuration Settings............................................................................................5-68
Table 5-8. G500 System Configuration and Checkout Log.....................................................................5-77
Table 6-1. GDU 620 Troubleshooting Guide ............................................................................................6-3
Table 6-2. GDU 620 Alert Troubleshooting Guide ...................................................................................6-5
Table 6-3. Autopilot Troubleshooting Guide...........................................................................................6-10
Table 6-4. Mid-Continent Standby ADI Troubleshooting Guide ............................................................6-14
Table G-1. Example Detailed Sequence .................................................................................................G-11
Table K-1. Aircraft Model Specific Information ......................................................................................K-1
Table K-2. Lightning Protection Requirements ......................................................................................K-13
G500 AML STC Installation Manual Page xvii

190-01102-06 Rev. 2
Page xviii G500 AML STC Installation Manual

Rev. 2 190-01102-06
1 General Description
1.1 Introduction
This manual covers the G500 system, which includes the GDU 620 display, GDC 74A air data computer,
GRS 77 AHRS, GMU 44 magnetometer, GTP 59 temperature probe, and optional GAD 43 adapter. This
manual describes the physical, mechanical and electrical characteristics, as well as instructions and other
conditions and limitations for installation and approval for all components of the G500 system. It is
intended for use by persons certified by the Federal Aviation Administration (FAA) to install avionics. It
includes installation and checkout procedures for the G500 to standards described in Title 14 CFR
Part 43.
1.2 Scope
This installation manual applies to the modification of an aircraft to support the installation of the G500
system and the required standby instruments. Interfacing to additional equipment is also covered by this
manual; however, the installation of such peripheral equipment (traffic / weather sensors, GPS, NAV,
autopilot systems, etc.) is not covered. Those systems require other installation data and approval.
The data contained within this manual is FAA approved under the G500 AML STC SA02015SE-D,
which is applicable for implementation within airplanes that are type certificated under the Civil Air
Regulation 3/4 (CAR 3/4) or Title 14 Code of Federal Regulations (CFR) Part 23. Currently the STC
data supports aircraft identified via AC 23.1309-1C as Class I or II. The G500 system installation
covered by this STC is not appropriate for Part 23 single or multi-engine aircraft 6000 lbs or over
(Class III), Part 23 Commuter Category (Class IV), or Part 25 Transport Category aircraft, nor is it
appropriate for Part 27/29 Rotorcraft.
Installation of the G500 system in an aircraft imposes specific limitations which may affect the
operational capabilities of some aircraft, specifically RVSM compliance. Section 7 of this manual lists all
the Limitations of the STC, which should be carefully reviewed prior to any installation.
1.2.1 Approved Aircraft with Systems Not Covered by the STC
Aircraft identified on the Approved Model List have been determined to meet a minimum required
configuration for applicability of the STC. However, since some of these aircraft may have been
modified over the years or may have been manufactured with systems which are not identified or
approved in this manual for integration with the G500, it may be difficult to use the data herein to
completely substantiate the installation in compliance with the STC. It is the installer’s responsibility to
make the final determination of applicability for each aircraft. Use Section 2 of this manual to assess
each installation prior to modifying any Type Certified aircraft to ensure the applicability of the G500
AML STC.
It is possible/permissible for installers and other appropriately certificated persons to seek approval for
installation and operational use of the G500 with systems not identified in this manual. It is the
responsibility of such persons to validate any compatibility and document any limitations of such
interfaces and to provide that data to the FAA for approval by means of a TC, STC, or Field Approval
prior to returning the aircraft to service.
1.2.2 Class I/II Aircraft Not Identified on the AML
Aircraft identified via AC 23.1309-1C as Class I or II airplanes which are not identified on the G500
AML STC may be valid candidates for the G500 AML STC. Installers should contact Garmin Tech
Support with detailed drawings of the aircraft’s proposed installation. Engineering analysis may allow for
the inclusion of these aircraft in a future revision of the FAA Approved Model List.
G500 AML STC Installation Manual Page 1-1

190-01102-06 Rev. 2
1.2.3 Not Used
1.2.4 Other Aircraft Not Covered by the G500 AML STC
Single or Multi-Engine Aircraft 6000 lbs or over (Part 23 Class III), Commuter Category Aircraft (Part 23
Class IV), Transport Category Aircraft (Part 25), and Rotorcraft (Part 27/29) are not part of the G500
AML STC. The data in this installation manual and the components of the G500 system have not been
tested to operate under the standards specified for these types of aircraft. Field Approvals for these
aircraft should not be made.
1.2.5 Required Documentation for All Installations
Regardless of applicability of the AML STC or alternative field approval application for installation and
operational approval, prior to completing the installation and before returning the airplane to service, the
installer or other appropriately certificated person is required to complete and submit an FAA Form 337;
“Major Repair and Alteration Airframe, Powerplant, Propeller, or Appliance” to the appropriate FAA
Flight Standards District Office describing the work accomplished. The FAA Form 337 must detail the
equipment and systems to which the respective G500 System is interfaced and reflect appropriately
approved or acceptable data for which any follow-on FAA Field Approval is being sought.
See AC 43.9-1E for instructions for completing the FAA Form 337. In addition, the G500 Configuration
and Checkout Log must be completed and attached with the Instructions for Continued Airworthiness
such that any aircraft with the modifications detailed in this manual may be properly maintained.
1.3 G500 System Overview
The G500 system is designed to replace the standard “six-pack” instruments, along with any external
CDIs and ADF indicator. In many cases, the optional GAD 43 adapter will also allow removal of existing
attitude gyros. Standby instruments (ADI, airspeed indicator and altimeter) are required, and these
usually go in the locations vacated by the removed instruments. An overview of the G500 system is
shown in Figure 1-1 and Figure 1-2. Further detail on each of the LRUs is provided in the following
sections.
Page 1-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
Adapter to Autopilot
GAD 43
Magnetometer
Electric
GMU 44 #1
Standby
ADI***
AHRS PFD/MFD Display
GRS 77 #1
GDU 620
Air Data Computer
GDC 74A #1
Temperature Probe
GTP 59 #1
No. 1 GPS/WAAS Navigator

Audio Panel
400W/500W Series or GNS
Various Models (optional)**
480

Traffic
400W/500W Series or GNS
Various Models
480
No. 1 VOR/Localizer/GS XM WX/Entertainment

GNS 430W/530W, GNS 480, GDL 69/69A
or SL30
No. 2 VOR/Localizer/GS Weather Radar

GNS 430W/530W, GNS 480, GWX 68
or SL30
Autopilot/Flight Director Existing Equipment

Various Models (already installed in the
aircraft)
ADF
Various Models
*STBY ADI: may be replaced with
electric ADI with integral / dedicated
backup battery
**Audio panel connection to GDU 620

is recommended for tones and aural
alerts generated by the GDU 620.
This MUST be connected if SVT is
enabled.
*** Installation of the Mid-Continent

electric standby ADI is approved by
this STC.
Figure 1-1. G500 System Overview – Single GDU

190-01102-06 Rev. 2
Electric
Equipment Installed per this STC
Standby
Rev. 2
Adapter (optional) to Autopilot (optional)
GAD 43 ADI***
Page 1-4
Magnetometer Magnetometer
GMU 44 #1 GMU 44 #2
AHRS Pilot PFD/MFD Display Copilot PFD/MFD Display AHRS

GRS 77 #1 GRS 77 #2
GDU 620 GDU 620
Air Data Computer Air Data Computer
GDC 74A #1 GDC 74A #2
Temperature Probe Temperature Probe

GTP 59 #1 GTP 59 #2
Audio Panel No. 1 GPS/WAAS Navigator

Various Models (optional)*** 400W/500W Series or GNS
480 (required)

400W/500W Series or GNS Existing Equipment
480 (required) (already installed in
the aircraft)
No. 1 VOR/Localizer/GS
GNS 430W/530W, GNS 480,
or SL30 (optional)** *Standby ADI: May be replaced with
electric ADI with integral /dedicated
No. 2 VOR/Localizer/GS backup battery.
GNS 430W/530W, GNS 480,
or SL30 (optional)** **Optional Equipment: Connection of
optional equipment to both GDUs is
not required. Functions provided by
ADF the optional equipment will only be
Various Models (optional)** available on the GDU to which the
optional equipment is connected.
Standby Standby
Figure 1-2. G500 System Overview – Dual GDUs

Airspeed ADI* Traffic ***Audio Panel connection to GDU 620
Various Models (optional)** is recommended for tones and aural
alerts generated by the GDU 620. This
MUST be connected if SVT is enabled.
Autopilot/Flight Director Flight Director Only
Standby Magnetic
Various Models (optional)** **** Installation of the Mid-Continent
Altimeter Compass
this STC.
(required on pilot side only) XM WX/Entertainment
GDL 69/69A (optional)
Weather Radar
GWX 68 (optional)
190-01102-06
G500 AML STC Installation Manual
1.3.1 G500 LRU Descriptions
GDU 620: The GDU 620 has dual VGA (640 x 480 pixels) 6.5-inch LCD
displays. The left side of the GDU is the primary flight display (PFD) and
the right side is the multi-function display (MFD). The PFD shows
primary flight information. The MFD shows navigation and flight plan
information, traffic, weather and terrain. An external configuration
module is used, so no configuration is required if the GDU 620 is replaced
for any reason.
GRS 77: The GRS 77 is an attitude and heading reference unit, or AHRS,
that provides aircraft attitude and flight characteristics information to the
GDU 620. The unit contains advanced tilt sensors, accelerometers, and
rate sensors. In addition, the GRS 77 interfaces with both the
GDC 74A air data computer and the GMU 44 magnetometer. The GRS 77
also utilizes GPS signals sent from the GPS/WAAS navigator. Actual
attitude and heading information is sent using ARINC 429 digital
interface to the GDU 620 and optional GAD 43 adapter.
GMU 44: The GMU 44 magnetometer senses magnetic field information.

Data is sent to the GRS 77 AHRS for processing to determine aircraft
magnetic heading. This unit receives power directly from the GRS 77 and
communicates with the GRS 77 using an RS-485 digital interface.
GDC 74A: The GDC 74A air data computer receives information from
the pitot/static system and the GTP 59 outside air temperature (OAT)
sensor. The GDC 74A is responsible for providing pressure altitude,
airspeed, vertical speed, and OAT information to the G500 system. The
GDC 74A provides data to the GDU 620 and GRS 77 using ARINC 429
digital interfaces. The GDC 74A also communicates maintenance and
configuration information to the GDU 620 using an RS-232 interface.
GAD 43: The GAD 43 adapter is an optional adapter that provides analog
attitude information for use with third-party autopilot systems.
It interfaces with the GDU 620 for configuration, alerting, and integrity
monitoring, and with the GRS 77 for attitude, heading, and yaw input
information. The GAD 43 emulates the output of a spinning-mass gyro,
allowing existing gyros to be removed when the G500 is installed. It also
provides a synchro heading output that can be used to provide synchro
heading to other systems.

190-01102-06 Rev. 2
1.3.2 Required GPS Navigator
At least one of the following WAAS/GPS navigators is required, although the G500 system will support
two independent navigators. For dual GDU 620 installations, two navigators are required (these do not
have to be the same navigators).
400W/500W Series: The 400W/500W Series unit is a panel-mount
WAAS/GPS navigator with a color moving map. Position and flight plan
data are displayed on the GDU 620 MFD via RS-232 and ARINC 429
interfaces. GPS position information is also forwarded to the GRS 77
AHRS in order to ensure normal AHRS operation. The GNS 430W/530W
also provides LOC/GS information for display on the GDU 620 HSI via
an ARINC 429 interface.
GNS 480: The GNS 480 unit is a panel-mount WAAS/GPS navigator

with a built-in navigation receiver and a color moving map. Position and
flight plan data are displayed on the GDU 620 MFD via RS-232 and
ARINC 429 interfaces. GPS position information is also forwarded to the
GRS 77 AHRS in order to ensure normal AHRS operation. LOC/GS
information is provided on an ARINC 429 interface and displayed on the
GDU 620 HSI.
1.3.3 Required Standby Instruments
When the G500 system is installed, an independent attitude indicator, airspeed indicator and altimeter
must be installed. In many cases the existing instruments can be retained for use as standby instruments.
NOTE
If the G500 installation / operation is limited to VFR only, a standby attitude indicator is
not required; however, a standby altimeter and standby airspeed indicator are still
required. Refer to Section 2.5.22 for additional details.
1.3.4 Optional Systems
SL30 NAV/COM: The GDU 620 can receive VOR/ILS information from an SL30 transceiver. The
lateral and vertical deviations from the navigation receiver can be displayed on the GDU 620 HSI.
Traffic Sensor: The GDU 620 can receive traffic information from various traffic sensors, including the
Garmin GTX 330/330D, L3 Communications SkyWatch, Honeywell TAS/IHAS and Ryan TCAD.
Traffic information is received over an ARINC 429 interface, and optional control is provided using
discrete(s). All aural traffic alerts are still generated by the traffic system.
GDL 69/69A: The GDU 620 can receive data link information from the GDL 69/69A, which is an XM
Satellite Radio data link receiver that receives broadcast weather data. The GDL 69A is the same as the
GDL 69 with the addition of XM Satellite Radio audio entertainment. Weather data and control of audio
channel and volume is displayed on the GDU 620 MFD, via a High-Speed Data Bus (HSDB) Ethernet
connection. The GDL 69A is also interfaced to an audio panel for distribution of the audio signal.
ADF: The GDU 620 can receive DC Sin/Cos bearing information from an ADF receiver. The ADF
bearing information can be displayed on the GDU 620 HSI on a pilot-selectable bearing pointer.
1.3.5 Interface Summary
A summary of the individual interface types between the LRUs in the G500 system is shown in
Figure 1-3 and Figure 1-4.

Rev. 2 190-01102-06
Magnetometer
GMU 44 Electric
Standby
RS-232 RS-485 ADI***
ARINC 429
AHRS
RS-232
GRS 77
ARINC 429
ARINC 429
Air Data Computer
ARINC 429
RS-232
GDC 74
GDU 620
Analog
Temperature Probe
GTP 59
Adapter RS-232
GAD 43
ARINC 429 (NAV)*
ARINC 429 (NAV)*
RS-232 (MapMX)
ARINC 429 (GPS Navigator)
ARINC 429 (Autopilot)

Various Analog/
ARINC 429 (GPS)
Sin/Cos + Valid
RS-232 (MapMX)
Discretes
ARINC 429 (GPS)
ARINC 429
Time Mark
HSDB
Course Error
Heading Error
RS-485
HSDB
RS-232
Analog Audio
Time Mark
Flight Director
Discrete Signals
To Autopilot
ADF
Various Models
Traffic
No. 1 GPS/WAAS Navigator Various Models
400W/500W Series/GNS480
Audio Panel
RS-232 (Crossfill)
XM WX/Entertain.
GDL 69/69A
No. 2 GPS/WAAS Navigator Nav Receiver

400W/500W Series/GNS480 SL30*
Weather Radar
GWX 68
*If an SL30 is used, the ARINC 429

nav connection from the GPS/
WAAS Navigator is replaced by a Autopilot
Standby Standby bi-directional RS-232 connection. Various Models
ASI ADI
**Audio panel connection to
GDU 620 is recommended for
tones and aural alerts generated by
Standby Magnetic the GDU 620. This MUST be
ALT Compass connected if SVT is enabled. Existing Equipment
Installed on the Aircraft
*** Installation of the Mid-Continent
this STC.
Figure 1-3. G500 Interfaces – Single GDU

190-01102-06 Rev. 2
190-01102-06 Rev. 2
Figure 1-4. G500 Interfaces – Dual GDUs
ARINC 429
RS-232
ARINC 429 (GPS)
ARINC 429 (NAV)*
RS-232 (MapMX)
Time Mark
ARINC 429 (GPS)
ARINC 429 (NAV)*
RS-232 (MapMX)
Time Mark
Course Error
Heading Error
ARINC 429 (Autopilot)
RS-485
Flight Director
RS-232
HSDB
Analog Audio
ARINC 429
Discretes
Sin/Cos + Valid
Sin/Cos + Valid
Discretes
ARINC 429
HSDB
RS-232
Flight Director
ARINC 429 (GPS)
ARINC 429 (NAV)
RS-232 (MapMX)
Time Mark
ARINC 429 (GPS)
ARINC 429 (NAV)
RS-232 (MapMX)
Time Mark
1.4 G500 Installation
1.4.1 Installation Overview
The G500 system is designed to replace the standard “six pack” instruments, along with any external
CDIs, ADF indicator, and the clock. Standby instruments (airspeed indicator, altimeter, and usually ADI)
are required, and these usually go in the locations vacated by the removed instruments. A typical
installation is shown in Figure 1-5.
20
200 40
180
60
160 VOR INDICATOR
CLOCK 80
140
120 100
VAC
D.C.
ELEC.
6
3 E 10
15
5 VERTICAL
N
FUEL QTY
12
SPEED
UP 20
VOR INDICATOR
33
0
15
TURN COORDINATOR DN
100 FEET 20
30
PER MIN
S
L R 5
21 15
2 MIN
W
24 10
ELEC CURRENT
TACHOMETER ADF
TYPICAL INSTRUMENT PANEL BEFORE MODIFICATION
Clock
*
Vac
20
200 40
Fuel Qty 180
60
160
80
140
120 100
Elec Current
Tachometer
* CLOCK MAY BE REMOVED TO MAKE SPACE FOR ANOTHER INSTRUMENT
TYPICAL INSTRUMENT PANEL AFTER G500 INSTALLATION

Figure 1-5. Typical Instrument Panel Modification

190-01102-06 Rev. 2
1.4.2 Installation Configurations
The G500 system can be installed with a single GDU 620 (display) or dual GDU 620s.
In a single GDU 620 installation the attitude, air data, autopilot and external sensors are connected
directly to the GDU 620. Refer to Figure 1-1.
In dual GDU 620 installations two independent attitude systems and two air data computers are required.
The primary and secondary GDU 620s share information over a cross-fill bus. The primary GDU 620 is
connected to the autopilot, although either GDU can control the course and heading inputs into the
autopilot. External systems are interfaced to each GDU as required. Refer to Figure 1-2. For installations
with dual GDU 620s, standby instruments are only required by the pilot (primary) GDU 620.
1.5 Technical Specifications
1.5.1 Environmental Qualification Forms
The latest revision of the Environmental Qualification Forms for each G500 LRU is available directly
from Garmin under the part numbers listed in Table 1-1.
Table 1-1. G500 Equipment Environmental Qualification Forms
Document Garmin Part Number
GDU 620 Environmental Qualification Form 005-00313-20
GRS 77 Environmental Qualification Form 005-00165-31
GMU 44 Environmental Qualification Form 005-00164-31
GDC 74A Environmental Qualification Form 005-00191-77
GTP 59 Environmental Qualification Form 005-00191-97
GAD 43 Environmental Qualification Form 005-00496-07
To obtain a copy of these forms, see the dealer/OEM portion of the Garmin web site (www.garmin.com).
1.5.2 Physical Characteristics
All width, height, and depth measurements are taken with unit rack (if applicable) and connectors.
Table 1-2. G500 LRU Physical Specifications
Unit Weight w/Rack

LRU Width Height Depth Unit Weight &
Connector Weight
10.0 inches 6.70 inches 5.50 inches 6.38 lbs. 7.04 lbs.
GDU 620 (25.4 cm) (17.0 cm) (14.0 cm) (2.90 kg) (3.20 kg)
GRS 77 (9.19 cm) (8.43 cm) (24.99 cm) (1.27 kg) (1.57 kg)
2.10 inches 0.35 lbs. 0.50 lbs.
GMU 44 N/A [1]
(5.33 cm)
N/A [1]
(0.16 kg) (0.23 kg)
GDC 74A (7.87 cm) (8.20 cm) (24.49 cm) (0.72 kg) (1.04 kg)
2.11 inches 5.31 inches 10.5 inches 1.90 lbs 2.00 lbs
GAD 43 (5.36 cm) (13.49 cm) (26.67 cm) (0.86 kg) (0.91 kg)
[1] Diameter of GMU 44 is 3.35 inches (8.51 cm), including flange.

Rev. 2 190-01102-06
1.5.3 Power Requirements
All LRUs are capable of operating at either 14 or 28 VDC. See the individual LRU specific
Environmental Qualification Form for details on surge ratings and minimum/maximum operating
voltages. See Table 1-3 for current draw specifications.
Table 1-3. LRU Current Specifications
14 Volt Current Draw 28 Volt Current Draw
LRU
Typical Maximum Typical Maximum
GDU 620 3.9 A 5.4 A 1.9 A 2.7 A
GRS 77/GMU 44 600 mA 1.0 A [1] 300 mA 1.0 A [1]
GDC 74A 410 mA 480 mA 200 mA 235 mA
GAD 43 410 mA 720 mA 210 mA 350 mA
[1] Maximum current draw occurs momentarily at startup or when the supply voltage drops to 9 VDC.
1.6 Certification
1.6.1 TSO Compliance
The TSO compliance for each LRU is with the software part numbers listed below:
LRU Applicable LRU SW Part Numbers
GDU 620 PFD/MFD 006-B1071-( )
GRS 77 AHRS 006-B0223-( )
GMU 44 Magnetometer 006-B0224-( )
GDC 74A ADC 006-B0261-( )
GTP 59 OAT Probe Not Applicable
GAD 43 Adapter 006-B0876-( )
1.6.1.1 GDU™ 620

Refer to the GDU 620 Installation Manual, P/N 190-00601-04.
1.6.1.2 GRS 77
TSO/ETSO/SAE/RTC
Function Category
A/EUROCAE
TSO-C3d
Turn and Slip Instrument ETSO-C3d
AS8004
TSO-C4c
Bank and Pitch Instruments ETSO-C4c Category A
AS8001
TSO-C6d
Direction Instrument, Magnetic (Gyroscopically
ETSO-C6d
Stabilized)
AS8013A
1.6.1.3 GMU 44
TSO/ETSO/SAE/
Function Category
RTCA/EUROCAE
TSO-C6d
Direction Instrument, Magnetic (Gyroscopically
ETSO-C6d
Stabilized)
AS8013A
190-01102-06 Rev. 2
1.6.1.4 GDC 74A
Function TSO/ETSO Category
TSO-C106
Air Data Computer
ETSO-C106
1.6.1.5 GTP 59
Function TSO/ETSO Category
TSO-C106
Air Data Computer
ETSO-C106
1.6.1.6 GAD 43
Refer to the latest revision of the GAD 43 Installation Manual, P/N 190-00899-00.
1.7 G500 System Documentation
Table 1-4. Garmin G500 Reference Documentation
G500 System Installation Manual 190-01102-06
GDU 620 Installation Manual 190-00601-04
GDL 69 Activation Instructions 190-00355-04
GAD 43 Installation Manual 190-00899-00
Table 1-5. Other Reference Documentation

Document Part Number
Mid-Continent 4300-4XX Series Electric Attitude Indicator Installation Manual 9015762
Mid-Continent 4200 Series Electric Attitude Indicator Installation Manual 9016182
Mid-Continent MD420 Emergency Power System Installation Manual 9016391
Table 1-6. Optional Garmin System Reference Documentation

400W Series Installation Manual 190-00356-02
500W Series Installation Manual 190-00357-02
GNS 480 (CNX80) Color GPS/NAV/Com Installation Manual 560-0982-01
GTX 330 Installation Manual 190-00207-02
GDL 69/69A Installation Manual 190-00355-02
Table 1-6A. Non-Garmin System Reference Documentation

Document Document Number
FAA Advisory Circular, Acceptable Methods, Techniques, and Practices –
FAA AC 43.13-1B
Aircraft Inspection and Repair
FAA Advisory Circular, Acceptable Methods, Techniques, and Practices –
FAA AC 43.13-2B
Aircraft Alterations
Aerospace Systems Electrical Bonding and Grounding for Electromagnetic
SAE ARP1870
Compatibility and Safety
Standard Guide for Aircraft Electrical Load and Power Source Capacity
ASTM F 2490-05
Analysis

Rev. 2 190-01102-06
1.8 Databases
The GDU 620 utilizes various databases. With the exception of the Navigation database and IGRF model,
which reside internal to the GDU 620, all databases are stored on a single SD memory card that is
inserted into the bottom slot of the GDU 620. The following sections describe each database and how the
databases are updated.
CAUTION
The databases on the Supplemental Data Card are locked to specific GDU 620
installations. The first time the Supplemental Data Card is inserted into a display it
becomes “locked” to that particular aircraft installation and will not work in other
installations.
1.8.1 Basemap Database

The basemap provides ground based references such as roads and bodies of water. The database is stored
in internal memory of the GDU 620 display. The basemap does not have a scheduled update cycle and as
such does not have an expiration date.
The basemap database is updated very infrequently. Should this database have to be updated in the
future, Garmin will provide details on how to load the updated data into the GDU 620.
1.8.2 Navigation Database
The Jeppesen Navigation Database provides the G500 system with the required information for
displaying flight plan information.
The GDU 620 utilizes a database stored on an SD memory data card for easy updating and replacement.
The Navigation database may be updated by simply inserting an updated Navigation database update card
into the top SD card slot in the front panel in the GDU 620. The actual database is downloaded into the
unit, so the card can be removed after the update. Each card will only update one system. Alternately, the
Navigation database may be updated by copying the database to the Garmin-supplied Supplemental Data
card. It will be downloaded into the GDU 620 on first use, and the file can be left on the Supplemental
Data card until the next update cycle.
The navigation database on the GDU 620 database card is generated from current Jeppesen Sanderson
data and converted to a format that is used by the GDU 620. The data conversion process is performed
using software that is developed and maintained under Garmin configuration management according to
RTCA/DO-200A, Standards for Processing Aeronautical Data.
GDU 620 users update their database card by purchasing database subscription updates from Garmin. The
database card is programmed using the supplied SD card reader. Contact Garmin at 800-800-1020 or
fly.garmin.com for more information and instructions.
1.8.3 FliteCharts® Database
FliteCharts resemble the paper version of National Aeronautical Charting Office (NACO) terminal
procedures charts. The charts are displayed with high-resolution and in color for applicable charts. When
viewing these charts on the MFD, the aircraft position is not depicted on the chart.
The FliteCharts database is updated by removing the database card from the GDU 620, updating the
database on the card and reinserting the card. Each card can only be used with one system. GDU 620
users update their database card by purchasing database subscription updates from Garmin. The database
card is programmed using the supplied SD card reader. Contact Garmin at 800-800-1020 or

190-01102-06 Rev. 2
1.8.4 ChartView™ Database
ChartView resembles the paper version of Jeppesen terminal procedures charts. The charts are displayed
in full color with high-resolution. The MFD depiction shows the aircraft position on the moving map in
the plan view of approach charts and on airport diagrams. The ChartView database is stored on an SD
memory card that remains in the GDU 620 for normal operation.
The ChartView database is updated by removing the database card from the GDU 620, updating the
users update their ChartView data by purchasing database subscription updates from Jeppesen Sanderson.
The database card is programmed using the supplied SD card reader and Jeppesen-provided software.
Contact Jeppesen at 800-621-5377 or www.jeppesen.com for more information and instructions.
ChartView is an optional feature that must be activated. Instructions for activating the ChartView
function are found in Section 5.5.5.1.
1.8.5 SafeTaxi® Database
SafeTaxi diagrams provide detailed taxiway, runway, and ramp information at more than 700 airports in
the United States. The SafeTaxi database is stored on an SD memory card that remains in the GDU 620
for normal operation.
The SafeTaxi database is updated by removing the database card from the GDU 620, updating the
users update their database card by purchasing database subscription updates from Garmin. The database
card is programmed using the supplied SD card reader. Contact Garmin at 800-800-1020 or
1.8.6 Terrain and Airport Terrain Databases
The Terrain database is used to provide basic Terrain awareness functionality. There are two variants of
the Terrain database – one lower-resolution Terrain database for terrain alerting, and one higher-
resolution Terrain database for SVT (this higher-resolution database can also be used for terrain alerting,
so only one Terrain database is required for any given installation). The Airport Terrain database
provides higher resolution terrain information near most airports. All databases are available for updating
as needed and are available from Garmin. The terrain databases are updated by removing the database
card from the GDU 620, updating the databases on the card and reinserting the card in the lower card slot
on the GDU 620 front panel. The Terrain databases can be downloaded via the internet and the card
programmed using the supplied SD card reader. Contact Garmin at 800-800-1020 or fly.garmin.com for
more information or instructions.
1.8.7 Obstacles Database
The obstacle database provides identification of known obstacles greater than 200 feet AGL. This
database is also used with Terrain awareness functionality. The Obstacle database is updated by
removing the database card from the GDU 620, updating the database on the card and reinserting the
card. The Obstacle database can be downloaded via the internet and the card programmed using the
supplied SD card reader. Contact Garmin at 800-800-1020 or fly.garmin.com for more information or
instructions.
1.8.8 IGRF Model
The IGRF (International Geomagnetic Reference Field) model is contained in the GRS 77 and is only
updated once every five years. The IGRF model is part of the Navigation Database. At system power-up,
the IGRF models in the GRS 77 and in the Navigation Database are compared, and if the IGRF model in
the GRS 77 is out of date, the user is prompted to update the IGRF model in the GRS 77. The prompt
will appear after the G500 splash screen is acknowledged on the MFD.

Rev. 2 190-01102-06
1.9 Terminology
Throughout this document references will be made to ‘metal’ and ‘non-metallic’ aircraft. For the
purposes of this installation manual, metal aircraft will be those with an aluminum skin. Non-metallic
aircraft will refer to all other aircraft (e.g. aircraft with fiberglass or composite skin, or aircraft with tube
and fabric construction).
Throughout this document references will be made to ‘within the instrument panel area.’ For the
purposes of this installation manual, this will be the area forward of the instrument panel area and aft of
the firewall.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
2 INSTALLATION OVERVIEW
2.1 Introduction
The following section contains an overview of the steps required for the installation of the Garmin
G500 System. This section includes requirements for selection of proper locations in the aircraft, as well
as requirements for supporting structure, mechanical alignment and electrical wiring. Any restrictions on
nearby equipment and requirements are also specified herein.
The post-installation calibration procedures required prior to flight are described in Section 5.
2.2 Pre-Installation Information
Always follow acceptable avionics installation practices in FAA Advisory Circulars (AC) 43.13-1B,
43.13-2B, or later FAA approved revisions of these documents.
Follow the installation procedure in this manual as it is presented for a successful installation. Read the
entire manual before beginning the procedure. Prior to installation, consider the structural integrity of the
G500 system installation as defined in AC 43.13-2B, Chapter 1 and Section 3.3 herein. Perform the post
installation checkout before closing the work area in case problems occur.
Complete an electrical load analysis in accordance with AC 43.13-1B, Chapter 11 on the aircraft prior to
starting modification to ensure aircraft has the ability to carry the additional load of the G500 equipment.
Refer to Section 3.7 for the power consumption information.
2.3 Available Equipment
The G500 system is supplied as an LRU kit and a G500 installation kit (refer to Table 2-1 and Table 2-3
for additional information). Optional G500 LRUs and installation kits are listed in Table 2-1A. For a
description of the individual units see Section 1.3.1.
Table 2-1. G500 LRU Kit K10-00013-00 Contents, Black
Model Unit P/N Catalog P/N Color Voltage (VDC)
GDU 620 [1] 011-01264-50 010-00482-50 BLK 14/28
GRS 77 011-00868-10 010-00295-10 - 14/28
GMU 44 011-00870-00 010-00296-00 - N/A
GDC 74A 011-00882-10 010-00336-10 - 14/28
GTP 59 011-00978-00 011-00978-00 - N/A
-- 010-00769-44 010-00769-44 - N/A
[1] GDU 620 P/N 011-01264-0X is part of the G600 system and cannot be used as a part of the
G500 system.
Table 2-1A. G500 Optional LRUs
Model Unit P/N Unit Only Kit P/N Standard Kit P/N [1] Voltage (VDC)
GAD 43 011-01970-00 010-00724-00 010-00724-02 14/28
[1] The standard kit includes the unit, connector kit and GAD 43 enablement card P/N 010-00769-58.

190-01102-06 Rev. 2
Table 2-2. Options Available
Item Part Number
GDU 6xx ChartView Enablement Card – Heavy Aircraft [1] 010-00769-50
GDU 6xx ChartView Enablement Card – Light Aircraft [1] 010-00769-53
GDU 6xx Altitude Preselect Enablement Card [1] [2] 010-00769-52
GDU 6xx SVT Enablement Card [1] 010-00769-54
GDU 6xx WXR Enablement Card [1] [3] 010-00769-57
[1] An SD enablement card is required to enable the indicated feature. Each enablement card can only be
used once and, once used, the card will be only work with that particular aircraft installation.
[2] The Altitude Preselect option is only available for certain autopilots. Contact Garmin for availability
for a specific autopilot.
[3] The WXR option currently supports the GWX 68 weather radar only.
2.3A G500 Database Options

Table 2-2A. G500 Database Cards
Item Garmin P/N
Data Card, Terrain/Obstacle/Airports, SafeTaxi, FliteCharts 010-00769-44

Rev. 2 190-01102-06
2.4 Installation Materials
2.4.1 Accessories Available from Garmin
Table 2-3 lists the items provided in the G500 installation kit.
Table 2-3. G500 Installation Kit P/N K10-00014-00 Accessories
Used
Item Part Number
With
GDU 620 Connector Kit, GDU 620 [1] 011-01656-00
Mounting Screw Kit, GDU 620 [2] 011-02078-00
GRS 77 Connector Kit, SB, GRS 77 [1] 011-00869-01
GRS 77 Universal Mount Kit 011-01780-00
Installation Rack, GRS 77 115-00459-00
GMU 44 Connector Kit, GMU 44 011-00871-00
GMU 44 Universal Mount Kit 011-01779-01
Installation Rack, GMU 44 115-00481-00
GDC 74A Connector Kit, SB, GDC 74A [1] 011-01010-01
Mounting Rack, GDC 74A 011-01011-00
[1] Connector kit includes the unit configuration module.

[2] Mounting screw kit contains screws P/N 211-64307-14 (quantity 6).
The following items are available from Garmin:
Item Garmin P/N
GDU 620 Cutout Template [1] 115-01010-00
G500 Downloadable Software SD Card [2] [4] 010-00844-00
GDU 6xx Installer Unlock Card [3] 010-00769-60
G500 Software Loader Card [4] 010-00841-( )
Trim Plate, Thin (0.032”) [5] 115-01009-00
Trim Plate, Thick (0.063”) [5] 115-01009-10
[1] Cutout Template is clamped to instrument panel and used to mark the cutout required by the
GDU 620. It is also used as a drill template to drill the holes for the six GDU 620 mounting screws.
This template can be used to make multiple cutouts.
[2] The G500 Downloadable Software SD Card is a blank SD card that can be used to make a
G500 Software Loader card when the G500 software is downloaded from the Garmin Dealer website.
Refer to Section 2.4.3 for additional details.
[3] The Installer Unlock Card is required to access all pages in Configuration Mode when configuring the
system for a particular installation.
[4] The G500 Software Loader Card contains software for all G500 LRUs and the GDL 69/69A (an
equivalent card can be made using the G500 Downloadable Software SD Card and downloading the
software from the Garmin Dealer website). Contact Garmin to obtain the latest G500 Software Loader
Card.
[5] The trim plates are only required for the GDU 620 if the existing instrument panel is being modified
as part of a G500 installation. Refer to Section 3.2.1.4 to determine if a thin or thick trim plate is
needed. If a new instrument panel is being manufactured, the trim plates are not required.

190-01102-06 Rev. 2
2.4.2 Materials Required but Not Supplied
The G500 equipment is intended for use with standard aviation accessories. The following items are
required for each installation:
• Wire (MIL-W-22759/16 or equivalent)
• Shielded Wire (MIL-C-27500 or equivalent)
• Aircraft Grade Category 5 Ethernet Cable (only required for installations utilizing HSDB
interfaces, such as the GDL 69/69A, GWX 68 or dual GDU installations)
• Circuit Breakers
• Miscellaneous Nuts, screws, washers, rivets… (Standard installation hardware, including
AN525-1032R8 screws, MS20426AD4-6 rivets, MS21059L3 rivet nut plates, MS21071-06
reduced rivet spacing nut plates)
• Pitot/Static fittings and lines (for GDC 74A installation)
• Tie wraps or lacing cord
• Ring Terminals (for grounding)
• Shield Terminators
• Silicon Fusion Tape
2.4.2.1 Materials Required for Lightning Protection (non-metallic aircraft only)
If the G500 is being installed in a non-metallic aircraft, the following items may also be required for the
installation. Refer to Appendix K for detailed information regarding which parts are required for a
particular aircraft model.
Applicable to all non-metallic aircraft:
• Transient Voltage Suppressor 30KPA48A screened to JANTX level
OR
Transient Voltage Suppressor 15KPA48A screened to JANTX level
o Referred to as TVS1 in Appendix F and Table K-2 of Appendix K.
• Fuse, 3AG Fast-Acting, 4A Littelfuse P/N 0312-004 (or equivalent)
o Referred to as F1 in Appendix F and Table K-2 of Appendix K.
• Fuse Holder, Inline, Cooper Bussmann P/N HFB (or equivalent)
o Referred to as F1 and F2 in Appendix F and Table K-2 of Appendix K.
• Heavy Duty Aluminum Foil Tape, 3M P/N 438 (or equivalent)
• Tinned Copper Tubular Braid, 7/16”, P/N QQB575R30T437 (or equivalent)
OR
Tinned Copper Flat Braid, 3/4”, P/N QQB575F36T781 (or equivalent)
o Can be used to fabricate bonding straps.
• Resistor, 30Ω, 1/2W, 5%, Vishay Dale P/N RS1/230R00JB12
o Referred to as R1 in Appendix F and Table K-2 of Appendix K.
Required only for non-metallic aircraft using an electric Standby ADI:
• Four same P/N TVSs (identified as TVS1 above) are combined in accordance with Section 3.4.4
to make an assembly referred to TVS2 in Appendix F and of Table K-2 Appendix K.
• Fuse, 3AG Fast-Acting, 10A Littelfuse P/N 0312-010 (or equivalent)
o Referred to as F2 in Appendix F and Table K-2 of Appendix K.

Rev. 2 190-01102-06
Manufacturer Information:
3M
3M Corporate Headquarters
3M Center
St. Paul, MN 55144-1000
Phone: 1-888-364-3577
www.3m.com
COOPER Bussmann
114 Old State Road
Ellisville, MO 63021-5942
Phone: 636-527-1270
Fax: 636-527-1607
www.cooperbussmann.com
Littelfuse World Headquarters
8755 West Higgins Road Suite 500
Chicago, IL 60631 USA
Phone: (773) 628-1000
Fax: (847) 391.0894
www.littelfuse.com
Vishay Americas (Vishay Dale)
One Greenwich Place
Shelton, CT 06484
Phone: (402) 563-6866
Fax: (402) 563-6296
www.vishay.com
2.4.3 Software Loader Card
A G500 Software Loader card may be created using a G500 Downloadable Software SD Card
P/N 010-00844-00 in conjunction with a G500 software application downloaded from the Dealer
Resource section of www.garmin.com.
NOTE
The downloadable application to create card only runs on Windows PCs (Windows 2000,
XP and Vista are supported). There is no Mac support at this time.
NOTE
An SD card reader is needed to create the G500 Loader Card using the application that is
downloaded from Garmin. The approved readers are SanDisk SDDR-99 and SDDR-93,
although other SD card readers will work.
Create a G500 Software Loader Card as follows:
1. Go to the Dealer Resource section of www.garmin.com.
2. Download the G500 Cockpit Display System software 006-B1071-( ).
3. Ensure that you have an SD card reader connected to the PC. Insert the G500 Downloadable
Software SD Card P/N 010-00844-00 into the card reader.
4. Run the executable file that was downloaded. The following window will appear:

190-01102-06 Rev. 2
5. Click on Setup and the following window will appear to guide you through the software loader
card creation process:
6. Click on Next to get to the following window:
CAUTION
In order to create a loader card, the drive that you select will be completely erased.

Rev. 2 190-01102-06
7. Ensure that the correct drive is selected. Click Next to create the card (click Next to acknowledge
any warnings that appear). The following window will appear when the card is being created:
8. After the card has been created the window below will appear. Click Finish to complete the
process.
9. Eject the card from the card reader (or stop the card reader in Windows). The G500 software
loader card is now ready to use.

190-01102-06 Rev. 2
2.5 Installation Considerations
2.5.1 Minimum System Configuration
The minimum G500 installation requires the following items:
• GDU 620 Display
• GRS 77 AHRS
• GMU 44 Magnetometer
• GDC 74A Air Data Computer
• GTP 59 Temperature Probe
• External GPS Navigation sensor: 400W/500W Series (software version 3.10 or later), or
GNS 480 (software version 2.2 or later)
In addition to the G500 equipment, standby instruments must be installed as described in Section 2.5.2.
2.5.2 Standby Instruments
NOTE
If the G500 installation/operation is limited to VFR only, a standby attitude indicator is
not required; however, a standby altimeter and standby airspeed indicator are still
required. Refer to Section 2.5.22 for additional details.
When installing the GDU 620 in the instrument panel, a standby attitude indicator, airspeed indicator and
altimeter must be installed. Either two-inch or three-inch standby instruments may be used, depending
upon panel space constraints. The standby instruments must be located as described in Section 2.5.11.2.
For aircraft covered by this STC, installations with dual GDU 620s only require standby instruments by
the pilot (primary) GDU 620.
CAUTION
Only pneumatic airspeed indicators and altimeters may be used for standby instruments.
If the original pneumatic airspeed indicator operating limits changed based upon aircraft
altitude (such as “barber pole” type airspeed indicators), the original pneumatic airspeed
indicator must be used as the standby instrument. The original pneumatic air-driven ADI
is acceptable for the standby ADI. If it is desired to use an electric ADI, only those ADIs
listed in Section E.1 can be used due to failure criticalities and stringent environmental
requirements consequent from the G500 AML STC System Safety Analysis. In addition,
not all aircraft models are eligible to use an electric attitude indicator as a standby
instrument. Refer to Appendix K for eligibility information for particular aircraft models.
2.5.3 Placards and Labels
All placards and labels should be readable in all lighting conditions. Ambient flood lighting is acceptable.
2.5.3.1 New Labels
New circuit breakers and switches installed for the G500 system must be labeled as shown in the
applicable interconnect drawing in Appendix F. These labels are summarized in Table 2-4.
Table 2-4. G500 Labels
LRU/Item Label (Single GDU Installation) Label (Dual GDU Installation)
GDU 620 Circuit Breaker PFD PFD 1/PFD 2
GRS 77 AHRS Circuit Breaker AHRS AHRS 1/AHRS 2
GDC 74A Circuit Breaker ADC ADC 1/ADC 2
Electric Standby ADI Circuit Breaker
STBY ADI STBY ADI
(If Installed)
AP HDG DATUM AP HDG DATUM
GPSS Switch (If Installed) pos’n 1: HDG pos’n 1: HDG
pos’n 2: GPSS pos’n 2: GPSS
GAD 43 Circuit Breaker (If installed) GAD GAD
Rev. 2 190-01102-06
2.5.3.2 Existing Placards
If an existing placard must be relocated because of the installation of the GDU 620, the new placard must
meet the requirements below:
• The font size of the new placard is the same as the old placard it is replacing
• The color of the new placard is identical to the color of the placard which it is replacing
• The text on the new placard is identical to the text on the placard which it is replacing (it can be
arranged differently as required by space constraints, but the wording must be the same)
• The new placard must be readable in all lighting conditions.
2.5.3.3 VFR ONLY Placards

If the installation of the G500 is limited to VFR operation only, the installation must be placarded as
follows:
Aircraft already limited to VFR operation prior to installation of the G500
o No additional placard is required.
Aircraft not limited to VFR operation prior to installation of the G500
o If the particular aircraft model is limited to VFR operation with the G500 in accordance with
Appendix K the installation must be placarded with “AIRCRAFT LIMITED TO VFR
ONLY”.
o If the G500 is installed for VFR-only operation in accordance with Section 2.5.22, the
installation must be placarded with “AIRCRAFT LIMITED TO VFR ONLY”.
If a placard must be installed to limit the aircraft to VFR operations only, it must meet the following
requirements:
• The text on the placard must be “AIRCRAFT LIMITED TO VFR ONLY”.
• The font size must be a minimum of 0.25” high (minimum 18 point font).
• The color of the new placard must contrast with the instrument panel so that it is easily readable.
• The placard must be located on the pilot side instrument panel in plain view, near the GDU 620.

190-01102-06 Rev. 2
2.5.4 Power Distribution
Circuit protection devices for the G500 LRUs must be push-pull manually resettable circuit breakers
(e.g. Klixon 7274 or 7277 Series circuit breakers).
For a single GDU 620 installation, the required G500 equipment (GDU 620 display, GRS 77 AHRS and
GDC 74A air data computer) must be connected to a bus that receives power as soon as the battery master
switch is turned on. All required G500 equipment must be connected to the same bus. If an electric
standby ADI is used it must also be connected to this bus (except in aircraft with multiple “essential”
buses). If the aircraft has multiple power buses, the G500 equipment and Standby ADI should be
connected to the “essential” bus. If there is more than one “essential” bus, the Standby ADI should be
connected to a different “essential” bus than the G500 equipment.
CAUTION
If there is a separate avionics power bus the required G500 equipment and Standby ADI
must NOT be connected to this bus.
For a dual GDU 620 installation, the primary system (No. 1 GDU 620 display, No. 1 GRS 77 AHRS and
No. 1 GDC 74A air data computer) and electric Standby ADI must be connected as described for a single
GDU 620 installation. The secondary system (no. 2 GDU 620 display, no. 2 GRS 77 AHRS and no. 2
GDC 74A air data computer) may be connected to a “non-essential” bus or the avionics bus.
The optional GAD 43 adapter should be connected to the avionics bus.
2.5.5 Pitot-Static Plumbing
For a single GDU 620 installation, the pitot-static connections that originally went to the pilot's
instruments must go to the GDC 74A and standby instruments.
For a dual GDU 620 installation, the pitot-static connections that originally went to the pilot's instruments
must go to the GDC 74A that is connected to the pilot's GDU (i.e. ADC 1). The pitot-static connections
that originally went to the copilot's instruments must go to the GDC 74A that is connected to the copilot's
GDU (i.e. ADC 2). The standby instruments are installed near the pilot's GDU, so the pitot-static
connections that originally went to the pilot's instruments must also go to the standby instruments
(i.e. the same pitot-static plumbing that goes to ADC 1).
2.5.6 External Annunciators
The GDU 620 provides all of the necessary external annunciations for the GNS 400W/500W Series units
and the GNS 480, eliminating the need for an external annunciator panel. The GDU 620 also provides all
of the required TAWS annunciations for the 500W TAWS Series units and eliminates the need for a
TAWS annunciator panel, provided the 500W TAWS unit is connected to the GDU 620 as GPS 1.

Rev. 2 190-01102-06
2.5.7 External Course Deviation Indicators
The GDU 620 PFD is capable of displaying the lateral and vertical deviation from the GPS source(s) and
navigation receiver(s) in the aircraft. Based on the G500 System Safety Assessment, the G500 system
can be used as the sole display for all CDI information for Class I and Class II aircraft, allowing the
existing CDIs to be removed.
It is not recommended to use external CDIs in conjunction with the G500 system. If it is desired to utilize
one or more external CDIs, the CDI(s) can only be used to display VOR/ILS information. These must
be installed as specified below:
• GNS 430W/530W: The VOR/ILS Indicator Output or VOR/LOC composite output (and ILS
Glideslope deviations/flags) from P4006/P5006 must be used to drive an external CDI. Both
VOR and ILS information will be available (a resolver type indicator such as the Garmin
GI 106A, or a composite indicator such as the Bendix/King KI 209 are supported).
• GNS 480: The Composite output from P7 must be used to drive an external CDI. Only VOR and
Localizer information can be displayed on the CDI. No vertical deviation information can be
displayed (a VOR/LOC composite indicator such as the Bendix/King KI 208 is supported).
• SL30: The CDI (lateral) and Glideslope (vertical) deviations and flags may be used to drive an
external CDI. Both VOR and ILS information will be available (a standard VOR/ILS indicator
with resolver output such as the Mid-Continent MD200 is supported). Optionally, the Composite
output and Glideslope deviations/flags may be used to drive an external CDI. Both VOR and ILS
information will be available (a VOR/ILS composite indicator such as the Bendix/King KI 209 is
supported).
Refer to Section 7 for associated Limitations.
2.5.8 External Sensors
External serial data sources intended for use with the G500 system should be checked for compatibility
before installation. The list of supported devices is located in Appendix E of this manual.
When the G500 system is installed with external sensors, these sensors must be installed in accordance
with manufacturer's data. Installation of any external sensors not approved by this manual is beyond the
scope of this manual and STC.
2.5.8.1 GPS Navigator
Interfacing the GDU 620 to a GPS navigator is required for proper system operation. GPS information is
used by the GDU 620 for the moving map and forwarded to the GRS 77 AHRS. The GDU 620 supports
interfacing to two independent GPS navigators, although only one is required.
If a 500W Series with TAWS is used, it must be connected as GPS 1 – only TAWS annunciations from
GPS 1 are displayed on the PFD. If two TAWS-equipped units are installed, the TAWS-equipped unit
that is connected to the audio panel must be connected as GPS 1.
2.5.8.2 Navigation Receiver
Interfacing the GDU 620 to a navigation receiver allows VOR and ILS information to be displayed on the
PFD HSI. The GDU 620 supports interfacing to two independent navigation receivers.
2.5.8.3 Weather
2.5.8.3.1 Data Link Weather
Interfacing the GDU 620 to a GDL 69/69A allows XM weather data to be displayed on a dedicated
weather page or overlaid on the moving map.

190-01102-06 Rev. 2
2.5.8.3.2 Weather Radar
NOTE
WXR Enablement Card P/N 010-00769-57 is required to enable the display of weather
radar on the GDU 620.
Interfacing the GDU 620 to the GWX 68 weather radar system will allow control and display of the
weather radar information using the GDU 620. In dual GDU 620 installations, only GDU 1 currently
supports the weather radar interface to the GWX 68 – no weather radar information can be displayed on
GDU 2. If the GDU 620 is interfaced to the GWX 68, no other displays (e.g. GMX 200) may be
connected to the GWX 68, since the GWX 68 does not support simultaneous connection of the HSDB
and ARINC 453/708 display interfaces.
2.5.8.4 Traffic
Interfacing the GDU 620 to a TIS/TAS/TCAS I traffic system allows traffic data to be displayed on a
dedicated traffic page or overlaid on the moving map. The GDU 620 can be configured to provide display
of traffic data only, or display and control of the traffic system.
NOTE
If the original installation has the traffic system configured to use a heading source other
than ARINC 429 (e.g. synchro), the traffic system must be rewired and reconfigured to
use ARINC 429 heading from the G500 system. Alternately, the GAD 43 may be utilized
to provide synchro heading.
NOTE
If the original installation has the traffic system configured to use an altitude source other
than ARINC 429 (e.g. Gray Code), the traffic system must be rewired and reconfigured
to use ARINC 429 altitude from the G500 system.
NOTE
Only one traffic sensor may be interfaced to the G500 system (GDU 620).
2.5.8.5 ADF
Interfacing the GDU 620 to an ADF receiver allows ADF bearing information to be displayed on a
bearing pointer on the PFD HSI and allows the existing ADF indicator to be removed.
The GDU 620/G500 will not control the ADF receiver.
NOTE
The GDU 620 only accepts DC Sin/Cos inputs from an ADF.
2.5.8.6 Stormscope (function not currently supported)

Interfacing the GDU 620 to a Stormscope system will allow Stormscope information to be displayed on
the GDU 620. The GDU 620 can be configured to provide display of Stormscope data only, or display
and control of the Stormscope system. Although the function is not currently supported, provisional
wiring can be installed at the time of G500 system installation.
NOTE
If the original installation has the Stormscope system configured to use a heading source
other than serial, the Stormscope system must be rewired and reconfigured to use RS-232
heading from the G500 system.

Rev. 2 190-01102-06
2.5.8.7 External TAWS
Interfacing the GDU 620 to an external TAWS system will allow TAWS information to be displayed on
the GDU 620 (function not currently supported).
NOTE
The GDU 620 will not display terrain data from an external source; however, if a 500W
Series unit with TAWS is connected, the GDU 620 will display all of the required TAWS
annunciations from GPS 1 and eliminate the need for a separate TAWS annunciator
panel.
If the aircraft has a TAWS installed, and SVT is enabled on the G500, the GDU 620 must be configured
to suppress Terrain-SVT aurals by setting EXT TAWS to INSTALLED (refer to Section 5.5.6A.2 for
additional information).
2.5.9 Autopilot/Flight Director Interface
The G500 is designed to interface with a wide variety of autopilots. Autopilots intended for use with the
G500 system should be checked for compatibility before installation. The list of tested and supported
autopilots is located in Section E.3 of this manual.
When the G500 system is interfaced to an autopilot, the autopilot must be installed in accordance with
manufacturer's data. Installation of the autopilot system is beyond the scope of this manual and STC.
The G500 (GDU 620) can provide AC or DC heading and course datum (error) outputs based on the
setting of the heading bug and course pointer on the HSI. When enabled, the GDU can drive the heading
datum output based upon GPS steering (GPSS) information from the selected navigator, acting like a roll-
steering converter. An external HDG/GPSS switch is required to utilize the roll-steering conversion
feature (refer to Section 2.5.16). The GDU 620 also provides analog deviation outputs and associated
flags based upon the navigation source currently selected on the HSI and outputs ARINC 429 GPSS
information from the currently selected navigator.
The optional GAD 43 adapter can provide analog attitude information to attitude-based autopilots,
allowing existing gyros to be removed and replaced by the G500. The GAD 43 adapter can also provide
yaw rate, heading, and barometric correction to various autopilots.
2.5.9.1 Autopilot ADIs and Gyros
For attitude-based autopilots an existing ADI or remote gyro is used to provide attitude information to the
autopilot. In some cases, these ADIs or gyros may be replaced with the GAD 43 (refer to Section 2.5.9.5
for additional information). If the GAD 43 is not installed, ADIs that interface with the existing autopilot
on the aircraft will have to be relocated if located in the installation location for the GDU 620. Because
this instrument is supplying attitude information to the autopilot, the ADI must be retained. It can be used
as a standby instrument and be relocated to an approved location for the standby instruments (refer to
Section 2.5.11.2). Alternately, this ADI may be relocated to the copilot’s side. If the ADI is relocated to
the copilot’s side and it is desired to display flight director information on it, this ADI must be installed in
the approved location for the copilot ADI (refer to Section 2.5.11.7.1). If the ADI used by the autopilot is
an electric-driven gyro, in order to meet the requirements of 2.5.11.2, the electric ADI should be relocated
to the copilot’s side. A vacuum-driven or suitable electric ADI (refer to Section 2.5.11.2.4.1) must then be
installed as a standby instrument on the pilot’s side. Any gyros that are required for proper operation of
the ADI (e.g. for a KCI 310 ADI) must also be retained. If the GAD 43 is not installed, remote gyros,
such as the KVG 350, must be retained in order for the autopilot to function properly.
2.5.9.2 Autopilot Turn Coordinators
Instrument panel mounted Turn Coordinators that interface with the existing autopilot on the aircraft will
have to be retained and might have to be relocated. Due to space constraints it may be necessary to blind
mount the turn coordinator. The installer must ensure that the relocated Turn Coordinator is installed in
accordance to its installation manual for panel incline and other applicable requirements.
190-01102-06 Rev. 2
2.5.9.3 Altitude Pre-Selector and Remote Annunciators
The G500 may provide the altitude pre-selector function to an autopilot (for interface requirements and
autopilot models approved for this function see Section E.3). If the G500 is configured to provide the
altitude pre-selector functions, the original altitude pre-selector must be removed. Autopilots that use
altitude pre-selectors that also function as a remote annunciator for the autopilot are not supported in the
G500 AML STC. Remote annunciators must not be removed, and if relocated must meet manufacturer
requirements for installation.
2.5.9.4 ADIs with Integral Flight Director Presentation
In some cases an ADI that must be retained to provide attitude information to the autopilot has an integral
flight director presentation (e.g. the KI 256 ADI). If this ADI is used as a standby instrument for the
G500, the flight director presentation must be disabled. If this ADI is relocated to the copilot’s side, the
flight director presentation may be left enabled provided that the location requirements in Section
2.5.11.7.1 are met.
2.5.9.5 GAD 43 Adapter
NOTE
GAD 43 Enablement Card P/N 010-00769-58 is required to enable the operation of the
GDU 620 with the GAD 43 Adapter.
The GAD 43 adapter is an optional interface adapter for the G500 Integrated Flight Deck. It allows
existing ADIs/gyros that are required for autopilot operation to be replaced as part of the G500
installation. The GAD 43 interfaces with the GDU 620 Display for configuration and alerting, and with
the GRS 77 for attitude, heading, and yaw rate information. The GAD 43 provides the following
information in analog format for use with suitable third-party autopilot systems:
• Pitch and Roll for the autopilot (synchro)
• Pitch and Roll for weather radar stabilization (50 and 200 mV/degree)
• Heading (synchro)
• Yaw Rate (100, 200, 333 and 600 mV/degree/sec)
OR
• Barometric correction (KEA 130/130A/346 compatible)
NOTE
Installation of the GAD 43 adapter allows the existing attitude source for the autopilot to
be replaced without altering the autopilot performance. Prior to starting the
G500/GAD 43 installation it is highly recommended that a short flight test be conducted
to baseline the autopilot performance and ensure that the system is operating as designed.
This short flight test is repeated after completion of the aircraft modification to validate
that the GAD 43 attitude source operates identical to the original mechanical gyro. Refer
to Section 5.10.2.5 for additional details.
In configuration mode, the GAD 43 also allows the installer to set the analog attitude and heading outputs
to specific values without the need for removing any gyros and using a tilt table.

Rev. 2 190-01102-06
2.5.9.5.1 Analog Baro-Correction for Honeywell Autopilots
The GAD 43 provides an analog baro-correction output that emulates the baro-correction output from the
Honeywell KEA 130/130A and KEA 346 (P/N 006-0362-0008 through -0011 only) encoding altimeters.
Providing the GAD 43 baro-correction output to the autopilot ensures that altitude captures will be made
relative to the altitude used by the G500 system, rather than the altitude on the encoding altimeter.
Consequently, it is recommended that the GAD 43 be used to provide the baro-correction input in lieu of
the encoding altimeter.
NOTE
If removing the encoding altimeter, a suitable blind encoder must be installed to provide
uncorrected Gray code altitude to the autopilot (and any other LRUs using Gray code
altitude).
2.5.10 Part 121/Part 135 Considerations
For certain aircraft operated under Part 121 or Part 135, a third attitude source is required. Aircraft
requiring the third attitude source are described in 14 CFR § 121.2 and 14 § CFR 135.2. This third
attitude source may be a second gyroscopic attitude indicator or a second G500 system, and it must meet
the requirements of 14 CFR § 121.305(k).
Single-engine aircraft operated under Part 121 or Part 135 must have two independent electrical sources
or a standby battery or generator/alternator capable of supplying 150% of the electrical loads of all
required instruments and equipment necessary for emergency operations of the aircraft for 60 minutes in
accordance with 135.163(f). For multi-engine aircraft operated under Part 121 or Part 135 the electrical
load of all required instruments and equipment necessary for emergency operations must not be greater
then one-half of the total generated power in accordance with 135.163(g). The definition of the electrical
loads that are “required instruments and equipment necessary for emergency operations” should be
expanded to include the pilot’s GDU 620, GRS 77, and GDC 74A.
2.5.11 Mounting Considerations
2.5.11.1 GDU™ 620 Location and Mounting
The GDU 620 is designed to mount on the aircraft instrument panel in place of the existing primary
instruments. The location must be such that the GDU 620 is not blocked by the glare shield on top, or by
the control yoke on the bottom.
The FAA has determined that the acceptable installation location for the GDU 620’s ADI shall not
dramatically differ from the location of the original type certificated (TC’d) ADI. Consequently, the
GDU 620’s ADI, when installed, must intersect the original TC’d ADI.
The GDU 620 ADI area is defined as the top section of the left screen (PFD), as shown in Figure 2-1.

190-01102-06 Rev. 2
4.00 Inches
20 20
200
40
10 10 100
30 2.625 Inches
20
00
20
10 10 -100
-200
060
O
6
3 E 2
1
N
12
GPS
33
15
1
30
W 21
24
2
Figure 2-1. GDU 620 ADI Location

The original TC’d ADI area is defined as the area inside the outer perimeter of the instrument bezel, as
shown in Figure 2-2.
Figure 2-2. Original ADI Area

When installed, the GDU 620’s ADI area must intersect the original TC’d ADI installation location, as
shown in the example in Figure 2-3.

Rev. 2 190-01102-06
20 2
40
10 1
30
Clock
10 10
Vac
060
O
6
3 E 2
1
12
20
GPS
200 40
33
15
Fuel Qty 180
1 60
30
S
W 21 160
24
2
80
140
120 100
Elec Current
Tachometer
Figure 2-3. GDU 620 ADI Location Requirement

Some installations of the GDU 620 will require the use of one of the optional GDU 620 trim plates. The
trim plates are manufactured plates which can be used for cosmetic appeasement or structural support.
Refer to Section 3.2.1 for additional information on the use of the trim plate. Due to the extent of the
modifications required for some installations, it may be easier to replace the instrument panel entirely.
Refer to Section 2.5.11.3 for a list of items to consider when deciding whether or not to replace the
instrument panel.
NOTE
The GDU 620 must be electrically bonded to the instrument panel. If a trim plate is
utilized in the installation, it must be installed such that it will permit the GDU 620 to be
electrically bonded to the instrument panel. When measured from the rear aluminum
chassis of the GDU 620 to the instrument panel, the resistance must be 20 mΩ or less.
Refer to Section 3.7.1 for additional information about equipment bonding.
NOTE
Certain Cessna or Hawker Beechcraft aircraft may require that the instrument panel be
replaced in order to provide sufficient space in the instrument panel for the GDU 620.
Replacement of the instrument panels in these aircraft is not covered under this AML
STC. Reference Section 2.5.11.3 for additional information.

190-01102-06 Rev. 2
2.5.11.2 Standby Instrument Location
The FAA has determined that the acceptable location of the standby instruments is directly adjacent to the
GDU 620 (to the right, to the left, below, diagonal, or above). In cases in which the instrument panel is
stepped, 3 1/8 inch standby instruments may be located on the stepped part of the instrument panel as
long as there are no instruments located in between the GDU 620 and the standby instrument. Standby
instruments must be located entirely within the area defined in Sections 2.5.11.2.1, 2.5.11.2.2 or
2.5.11.2.3.
If the standby instruments are arranged vertically, the preferred order is:
• Attitude Indicator (top)
• Airspeed Indicator
• Altimeter (bottom)
If it is not possible to place the attitude indicator on top due to space constraints, an alternate arrangement
for vertically arranged instruments is:
• Airspeed Indicator (top)
• Attitude Indicator
• Altimeter (bottom)
If the standby instruments are arranged horizontally, the preferred order is:
• Airspeed Indicator (left), Attitude Indicator, Altimeter (right)
If it is not possible to arrange the standby instruments vertically or horizontally, as described above, any
order for standby instruments is acceptable, provided they are located entirely within the specified area.
In most cases the previously certified ADI, Airspeed Indicator and Altimeter can be used as standby
instruments. These instruments can be installed in pre-existing mounting locations for instruments that are
no longer required because their functions are replaced by the G500 system (e.g. VORs, CDIs, ADF
bearing pointers, RMIs, etc.). If the previously certified ADI is electric powered, it must be replaced
with an ADI listed in E.1. All pneumatic ADIs are acceptable for standby instruments and do not require
replacement.
In some installations it may be desirable to locate one or more standby instruments in the bolster
immediately below the instrument panel. Refer to Section H.2 in Appendix H for information on how to
do this.

Rev. 2 190-01102-06
2.5.11.2.1 Acceptable Area for 3 1/8” Standby Instruments
If all three standby instruments are 3 1/8”, the instruments must be located entirely within the area
outlined in Figure 2-4 and Figure 2-5.
Figure 2-4. Acceptable Installation Area for 3 1/8 Inch Standby Instruments
INSTRUMENT PANEL
FORWARD
GDU 620
STEPPED PANEL
SIDE VIEW
1
6.0"
STANDBY INSTRUMENT
NOTES:
1. ONLY 3.125" STANDBY INSTRUMENTS MAY BE MOUNTED ON STEPPED PORTION
OF INSTRUMENT PANEL.
Figure 2-5. Side View Stepped Panel for 3 1/8 Inch Standby Instruments
190-01102-06 Rev. 2
2.5.11.2.2 Acceptable Area for 2 ¼” Standby Instruments
If all three standby instruments are 2 1/4”, the instruments must be located entirely within the area
outlined in Figure 2-6.
3"
4"
20
200 40
180
160
60 4"
80
140
120 100
ACCEPTABLE AREA FOR LOCATION OF STANDBY

INSTRUMENTS - STANDBY INSTRUMENTS MUST BE
CONTAINED ENTIRELY IN THIS AREA.
4" 4"
4"
Figure 2-6. Acceptable Installation Area for 2 ¼ Inch Standby Instruments
2.5.11.2.3 Utilizing Both 2 1/4” and 3 1/8” Standby Instruments
In some installations it may be desired to use 3 1/8” standby instruments, but there is insufficient space to
accommodate such an arrangement. Consequently, some 2 1/4” instruments may be used. If both 2 1/4”
and 3 1/8” standby instruments are used, the instruments must be located entirely within the area outlined
in Figure 2-7.
3"
20
200 40
180
60
160
80
140
120 100
ACCEPTABLE AREA FOR

LOCATION OF STANDBY
INSTRUMENTS - STANDBY
INSTRUMENTS MUST BE
CONTAINED ENTIRELY IN
THIS AREA.
6" 6"
6" 6"
6"
Figure 2-7. Acceptable Installation Area for Mixed Standby Instruments

Rev. 2 190-01102-06
2.5.11.2.4 Mid-Continent Instruments Standby Instruments
2.5.11.2.4.1 Electric ADI
NOTE
Not all aircraft models are eligible to use an electric attitude indicator as a standby
instrument. Refer to Appendix K for eligibility information for particular aircraft models.
The model 4300-4( ) (3 1/8 inch) and 4200-( ) (2 1/4 inch) are currently the only electric standby attitude
indicators that may be installed as standby attitude instruments under the G500 AML STC; all non-
electric attitude indicators are acceptable and do not need to be replaced. The 4300-4( ) with the internal
backup battery and the 4200-( ) with the required remote mounted MD420-Emergency Power Supply
have the ability to continue to operate in excess of 30 minutes (in accordance with FAR 23.1353(h)) in
the event aircraft electrical power is lost and have been tested to meet the reliability and environmental
conditions required by the G500 AML STC.
NOTE
The Mid-Continent model 4200-( ) (2 ¼ inch) ADI requires the use of the MD420
Emergency Power System, which must be mounted separately. If the Mid-Continent
4200-( ) 2 1/4 inch attitude indicator is used in a non-metallic aircraft, the associated
remote MD420 Emergency Power System must be mounted within the instrument panel
area. This constraint does not apply to metal aircraft.
NOTE
If the Mid-Continent 4200-( ) 2 ¼ inch attitude indicator is used in a pressurized aircraft,
the associated remote MD420 Emergency Power System must be mounted in a
pressurized area.
2.5.11.2.4.2 2 ¼ Inch Instruments
For G500 installations that require 2 1/4 inch standby instruments, an altimeter and airspeed indicator
may be purchased as a package with the 4200-( ) ADI from Mid-Continent Instruments. Refer to
Appendix E for acceptable model numbers. Contact Mid-Continent Instruments for ordering instructions
to obtain an airspeed indicator with markings applicable to aircraft.
2.5.11.2.4.3 Mid-Continent Contact Information
For ordering information contact:
MID-CONTINENT INST. CO., INC
9400 E 34th Street N, Wichita, KS 67226 USA
Phone: 316-630-0101
Fax: 316-630-0723
www.mcico.com
This information was current at the time of publication.

190-01102-06 Rev. 2
2.5.11.3 New Instrument Panel Considerations
Some installations may require deviations from the original layout that will result in a substantial amount
of panel modifications, e.g. moving the standby instruments by one-half inch in any direction would
require modification of the original cutouts and therefore modification of the original panel may not be
adequate due to cosmetic and structural issues. In such cases, a blank panel is preferred and may be
manufactured.
The following aircraft may require the control yoke to be modified and instrument panel to be replaced in
order to provide sufficient space in the instrument panel for the GDU 620:
• Cessna 180, 180A-180J
• Cessna 185, 185A-185E, A185E
• Cessna 182, 182A-182D
Replacement of the instrument panels in these aircraft is not covered under this AML STC. Avion
Research, Inc. has an STC for this modification. For more information, contact Avion at:
Avion Research, Inc.
265 Sobrante Way, Suite G
Sunnyvale, California 94086
Phone: 408.732.2027
Fax: 408.732.2057
Email: info@avion.com
The following aircraft may require the instrument panel to be replaced in order to provide sufficient space
in the instrument panel for the GDU 620:
• Hawker Beechcraft 35, A35, B35, C35, D35, E35, F35, G35
• Hawker Beechcraft 35-33,35-A33, 35-B33, 35-C33
Replacement of the instrument panels in these aircraft is not covered under this AML STC. D’Shannon
Aviation has an STC for a suitable modification. For more information, contact D’Shannon Aviation at:
D’Shannon Aviation
21405 Hamburg Ave
Lakeville, Minnesota 55044
Phone: 800.291.7616
or 763.559.5998
Email: support@d-shannon-aviation.com
NOTE
The STCs referenced above are not the only acceptable means of replacing the instrument
panel in those Cessna or Hawker Beechcraft models. Other means of FAA approval may
be used.
NOTE
Unless otherwise specified, blank instrument panels may be manufactured for any aircraft
on the Approved Model List. These panels shall not be part of the primary structure of
the aircraft.
A new panel, whether newly manufactured or purchased from the aircraft manufacturer, must comply
with the following requirements:
• Material must be the same thickness and type as the original instrument panel (with a minimum
thickness of 0.063”).
• Use sheet metal techniques (bend radius, fillets…) appropriate to the material thickness and
hardness type – refer to AC 43.13-1B, Chapter 4, Section 4 (Metal Repair Procedures).
Rev. 2 190-01102-06
• Material shall have some type of corrosion protection (primer, alodine …).
• The original mounting locations, shape, form, and/or bends shall not be modified from the
original design.
• Bends in the material must not exceed to the minimum bend radius specification of the material
used.
• OEM processes may allow for tighter bends (e.g. a ‘soft’ material is formed then heat treated to
increase hardness).
• Panels shall not be combined (i.e. an original two-piece panel cannot be combined to create a
single-piece panel). Likewis5e, panels shall not be split (e.g. creating a two-piece panel from a
single-piece panel).
NOTE
Instrument panels are often more than a single piece of aluminum: they are an assembly
with other brackets and components permanently or semi-permanently attached to the
main panel. For example, angles may have been riveted to create attach points for other
pieces of equipment (such as the radio rack) or they may be used to resist bending of the
panel due to weight and center of gravity of the instruments; brackets or channels may
exist to create additional attach points to the aircraft. The new instrument panel must not
alter the design of the instrument panel assembly features from the original design. These
features must be duplicated in the new panel structure.
NOTE
The only intended differences between the new instrument panel assembly and the old
are the cutout for the GDU 620 display unit and the location of the standby instruments.
Every other feature of the panel, including aspects of the structure invisible to the pilot,
must be duplicated. Modification of the instrument panel that will not comply with these
requirements is not approved under this STC.
The GDU 620 must intersect the original certified ADI as specified in the GDU 620 location and
mounting (see Section 2.5.11.1). Since there is some freedom on the position of the GDU 620 in such a
case, it is preferred to have the GDU 620 PFD as close to top center as possible without compromising
the area required for the standby instruments or other indicators. Also, review the requirements for the
standby instruments prior to finalizing their location. Whenever manufacturing a new panel, verify that
all requirements in the following sections are met to ensure proper installation:
• GDU 620 Location, Section 2.5.11.1
• Standby Instrument Location, Section 2.5.11.2
When fabricating a new instrument panel, movement or consolidation of additional instruments or engine
gauges may be needed in order to achieve the desired panel layout. However, this is beyond the scope of
the G500 STC and will require additional aircraft manufacturer’s data or FAA approval.
When fabricating a new instrument panel, lighting for existing items that are retained must be considered.
However, this is beyond the scope of the G500 STC and will require additional aircraft manufacturer’s
data or FAA approval.
Compound curves and tooled bends formed into the instrument panel may not be easily replicated in the
field. The installer should consider contacting the aircraft manufacturer for a panel blank or modifying
the existing panel with a flat plate overlay conforming to the guidelines of this installation manual. Any
overlay should be secured to the original panel as if it were a structural repair in accordance with
AC 43.13-1B, Chapter 4 Section 4.

190-01102-06 Rev. 2
2.5.11.4 GRS 77 Location and Mounting
The GRS 77 includes extremely sensitive inertial measurement sensors. It must be mounted rigidly to the
aircraft primary structure. Do not use shock mounting. Shock mounts used for other types of inertial
systems are not acceptable for the GRS 77 AHRS. The mounting system must have no resonance with the
unit installed that would amplify the aircraft natural levels. Vibrations may result in degraded accuracy.
The installation vibration levels are checked using the Engine Run-Up Vibration Test in Section 5.6.5.
Some metal structures of the GRS 77 may become magnetized if closely exposed to permanent magnets.
While this will not affect the GRS 77 itself, it may slightly affect nearby magnetic instruments in the
aircraft (e.g. whiskey compass). Ordinary use of magnetic screwdrivers to tighten the GRS 77 fasteners
will not cause problems, but non-magnetic screwdrivers are preferred. Avoid placing the GRS 77 within
one inch of magnetically mounted antennas, speaker magnets, or other strongly magnetic items.
NOTE
For non-metallic aircraft the GRS 77 must be grounded to the instrument panel. This will
require that the GRS 77 be installed near the instrument panel. Refer to Section 3.8.2 for
additional information.
Under baggage compartments or under the cockpit floor may be good mounting locations providing the
floor attachments meet the strength requirements. Avoid unprotected areas on or near the main cabin,
where the GRS 77 may be kicked or damaged by people or baggage placed in the aircraft. The GRS 77
must be mounted in a serviceable location in the aircraft (e.g. accessible through an access panel).
Installation in an unpressurized area of a pressurized aircraft is acceptable.
The GRS 77 must be mounted within 13 feet (4.0 meters) longitudinally and 6.5 feet (2.0 meters) laterally
of the aircraft center of gravity. The mounting location for the GRS 77 should be protected from rapid
thermal transients, in particular, large heat loads from nearby high-power equipment.
The GRS 77 must be leveled to within 3.0° of the aircraft level reference. The aircraft leveling procedure
described in Section 5.6.1 must be carried out prior to flight.
The GRS 77’s forward direction must be aligned in heading to within 1.0° of the aircraft forward
direction. (The arrow symbol on the rack points forward.)
2.5.11.5 GMU 44 Location and Mounting
The GMU 44 is an extremely sensitive three-axis magnetic sensor. It is more sensitive to nearby magnetic
disturbances than a flux gate magnetometer. For this reason, when choosing a mounting location for the
GMU 44, it is recommended that the minimum distances specified in Table 2-5 be observed. In the event
that all of the minimum distances cannot be observed, Table 2-5 also specifies magnetic disturbances to
avoid in order of priority. The chosen location must be surveyed prior to installation of the GMU 44
to verify its acceptability (refer to Section 3.2.4.3). Section 6.1 provides guidance on troubleshooting the
GMU 44 magnetometer location. Generally acceptable locations are shown in Figure 2-8 and specific
requirements for metallic and non-metallic aircraft are found in Sections 2.5.11.5.2 and 2.5.11.5.3,
respectively.
CAUTION
If mounting the GMU 44 in the location used by an existing flux valve or flux gate, the
Magnetic Interference Survey (Section 3.2.4.3) MUST STILL BE SUCCESSFULLY
COMPLETED. Although the location may have been satisfactory for a flux valve or flux
gate, it may not be acceptable for the GMU 44.
NOTE
If planning to reuse the existing flux valve or flux gate wiring for the GMU 44, it must be
verified that the existing wiring meets the requirements specified for the GMU 44 (i.e.
same number of shielded conductors, minimum wire AWG, equivalent wire type, etc.). In
many cases the existing wiring will have to be replaced.
Rev. 2 190-01102-06
Table 2-5. Magnetic Disturbances
Recommended
Disturbance Source Priority Min Distance
10 feet
Electric motors and relays, including servo motors 1
(3.0 meters)
Ferromagnetic structure greater than 1 kg total (iron, steel, or cobalt 8.2 feet
2
materials, especially landing gear structure) (2.5 meters)
3 feet
Ferromagnetic materials less than 1 kg total, such as control cables 3
(1.0 meter)
3 feet
Any electrical device drawing more than 100 mA current 4
(1.0 meter)
Electrical conductors passing more than 100 mA current (may require to 3 feet
5
be twisted shielded pair if within close proximity to GMU 44) (1.0 meter)
2 feet
Electrical devices drawing less than 100 mA current 6
(0.6 meter)
2 feet
Magnetic measuring device (e.g. installed flux gates, even if not powered) 7
(0.6 meter)
Electrical conductors passing less than 100 mA current (May require to 1.3 feet
8
be twisted shielded pair if within close proximity to GMU 44) (0.4 meter)
Ensure that any electrical conductor that comes within close proximity (approximately three feet) of the
GMU 44 is installed as a twisted shielded pair, not a single-wire conductor (if possible, the shield should
be grounded at both ends).
Use nonmagnetic materials to mount the GMU 44, and replace any magnetic fasteners within 20 inches
with nonmagnetic equivalents (e.g. replace zinc-plated steel screws used to mount wing covers or
wingtips with nonmagnetic stainless steel screws.)
In general, wing mounting of the GMU 44 magnetometer is strongly preferred. If wing mounting is not
possible, it may be necessary to install the GMU 44 in the tail section of the aircraft. Fuselage mounting is
permitted, but NOT within two feet of the cabin area because of numerous potential disturbances that can
interfere with accurate operation. Refer to Figure 2-7. If the GMU 44 is mounted within the fuselage, a
structural validation of the GMU 44 mount is required, as described in Section 3.3.
The GMU 44 must be mounted in a serviceable location in the aircraft (e.g. accessible through an access
panel). Installation in an unpressurized area of a pressurized aircraft is acceptable.

190-01102-06 Rev. 2
ACCEPTABLE LOCATION
GMU 44 MAGNETOMETER
WING MOUNTING
ACCEPTABLE LOCATION
GMU 44 MAGNETOMETER
FUSELAGE MOUNTING
(A STRUCTURAL VALIDATION OF THE GMU 44
MOUNTING IS REQUIRED IF GMU 44 IS
INSTALLED WITHIN THE FUSELAGE.)
2 FT MIN.
(GMU 44 MUST NOT BE CLOSER
THAN 2 FEET TO CABIN)
ACCEPTABLE LOCATION
GMU 44 MAGNETOMETER
WING MOUNTING
ACCEPTABLE LOCATION
GMU 44 MAGNETOMETER
VERTICAL STABILIZER MOUNTING
2 FT MIN.
(GMU 44 MUST NOT BE CLOSER
THAN 2 FEET TO CABIN)
ACCEPTABLE LOCATION
GMU 44 MAGNETOMETER FUSELAGE MOUNTING
(A STRUCTURAL VALIDATION OF GMU 44
MOUNT IS REQUIRED IF GMU 44 IS
INSTALLED WITHIN THE FUSELAGE.)
Figure 2-8. Acceptable Locations for GMU 44 Magnetometer

Rev. 2 190-01102-06
The GMU 44 must be leveled to within 3.0° of the aircraft level reference in pitch and roll, as shown in
Figure 2-9.
GMU 44
+/-3° MAXIMUM
Figure 2-9. Level Mounting of GMU 44 Magnetometer

The GMU 44’s forward direction should be within 0.5° in heading of the aircraft forward direction
(longitudinal axis). If it is not possible to guarantee this accuracy, installation alignment to within 2.5° is
acceptable in combination with the Post Installation Heading Compensation procedure described in
Section 5.6.4. It is strongly preferred that the GMU 44 alignment is as aligned as close as possible to the
aircraft longitudinal axis. Refer to Figure 2-10.
GMU 44
ALIGNMENT AIRCRAFT
HEADING
± 2.5° MAX.
± 0.5° PREFERRED
Figure 2-10. Heading Offset Limit GMU 44 Magnetometer

190-01102-06 Rev. 2
2.5.11.5.1 Considerations for Wing Grounded Light Fixtures
The following installation practices are recommended when installing the GMU 44 in the wing.
1. The wing tip lights should not have a power ground referenced to the chassis of the light
assembly that would then be referenced back to the airframe ground via the light assembly
mounting.
2. A dedicated power ground should be used and returned as a twisted pair with the power source
back into the fuselage for a wing mounted GMU 44.
These installation practices will prevent magnetically interfering currents from flowing in the wing skin
that encloses the GMU 44. Electrically isolating the light assembly should not be used as an alternative to
item 1 above, unless the isolated light assembly has been analyzed for adequate protection against direct
effects of lightning.
2.5.11.5.2 GMU 44 Location in Metal Aircraft
It is recommended that GMU 44 be located in Lightning Zone 3. Refer to Appendix J for information on
lightning zoning and guidance on determining the lightning zones for a particular aircraft. If the GMU 44
cannot be mounted in Zone 3, then it may be mounted in Zone 2A of the aircraft, but it must not be
mounted in any non-conducting fairings/housings that are located in Zone 2A. In addition, the GMU 44
cannot be mounted within 0.5m (20”) of the rear-most point of the fuselage. The GMU 44 must be
electrically bonded to the aircraft structure.
If the existing flux gate was mounted in the wingtip, it is also acceptable to mount the GMU 44 in the
wingtip provided the wingtip cover is made out of metal. Non-conductive wingtip covers (such as
fiberglass) are not acceptable and an alternate location for the GMU 44 must be found.
Refer to Appendix K for information about acceptable locations and bonding requirements for all aircraft
models.
2.5.11.5.3 GMU 44 Location in Non-Metallic Aircraft
It is recommended that GMU 44 be located in Lightning Zone 3. Refer to Appendix J for information on
lightning zoning and guidance on determining the lightning zones for a particular aircraft. If the GMU 44
cannot be mounted in Zone 3, then it may be mounted in Zone 2A of the fuselage of the aircraft, but it
must not be mounted in Zone 2A of the wing or empennage. The GMU 44 cannot be mounted within
0.5m (20”) of the rear-most point of the fuselage. The GMU 44 must be electrically isolated from the
aircraft ground plane and maintain a minimum 0.5” clearance from surrounding conductive components
and structure.
Refer to Appendix K for information about acceptable locations and isolation requirements for all aircraft
models.
2.5.11.6 GDC 74A Location and Mounting
The GDC 74A can be installed in any section of the aircraft’s fuselage or the forward equipment bay for
multi-engine aircraft. The GDC 74A must be mounted in a serviceable location in the aircraft
(e.g. accessible through an access panel). Installation in an unpressurized area of a pressurized aircraft is
acceptable. It is recommended to install the GDC 74A as close to the pitot static lines as possible to avoid
running long pitot static lines throughout the aircraft fuselage.
NOTE
For non-metallic aircraft the GDC 74A must be grounded to the instrument panel. This will
require that the GDC 74A be installed near the instrument panel. Refer to Section 3.8.2 for
additional information.

Rev. 2 190-01102-06
The GDC 74A can be oriented in any position from horizontal to 45° past vertical. Figure C-7 and
Figure C-8 show the acceptable range of GDC 74A mounting orientation.
The GDC 74A has two ports that are connected to the aircraft’s pitot pressure source and static pressure
source. The two ports are labeled on the unit (refer to Figure 2-11). The pressure ports have 1/8-27 ANPT
female threads. The mating fitting must have 1/8-27 ANPT male threads.
PITOT AIR PORT
STATIC AIR PORT
Figure 2-11. GDC 74A Air Hose Fitting Locations
Use appropriate air hoses and fittings to connect the pitot and static lines to the unit. Avoid sharp bends
and routing near aircraft control cables. The GDC 74A should not be at the low point of the pitot or static
plumbing lines, to avoid moisture or debris collecting at or near the unit. Ensure that no deformations of
the airframe surface have been made that would affect the relationship between static air pressure and true
ambient static air pressure for any flight condition. Refer to Part 43, Appendix E for approved practices
while installing hoses and connections.
2.5.11.7 GTP 59 Location and Mounting
In general, the GTP 59 may be mounted on any location on the aircraft skin as long as it is in the proper
lightning zone and kept away from heat sources, e.g. exhaust, engine cowlings, cabin exhaust valves,
direct sunlight, etc. In addition, the GTP 59 cannot be mounted within 0.5m (20”) of the rear-most point
of the fuselage. The GTP 59 must not be mounted directly into any fuel tank area under any
circumstances. It is recommended that the GTP 59 be located in Lightning Zone 3, although Zone 2A is
acceptable in some instances. For aircraft model-specific information regarding acceptable lightning
zones for GTP 59 placement, refer to Table K-1 in Appendix K. Appendix J contains information on
lightning zoning and guidance on determining the lightning zones for a particular aircraft.
Refer to Figure 2-12 and Figure 2-13 for acceptable locations for the GTP 59 temperature probe. These
locations provide general guidance only. For exact locations the lightning zones must be considered for
each particular aircraft. Additional guidance for metallic and non-metallic aircraft is found in Sections
2.5.11.7.1 and 2.5.11.7.2, respectively.
The GTP 59 OAT probe has no icing protection. If ice accumulates on the GTP 59 OAT probe, its
accuracy is unknown. Consequently, air temperature measurements may be incorrect if ice accumulates
on the probe. Furthermore, computations dependent upon air temperature measurements may be affected
(e.g. true airspeed and delta-ISA)
It is recommended that the GTP 59 be mounted on the bottom of the wing on or near an access panel (it
must be mounted on an access panel in non-metallic aircraft).
190-01102-06 Rev. 2
ACCEPTABLE LOCATION
GTP 59 OAT PROBE
UNDERSIDE OF WING
OUTSIDE OF EXHAUST STREAM
DO NOT MOUNT GTP 59 OAT PROBE

INSIDE OF EXHAUST STREAM
UNDERNEATH WING OR FUSELAGE
DO NOT MOUNT GTP 59 OAT PROBE

ON ENGINE COWLING
ACCEPTABLE LOCATION
GTP 59 OAT PROBE
UNDERSIDE OF WING
OUTSIDE OF EXHAUST STREAM
ACCEPTABLE LOCATION ACCEPTABLE LOCATION

GTP 59 OAT PROBE GTP 59 OAT PROBE
UNDERSIDE OF TAIL ON SIDEWALL OF FUSELAGE
OUTSIDE OF EXHAUST STREAM (NOT ON ENGINE COWLING)
ABOVE EXHAUST STREAM
DO NOT MOUNT GTP 59 OAT

EXHAUST PROBE ON ENGINE COWLING
DO NOT INSTALL
GTP 59 OAT PROBE
UNDERSIDE OF FUSELAGE
Figure 2-12. Acceptable Locations for GTP 59 Temperature Probe – Single Engine Aircraft

Rev. 2 190-01102-06
ACCEPTABLE LOCATION
GTP 59 OAT PROBE
UNDERSIDE OF WING
OUTSIDE EXHAUST STREAM
EXHAUST STREAM
DO NOT MOUNT
GTP 59 OAT PROBE
ACCEPTABLE LOCATION
GTP 59 OAT PROBE
SIDEWALL OF FUSELAGE
INSIDE AIR INLET DUCT
ACCEPTABLE LOCATION
GTP 59 OAT PROBE
ON FUSELAGE BENEATH THE
HORIZONTAL STABILIZER
DO NOT MOUNT
GTP 59 OAT PROBE
EXHAUST STREAM
ACCEPTABLE LOCATION
GTP 59 OAT PROBE
UNDERSIDE OF WING
OUTSIDE EXHAUST STREAM
Figure 2-13. Acceptable Locations for GTP 59 Temperature Probe – Twin Engine Aircraft

190-01102-06 Rev. 2
2.5.11.7.1 GTP 59 Location in Metal Aircraft
NOTE
The GTP 59 must be electrically bonded to the aircraft skin for installations in metal
aircraft.
If a suitable location for the GTP 59 cannot be found in Lightning Zone 3, then it can be installed in
Zone 2A. However, In order to be installed in Zone 2A, the aircraft skin or access panel must be
aluminum (Al) and at least 0.032” thick, and the GTP 59 must be electrically bonded to the aluminum
skin (if the aluminum skin is less than 0.032”, a doubler will be required). The doubler or access panel
must have four or more fasteners each providing electrical bond. The GTP 59 may not be installed on the
aircraft skin in Lightning Zones 1B, 1A, 1C or 2B.
If a suitable location cannot be found in Lightning Zones 3 or 2A, it is permissible to install the GTP 59
probe elsewhere provided it is inside an air inlet duct and all of the following conditions are met:
• The air inlet duct cover is made out of metal and electrically grounded to the aircraft.
• The GTP 59 is mounted such that it is recessed within the duct. The distance from the outermost
surface of the duct cover to any part of the GTP 59 must be less than the narrowest opening in the
duct cover by the GTP 59 (e.g. where the GTP 59 is mounted, the duct cover contains louvers that
are 2” x 8” – the GTP 59 must be no closer than 2” to the outermost surface of the duct cover).
• Air outlet ducts should not be used, as they can affect the temperature reading. Potential outlets
would be exhaust for avionics bays, engine cowling louvers, cabin vent outlets, etc.
2.5.11.7.2 GTP 59 Location in Non-Metallic Aircraft
NOTE
For most non-metallic aircraft, the GTP 59 must be electrically isolated from the aircraft
ground plane and maintain a minimum 0.5” clearance from surrounding conductive
components and structure. Refer to Table K-1 in Appendix K for aircraft model specific
information about isolation of the GTP 59.
The GTP 59 can only be located in Lightning Zone 3 area of the aircraft. This STC does not allow the
installation of the GTP 59 directly in the aircraft skin for non-metallic aircraft; consequently, the GTP 59
must be mounted in an access panel. In addition, the GTP 59 must be mounted to non-conducting
surface. If non-conductive surface does not exist then a non-conductive doubler must be used to provide
one (see Section 7 for more details). In addition, a minimum 0.5” clearance must be maintained between
the GTP 59 and any surrounding conductive components and structure.
NOTE
Carbon reinforced composite (with or without mesh) or fiberglass with mesh is
considered to be conductive. Wood, Kevlar and fiberglass without mesh is considered to
be non-conductive.
2.5.11.8 Copilot ADI with Flight Director – Location
In some installations it may be desired to install an ADI with a flight director on the copilot’s side (e.g. an
ADI with a flight director that must be retained to for proper autopilot operation, such as the KI 256, is
being relocated to the copilot’s side). If it is desired to relocate this ADI to the copilot’s side and retain
the flight director presentation, this ADI must intersect the copilot’s primary view centerline as shown in
Figure 2-13A.

Rev. 2 190-01102-06
Figure 2-13A. Location of Copilot ADI with Flight Director Presentation
2.5.11.9 GAD 43 Location and Mounting

The GAD 43 can be installed in any section of the aircraft’s fuselage or the forward equipment bay for
multi-engine aircraft. The GAD 43 must be mounted in a serviceable location in the aircraft
(e.g. accessible through an access panel). Installation in an unpressurized area of a pressurized aircraft is
acceptable.
NOTE
For non-metallic aircraft the GAD 43 must be grounded to the instrument panel. This
will require that the GAD 43 be installed near the instrument panel. Refer to
Section 3.8.2 for additional information.
The GAD 43 can be oriented in any position and secured to structure using one of two pairs of mounting
flanges as shown in Figure 2-14.

190-01102-06 Rev. 2
011-01970-00
GAD 43 UNIT
011-01970-00
GAD 43 UNIT
TALL ORIENTATION SHORT ORIENTATION
Figure 2-14. GAD 43 Short and Tall Installation Orientations
2.5.12 Cable and Wiring Considerations

Wiring should be installed in accordance with AC 43.13-1B Chapter 11. When wire separation cannot be
achieved, the following issues should be addressed:
• The cable harness should not be located near flight control cables, high electrical capacity lines or
fuel lines
• The cable harness should be located in a protected area of the aircraft
• Do not route cable near high-energy sources
2.5.12.1 HIRF Considerations
In order to meet the HIRF requirements the wiring must comply with the following:
• The length of wires between the G500 LRUs must not exceed 10.8 ft (3.3 m) unless otherwise
specified in Table 2-6.
• The length of shield drain connections at the G500 LRU connectors must not exceed 3.0”.
Table 2-6. Maximum Wire Lengths
From LRU To LRU Maximum Length
GDU 620 PFD/MFD GRS 77 AHRS 21.6 ft (6.6 m)
GDC 74A ADC GTP 59 Temperature Probe 32.5 ft (9.9 m)
GRS 77 AHRS GMU 44 Magnetometer 43.3 ft (13.2 m).
GRS 77 AHRS GDC 74A ADC 21.6 ft (6.6 m)

Rev. 2 190-01102-06
2.5.12.2 Pressurized Aircraft Considerations
In Pressurized Aircraft, wiring that penetrates the pressure vessel must be installed in accordance with the
Type Design of the aircraft. Any wires that penetrate the pressure bulkhead must use existing provisions
such as spare pins in the existing bulkhead connectors, or existing sealed wire thoroughfares in
accordance with the aircraft maintenance manual.
Substantiation for additional holes in the pressure vessel is beyond the scope of this manual and would
require additional data from the aircraft manufacturer or other FAA approved data.
2.5.13 Cooling Requirements
The GDU 620 has two cooling fans integrated into the bottom of the chassis to supply forced-air cooling
to the unit. The mounting configuration should not restrict intake airflow into the fans at the bottom of the
display, or exhaust airflow from the ducts at the top of the display.
2.5.14 Magnetic Compass Recalibration
After reconfiguring the avionics in the cockpit panel recalibrate the compass and make the necessary
changes for noting correction data.
2.5.15 RVSM Considerations
Aircraft operating at or above RVSM published altitudes will not meet the RVSM requirements with the
G500 installation as outlined in this manual. RVSM compliance may be a future enhancement of the
G500 system.
2.5.16 GPSS (Roll Steering) Considerations
The G500 system can support autopilots using ARINC 429 GPSS, or act as a roll-steering converter by
providing analog GPSS information via its heading datum/error output.
2.5.16.1 ARINC 429 GPSS
The G500 (GDU 620) has an ARINC 429 output that can be connected to autopilots that are capable of
utilizing ARINC 429 GPSS information. On the AUTOPILOT ARINC 429 output, the GDU 620
forwards GPSS information from the navigator (1 or 2) that is currently selected on the GDU 620 HSI –
there is no need to provide external switching. For installations with autopilots that accept 429 GPSS
(e.g. S-TEC 55X and Honeywell (Bendix-King) KFC 225) an external GPSS switch is NOT required.
2.5.16.2 G500 Roll Steering Converter Function
The GDU 620 can act as a roll-steering converter. It will receive the ARINC 429 GPSS information from
the selected navigator (1 or 2) and translate it to a heading error. The GPSS Enable In* discrete input
(P6201-8) may be used to control the GPS Steering (roll steering) function of the GDU 620. If GPSS
Enable In* (P6201-8) is grounded, the GDU 620 heading datum (error) output will be driven based upon
ARINC 429 GPSS information. If this input is open, the GPSS function will be disabled and the heading
datum output will be based upon the setting of the heading bug.
For installations that utilize the GDU 620 as a roll-steering converter, an external GPSS switch is required
(refer to Figure F-19 in Appendix F). The autopilot must be in HDG mode to use the GDU 620 for
GPSS.

190-01102-06 Rev. 2
2.5.17 ADI Replacement Considerations
Some existing ADIs contain a fast/slow or angle of attack (AOA) indication. Currently, the GDU 620
does not support a fast/slow or AOA display. Consequently, prior to undertaking a G500 installation in
aircraft containing such an ADI, it must be determined if the fast/slow or AOA indication is required by
the AFM/POH. If a fast/slow or AOA indication is required, this must be provided to the pilot by
alternate means. The provision of an alternate fast/slow or AOA indication is beyond the scope of the
G500 AML STC.
Some existing ADIs contain autopilot mode annunciations. The GDU 620 does not support autopilot
mode annunciations. As part of a G500 installation in aircraft containing such an ADI, the installer must
ensure equivalent mode annunciations are provided as part of a G500 installation. The provision of these
autopilot mode annunciations is beyond the scope of the G500 AML STC.
2.5.18 Aerobatic Aircraft Considerations
The GRS 77/GMU 44 is capable of maneuvers through a range of 360° in bank and pitch. The rotation
rate capability is ±200° per second, although ARINC 429 angular rate output messages are limited to
±128° per second.
2.5.19 Altitude Encoder Function (GDU™ 620 software version 3.00 or later)
The GDU 620 receives ARINC 429 altitude data from the GDC 74A and can output RS-232 serial
altitude in the Shadin format (9600 baud). This altitude output can be provided to the transponder,
allowing the existing altitude encoder to be removed when the G500 is installed.
2.5.20 Equipment Bonding Considerations
For all G500 installations the instrument panel must be made of aluminum. The GDU 620 must be
electrically bonded to it (refer to Section 3.7.1 for specific bonding instructions). For any 400W/500W
Series unit, GNS 480, ADF receiver or autopilot computer that is being interfaced to the G500, it must be
electrically bonded to the instrument panel with a resistance of 20 mΩ or less.
2.5.20.1 Metal Aircraft
The GDU 620 display, GRS 77 AHRS, GDC 74A ADC, GAD 43, GTP 59 temperature probe and GMU
44 magnetometer and any supporting brackets must be electrically bonded to aircraft ground through the
airframe metallic structure (refer to Section 3.7.1 for specific bonding instructions).
2.5.20.2 Non-Metallic Aircraft
The GDU 620 display, GRS 77 AHRS, GDC 74A ADC, GAD 43 Adapter and any supporting brackets
must be electrically bonded to the instrument panel. This can be accomplished using metallic structure or
aluminum foil tape (refer to Section 3.7.1 for specific bonding instructions).
NOTE
For installations with dual G500 systems, the No. 2 GRS 77 and No. 2 GDC 74A are not
required to be bonded to the instrument panel.
The GTP 59 temperature probe and GMU 44 magnetometer must not be electrically bonded to the aircraft
structure. If the location chosen for the GTP 59 or GMU 44 is conductive, an insulating doubler must be
installed to electrically isolate the unit.
NOTE
be non-conductive.

Rev. 2 190-01102-06
2.5.21 Non-Metallic Aircraft Considerations
Aircraft which are constructed out of non-metallic materials such as fiberglass, carbon composite
material, or fabric must take special precautions to protect the G500 equipment from high-intensity
radiated fields (HIRF) and indirect effects of lightning (IEL).
2.5.21.1 Electrical Bonding
The GDU 620 must be electrically bonded to the instrument panel. In addition, the GRS 77, GDC 74A,
and GAD 43 must be electrically bonded to the instrument panel via existing metallic structure. If
suitable structure does not exist, bonding can be achieved using aluminum tape. The tape length-to-width
ratio of 7:1 or less must be maintained ( i.e., for every 7 inches in length the width must be a minimum of
1 inch). The tape makes it necessary to locate the GRS 77, GDC 74A, and GAD 43 in close proximity to
the instrument panel in the aircraft. Refer to Section 3.7.1 for specific bonding instructions.
NOTE
For installations with dual G500 systems, the No. 2 GRS 77 and No. 2 GDC 74A are not
required to be bonded to the instrument panel.
2.5.21.2 Circuit Protection
The G500 LRUs must be protected with transient voltage suppressors (TVS). If the standby ADI is
electric, it must also be protected with two TVSs. The RS-232 connection between the GDU 620 and the
GRS 77 must have an inline resistor installed. Refer to the Attitude and Air Data Interconnect drawings
in Appendix F for additional information.
NOTE
For installations with dual G500 systems, TVS and resistor protection is not required for
the No. 2 GDU 620, No. 2 GRS 77 or No. 2 GDC 74A.
2.5.21.3 Wire Routing
The ground return from the GRS 77, GDC 74A, and GAD 43 should be routed with the wires going to the
instrument panel and must be terminated at the instrument panel ground. Where possible, the wiring
should be routed on top of the aluminum tape described in Section 2.5.21.1.

190-01102-06 Rev. 2
2.5.22 VFR-Only Installation Considerations
It is possible to install the G500 for VFR operation only. If this type of installation is desired, not all of
the requirements described in this installation manual must be met. Changes to a basic G500 installation
are as follows:
• A standby attitude indicator is not required; however, a standby altimeter and standby airspeed
indicator are still required.
• The non-metallic aircraft considerations for circuit protection (Section 2.5.21) are not required.
The non-metallic aircraft considerations for bonding and wire routing (Sections 2.5.21.1 and
2.5.21.3) are required.
• If the aircraft operation is currently limited to VFR operation only, no additional placards are
required. However, if the aircraft is not currently limited to VFR operation only, a placard
limiting aircraft operation to VFR only must be installed. Refer to Section 2.5.3.3 for additional
details.
In addition, data for some aircraft models listed on the AML is currently insufficient to substantiate IFR
operations with the G500. Consequently, these aircraft models are limited to VFR operation only and
must be placarded in accordance with Section 2.5.3.3. Refer to Table K-1 in Appendix K to determine if
a particular aircraft model is limited to VFR when modified with the installation of a G500 system.
A typical installation limited to VFR operation only is shown in Figure 2-15.
AIRCRAFT LIMITED TO VFR ONLY
20
200 40
180
60
160
80
140
120 100
Figure 2-15. VFR Only GDU 620 Installation

Rev. 2 190-01102-06
3 Installation Procedure
NOTE
If the GAD 43 adapter is being used to replace the existing attitude source for the
autopilot, it is highly recommended that a short flight test be conducted prior to starting
the G500/GAD 43 installation to baseline the autopilot performance and ensure that the
system is operating as designed. This short flight test is repeated after completion of the
aircraft modification to validate that the GAD 43 attitude source operates identical to the
original mechanical gyro. Refer to Section 5.10.2.5 for additional details.
3.1 Special Tools Required

Laser Square
A laser square with a line accuracy of ± 3/32 inches end-to-end at 15 feet perpendicular distance (or
better) is optional, but recommended, for GMU 44 magnetometer installation. Stanley Laser Level
Square 77-188 S2 meets the line accuracy requirement.
Digital Level
A digital level is recommended for use when installing the GRS 77 AHRS and GMU 44
magnetometer.
Protractor Tool
A protractor tool is required to measure the angle offset during the magnetometer installation.
Plumb-bob
A plumb-bob is required for leveling and installing the magnetometer unit.
Aircraft Jack Set
A set of aircraft jacks is recommended for stabilizing the aircraft after it is leveled.
Crimp Tool
A crimp tool meeting MIL specification M22520/2-01 and a positioner/locator are required to
ensure consistent, reliable crimp contact connections for the rear D-sub connectors. Refer to Table
3-5 for a list of recommended crimp tools.
Sight Compass
Although the use of compass rose is highly recommended, a sight compass may be used for the
GMU 44 magnetometer calibration procedures in Section 5.6 if a compass rose is not readily
available. Barfield Sight Compass SC063 (or equivalent) may be used for this purpose.
Tools Needed for Magnetic Interference Survey
Laptop or PC
A laptop or PC is required to run the magnetic interference survey software
(refer to Appendix G). This laptop or PC must meet the following minimum requirements:
Operating System Windows 2000 SP4, XP
Processor Speed 850 MHz
Hard Drive Free Memory 500 MB
RAM Memory 256 MB
Screen Resolution 1024 x 768
CD-ROM Drive
USB to RS-232 Converter Required only if the laptop or PC does not have a serial port.

190-01102-06 Rev. 2
DC Power Supply
A DC power supply capable of supplying 12VDC / 200 mA is required to perform the magnetic
interference survey (refer to Appendix G) prior to installing the GMU 44 Magnetometer.
RS-485 to RS-232 Converter (not required in most cases)
A RS-485 to RS-232 converter may be required to perform the magnetic interference survey
(refer to Appendix G) prior to installing the GMU 44 Magnetometer. A suitable converter is
B&B Electronics Model 422LP9R (or equivalent).
GMU 44 Location Survey Software P/N 006-A0240-00
GMU 44 Location Survey Software P/N 006-A0240-00 is required to perform the magnetic
interference survey (refer to Appendix G). This software can be downloaded under part
number 006-A0241-00 from the Dealers Only page on the Garmin website at
www.garmin.com.
Magnetic Interference Survey Test Cable
A test cable fabricated by the installer is required to perform the magnetic interference survey
(refer to Section G.2 in Appendix G for details on manufacturing this cable).
Stopwatch or Watch with a Second Hand
A stopwatch or watch with a second hand is required to measure the time for turning equipment
on and off during the survey test sequence.
3.2 Equipment Installation
Equipment dimensions and other physical characteristics can be found in Table 1-2 and Appendix C.
3.2.1 GDU™ 620 Display Location and Mounting
NOTE
The GDU 620 must be electrically bonded to the instrument panel. If a trim plate is
utilized in the installation, it must be installed such that it will permit the GDU 620 to be
electrically bonded to the instrument panel. When measured from the rear aluminum
chassis of the GDU 620 to the instrument panel, the resistance must be 20 mΩ or less.
Refer to Section 3.7.1 for additional information about equipment bonding.
When installing the GDU 620 display the following steps must be performed:
• Select a general location for the GDU 620 cutout as specified in Section 3.2.1.1.
• Address any considerations specific to the installation as specified in Section 3.2.1.2.
• Remove instruments necessary to facilitate installation and temporarily install the GDU 620
cutout template. Refer to Section 3.2.1.3.
• Determine if the use of a trim plate is necessary for the installation. If necessary, determine
which type of trim plate is required. Refer to Section 3.2.1.4.
• Install the trim plate (if necessary). Refer to Section 3.2.1.5.
• Install the GDU 620. Refer to Section 3.2.1.6.

Rev. 2 190-01102-06
3.2.1.1 GDU™ 620 Display Location
Determine a suitable location for the GDU 620 (refer to Section 2.5.11.1 for placement information).
Example instrument panel layouts can be found in Section D.1.
NOTE
Certain Cessna aircraft may require the control yoke to be modified and the instrument
panel replaced in order to provide sufficient space in the instrument panel for the GDU
620. Reference Section 2.5.11.3 for additional information.
NOTE
Certain Hawker Beechcraft aircraft may require that the instrument panel be replaced in
order to provide sufficient space in the instrument panel for the GDU 620. Reference
Section 2.5.11.3 for additional information.
In general, most six-pack instrument configurations usually consist of, but are not limited to, the primary
instruments - airspeed indicator, attitude indicator, altimeter, horizontal situation indicator
(HSI)/directional gyro (DG), vertical speed indicator, and turn coordinator. An ideal six-pack would have
the instruments configured so that they are aligned both vertically and horizontally with each other,
evenly spaced and adjacent to one another (Figure 3-1). Other six-pack instrument configurations consist
of the same primary instruments but with the instruments scattered and/or not aligned on the instrument
panel (Figure 3-2).
20
200 40
180
AIRSPEED 60
160 VOR INDICATOR
CLOCK KNOTS 80
140
120 100
VAC
D.C
ELEC.
6
3 E 10
15
5 VERTICAL
N
FUEL QTY
12
SPEED
UP 20
VOR INDICATOR
33
0
15
TURN COORDINATOR DN
100 FEET 20
30
PER MIN
S
L R 5
21 15
10
W
2 MIN
24
ELEC CURRENT
TACHOMETER ADF
Figure 3-1. Example of an Ideal Six-Pack Instrument Configuration

190-01102-06 Rev. 2
VOR INDICATOR
20
200 40
180
AIRSPEED 60
160
KNOTS 80
140
120 100
10
15
6 5 VERTICAL
3 E SPEED
UP 20
0 VOR INDICATOR
12
D.C.
ELEC.
DN
100 FEET 20
33
15
PER MIN
5
15
10
30
S
W 21
24
TURN COORDINATOR
L R
2 MIN
ADF INDICATOR
CLOCK
Figure 3-2. Example of a Non-Ideal Six-Pack Instrument Configuration

For any instrument panel, installation of the GDU 620 is not limited to the use of cutouts for the primary
instruments. Any combination of the original cutouts for any instrument may be used as long as the
GDU 620 location satisfies the ADI intersect criteria (see Section 2.5.11.1). For example, in Figure 3-2
and Figure 3-3 , the VOR indicator cutouts are used in conjunction with the adjacent primary instruments
cut outs for the GDU 620 installation.
115-01009-XX
TRIM PLATE MAY BE
REQUIRED ON SOME
INSTALLATIONS
20
200 40
180
AIRSPEED 60
160
KNOTS 80
140
120 100
CLOCK
Figure 3-3. GDU 620 Installed, Non-Ideal Six-Pack Instrument Configuration

Rev. 2 190-01102-06
Using the airspeed and turn coordinator cutouts for the GDU 620 installation in this example would have
caused a challenging installation, both structurally and cosmetically.
3.2.1.2 Installation Considerations
Prior to any alteration, consideration should be given to the placement of the standby instruments (see
Section 2.5.11.2 for information regarding the location of standby instruments).
Installation of the GDU 620 requires an instrument panel with a minimum thickness of 0.063” to satisfy
structural requirements. Ensure that there is sufficient clearance for connectors and wire harness on the
GDU 620, as shown in Figure 3-4.
7 IN.
MINIMUM
CLEARANCE
GDU 620
SIDE VIEW
Figure 3-4. GDU 620 Recommended Connector Clearance

3.2.1.3 Temporary Installation of Cutout Template
Remove all instruments required to facilitate the installation of the GDU 620. Temporarily fasten the
GDU 620 Cutout Template P/N 115-01010-00 on the instrument panel and transfer the GDU 620 LRU
outline using the outside edges of the cutout pattern. Also mark the location of the six GDU 620
mounting holes. Remove the template. See Appendix C for cutout template dimensions and reference
features.

190-01102-06 Rev. 2
3.2.1.4 Trim Plate Considerations
A combination of nut plates and screws are used to secure the GDU 620 to the instrument panel. On most
aircraft installations with an ideal six-pack configuration, all six nut plates can be riveted to the
instrument panel itself. On other aircraft, due to pre-existing cut outs for the original instruments, lack of
material on the instrument panel may inhibit installation of nut plates to the instrument panel. Each
installation must be evaluated as follows:
1. If all nut plates can be installed to the instrument panel, use the thin trim plate P/N 115-01009-00.
2. If one or two nut plates cannot be installed on the instrument panel due to insufficient material:
a) It may be possible to install “patches” to the instrument panel. Refer to Appendix H for
information on determining whether or not it would be acceptable to use patches. If all six
nut plate locations can be accommodated with nut plates on the instrument panel or patches
(2 maximum), the thin trim plate P/N 115-01009-00 may be used. It is also acceptable to use
the thick trim plate P/N 115-01009-10 if it is not desired to use patches.
b) If (a) above cannot be met, the thick trim plate P/N 115-01009-10 must be used.
3. If three or more nut plates cannot be installed on the instrument panel due to insufficient material,
the thick trim plate P/N 115-01009-10 must be used.
NOTE
If all of the nut plates can be installed onto the instrument panel and no existing cutouts
are visible when the GDU 620 is installed, it is not necessary to install any trim plate.
3.2.1.5 Trim Plate Installation (if required)
NOTE
If installing nut plates onto the trim plate it may be necessary to cut out additional
material from the instrument panel in order to provide clearance for the attachment of the
nut plate to the trim plate.
After it is decided which trim plate is to be used (thin or thick), determine the size of the trim plate and
cut it to the required size and pattern. Refer to Appendix C for the dimensions of the trim plates that are
furnished with the G500 installation kit.
NOTE
Do not permanently install the trim plate to the instrument panel until the GDU 620
installation hardware (nutplates) has been installed on the instrument panel and/or on the
thick trim plate.
Determine locations of fasteners or rivets for securing the trim plate to the instrument panel and the
GDU 620 nut plates in accordance with the requirements in Figure 3-5, Figure 3-6, and Figure 3-7.
NOTE
The thin (0.032”) trim plate can float on the instrument panel. Rivets or fasteners to
secure the thin trim plate P/N 115-01009-00 to the instrument panel are optional. The
installation of the GDU 620 will secure the trim plate in place.
If attaching the nut plates to the instrument panel, use the Cutout Template P/N 115-01010-00 as a guide
to drill out the holes for the nut plate position. Remove the Cutout Template and install the required nut
plates on the instrument panel and, if required, on the trim plate. Once all six of the GDU 620 nut plates
have been installed, permanently install the trim plate, if required.
Rev. 2 190-01102-06
115-01009-00 TRIM PLATE
INSTRUMENT PANEL .032" THICK,
(THIN TRIM PLATE)
TO PREVENT AIR GAPS, LAY OUT THE TRIM

PLATE SO PARTIAL INSTRUMENT EDGE CUTOUTS
ON PANEL ARE HIDDEN BENEATH THE PLATE
INSTALL ALL NUTPLATES ON

THE INSTRUMENT PANEL
(FARSIDE)
EXISTING INSTRUMENT
PANEL CUTOUTS
FOR A THIN TRIM PLATE INSTALLATION:
-LOCATE AND INSTALL ALL NUTPLATES ON THE INSTRUMENT PANEL SO
1) RIVET HEADS ARE FLUSH AND HIDDEN BY TRIM PLATE
2) NUTPLATE BODY DOES NOT INTERFERE WITH ADJACENT INSTRUMENT BODIES
3) NUTPLATE BODY DOES NOT LIE IN CUTOUT OPENING
4) ADEQUATE INSTRUMENT PANEL MATERIAL EXISTS.
-APPLY A FINISH COAT OF PAINT TO PLATE PRIOR TO FINAL INSTALL.
-TRIM PLATE OUTSIDE EDGE AS REQUIRED TO CLEAR ADJACENT INSTRUMENTS OR SWITCHES.
-FINISH CORNERS AT R.25" TYP.
Figure 3-5. Trim Plate Installation, Thin

190-01102-06 Rev. 2
Figure 3-6. Trim Plate Installation, Thick

Rev. 2 190-01102-06
> MIN. TO EDGE NUTPLATE INSTALLED
ON TO FARSIDE OF
> MIN. TO EDGE TRIM PLATE
3 RIVETS OR SCREWS
TO BE INSTALLED
WITHIN R1.25" OF
GDU620 FASTENER LOCATIO
GDU620 FASTENER
HOLE LOCATION
> MIN. TO EDGE
> MIN. TO EDGE
CORRECT CORNER PLACEMENT DETAIL

OF MS20426AD4 RIVETS
OR #6-32 SCREWS
> MIN. TO EDGE

> MIN. TO EDGE
RIVET OR SCREW
LOCATIONS OF
TRIM PLATE TO PANEL
3 RIVETS OR SCREWS
TO BE INSTALLED
WITHIN R1.25" OF
GDU620 FASTENER LOCATION
GDU620 FASTENER
HOLE LOCATION
CORRECT SIDE PLACEMENT DETAIL

OR #6-32 SCREWS
CORRECT GUIDELINE TABLE:

HARDWARE DIMENSION A MIN. TO EDGE
RIVETS 0.75" ± 0.25 0.25"
SCREWS 0.75" +.25 / - .125 0.30"
NOTES:
HARDWARE SPECIFICATIONS
NUTPLATES MS21075L06 (MF5000-06)
MS21069L06 (MK1000-06)
MS21071L06 (MK2000-06)
OR NAS, NASM EQUIVALENT
Figure 3-7. Structural Trim Plate Installation, Correct Installation

190-01102-06 Rev. 2
RIVET OR SCREW
LOCATIONS
TRIM PLATE
ERROR: < MIN. TO EDGE

A
ERROR: A > MAX.
EDGE OF
INSTRUMENT PANEL
ERROR: < MIN. TO EDGE NUTPLATE INSTALLED

ON TO TRIM PLATE
INCORRECT CORNER PLACEMENT

OR #6-32 SCREWS
EDGE OF TRIM
PLATE
RIVET OR SCREW
LOCATIONS
ERROR: A < MIN.
R 1.25
GDU620 FASTENER
HOLE LOCATION
INCORRECT SIDE PLACEMENT DETAIL

OR #6-32 SCREWS

RIVETS 0.75" ± 0.25 0.25"
SCREWS 0.75" +.25 / - .125 0.30"
Figure 3-8. Structural Trim Plate Installation, Incorrect Installation

Rev. 2 190-01102-06
NUTPLATE INSTALLED
ON TO FARSIDE OF
TRIM PLATE
R 1.25
MODIFIED TRIM
PLATE EDGE
GDU620 FASTENER
HOLE LOCATION
> MIN.
NEIGHBORING
INSTRUMENT
> MIN.
ON PANEL
> MIN.
ACCEPTABLE MODIFICATIONS TO EDGE DETAIL

RIVETS 0.75" ± 0.25 0.25"
SCREWS 0.75" +.25 / - .125 0.30"
Figure 3-9. Acceptable Modifications to Edge Detail
3.2.1.6 GDU™ 620 Installation

Install the GDU 620 using six hex head screws P/N 211-64307-14 (or equivalent).

190-01102-06 Rev. 2
3.2.2 Standby Instruments Location and Mounting
Install the standby airspeed, altimeter and attitude indicator in the pre-existing mounting locations for
instruments no longer required, such as VORs, ADF bearing pointers, RMIs, CDIs, etc. If required, new
instrument cutouts may be made on the instrument panel and the stepped part of the instrument panel.
Existing cutouts may also be modified as required to fit the standby instruments (e.g. cutting a notch for
the altimeter baro-correction knob).
Example instrument panel layouts are shown in Figure 3-10, Figure 3-11, and Figure 3-12. Additional
examples can be found in Section D.1.
ORIGINAL INSTRUMENT PANEL CONFIGURATION
MODIFIED INSTRUMENT PANEL CONFIGURATION
Figure 3-10. Example of Installed GDU 620 - Standby Instruments To the Right and Diagonal
Rev. 2 190-01102-06
NOTE
Due to the distance from the desired location of a standby instrument on the stepped
panel to the GDU 620 and the standby instrument distance requirement from
Section 2.5.11.2, only 3 1/8” standby instruments are permitted to be installed on stepped
panels.
S-TEC
Placard
20
200 40
180
60
160
Clock 80
140
120 100
SANDEL SN3308
6 E
d.c.
3 elec.
N v 10
A
V
u
e
15
5
12
33 N
VERTICAL
SPEED
M UP 20
A
15 S
P
0
turn coordinator B
DN
100 FEET 20
30
R PER MIN
L R G 5
21 15
2 min 10
24 W no pitch
information
S
OB
shft sync a-b
Switches
Ignition Vent
S-TEC
Placard
20
200 40
180
60
160
80
140
120 100
Switches
Ignition Vent

Figure 3-11. Example of Installed GDU 620 - Standby Instruments on Stepped Part of Panel

190-01102-06 Rev. 2
In Figure 3-11 the instrument panel bolster was modified to accommodate two of the standby instruments.
Refer to Appendix H for details on modifying the bolster to accommodate standby instruments.
Some instrument panels may require additional modifications to address non-standard size instruments
(e.g. the KI 256 ADI). Refer to Appendix H for additional information.
Due to space constraints, some installations may require the use of 2 1/4 inch instruments for backup
instruments. Previously certified 2 1/4 inch instruments may be used as long as they are pneumatic. If
using an electric attitude indicator, the Mid-Continent 4200-( ) (2 1/4 inch display) electric attitude
indicator with the MD240-battery backup must be used. For airspeed and altitude indicators, Mid-
Continent provides a package of 2 1/4 inch instruments in combination with the specified attitude
indicator. For Mid-Continent ordering information see Section 2.5.11.2.4.3.
NOTE
If the Mid-Continent 4200-( ) 2 1/4 inch attitude indicator is used in a non-metallic
aircraft, the associated remote MD420 Emergency Power System must be mounted
within the instrument panel area. This constraint does not apply to metal aircraft.
NOTE
If the Mid-Continent 4200-( ) 2 ¼ inch attitude indicator is used in a pressurized aircraft,
the associated remote MD420 Emergency Power System must be mounted in a
pressurized area.

Rev. 2 190-01102-06
6 E
20 3
200 40
33 N
12
180
60
160
15
80
140
30
S
120 100 21
24 W
S
OB
HDG 060
d.c.
elec.
6 E 10
3 15
5 VERTICAL
SPEED
12
UP 20
0 Blank
33
15
turn coordinator DN 100 FEET 20
30
S
PER MIN
L R 21 5
W 15
2 min 10
24
VOR 1 VOR 2
no pitch ijav ooo ORD
information
1.2 NM
Clock
20
200 40
180
60
160
80
140
120 100
Clock
Figure 3-12. Example of GDU 620 Installed with 2 1/4” Standby Instruments

190-01102-06 Rev. 2
3.2.3 GRS 77 AHRS Location and Mounting
NOTE
If mounting the GRS 77 on existing structure (e.g. existing shelf), the existing structure
must meet the minimum requirements specified in Section 3.2.3.1 for fabricated support
racks, brackets and shelves.
NOTE
For dual G500 installations, it is strongly recommended that both GRS 77 AHRS units be
mounted on the same shelf or bracket. This becomes extremely important in installations
utilizing the GAD 43 to supply attitude information to the autopilot – ensuring that both
AHRS units are exposed to the same vibration environment will help prevent nuisance
‘Check Attitude’ alerts and nuisance autopilot disconnects.
Considering the placement information contained in Section 2.5.11.4, determine a suitable location for the
GRS 77. The GRS 77 should be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the GRS 77 unit and any related components. For
reference, the GRS 77 with Mounting Rack weighs 3.5 lbs and the addition of the GRS 77 Universal
Mount increases the weight to 4.55 lbs. Use of additional brackets or supplemental support structure will
also increase weight. Table 3-1 provides an overview of possible GRS 77 mounting options for
installation with and without the GRS 77 Universal Mount. Each option references a subsequent section
where further details and considerations may be found. Furthermore, Section 3.2.3.1 identifies conditions
that must be met for every GRS 77 installation, regardless of use of the GRS 77 Universal Mount.
Table 3-1. Overview of Possible GRS 77 Mounting Options with GRS 77 Universal Mount
Installation of GRS 77 Universal Mount (Typical)
Description:
The intent of the GRS 77 Universal
Mount is to allow minor adjustments
in angle of the AHRS installation FORWARD
relative to the mounting surface in

the aircraft. In some cases, the
universal mount can be attached
directly to existing structure in the
aircraft, where only the mounting
holes need to be added to structure.
Reference Section 3.2.3.2.3
Installation of GRS 77 Universal Mount (Composite Aircraft)

Rev. 2 190-01102-06
Description:
FORWARD
Some composite aircraft have a solid
fuselage structure that with a GRS 77
Universal Mount, will meet the
requirements for the GRS 77
installation. Modification of the
fuselage involves adding points of
attachment.
Installation of GRS 77 Universal Mount (Tube and Fabric Aircraft)

Description:
The GRS 77 Universal Mount can be
FORWARD
assembled with an installation plate
to existing fuselage tube structure.
The installation plate provides a
stable platform for the Universal
Mount, which allows the assembly to
be corrected for the aircraft level
reference.
Installation of GRS 77 Universal Mount Using Existing Points from Previously-Installed Equipment
Description:
If the aircraft has a Bendix/King
KG 102/102A gyro, a Mid Continent
4305-128 gyro, Mid Continent 4305-
150 gyro or a Cirrus 14357-001 gyro
currently installed, and it is being
removed for this installation, the
location may provide an adequate
mounting location for the GRS 77
AHRS. The GRS 77 Universal
Mount will allow for installation to
an existing hole pattern for the KG USE FOR MID-CONTINENT 4305-128 OR 4305-150 USE FOR BENDIX KING KG 102 / 102A
USE FOR CIRRUS 14357-001
102/102A (legs turned outward) or
for the Mid-Continent 4305-128 /
4305-150 and Cirrus 14357-001
(legs turned inward).

190-01102-06 Rev. 2
Table 3-2. Overview of Possible GRS 77 Mounting Options without GRS 77 Universal Mount
Mounting Bracket – Attachment to Stringers or Longerons
Description:
FORWARD
Closely spaced stringers or longerons extending
fore/aft along the bottom of the fuselage may provide
adequate structure to support a mounting bracket.
Look for an area that will provide ample space
forward of the GRS 77 for the connector and wire
harness. Additionally, ensure that the location is not
shared by equipment capable of inducing vibration in
the structure which can be transmitted back to the
GRS 77, such as a location near the engine or landing
gear.
Modify Existing Floor Panel or Add Mounting Surface to Attach GRS 77 Mounting Plate
Description:
A false floor may exist over airframe structure to
make room for avionics or baggage. If the false floor
surface is level and meets structural requirements, it
may provide an adequate surface for mounting the
GRS 77 directly.
Alternately, existing frame structure may provide a
level plane to which a plate may be attached for
mounting the GRS 77. An example would be multiple FORWARD
frames with flanges at the same water line (WL).
Plate, Angle Bracket Assembly – Attachment to Existing Frame and Bulkhead Structure
Description:
Angle brackets may be fabricated to attach to existing
frame and bulkhead structure, to which a plate may be
attached. Although multiple frames and bulkhead
structure may be available for the AHRS location,
they may not be at the same water line (WL). One or
more brackets may be needed to create a level plane.
The intent is to ensure the plate remains parallel to the
aircraft level reference and firmly supported across its
span.

Rev. 2 190-01102-06
3.2.3.1 Requirements for All GRS 77 Installations
In order to satisfy the structural requirements for the operation of the GRS 77 the following conditions
must be met:
1. If support racks, brackets or shelves need to be fabricated, they should be fabricated and attached
to the aircraft structure in accordance with the methods outlined in AC43.13-2B Chapter 2 and
the following requirements:
a) Material shall be 2024-T3 sheet aluminum
b) Material shall have some type of corrosion protection (primer, alodine, etc.)
c) Material shall be a minimum of 0.063” for single-sheet aluminum. Aluminum honeycomb
core panels are also acceptable, and have no minimum thickness requirements.
d) Use sheet metal techniques (bend radius, fillets, etc) appropriate to the material thickness and
type.
2. Any supporting structure must be rigidly connected to the aircraft primary structure through
strong structural members capable of supporting substantial loads. Avoid areas that are prone to
severe vibration (e.g., areas close to engine mounts and landing gear).
3. If a new mounting plate is fabricated for the GRS 77, the plate shall not span greater than 12” in
width or length without direct attachment to primary structure. If the mounting plate must span
more than 12”, stiffeners and/or flange reinforcements will be necessary to provide adequate
support.
4. Final installation shall be resistant to visual deflection during the validation of structures test per
Section 3.3.
5. Maintain a minimum of 3” between the forward edge of the mounting rack and any object to
ensure clearance for connector and wire harness.
6. For all installations, level and heading alignment of the GRS 77 will require the use of one of the
following:
a) GRS 77 Universal Mount P/N 011-01780-00,
b) Fabricated mounting equipment, e.g. brackets, shelves, mounting platform, etc., or
c) A combination of both.
7. The GRS 77 must be electrically bonded to the aircraft metallic structure (metal aircraft) or
instrument panel (non-metallic aircraft). Refer to Section 3.7.1 for additional details.
For the installation of the GRS 77 level the aircraft in both the longitudinal and lateral axes. Refer to the
aircraft’s maintenance manual for leveling instructions. The aircraft should be placed on jacks while in a
level state to avoid inadvertently placing the aircraft in a non-level position when entering, exiting, or
working in the aircraft.
If the intent is to use the GRS 77 Universal Mount, refer to details found in Section 3.2.3.2. If the intent is
to use or modify existing structure without the GRS 77 Universal Mount, refer to details found in
Section 3.2.3.3.
3.2.3.2 Preparation for Installation with GRS 77 Universal Mount
3.2.3.2.1 GRS 77 Universal Mount Description
The GRS 77 Universal Mount P/N 011-01780-00 allows for aircraft level installation of the GRS 77
AHRS on mounting structures with inclines up to ±6° in 2° increments. Depending on the installation, the
Angle Brackets contained within the GRS 77 Universal Mount kit can be assembled and installed facing
in or out, as shown in Figure 3-13 and Figure 3-14. The use of the GRS 77 Universal Mount is optional.

190-01102-06 Rev. 2
115-00922-00
BRACKET TOP AHRS UNIV
(PART OF 011-01780-00 KIT
GRS 77 UNIVERSAL MOUNT)
115-00909-00
ANGLE AHRS BRKT MOUNTING (2X)
(PART OF 011-01780-00 KIT
Figure 3-13. GRS 77 Universal Mount (Inward Facing Angle Brackets)
115-00922-00
(PART OF 011-01780-00
KIT GRS 77 UNIVERSAL MOUNT)
115-00909-00
ANGLE AHRS BRKT MOUNTING (2X)
(PART OF 011-01780-00 KIT
Figure 3-14. GRS 77 Universal Mount (Outward Facing Angle Brackets)

Rev. 2 190-01102-06
3.2.3.2.2 Assembly of the Universal Mount
Cleco the pivot hole of the top bracket to the angle bracket on both sides as shown in Figure 3-15.
115-00922-00
BRACKET TOP
AHRS UNIV (REF)
CLECO PIVOT
HOLE BOTH
SIDES OF
6°
4°
BRACKET
2°
0°
CLECO SECOND PAIR OF HOLES

BOTH SIDES OF BRACKET TO SET
ANGLE SUCH THAT TOP BRACKET
IS LEVEL WITH AIRCRAFT LEVEL
115-00909-00
WITHIN 3°.
ANGLE AHRS BRKT
MOUNTING (REF)
Figure 3-15. GRS 77 Universal Mount Assembly
NOTE
The incline of the mounting location may be determined by using a level meter such as
the PRO 360 or equivalent. It is recommended to use a level surface on the aircraft itself
as reference for a more accurate installation.
Determine and set the incline offset required for level installation. Cleco the second pair of holes of the
top bracket to the angle bracket as shown in Figure 3-16. Drill hole-pattern from top bracket to angle
bracket (0.1285” diameter holes – #30 drill bit), 5 places each side.

190-01102-06 Rev. 2
CLECO PIVOT
HOLE BOTH
SIDES OF
BRACKET
MATCH DRILL HOLE

PATTERN FROM TOP
BRACKET TO ANGLE
115-00922-00 BRACKET, TO Ø.128,
BRACKET TOP AHRS UNIV 5 PLACES EACH SIDE
(PART OF 011-01780-00
KIT GRS 77 UNIVERSAL
MOUNT) CLECO SECOND PAIR OF HOLES
BOTH SIDES OF BRACKET TO SET
115-00909-00 ANGLE SUCH THAT TOP BRACKET
ANGLE AHRS BRKT MOUNTING (2X) IS LEVEL WITH AIRCRAFT LEVEL.
(PART OF 011-01780-00
KIT GRS 77 UNIVERSAL MOUNT)
Figure 3-16. Hole-Pattern Configuration to Set Incline in Assembly for Aircraft Level
As shown in Figure 3-17, rivet top bracket to angled brackets with MS20470AD4-6 rivets (alternate
CR3213-4-4 blind rivets) and remove Clecos.
115-00922-00
(REF) MS20470AD4-6 RIVET
(ALTERNATE, CR3213-4-4
115-00909-00 CHERRYMAX RIVET)
ANGLE AHRS BRKT MOUNTING (5X EACH SIDE)
(2X REF)
Figure 3-17. Top Bracket to Angle Bracket Assembly
NOTE
If the GRS 77 Universal Mount has been assembled with the angle brackets facing in,
installing the GRS 77 mounting rack on the universal mount will prevent access to
tighten the universal mount screws to the mounting plate. It is recommended to install the
universal mount to the mounting plate before mounting the GRS 77 mounting rack on the
universal mount for this situation.
Rev. 2 190-01102-06
Install the GRS 77 Mounting Rack P/N 115-00459-00 to the GRS 77 Universal Mount using 5 AN525-
1032R8 Screws, as shown in Figure 3-18. The recommended torque is 20-25 inch lbs. Ensure correct
orientation of mounting rack on universal bracket (the arrow on the GRS 77 Mounting Rack must point
forward).
1 AN525-1032R8
SCREW (5X)
FORWARD
115-00459-00
GRS 77 MOUNTING RACK
115-00922-00
(REF)
115-00909-00
ANGLE AHRS BRKT MOUNTING
(2X REF) NOTES:
1. RECOMMENDED TORQUE 20-25 INCH-LBS.
Figure 3-18. Assembling GRS 77 Mounting Rack to GRS 77 Universal Mount
3.2.3.2.3 Installation of GRS 77 Universal Mount (Typical)
NOTE
Aircraft structures such as the firewall, bulkhead and support frames are usually
perpendicular to the aircraft heading and may be used as reference for determining the
relative position of the installation to the aircraft heading.
Position the GRS 77 Universal Mount assembly on the mounting platform so that it is aligned to the
aircraft heading. Transfer the hole-pattern from the Angle Brackets to the mounting platform, 4 places
each side. Ensure that the arrow on the mounting rack is facing the forward direction.
Remove the GRS 77 Universal Mount assembly from the mounting platform and drill the marked hole-
pattern for #10 hardware (0.189” diameter holes – #12 drill bit) into the mounting platform. The preferred
method of assembly utilizes nutplates installed to the mounting platform: rivet nut plates (MS21059L3)
with MS20426AD3-X rivets to the mounting platform. Ensure that installed rivets are flush with the
installation panel. Remove any burrs or excess rivet heads.
Install the GRS 77 Universal Mount to the mounting plate using AN525-1032R8 screws (8 total, 4 on
each side for the Universal Mount). See Figure 3-19. Alternate hardware includes other screws, bolts,
washers, nuts, and nutplates; these are noted in the table within Figure 3-19. The recommended torque is
20-25 inch lbs. Perform a structural validation test per Section 3.3.

190-01102-06 Rev. 2
NOTE
It is acceptable to install the Universal AHRS Mounting Bracket assembly to the aircraft
structure with four pieces of hardware (bolts or screws at opposite ends of each angle) as
long as the installation allows the GRS 77 AHRS to pass the Engine Run-up Vibration
Test outlined in Section 5.6.5. Use of eight fasteners is strongly recommended.
1 2
SCREW (8X)
FORWARD
115-00459-00
GRS 77 MOUNTING RACK
115-00922-00
BRACKET TOP
AHRS UNIV
3 INSTALLATION
PANEL
115-00909-00
ANGLE AHRS
BRKT MOUNTING
(2X)
NUTPLATE
RIVET (2X)
(8 REQ'D)
NOTES:
1. RECOMMENDED HARDWARE OPTIONS FOR ASSEMBLY:
SCREWS MS35207 (#10-32 LENGTH A/R); OR NAS603 (#10-32 LENGTH A/R)
BOLTS AN3-XA (#10-32, LENGTH A/R)
WASHERS AN960-10; AN960-10L; NAS1149F0332P; NUTPLATES (M)F5000-3; (M)K1000-3;
OR NAS1149F0363P (M)K2000-3; OR F2000-3
OR
NUTS AN364-1032A (MS21083N3); RIVETS MS20426AD3-X
OR MS21042L3

3. MINIMUM THICKNESS .063", UNLESS ALUMINUM HONEYCOMB CORE PANEL (NO
MINIMUM THICKNESS REQUIREMENT).
Figure 3-19. Installation of Universal Mount to Mounting Plate

Rev. 2 190-01102-06
3.2.3.2.4 Installation of the GRS 77 Universal Mount (Composite Aircraft)
CAUTION
This procedure only applies to secondary aircraft structures. It is not acceptable to use
this procedure for primary structure or structural load carrying members. This procedure
applies to honeycomb composite material used in areas such as false floors or avionics
shelves. After the installation is complete, refer to Section 5 for system configuration,
calibration and checkout.
NOTE
The GRS 77 AHRS will not provide valid outputs until the post installation calibration
procedures are completed.
Assemble the GRS 77 Universal mount per section 3.2.3.2.2. Place the GRS 77 Universal Mount
assembly on the mounting surface ensuring that the forward direction is aligned with the aircraft heading.
Mark holes (4 on each side, 8 total) and edges of angle brackets for future reference. See Figure 3-20.
LOCATE SECOND 4.60

HOLE APPROXIMATELY
AS SHOWN
5.64
115-00909-00 1.88 TYP.

FOOTPRINT
(2X)
LOCATE FIRST
HOLE APPROXIMATELY
AS SHOWN
Figure 3-20. Mounting Location (Composite Aircraft)
At each bolt location, drill a hole in the mounting surface large enough to accommodate an AN3 bolt head
(approximately 0.50 inches in diameter). Remove core between the inside and outside mounting surface
layers as shown (Approximately 1.00 inches in diameter). See Figure 3-21. Do not penetrate the opposite
side of honeycomb core.

190-01102-06 Rev. 2
Ø0.50 THROUGH
MOUNTING SURFACE
TOP LAYER ONLY
MOUNTING SURFACE
AN3 BOLT
MOUNTING SURFACE
TOP LAYER HONEYCOMB CORE
1.0" MIN.
Ø1.00
CORE REMOVAL
BOTTOM LAYER HONEYCOMB CORE
Figure 3-21. Mounting Bolt Preparation (Composite Aircraft)
Tape the underside of the angle brackets with packaging tape to keep the brackets clean of the epoxy/flox
mixture. Poke holes in the tape at all bolt hole locations. Fill each bolt cavity with epoxy and flox mix.
Insert each bolt head into cavity; epoxy and flox should just barely flow over the hole in the inner layer.
Align bolts with the angle brackets by laying taped angle brackets on the mounting surface, taped side
down against epoxy/flox mixture, with bolts sticking through the brackets. Ensure bolts remain
perpendicular to the angles and mounting surface as shown in Figure 3-22. The angle bracket taped faces
should remain flush with the mounting surface.
Ensure brackets remain aligned with the reference marks on the fuselage. Once epoxy/flox mix has set,
remove angles from mounting surface and remove tape from angle brackets.

Rev. 2 190-01102-06
TAPE UNDERSIDE OF
115-00909-00 BRACKETS
WITH PACKAGING TAPE
AN3 BOLT
MOUNTING SURFACE
EPOXY WITH FLOX
ENSURE BOLT REMAINS PERPENDICULAR

TO FACE OF BRACKET WHEN
BRACKET IS FLUSH WITH MOUNTING SURFACE
Figure 3-22. Mounting Bolt Installation and Alignment (Composite Aircraft)
After bolts have been installed in the mounting surface, lay two layers of cloth over the mounting
location. Dimensions and location of the first sheet are shown, overlap the mounting location by 0.5
inches. See Figure 3-23.

190-01102-06 Rev. 2
9.5
1.9
1.3
7.5
Figure 3-23. First Cloth Installation for Mounting Bolts (Composite Aircraft)
After laying up the first sheet of cloth, lay up a second sheet oriented 45° from first sheet as shown in
Figure 3-24.

Rev. 2 190-01102-06
11.5
1.0
9.5
Figure 3-24. 2nd Cloth Installation for Mounting Bolts (Composite Aircraft)
Allow for the material to set and perform a structural validation per Section 3.3.
Install the GRS77 universal mount onto bolts and secure with AN365-1032A Nuts and AN960-10
washers (8 places). The recommended torque is 20-25 inch lbs. Perform a structural validation test per
Section 3.3.
3.2.3.2.5 Installation of GRS 77 Universal Mount (Tube and Fabric Aircraft)
For tube and fabric aircraft, it is possible to use the tube structure as the support structure for an assembly
that includes an installation plate as well as a GRS 77 Universal Mount to set the AHRS to aircraft level.
The concept involves the assembly of the installation plate with a GRS 77 Universal Mount. The
installation plate offers a surface for attaching the GRS 77 Universal Mount, and the Universal Mount
allows the assembly to accommodate an aircraft level, forward orientation for the GRS 77 AHRS unit.
Two options are presented: tabs welded to airframe or alternately, MS21919 clamps attached to airframe.
Welded Tabs:
1. The preferred method of installation allows for tabs to be welded to the tube structure for attaching
the installation plate.
2. A minimum of four tabs are required and the material must be appropriate to the tube structure of
the airframe.
3. An installation plate uses the four mounting points to secure the plate to the airframe. Countersunk
screws are used to attach the Universal Mount to the installation plate, to minimize possibility of
interference between hardware and the airframe.

190-01102-06 Rev. 2
4. The installation plate must be at least .125” thickness, 2024-T3. A stiffener may be required
depending on plate length.
5. The installation plate must be electrically bonded to the tubular structure. Refer to Section 3.8.1
for additional information.
6. Reference Figure 3-25 and Figure 3-26 for details and illustration.
7. Perform a structural validation test per Section 3.3.
8. Welded tabs must be treated with corrosion protection appropriate to the materials used and the
existing protection on the airframe. The installation plate requires corrosion protection (example:
zinc primer, alodine etc.) on all surfaces of fabricated parts.
3 INSTALLATION PLATE
ATTACH TO STRUCTURE IN A
MINIMUM OF 4 PLACES
AIRCRAFT TUBULAR
STRUCTURE
FORWARD
1 3 4 (4X)
1 (4X)
2 MS24693-XXX
SCREW #10-32 LENGTH A/R
8X
AIRCRAFT TUBULAR
STRUCTURE
GRS 77 AIRCRAFT TUBULAR

STRUCTURE
115-00922-00
BRACKET TOP AHRS UNIV 115-00909-00
2X
FORWARD
AN365-1032A NUT, 8X AN3-XA BOLT

AN960-10 WASHER, 8X AN960-10 WASHERS, A/R
MS21083N3 NUT (OR EQUIV.)
4X, MINIMUM
NOTES:
1. WELD TABS TO EXISTING STRUCTURE TO SUPPORT GRS 77 INSTALLATION PANEL.

USE MATERIAL APPROPRIATE TO AIRCRAFT CONSTRUCTION.
2. USE #10-32 COUNTERSUNK HARDWARE TO AVOID INTERFERENCE BETWEEN HARDWARE
AND STRUCTURES.
3. APPLY CORROSION PROTECTION (EXAMPLE: ZINC PRIMER; ALODINE; ETC. ON ALL
SURFACES OF FABRICATED PARTS.
4. ELECTRICALLY BOND INSTALLATION PLATE TO AIRCRAFT TUBULAR STRUCTURE.
Figure 3-25. Installation of GRS 77 AHRS Universal Mount in Tube and Fabric Aircraft Using
Welded Tabs
Rev. 2 190-01102-06
MS21919 Clamps:
1. An alternative method of installation allows for clamps to be assembled to the tube structure for
attaching the installation plate.
2. A minimum of four sets of clamps (two clamps per set in offset pattern) are required.
3. An installation plate uses the eight mounting points (four clamp sets) to secure the plate to the
airframe. Countersunk screws are used to attach the Universal Mount to the installation plate, to
minimize possibility of interference between hardware and the airframe.
4. The installation plate must be at least .125” thickness, 2024-T3. A stiffener may be required
dependent on plate length. Reference Figure 3-26.
5. Reference Figure 3-26 for details and illustration.
6. Perform a structural validation test per Section 3.3.
7. Ensure that the GRS 77 is bonded to the metallic tube structure with a resistance of 10 mΩ or
less. A bonding strap meeting the following criteria must be used to accomplish this:
• The cross sectional area of the strap must be greater than 0.016sq inches (approx 20800
circular mils). A 7/16 inch or wider tubular braid (QQB575R30T437, 24120 circular mils) or
a 3/4 inch or wider flat braid (QQB575F36T781, 20,800 circular mils) must be used.
• the strap length should be as short as possible and must not exceed 6 inches, and the
installation shall be such that it avoids the strap looping back on itself.
The bonding strap must be electrically bonded to the installation plate via a spot face at least
0.125” larger in diameter than the bonding strap terminal lug. Refer to “Bonding Jumper
Installations” in AC 43.13-1B Chapter 11 for guidance on attaching the bonding strap to tubular
structure.

190-01102-06 Rev. 2
5 INSTALLATION PLATE
ATTACH TO STRUCTURE IN A
MINIMUM OF 8 PLACES
(SEE STIFFENER
LAYOUT FOR 2
LONGER
DISTANCES)
FORWARD
2 MINIMUM LENGTH OF TOP VIEW

UNSUPPORTED MATERIAL
ASSEMBLE 4 PAIRS (MINIMUM)

AT EDGED OF ASSEMBLY IN
OFFSET PATTERN AS SHOWN.
MS24693-XX
#10-32 SCREW
LENGTH A/R, 8X
FORWARD
BOTTOM VIEW
FORWARD
115-00909-00
2X
SIDE VIEW
1 USE JAM NUTS IN ASSEMBLY TO SET LOCATION OF CLAMPS PRIOR TO ASSEMBLING

INSTALLATION PANEL TO STRUCTURE.
2 IF DISTANCE BETWEEN CLAMP ATTACHMENTS IS GREATER THAN 12", A STIFFENER IS
REQUIRED ON THIS EDGE. AN UNSUPPORTED DISTANCE GREATER THAN 16" IS NOT ACCEPTABLE.
3 RECOMMENDED TORQUE IS 20-25 INCH-LBS.
4 RECOMMENDED HARDWARE IS AS NOTED.
5 APPLY CORROSION PROTECTION (EXAMPLE: ZINC PRIMER; ALODINE; ETC.) ON ALL
SURFACES OF FABRICATED PARTS.
6 BONDING STRAP.
MS21919 Clamps
Sheet 1 of 2

Rev. 2 190-01102-06
GRS 77
INSTALLATION
PANEL
MS21083N3 NUT, LOCKING 3
AN960-10 WASHER (OR EQUIV.)
(OR EQUIV.) A/R
AN315-3 PLAIN HEX NUT

1
(OR EQUIV.)
AN3-XA BOLT
FORWARD
MS21919 WDG DETAIL A
CLAMP ORIENTATION ADJUSTED
1 MS21919 WDG CLAMPS WITH

HARDWARE TO ATTACH INSTALLATION
PANEL TO STRUCTURE
ISO VIEW
8X
DIM. A
DIM. B
DIM. A
HARDWARE DIM. A DIM. B

MIN. MAX.
RIVETS 0.25" 0.50" 0.5" < DIM B < 1.75"
MS20470AD4-X RIVET
A/R, SEE TABLE FOR
RECOMMENDED SPACING
TOP VIEW
STIFFENER LAYOUT
5 AN365-1032A NUT, 8X
STIFFENER AT EDGE
AN960-10 WASHER, 8X
0.75 X 0.75 X 0.063 ANGLE
(2024-T3 OR 6061-T6 ALUMINUM)
END VIEW
STIFFENER LAYOUT
MS21919 Clamps
Sheet 2 of 2

190-01102-06 Rev. 2
3.2.3.2.6 Installation of GRS 77 Universal Mount Using Existing Points from Previously
Installed Equipment
For aircraft that have the Bendix/King KG 102/102A unit, Mid-Continent 4305-128 or 4305-150, or
Cirrus 14357-001 installed, the mounting pattern is accommodated in the design of the GRS 77 Universal
Mount. See Figure 3-27 for detail on how the angles assemble to the main bracket to accommodate the
previously-installed equipment locations. These locations may be used for the GRS 77 AHRS installation
if they meet the requirements defined in Section 3.2.3.1.
TURN ANGLES INWARD FOR TURN ANGLES OUTWARD FOR

MID CONTINENT 4305-128 OR 4305-150 BENDIX/KING KG 102 / 102A
OR CIRRUS 14357-001 MOUNTING LOCATION
MOUNTING LOCATION
Figure 3-27. Using the GRS 77 Universal Mount in Locations of Previously-Installed Equipment
3.2.3.3 Preparation for Installation without GRS 77 Universal Mount
NOTE
Aircraft structures such as the firewall, bulkhead and support frames are usually
perpendicular to the aircraft heading and may be used as reference for determining the
relative position of the installation to the aircraft heading.
Position the GRS 77 Mounting Rack to the mounting or installation panel so that it is aligned to the
aircraft heading and transfer the hole-pattern to the mounting plate from the angle bracket 5 places.
Ensure that the arrow on the mounting rack is facing the forward direction.
Drill the marked hole-pattern (0.210 diameter holes) and rivet nut plates (MS21059L3 or equivalent) with
MS20426AD3-X rivets (Countersunk rivets). Ensure that installed rivets are countersunk and are flush
with the installation panel. Remove any burrs or excess rivet heads. See Figure 3-28 for illustration and
alternate hardware options.
Perform a structural validation per Section 3.3.
Install the Mounting Rack, whichever applies, to the mounting plate using AN525-1032R8 (5 total). The
recommended torque is 20-25 inch lbs. Perform a structural validation test per Section 3.3.

Rev. 2 190-01102-06
SCREW 1 2
(5X)
115-00459-00
REMOTE INSTALL RACK
GRS 77
3 MOUNTING
PLATE
NUTPLATE
1 RIVET (2X)
(5 REQ'D)
NOTES:
SCREWS AN525-X (#10-32 LENGTH A/R)
WASHERS AN960-10; AN960-10L; NAS1149F0332P; NUTPLATES (M)F5000-3; (M)K1000-3;
OR NAS1149F0363P (M)K2000-3; OR F2000-3
OR
OR MS21042L3

3. MINIMUM THICKNESS .063".
Figure 3-28. Installation of the Mounting Rack to the Mounting Plate

3.2.3.3.1 Mounting Bracket – Attachment to Stringers or Longerons
The option of creating a mounting bracket that attaches to stringers or longerons is shown in Figure 3-29.
The following items should be considered when creating the mounting bracket:
• Mounting bracket requirements should follow conditions noted in Section 3.2.3.1, unless
otherwise indicated.
• Distance between stringers or longerons should be less than 16.0 inches. For a distance between
12.0 and 16.0 inches, use a stiffener down the centerline of the mounting hole pattern
(see Figure 3-29). At a minimum, the stiffener should be made of 0.75 x 0.50 x 0.063” angle, with
the 0.75” leg used for attachment to the mounting bracket, and should run the length of the
bracket. A nutplate for the GRS 77 Mounting Plate (center hole in the 5-hole pattern) may be
attached directly to the stiffener. Use MS20426AD3 or MS20426AD4 rivets to secure the
stiffener to the mounting bracket. The vertical leg of the stiffener must be at least 0.25” from the
skin of the aircraft.
• Ensure at least 3 inches forward of AHRS remains clear for connector and wire harness.
• Fabricate a U-shaped mounting bracket keeping edge flanges as short as possible. The flange
should be no more than 0.5 inches higher than the stringers (see Figure 3-29).
• Minimal access to underside of bracket requires use of blind fasteners for the bracket to structure
and for the GRS 77 to the bracket.

190-01102-06 Rev. 2
ISOMETRIC VIEW
FORWARD
GRS 77 AHRS
AIRFRAME
STRINGER
MOUNTING
1 2
BRACKET
FASTENING
HARDWARE 3
VIEW LOOKING AFT
MOUNTING SURFACE
PARALLEL TO
AIRCRAFT LEVEL
NOTES:
1. USE 2024-T3 SHEET ALUMINIUM, 0.063" THICKNESS OR GREATER. USE A BEND

RADIUS APPROPRIATE TO THE MATERIAL TYPE AND THICKNESS. (EXAMPLE: USE BEND
RADIUS 0.24" FOR 0.063" THICKNESS 2024-T3 ALUMINUM)
2. APPLY CORROSION PROTECTION (EXAMPLE: ZINC PRIMER; ALODINE; ETC.) ON ALL

SURFACES OF PART.
3. A RIGID CONNECTION TO AIRCRAFT STRUCTURE IS REQUIRED. RECOMMENDED

HARDWARE OPTIONS ARE:
RIVETS PREFERRED: CR3213-4-X (CHERRY MAX); OR ALTERNATE: MS20470AD4-X
WASHERS AN960-6; AN960-6L; NUTPLATES (M)F5000-06; (M)K1000-06;
NAS1149FN632P; (M)K2000-06; OR F2000-06
OR
OR NAS1149FN616P RIVETS MS20426AD3-X
NUTS AN364-632A (MS21083N06);
OR MS21042L06
Figure 3-29. Installation of GRS 77 on Aircraft Stringers (Adapter riveted to Aircraft Skin)
Sheet 1 of 2
Rev. 2 190-01102-06
WIDTH DETAIL
UP TO 8"
UP TO 8",
NO EXTRA FLANGES
8 - 12"
8" UP TO 12",
FORWARD AND AFT
FLANGES
12-16"
12" UP TO 16"
FORWARD AND AFT
FLANGES AND
FORE-AFT STIFFENER
0.25" MIN. DEFLECTION GAP
MAX. HEIGHT DETAIL
MOUNTING
BRACKET
MAX. 0.5"
AIRCRAFT FLOOR AIRFRAME STRINGER
FASTENER SPACING
MOUNTING AIRFRAME
BRACKET STRINGER
DIM A
DIM A DIM B AIRCRAFT

FLOOR

MIN. MAX.
RIVETS 0.25" 0.50" 0.5" < DIM B < 1.75"
SCREWS 0.30" 0.50" 0.5" < DIM B < 1.75"
Figure 3-29. Installation of GRS 77 on Aircraft Stringers (Adapter riveted to Aircraft Skin)
Sheet 2 of 2

190-01102-06 Rev. 2
3.2.3.3.2 Modify Existing Floor Panel or Add Mounting Surface to Attach GRS 77
Mounting Plate
Some aircraft may have an existing floor panel, such as in an avionics bay or in the baggage
compartment, that is suitable for AHRS installation. Alternately, a simple panel may be installed where
existing structure creates a level plane, creating a mounting surface for the GRS 77 AHRS. The following
items should be considered when modifying a floor panel or adding a mounting surface:
• The panel to which the GRS 77 is mounted must be rigid enough to not transmit vibrations into
the GRS 77. The minimum thickness for sheet metal structure is 0.063 inches. It is acceptable to
install the AHRS to honeycomb structure used in some avionics bays.
• If the GRS 77 is installed in an area used for baggage, extra care must be taken to ensure the
GRS 77 is protected from damage. This may require fabrication of a protective cover for the
GRS 77. At least 0.25” space must exist between the surfaces of the AHRS and associated
brackets, and the fabricated cover must not deflect enough to touch the unit when impacted by
baggage.
• The GRS 77 Universal Mount is not required when the mounting surface (existing or added) is
level with the aircraft level reference.
FORWARD GRS 77 AHRS
3 IN
CLEARANCE
MOUNTING SURFACE
PARALLEL TO AIRCRAFT
LEVEL
FASTENING
HARDWARE
EXISTING FLOOR PANEL
OR NEW SUPPORT PANEL
(SEE REQUIREMENTS SECTION
FOR RECOMMENDED THICKNESS
SUPPORT PANEL SHOULD BE AND DESIGN FEATURES)
FASTENED TO EACH AIRFRAME EXISTING
MEMBER ACROSS THE SPAN SKIN
AIRFRAME
MEMBER
Figure 3-30. Installation of GRS 77 on Existing Floor Panel or Installed Support Panel

Rev. 2 190-01102-06
3.2.3.3.3 Plate – Attachment to Existing Frame Structure
Some aircraft will have frame members with flanges that face forward or aft, where the flanges for each
frame member are at different water lines. This presents several possibilities for the AHRS installation. If
the flanges are long enough to install hardware Figure 3-31.
BULKHEAD
FORWARD
3 IN. GRS 77 AHRS FASTENING
CLEARANCE HARDWARE
NEW SUPPORT PANEL FOR AHRS

MOUNTING PLATE (SEE REQUIREMENTS
SECTION FOR RECOMMENDED THICKNESS
AND DESIGN FEATURES)
MOUNTING SURFACE PARALLEL

SUPPORT PANEL SHOULD BE
TO AIRCRAFT LEVEL
FASTENED ACROSS THE SPAN
ANGLES TO CREATE
LEVEL PLANE FOR
SUPPORT PANEL
SKIN
EXISTING
AIRFRAME
MEMBER
Figure 3-31. Installation of GRS 77 with Installed Support Plate

190-01102-06 Rev. 2
3.2.3.4 GRS 77 Rack to Unit Flatness Check
NOTE
Place the unit on its rack, and tighten the screw fasteners on one end of the unit to the
rack (recommended torque is 22-25 inch pounds), but leave the screw fasteners on the
other end of the unit unfastened.
At the unfastened end of the unit, there should now be a gap between the unit baseplate and the rails of
the mounting rack. Measure the gap to determine if it is within tolerances. See Figure 3-32. Using feeler
gauges, check to ensure that the gap between the unit and each rack rail is at least 0.010 inch, but less
than 0.070 inch. See Figure 3-32.
If the gaps between the unit and each rack rail are within tolerance (0.010 inch, but less than 0.070 inch)
tighten the remaining two screw fasteners to hold the GRS 77 unit firmly to its rack (recommended torque
is 22-25 inch pounds).
If the gap is less than 0.010 inch, or greater than 0.070 inch, then the proper amount of preload will not be
exerted on the unit baseplate when the unit is fastened down, and the installation is not acceptable.
Possible causes for a failure of this check include the following:
1. The rack is fastened down to a surface that is not sufficiently flat
2. The rack is warped or damaged
3. The GRS 77 has a center baseplate external shim that is damaged or has been removed
4. The GRS 77 baseplate has been warped or damaged
In the event of a failed test (gap on unfastened end of unit not within the range of 0.010 inch to
0.070 inch), these possibilities must be examined, and any deficiencies corrected to pass this check before
the installation is acceptable.
GRS 77 AHRS
FASTENED END
MEASURE GAP AT
UNFASTENED END
(0.010"- 0.070" ACCEPTABLE)
Figure 3-32. Measuring GRS 77 to Mounting Rack with Feeler Gauge
NOTE
Use a #2 Phillips screwdriver to tighten the GRS 77 to the rack, rather than hand
tightening the knurled screws. The recommended torque is 22-25 inch pounds.
While installing the GRS 77 unit on its rack, a flatness check is required to ensure that the unit’s base is
properly preloaded after installation. Perform a flatness check.
After completion and satisfactorily passing the flatness check, tighten the four mounting screws securing
the GRS 77 unit to the rack.
Refer to Section 5.5 for system configuration, calibration and checkout.
Rev. 2 190-01102-06
3.2.3.5 Installation of the GRS 77 AHRS
The GRS 77 AHRS may be installed after the mounting rack has been assembled to the Universal Mount
or equivalent support structure and the flatness check is complete. While installing the GRS 77 unit on its
rack, a flatness check is required to ensure that the unit’s base is properly preloaded after installation.
Perform a flatness check per Section 3.2.3.4.
NOTE
Use a #2 Phillips screwdriver to tighten the GRS 77 to the rack, rather than hand
tightening the knurled screws. The recommended torque is 22-25 inch pounds.
After completion and satisfactorily passing the flatness check, tighten the four mounting screws securing
the GRS 77 unit to the rack. See Figure 3-33.
GRS 77 AHRS
USE A #2 PHILLIPS SCREWDRIVER TO

TIGHTEN FOUR KNURLED SCREWS
ON UNIT TO RACK. TORQUE SCREWS
TO 22-25 IN-LBS.
115-00922-00
TOP AHRS BRACKET
(REF)
INSTALLATION PLATE
115-00909-00 (REF)
ANGLE BRACKET
(REF)
Figure 3-33. GRS 77 Final Installation Example
After the installation is complete, refer to Section 5.5 for system configuration, calibration and checkout.
NOTE
The GRS 77 AHRS will not provide valid outputs until the post installation calibration
procedures are completed.

190-01102-06 Rev. 2
3.2.4 GMU 44 Magnetometer Location and Mounting
NOTE
For metal aircraft the GMU 44 must be electrically bonded to the aircraft metallic
structure that forms the ground plane, with a resistance of 10 mΩ or less.
NOTE
For non-metallic aircraft, the GMU 44 must not be electrically bonded to the aircraft
ground plane. Refer to Table K-1 in Appendix K to determine GMU 44 isolation
requirements for all aircraft models.
Determine a suitable location for the GMU 44 (refer to Section 2.5.11.5 for placement information).
Example GMU 44 installations can be found in Section D.2.
The GMU 44 Install Rack, P/N 115-00481-00, must be installed within 3° of the aircraft level reference
for pitch and roll. It is preferred that the forward direction of the GMU 44 mounting rack is aligned to
within 0.5° in heading of the aircraft forward direction (longitudinal axis). If it is not possible to guarantee
this accuracy, installation alignment to within 2.5° in heading is acceptable, in combination with a post-
installation heading alignment of the aircraft to a precise heading to determine and set a heading offset.
The heading offset procedure is described in Section 5.6.4. For all installations, level and heading
alignment will require the use of one of the following:
1. GMU 44 Universal Mount P/N 011-01779-01
2. Fabricated mounting equipment, e.g. brackets, shelves, mounting platform, etc.
3. Or a combination of both.
For the installation of the GMU 44 level the aircraft in both the longitudinal and lateral axes. Refer to the
aircraft’s maintenance manual for leveling instructions. It is preferred that the aircraft is placed on jacks
while leveled to avoid inadvertently placing the aircraft in a non level position when entering, exiting or
working the aircraft.
CAUTION
After a location has been selected and a GMU 44 mounting method chosen, a magnetic
interference survey must be performed at that location prior to fabricating or assembling
any parts for the GMU 44 mounting. It is possible that the location will fail the survey
and the installation will require a new location, with different installation requirements.
3.2.4.1 GMU 44 Universal Mount (Optional)
The GMU 44 Installation may require the use of the GMU 44 Universal Mount P/N 011-01779-01. The
GMU 44 Universal Mount allows for level installation and aircraft heading alignment.
The GMU 44 Universal Mount Allows for aircraft level installation of the GMU 44 Magnetometer on
mounting structures with inclines up to ±6° in 2° increments and 360° of forward direction offset.
Depending on installation, the GMU 44 may be installed in the following configurations:
1. Installed inside of the GMU 44 Universal Mount
a) Side Plate Mounted, Figure 3-34
b) Bottom Plate Mounted, Figure 3-35
2. Installed suspended from the GMU 44 Universal Mount
a) Side Plate Mounted, Figure 3-36
b) Bottom Plate Mounted, Figure 3-37

Rev. 2 190-01102-06
Figure 3-34. GMU 44 Universal Mount, Side Plate Mounted
Figure 3-35. GMU 44 Universal Mount, Bottom Plate Mounted

190-01102-06 Rev. 2
Figure 3-36. GMU 44 Universal Mount, Side Plate Mounted - Suspended
Figure 3-37. GMU 44 Universal Mount, Bottom Plate Mounted – Suspended

For side plate installations (Figure 3-38 and Figure 3-39), Lateral and longitudinal (2 axis) level
installation can be accomplished through the level placement of the mounting holes and the incline setting
(±2°, ±4° ±6°) of the GMU 44 Universal Mount.

Rev. 2 190-01102-06
GMU 44
UNIVERSAL
INSTALLATION BRACKET
PANEL
FORWARD
MOUNTING OF GMU 44
PARALLEL TO AIRCRAFT
LEVEL
SET BRACKET MOUNTING AIRCRAFT
HOLES IN PANEL LEVEL REFERENCE
FOR AIRCRAFT LEVEL
Figure 3-38. GMU 44 Universal Mount Level Installation Axis 1
ANGLE OF
INCLINE
GMU 44
UNIVERSAL
BRACKET
AIRCRAFT
LEVEL
REFERENCE
SET INCLINE ON
UNIVERSAL BRACKET
FOR LEVEL
INSTALLATION
Figure 3-39. GMU 44 Universal Mount Level Installation Axis 2

For bottom mounted installations requiring incline offset on both the lateral and longitudinal axis, level
installation can be accomplished through level placement of support equipment, such as mounting
brackets, shelves, panels on one axis and setting the incline on the GMU 44 Universal Mount
(±2°, ±4°, ±6°) for the other axis. An example is shown in Figure 3-40.

190-01102-06 Rev. 2
VERTICAL
STABILIZER
GMU 44
LEVEL TO
LATERAL AXIS
LEVEL TO
LONGITUDINAL AXIS
AIRCRAFT
REFERENCE
LINE
LEVEL TO
LATERAL AXIS
LEVEL TO
LONGITUDINAL AXIS
UNIVERSAL ADAPTER SET AT

+6° FOR LEVEL INSTALLATION
TO LONGITUDINAL AXIS
Figure 3-40. GMU 44 Universal Mount Level Installation Using Support Equipment, Examples.
Heading alignment is accomplished by installing the GMU 44 Install Rack to the top bracket of the
GMU 44 Universal Mount so that the forward direction is aligned with the aircraft heading.

Rev. 2 190-01102-06
3.2.4.2 Installation of GMU 44 Magnetometer with GMU 44 Universal Mount
3.2.4.2.1 Assembling the GMU 44 Universal Mount
Use the offset angle calculated from Section 3.2.4.4 to align the GMU 44 Install Rack to the universal
bracket (Figure 3-41) and mark the drill hole-pattern to the universal bracket. Drill to diameter of .159
inches, 3 places. Do not enlarge the holes in the GMU 44 Install Rack. .
HOLE MARKS FOR PARALLEL LINE

TO MATCH TOP MOUNTING HOLE MARKS FOR PARALLEL LINE
OF BRACKET TO MATCH SIDE MOUNTING OF
BRACKET
ALIGN GMU 44 INSTALL RACK PARALLEL

TO AIRCRAFT CENTERLINE. MATCH DRILL
BRACKET TO INSTALL RACK AND RIVET
IN PLACE.
AIRCRAFT FORWARD INDICATOR
ALIGN GMU 44 INSTALL

RACK PARALLEL TO AIRCRAFT
CENTERLINE. MATCH DRILL BRACKET
TO INSTALL RACK AND RIVET IN PLACE.
Figure 3-41. Top Plate Alignment to Aircraft Heading

Rivet the GMU 44 Install Rack to the top bracket using MS20426AD5-6 rivets (3 Places). See Figure
3-42 and Figure 3-43.

190-01102-06 Rev. 2
115-01017-01
BRACKET, MAGNETOMETER,
TOP, UNIV 115-00481-00
INSTALL RACK, GMU 44
DO NOT RIVET. THESE

ARE FOR SECURING
THE GMU TO THIS
ALIGNMENT PINS
ASSEMBLED UNIT.
RIVET HOLES ARE

COUNTERSUNK.
Figure 3-42. Installation Rack Rivet Through Holes

MS20426AD5-6 RIVET
(3X)
NOTE FORWARD
RELATION TO
BRACKET
115-00481-00
INSTALL RACK GMU 44
115-01017-01 SMP, BRACKET,

MAGNETOMETER, TOP, UNIV
Figure 3-43. Installation Rack to Top Bracket Installation
Assemble the top bracket to the bottom bracket and rivet using MS20426AD3-4 rivets (3 places). See
Figure 3-44. Ensure that installed rivets are countersunk and flush. Remove any burrs or excess rivet
heads.

Rev. 2 190-01102-06
GUIDE HOLES PROVIDED TO
MOUNT TO AIRCRAFT
RIVET TOP AND BOTTOM

BRACKETS WITH MS20426AD3-4
RIVETS
MS20426AD3-4 RIVET
(3X)
115-00939-01
SMP, BRACKET,
MAGNETOMETER, UNIV
Figure 3-44. GMU 44 Universal Mount Top and Bottom Bracket Assembly
NOTE
The incline of the mounting location may be determined by using a level meter such as
the PRO 360 or equivalent. It is recommended to use a level surface on the aircraft itself
as reference for a more accurate installation.
190-01102-06 Rev. 2
Determine and set the incline offset required for level installation. Move the top bracket forward or aft
relative to the bottom bracket to achieve desired angle setting for side plate installations or move the top
bracket up or down relative to the bottom bracket to achieve the desired angle setting for bottom plate
installations. Ensure alignment of holes for desired setting (0°, 2°, 4° or 6°). See Figure 3-45 through
Figure 3-49 for details on achieving desired angle settings.
HOLE PATTERN FOR

LATERAL MOTION
ANGULAR ADJUSTMENT
115-01017-01
BRACKET, MAGNETOMETER,
TOP, UNIV
HOLE PATTERN FOR

ROTATIONAL MOTION
ANGULAR ADJUSTMENT
HOLE PATTERN FOR

LATERAL MOTION
ANGULAR ADJUSTMENT
115-00939-01
BRACKET, MAGNETOMETER, UNIV
HOLE PATTERN FOR

ROTATIONAL MOTION
ANGULAR ADJUSTMENT
Figure 3-45. GMU 44 Universal Mount Top and Bottom Hole-Patterns

Rev. 2 190-01102-06
ANGLE ADJUSTMENT
VALUE 0, 2, 4 OR 6°
ANGLE ADJUSTED
2, 4 OR 6°
RIVETS
+2° +2°
INSTALLED
+4° +4°
+6° +6°
MOUNTING
0° 0° PLATE
MOVEMENT OF PLATES TO
ALIGN HOLES LATERALLY
FOR DEGREES OF INCLINE
Figure 3-46. GMU 44 Universal Mount Hole Alignment, Lateral Method (Side Plate Mounted)
ANGLE ADJUSTMENT
ANGLE ADJUSTED
VALUE 0, -2, -4 OR -6°
-2, -4 OR -6°
-6° -6° RIVETS

-4° -4° INSTALLED
-2° -2°
0° 0°
MOUNTING
PLATE
ALIGN HOLES LATERALLY
FOR DEGREES OF INCLINE
Figure 3-47. GMU 44 Universal Mount Hole Alignment, Lateral Method (Side Plate Mounted)

190-01102-06 Rev. 2
ANGLE ADJUSTMENT RIVETS
VALUES 2, 4 OR 6° INSTALLED
ALIGN HOLES IN ROTATION
FOR DEGREES OF INCLINE +2° +2°+4°
+4° +6°
+6°
MOUNTING
ANGLE PLATE
REQUIRED
Figure 3-48. GMU 44 Universal Mount Hole Alignment, Rotational Method

(Bottom Plate Mounted)
MOUNTING
PLATE
ANGLE
REQUIRED
PLATE MOVEMENTS TO RIVETS

ALIGN HOLES IN ROTATION - 2° - 2°
- 4° - 4° INSTALLED
FOR DEGREES OF INCLINE - 6° - 6°
ANGLE ADJUSTMENT
VALUE -2, -4 OR -6°
Figure 3-49. GMU 44 Universal Mount Hole Alignment, Rotational Method

(Bottom Plate Mounted)
Cleco the desired angle and rivet the top bracket to the bottom bracket on both sides (2 each side) using
MS20470AD3-4 rivets as shown in Figure 3-50 and Figure 3-51. Examples are shown in Figure 3-52 and
Figure 3-53.
Rev. 2 190-01102-06
MS20470AD3-4 RIVET
(2X)
NOTE: RIVETS ARE MOUNTED IN SHOWN SET OF

HOLES FOR -6° DIHEDRAL ADJUSTMENT.
CLECO (2X)
Figure 3-50. GMU 44 Universal Mount Incline Offset Procedure
MS20470AD3-4 RIVET
(2X)
NOTE: RIVETS ARE MOUNTED IN SHOWN SET OF

HOLES FOR -6° DIHEDRAL ADJUSTMENT.
Figure 3-51. GMU 44 Universal Mount Incline Offset Procedure

190-01102-06 Rev. 2
MOUNTING PLANE
TOP MOVEMENT TOP MOVEMENT
LEFT SIDE RIGHT SIDE
BOTTOM MOVEMENT BOTTOM MOVEMENT
EXAMPLE OF +4° INCLINE DUE TO LATERAL MOVEMENT

RIVETED WITH MS20470AD3-3
Figure 3-52. Example of a 4° Lateral Incline GMU 44 Universal Mount
RECOMMENDED MOUNTING
PLANE
GMU 44
6°
6°
GMU 44
RIVET LOCATION
FOR + 6 ° INCLINE RECOMMENDED MOUNTING
PLANE
Figure 3-53. Example of a 6° Rotated Incline GMU 44 Universal Mount
Install the GMU 44 into the GMU 44 Universal Mount using three screws P/N 211-60037-08, taking care
to tighten the mounting screws firmly. See Figure 3-54.

Rev. 2 190-01102-06
211-60037-08 SCREW
6-32 X .25 BRASS
(3X)
GMU 44
MAGNETOMETER
Figure 3-54. Installation of the GMU 44 into the GMU 44 Universal Mount

190-01102-06 Rev. 2
3.2.4.2.2 GMU 44 Universal Mount Installation
NOTE
For metal aircraft the GMU 44 must be electrically bonded to the aircraft metallic
structure that forms the ground plane, with a resistance of 10 mΩ or less. The Universal
mount and any brackets it mounts to must be electrically bonded to the aircraft ground
plane.
Example GMU 44 installations can be found in Appendix D.
Installation of the GMU 44 requires the aircraft to be leveled both in the longitudinal and lateral axes.
Refer to the aircraft maintenance manual for leveling instructions. It is preferred that the aircraft is placed
on jacks while leveled to avoid inadvertently placing the aircraft in a non level position when entering,
exiting or working in the aircraft.
NOTE
Prior to installing any equipment necessary for the installation of the GMU 44, a
Magnetic Interference Survey must be completed to determine if the desired location is
acceptable for the installation of the GMU 44 Magnetometer.
Complete the Magnetic Interference Survey per Section 3.2.4.3
NOTE
In most cases support components for the installation of the GMU 44 Universal Mount is
not required. For some aircraft that require installing the magnetometer in the vertical
stabilizer, support brackets may be required to compensate for the extreme inclines
and/or awkward positioning. In such cases it is recommended to provide a level
installation using the manufactured brackets or other support equipment, especially if the
GMU 44 Universal Mount is secured through the bottom bracket.
If required, install the support components (e.g. manufactured brackets or other equipment used to
support the GMU 44 Universal Mount) required for the installation of the GMU 44 Universal Mount in
accordance with the aircraft maintenance manual and AC43.13-2B Chapter 2. Verify clearances and
requirements per Figure 3-55.
In order to satisfy the structural requirements for the operation of the GMU 44 the following conditions
must be met:
c) Material shall be a minimum of 0.040” thickness
type.
2. Any supporting structure must be rigidly connected to the aircraft structure through strong
structural members capable of supporting substantial loads.
3. Mounting platform shall not span greater than 12” in width or length without direct attachment to
primary structure. If mounting platform does span greater than 12”, add necessary stringers,
doublers, bulkhead flange reinforcements, etc., to provide adequate support.

Rev. 2 190-01102-06
Maintain a minimum of 1 1/4” between the top of the GMU 44 unit and any object to ensure clearance for
connector and wire harness. If the GMU 44 Install Rack is permanently attached to the aircraft and the
GMU 44 must be lifted out of its mount for installation / removal, maintain a minimum of 3” between the
top of the GMU 44 unit and any object above the GMU 44. Refer to Figure 3-55.
GMU 44
1.25"
Figure 3-55. GMU 44 Installation Clearance

Determine the angle offset for level installation and heading angle offset for aircraft heading alignment.
The incline of the mounting location may be measured using a level meter such as the PRO 360 or
equivalent. It is recommended to use a level surface on the aircraft itself as reference for a more accurate
installation.
NOTE
For vertical stabilizer installation, aircraft structures such as the bulkheads and support
frames are usually perpendicular to the aircraft heading and may be used as reference for
determining the relative position of the installation to the aircraft heading.
For wing installation it may require the transferring of both the aircraft heading reference
line and the mounting panel’s line to the shop floor for comparison and angle
measurement. Refer to Section 3.2.4.4 for typical methods to determine the heading angle
offset.
Assemble the GMU 44 Universal Mount per Section 3.2.4.2.1.
NOTE
For GMU 44 Mounting examples see Section D.2.

190-01102-06 Rev. 2
For side plate installations, position the GMU 44 Universal Mount on the aircraft mounting structure.
Transfer the hole-pattern from the side-plate of the GMU 44 Universal Mount to the mounting structure
(0.144” diameter drill holes, two places). See Figure 3-56, left side.
For bottom plate installations, drill four holes (0.128” diameter) on the bottom plate (two on each side) of
the GMU 44 Universal Mount. Position the GMU 44 Universal Mount on the mounting platform.
Transfer the hole-pattern from the bottom plate of the GMU 44 Universal Mount to the mounting plate
(0.144” inch diameter, four places). See Figure 3-56, right side.
Ø0.144 HOLE FOR #6-32 FASTENER Ø0.144 HOLE FOR #6-32 FASTENER
MATCH DRILL TO MOUNTING SURFACE MATCH DRILL TO MOUNTING SURFACE
2 PLACES 4 PLACES
SIDE PLATE INSTALLATION BOTTOM PLATE INSTALLATION
Figure 3-56. Possible Hole-Patterns on the GMU 44 Universal Mount
NOTE
For installations that have the clearance and access to install and remove the GMU 44
without disturbing the GMU 44 Universal Mount, the GMU 44 Universal Mount may be
installed on the mounting platform prior to installing the GMU 44 on it. In this case,
rivets may be used to secure the GMU 44 Universal Mount to the mounting platform
since removal of the GMU for maintenance or replacement will not require the removal
of the GMU 44 Universal Mount. When using rivets, use CR3242-4 (Length A/R) Cherry
Max rivets or MS20470AD5 Solid Universal Head rivets. It is acceptable to oversize the
holes in the Universal Mount brackets to a #21 drill size (0.159”) for installation of
MS20470AD5 rivets.
NOTE
Installation hardware for the GMU 44 Universal Mount should be non-magnetic.
Acceptable nutplates include #6-32 variations of the following: MS21048, MS21050,
MS21052, MS21054, MS21056, MS21058, MS21060, MS21070, MS21072, and
MS21074. Do not use floating nutplates. Acceptable nuts include #6-32 variations of the
following: AN363C, AN364C, or AN365C. Acceptable screws include MS5197, #6-32,
length as appropriate. Acceptable washers include AN960C-6, AN960C-6L,
AN960PD-6, AN960-PD-6L, or their NAS equivalents.
Prepare the mounting surface (both faying surfaces) for bonding in accordance with Section 3.8.3. If more
than 3 rivets are used then no faying surface preparation is required and the electrical bond will be
inherent through the rivets.
Rivet nut plates (MS21059L3) with MS20426AD4-6 rivets (Countersunk rivets) onto mounting platform.
Ensure that installed rivets are countersunk and are flush with the installation panel. Remove any burrs or

Rev. 2 190-01102-06
excess rivet heads. In some cases, such as with composite aircraft, self locking nuts may be used instead
of rivet nuts.
Install the GMU 44 into the GMU 44 Universal Mount using hardware included in the GMU 44
Installation Kit. The recommended torque is 12-15 inch lbs.
The metal components in the GMU 44’s connector may slightly affect the magnetic field sensed by the
GMU 44. Place the connector at least 2 inches from the body of the GMU 44 to minimize this effect.
After attaching the GMU 44’s connector to its mate in the aircraft wiring, secure the connector in place
using good installation practices. This will ensure that any remaining magnetic effect can be compensated
for using the Magnetometer Calibration Procedure in Section 5.6.
After the installation is complete, refer to Section 5 for system configuration, calibration and checkout.
NOTE
The GMU will not provide valid outputs until the post installation calibration procedures
are completed.
3.2.4.2.3 GMU 44 Universal Mount Installation – Tube and Fabric Aircraft
NOTE
For tube and fabric aircraft the GMU 44 must be electrically bonded to the aircraft
metallic structure that forms the ground plane, with a resistance of 10 mΩ or less. The
Universal mount and any brackets it mounts to must be electrically bonded to the aircraft
ground plane.
It is recommended that the GMU 44 not be installed near the steel tube structure because of the
potential for magnetic interference. Consequently the GMU 44 should be installed in the wing, and
the procedures specified in Section 3.2.4.2.2 should be followed.
3.2.4.2.4 GMU 44 Universal Mount Installation – Composite Aircraft
NOTE
For composite aircraft, the GMU 44 must not be electrically bonded to the aircraft ground
plane. Refer to Table K-1 in Appendix K to determine GMU 44 isolation requirements
for all aircraft models. If the structure is conductive at the mounting location, provisions
must be made to electrically isolate the GMU 44 from the conductive structure.
NOTE
be non-conductive.
3.2.4.2.4.1 Mounting on Conductive Structure
The GMU 44 Universal Mount cannot be easily attached to conductive structure without providing a
conductive path between the mount and structure. Consequently, the GMU 44 Universal Mount should
not be used and the procedure in Section 3.2.4.2A.3.1 should be used.
3.2.4.2.4.2 Mounting on Non-Conductive Structure
The GMU 44 Universal Mount can be attached to non-conductive structure using methods detailed in
Section 3.2.4.2.2.
NOTE
Nut plates should not be used to attach the GMU 44 Universal Mount to non-conductive
structure. Alternate stainless locking nuts identified in Section 3.2.4.2.2 should be used to
fasten the Universal Mount to structure.
190-01102-06 Rev. 2
NOTE
The GMU 44 Universal Mount must remain electrically isolated from structure. The
GMU 44 and the GMU 44 Universal Mount must not be located within 0.5” of any
conductive structure or components.
3.2.4.2A Installation of GMU 44 Magnetometer without GMU 44 Universal Mount
3.2.4.2A.1 GMU 44 Installation – Metal Aircraft
The GMU 44 Universal Mount described in Section 3.2.4.1 allows for level installation and aircraft
heading alignment; however, the GMU 44 may be installed without the Universal Mount as long as level
installation and heading alignment requirements are met.
Installation of the GMU 44 requires the aircraft to be leveled both in the longitudinal and lateral axis.
Refer to the aircraft maintenance manual for leveling instructions. It is preferred that the aircraft is placed
on jacks while leveled to avoid inadvertently placing the aircraft in a non level position when entering,
exiting or working in the aircraft.
NOTE
In order to satisfy the structural requirements for the operation of the GMU 44 the following conditions
must be met:
c) Material shall be a minimum of 0.040” thickness for bracket lengths less than 12”, or a
minimum of 0.063” thickness for bracket lengths greater than 12”
type.
strong structural members capable of supporting substantial loads.
3. Mounting platform shall not span greater than 12” in width or length without stiffeners or
stiffening flanges. Maximum length of mounting platform is 18”.
4. Maintain a minimum of 1 1/4” between the top of the GMU 44 unit and any object to allow
installation / removal of the GMU 44 and to ensure clearance for connector and wire harness.
Refer to Figure 3-56A .
installation.
NOTE

Rev. 2 190-01102-06
NOTE
For wing installations it may require the transferring of both the aircraft heading
reference line and the mounting panel’s line to the shop floor for comparison and angle
offset.
Refer to Figure C-3A for GMU 44 Install Rack hole pattern, which must be transferred to fabricated
mounting structure prior to installation of GMU 44 Install Rack. Ensure that the GMU 44 Install Rack is
aligned with the aircraft centerline. Rivet the installation plate to the top bracket using MS20426AD5-6
rivets (3 Places).
NOTE
Installation hardware for the GMU 44 Universal Mount should be non-magnetic.
Acceptable nutplates include #6-32 variations of the following: MS21048, MS21050,
MS21052, MS21054, MS21056, MS21058, MS21060, MS21070, MS21072, and
MS21074. Do not use floating nutplates. Acceptable nuts include #6-32 variations of the
following: AN363C, AN364C, or AN365C. Acceptable screws include MS51957, #6-32,
length as appropriate. Acceptable washers include AN960C-6, AN960C-6L,
AN960PD-6, AN960-PD-6L, or their NAS equivalents.
Rivet nut plates (acceptable variations noted above) with MS20426AD3-4 rivets (Countersunk rivets)
onto mounting platform. Ensure that installed rivets are countersunk and are flush with the installation
panel. Remove any burrs or excess rivet heads. In some cases, such as with composite aircraft, self
locking nuts may be used instead of rivet nuts.
Install the GMU 44 into the GMU 44 Universal Mount using hardware included in the GMU 44
Installation Kit. The recommended torque is 12-15 inch lbs.
The metal components in the GMU 44’s connector may slightly affect the magnetic field sensed by the
GMU 44. Place the connector at least 2 inches from the body of the GMU 44 to minimize this effect.
After attaching the GMU 44’s connector to its mate in the aircraft wiring, secure the connector in place
using good installation practices. This will ensure that any remaining magnetic effect can be compensated
for using the Magnetometer Calibration Procedure in Section 5.6.
After the installation is complete, refer to Section 5 for system configuration, calibration and checkout.
NOTE
The GMU will not provide valid outputs until the post installation calibration procedures
are completed.
Example installations not using the GMU 44 Universal Mount can be found in Figure 3-56A and
Figure 3-56B.

190-01102-06 Rev. 2
GMU 44
MAGNETOMETER
1.25"
NOTE: 1.25" MINIMUM DISTANCE MINIMUM
REQUIRED IF BRACKET ASSEMBLY
IS REMOVABLE. OTHERWISE, 3.00"
MINIMUM DISTANCE IS REQUIRED
IF UNIT MUST BE REMOVED FROM
TOP OF BRACKET.
UP
12.00
MAXIMUM W/O STIFFENER
OR STIFFENING FLANGES
OUTBOARD
Figure 3-56A. GMU 44 Magnetometer Mounting without Universal Mount

Sheet 1 of 2

Rev. 2 190-01102-06
FASTENING GMU 44
3
HARDWARE MAGNETOMETER
AIRFRAME
STRUCTURE
FORWARD
1 2 3 MOUNTING PLATE
MOUNTING SURFACE
PARALLEL TO
AIRCRAFT LEVEL
NOTES:

RADIUS 0.16" OR GREATER FOR 0.040" THICKNESS 2024-T3 ALUMINUM)
2. APPLY CORROSION PROTECTION (EXAMPLE: ZINC CHROMATE PRIMER; ALODINE;

ETC.) ON ALL SURFACES OF PART.
3. A RIGID CONNECTION TO AIRCRAFT STRUCTURE IS REQUIRED. HARDWARE MUST BE

NON-MAGNETIC. RECOMMENDED HARDWARE OPTIONS ARE:
SCREWS MS51957 (#6-32 LENGTH A/R)
WASHERS AN960C-6; AN960C-6L; NUTPLATES MS21048, MS21050,
AN960PD-6; AN960PD-6L MS21052, MS21054,
OR
NAS1149CN632R; MS21056, MS21058,
OR NAS1149CN616R MS21060, MS21070,
NUTS AN363C-632A; AN364C-632A; MS21072, MS21074
AN365C-632A RIVETS MS20426AD3-X
Figure 3-56A. GMU 44 Magnetometer Mounting without Universal Mount

Sheet 2 of 2

190-01102-06 Rev. 2
MS20426AD5 RIVET
GMU 44 (3 PLCS)
INSTALL
RACK
WING RIB
FABRICATED
BRACKET
FORWARD
Figure 3-56B. GMU 44 Magnetometer Mounting without Universal Mount

Sheet 1 of 2

Rev. 2 190-01102-06
MOUNTING
WING RIB BRACKET
1 2 3
GMU 44
MAGNETOMETER
FORWARD
MOUNTING SURFACE
PARALLEL TO
AIRCRAFT LEVEL
FASTENING
3
HARDWARE
NOTES:

RADIUS 0.16" OR GREATER FOR 0.040" THICKNESS 2024-T3 ALUMINUM)
2. APPLY CORROSION PROTECTION (EXAMPLE: ZINC CHROMATE PRIMER; ALODINE;

ETC.) ON ALL SURFACES OF PART.
3. A RIGID CONNECTION TO AIRCRAFT STRUCTURE IS REQUIRED. HARDWARE MUST BE

NON-MAGNETIC. RECOMMENDED HARDWARE OPTIONS ARE:
SCREWS MS51957 (#6-32 LENGTH A/R)
WASHERS AN960C-6; AN960C-6L; NUTPLATES MS21048, MS21050,
AN960PD-6; AN960PD-6L MS21052, MS21054,
OR
NAS1149CN632R; MS21056, MS21058,
OR NAS1149CN616R MS21060, MS21070,
NUTS AN363C-632A; AN364C-632A; MS21072, MS21074
AN365C-632A RIVETS MS20426AD3-X
Figure 3-56B. GMU 44 Magnetometer Mounting without Universal Mount

Sheet 2 of 2

190-01102-06 Rev. 2
3.2.4.2A.2 GMU 44 Installation – Tube and Fabric Aircraft
NOTE
For tube and fabric aircraft the GMU 44 must be electrically bonded to the aircraft
metallic structure that forms the ground plane, with a resistance of 10 mΩ or less. The
Universal mount and any brackets it mounts to must be electrically bonded to the aircraft
ground plane.
The GMU 44 must not be installed near the steel tube structure because of the potential for
magnetic interference. Consequently the GMU 44 should be installed in the wing, and the
procedures specified in Section 3.2.4.2A.1 should be followed.
3.2.4.2A.3 GMU 44 Installation – Composite Aircraft
In all installations in composite aircraft, the GMU 44 must not be electrically bonded to the aircraft
ground plane. This section provides guidance on achieving such an installation. Refer to Table K-1 in
Appendix K to determine GMU 44 isolation requirements for all aircraft models.
3.2.4.2A.3.1 Mounting on Conductive Structure
Determine a suitable location for the GMU 44 (refer to Section 2.5.11.5 for placement information). The
selected location must maintain a minimum 0.5” clearance between the GMU 44 and surrounding
conductive components and structure. Installation of the GMU 44 requires the aircraft to be leveled both
in the longitudinal and lateral axis. Refer to the aircraft maintenance manual for leveling instructions. It is
preferred that the aircraft is placed on jacks while leveled to avoid inadvertently placing the aircraft in a
non level position when entering, exiting or working in the aircraft.
NOTE
NOTE
Refer to Figure C-3A for GMU 44 Install Rack hole pattern.
Fabricate a suitable mount as shown in Figure 3-56B1 and in accordance with the following:
• Material shall be 2024-T3 sheet aluminum
• Material shall have some type of corrosion protection (primer, alodine, etc.)
• Material shall be a minimum of 0.040” thickness for bracket lengths less than 12”
• Material shall be a minimum of 0.063” thickness for bracket lengths greater than 12”
• Use sheet metal techniques (bend radius, fillets, etc) appropriate to the material thickness and
type.
• Mounting platform shall not span greater than 12” in width or length without stiffeners or
stiffening flanges. Maximum length of mounting platform is 18”. Any supporting structure must
be rigidly connected to the aircraft primary structure through strong structural members capable
of supporting substantial loads.

Rev. 2 190-01102-06
Figure 3-56B1. GMU 44 Magnetometer Mounting Bracket for Composite Installations
Drill holes in the attach flanges of the GMU 44 mounting bracket. Holes should be between 0.098” and
0.1285” in diameter and be spaced approximately 0.5” apart.
NOTE
NOTE
For wing installations it may require the transferring of both the aircraft heading
reference line and the mounting panel’s line to the shop floor for comparison and angle
offset.
Temporarily place the bracket in its final mounting location. Mark a line parallel to the heading reference
line on the bracket.
Remove the bracket and rivet the GMU 44 Install Rack to the top bracket using MS20426AD5-6 rivets (3
Places), ensuring that the forward direction of the Install Rack is aligned with the forward direction of the
heading reference line.
Maintain a minimum of 3” between the top of the GMU 44 unit and any object to allow installation /
removal of the GMU 44 and ensure clearance for connector and wire harness.

190-01102-06 Rev. 2
installation.
At the selected location, apply a minimum of two layers of glass cloth (each cloth having 0.009”
thickness, minimum) to conductive surface before installing GMU 44 mounting bracket
(refer to Figure 3-56C). The bottom layer of glass cloth should be cut and located in the aircraft such that
there is 0.5” distance (minimum) on all sides between the edge of the cloth and the edge of the mounting
bracket. The top layer of glass cloth should be cut and located such that there is 1.0” distance (minimum)
on all sides between the edge of the cloth and the edge of the mounting bracket.
Mix epoxy (Jeffco 1307 epoxy resin with Jeffco 3176 epoxy hardener, or equivalent in a 4:1 ratio. Apply
to conductive surface and add bottom layer of glass cloth, working epoxy thoroughly into weave and
around the edge of the cloth. Lay top layer of glass cloth over bottom layer, ensuring a 0.5” distance is
kept between layers around the perimeter of the glass cloth. Work epoxy thoroughly into weave and
around the edge of the cloth. Allow layers to cure.
Figure 3-56C. Conductive Surface Preparation for Attachment of GMU 44 Mounting Bracket.

Rev. 2 190-01102-06
Prepare the metal surface of the GMU 44 Magnetometer bracket that will attach to the non-conductive
glass cloth by scuffing the faying surface with 80-grit sand paper, as shown in Figure 3-56D. The scuffing
should not penetrate through the epoxy such that the fiberglass is exposed. If exposed then another
fiberglass ply should be laid on top over the entire area.
Figure 3-56D. Attach Flange Preparation of GMU 44 Magnetometer Bracket.

190-01102-06 Rev. 2
Mix epoxy (Jeffco 1307 epoxy resin with Jeffco 3176 epoxy hardener, or equivalent in a 4:1 ratio. Add
epoxy mix to flox (flocked cotton fiber) in approximately a 2:1 ratio. Apply epoxy/flox mix to attach
flanges of GMU 44 Magnetometer bracket as well as to corresponding mounting surface in aircraft, as
shown in Figure 3-56E. Ensure that the epoxy/flox mix flows through the holes in the attach flanges and
smooth the mix across the upper surface of the attach flanges. Ensure bracket remains aligned with the
aircraft’s forward direction and that the GMU 44 mounting surface remains level. Make corrections to
achieve a level surface before epoxy cures. Apply fillet around the perimeter of the attach flanges and
allow epoxy/flox mix to cure.
Figure 3-56E. GMU 44 Mounting Bracket Attachment to Prepared Aircraft Surface.

Mix epoxy (Jeffco 1307 epoxy resin with Jeffco 3176 epoxy hardener, or equivalent in a 4:1 ratio.
Apply the final layers of cloth on GMU 44 Bracket flanges, as shown in Figure 3-56F. The bottom layer
of glass cloth should be cut and located in the aircraft such that there is 0.5” distance (minimum) on all
sides between the edge of the cloth and the edge of the mounting bracket. The top layer of glass cloth
should be cut and located such that there is 1.0” distance (minimum) on all sides between the edge of the
cloth and the edge of the mounting bracket.
Apply epoxy to bracket flanges and lay bottom layer of cloth on top of flange, ensuring a 0.5” distance is
kept between the edge of the glass cloth and the mounting bracket, with one edge resting along the bend
line in the metal flange. Work epoxy thoroughly into weave and around the edge of the cloth. Lay top
layer of glass cloth over bottom layer, ensuring a 0.5” distance is kept between layers around the
perimeter of the glass cloth. Work the epoxy thoroughly into weave and around the edge of the cloth.
Allow layers to cure.

Rev. 2 190-01102-06
Figure 3-56F. Final Layers of Cloth on GMU 44 Mounting Bracket.
The completed installation is shown in Figure 3-56G.
Figure 3-56G. Final view of GMU 44 Installation on Conductive Surface in Composite Aircraft

190-01102-06 Rev. 2
3.2.4.2.4.3 Mounting on Non-Conductive Structure
Same requirement as Section 3.2.4.2A.1, except no fiber glass plies are required to be laid under
the Al hat section. The Al hat section may be directly bonded to the aircraft skin.
3.2.4.3 Magnetic Interference Survey
CAUTION
Do not permanently rivet the GMU 44 Universal Mount together. Use rivets held in place
with tape to hold GMU 44 Universal Mount together temporarily. Clecos, clamps or
other devices that are metal or magnetic should not be used. It is possible that the
location will fail the survey and the installation will require a new location, with a
different incline.
Temporarily assemble the GMU 44 Universal Mount per section 3.2.4.2.1 for level installation using tape
to hold rivets in place. Set the GMU and installation rack onto the GMU 44 Universal Mount. It is
preferable to have the GMU 44 forward direction aligned to the aircraft heading, but not required. Place
the GMU 44 and GMU 44 Universal Mount on the desired installation location and secure in place using
tape. Do not use clamps or other devices that are ferrous or magnetic.
Prepare a detailed test sequence and conduct a survey of the chosen location in accordance with
Section G.4.
Run the magnetic interference survey using the magnetic interference software – refer to Appendix G for
details.
If the test passes, the location is considered reliable for the installation of the GMU 44.
If the test fails, the location should be considered unreliable until the source of the magnetic interference
is identified, remedied and the location is retested and passes the test. Refer to Section 6.1 for additional
information on troubleshooting and correcting the GMU 44 magnetometer installation. If the magnetic
interference cannot be remedied, another location should be chosen and tested.

Rev. 2 190-01102-06
3.2.4.4 Method for Determining Heading Angle Offset for Wing Installation
One method of determining the heading angle offset for wing mounted installations is as follows:
1. First, transfer the mounting plate alignment to the underside of the wing.
NOTE
For some metal aircraft, it may be possible to use the rivets that secure the plate to the
aircraft skin to translate the plate line. See Figure 3-57. For aircraft that do not have
rivets for reference, such as composite aircraft, dividers may be used.
RIVET LINE FOR

INSTALLATION
OF PANEL
ACCESS PANEL
Figure 3-57. Rivet Line Method to Determine Mounting Panel Alignment
NOTE
Up/down movement of the dividers may offset the location of the mark on the underside
of the wing relative to other marks. It is important to note the holding position of the
dividers and ensure the same holding technique is used for all markings.
2. Using a pair of dividers (similar to those shown in Figure 3-58), transfer the installation plate line
to the skin of the aircraft. Place packing tape on the underside of the wing for marking.

190-01102-06 Rev. 2
OR
Figure 3-58. Dividers Used to Transfer Panel Alignment

Place one side of the divider inside the aircraft wing with the point making contact with the mounting
plate surface, as shown in Figure 3-59.

Rev. 2 190-01102-06
INSTALLATION PANEL
ACCESS HOLE
DIVIDER
AIRCRAFT SKIN
Figure 3-59. Using Dividers to Transfer the Panel Alignment

to the Underside of the Aircraft Wing
Place the other side of the divider outside the aircraft wing and mark the point on the tape holding the
divider as flush to the wing as possible, as shown in Figure 3-60.
MARK-UP LINE
FOR PANEL LOCATION
UNDERSIDE OF (ON TAPE)
WING
WING ACCESS
PANEL HOLE
DIVIDER
Figure 3-60. Transferring The Mounting Plate Alignment

To The Underside Of The Wing

190-01102-06 Rev. 2
NOTE
To verify that a measurement error did not occur due to the holding position of the
dividers, ensure that a straight line intersects all marks.
Mark at least three points along the mounting plate and draw a straight line through the points. Verify that
the line intersects all points marked.
Using a plumb bob transfer the mounting panel line from the underside of the wing to the shop floor.
Mark at least 3 points and draw a straight line. Verify that the line intersects all points. See Figure 3-61.
FORWARD EDGE
OF WING
x
x
x
LINE SCRIBED ON TO
UNDERSIDE OF WING
FROM MOUNTING PANEL
PLUMB BOB
x
TRANSFERRED LINE
ON TO TAPE ON
HANGAR FLOOR
Figure 3-61. Transferring the Mounting Panel Line

from the Underside of the Wing to the Shop Floor Using a Plumb Bob
Next find the aircraft centerline:
Drop a plumb bob along each side of the fuselage to the left and right at the cowl line or skin line near the
front of the fuselage. Make a mark for the two plumbs on the floor, as shown in Figure 3-62.
PLUMB BOB LINES
Figure 3-62. Centerline Plumb Bob Method for the Forward Fuselage
Rev. 2 190-01102-06
Strike a line between the two marks using a chalk line. Measure the distance between the two marks and
mark the half way point. This will be the centerline mark for the forward fuselage. See Figure 3-63.
PLUMB BOB MARK

CL ON FLOOR
CENTER MARK
ON FLOOR
Figure 3-63. Center Mark for the Forward Fuselage (Plumb Bob Method)
Perform the same procedure to find the center point for the aft end of the fuselage, as shown in
Figure 3-64.
PLUMB BOB
FLOOR
CENTERLINE
Figure 3-64. Centerline Plumb Bob Method for the Aft Fuselage

190-01102-06 Rev. 2
Strike a line between the centerline mark of the forward fuselage and the centerline mark at the aft end
using a chalk line, as shown in Figure 3-65. This will be the aircraft heading reference line.
PLUMB BOB
CL AFT MARKS
CENTER MARK
ON FLOOR
DRAWN AIRCRAFT
HEADING
REFERENCE LINE
PLUMB BOB
CL FORWARD
FUSELAGE MARKS
CENTER MARK
ON FLOOR
Figure 3-65. Center Line (Plumb Bob Method)

The heading angle offset is determined by comparing the aircraft reference center line to the mounting
plate alignment.
Transfer the aircraft center line to the mounting plate line for heading angle offset measurement.

Rev. 2 190-01102-06
Align the laser square to the aircraft reference line so that the other laser line is perpendicular to it and
intersects the mounting plate line drawn on the floor, as shown in Figure 3-66.
Mark the point of intersection of the plate line and the laser line. Strike a line on the laser line (between
the center reference line and the mounting plate line) using a chalk line.
X
DRAWN HEADING
INTERSECTION POINT REFERENCE LINE
(AIRCRAFT)
90°
LASER SQUARE
DRAWN MOUNTING
PANEL LINE (WING)
FORWARD
Figure 3-66. Transferring Center Line Step 1 (Laser Square Method)
Position the laser square at the intersection point and align one of the lasers to the chalk line from the
previous step. Strike a line on the laser line parallel to the center reference line using a chalk line. This
chalk line will be the transferred aircraft heading reference line and is used to determine the heading angle
offset. See Figure 3-67.
LINE PARALLEL TO
AIRCRAFT HEADING
DRAWN MOUNTING
PANEL LINE (WING)
DRAWN HEADING
90° 90° REFERENCE LINE
(AIRCRAFT)
LASER SQUARE INTERSECTION POINT
FORWARD
Figure 3-67. Transferring Center Line Step 2 (Laser Square Method)

190-01102-06 Rev. 2
Use a protractor to determine the angle difference between the aircraft heading reference line and the
plate line. See Figure 3-68. This is the heading angle offset that will be used for the magnetometer top
plate installation.
Y°
Figure 3-68. Measuring the Heading Angle Offset
An alternate method to the Laser Square is the use of the “3-4-5” Triangle:
Mark a point (A) on the aircraft heading reference line that is just aft of the installation location.
Measure three feet forward on the aircraft heading reference line and mark it (B). See Figure 3-69.
B
DRAWN MOUNTING
PANEL LINE
3 FT
A
DRAWN HEADING
REFERENCE LINE
(AIRCRAFT)
FORWARD
Figure 3-69. 3-4-5 Triangle Method Step 1
From point A measure 4 feet, as perpendicular as possible and draw an arc. See Figure 3-70.
Rev. 2 190-01102-06
B
DRAWN MOUNTING
PANEL LINE
3 FT
A
DRAWN HEADING
4 FT REFERENCE LINE
(AIRCRAFT)
FORWARD
From Point B measure 5 feet and draw an arc which intersects the other, this will be point C.
Draw a straight line from point C to Point A. This line is perpendicular to the aircraft heading reference
line.
Extend the A-C line to intersect with the Panel Line. See Figure 3-71.
DRAWN MOUNTING B
PANEL LINE
5 FT
3 FT
90°
C A
DRAWN HEADING
4 FT REFERENCE LINE
(AIRCRAFT)
PERPENDICULAR
LINE
INTERSECTION POINT FORWARD

190-01102-06 Rev. 2
Perform the Same procedure to find a perpendicular line to the A-C line. Ensure the base of the 3-4-5
triangle lies on the intersection point of the A-C line and the Panel line. See Figure 3-72.
DRAWN MOUNTING
PANEL LINE
B-2 B
5 FT
3 FT
90°
A-2 C A
C-2
DRAWN HEADING
4 FT REFERENCE LINE
(AIRCRAFT)
INTERSECTION POINT
FORWARD
Measure the heading angle offset.

Rev. 2 190-01102-06
3.2.5 GDC 74A ADC Mounting
Determine a suitable location for the GDC 74A (refer to Section 2.5.11.6 for placement information).
Sample GDC 74A installations can be found in Section D.3.
The GDC 74A should be mounted to a surface known to have sufficient structural integrity to withstand
additional inertial forces imposed by a 2.04 pound unit (weight of GDC 74A and Mounting Rack). If it is
necessary to build a shelf or bracket to mount the GDC 74A or if it is not certain that the chosen location
is of sufficient structural integrity, refer to Section 3.3.
In order to satisfy the structural requirements for the operation of the GDC 74A the following conditions
must be met:
to the aircraft structure in accordance with the methods outlined in AC43.13-2B Chapter 2,
AC43.13-1B Chapter 4, and the following requirements:
c) Material shall be a minimum of 0.040”
type.
ensure clearance for connector, wire harness and pitot static lines, as shown in Figure 3-73.
In addition to the structural requirements, the GDC 74A must be electrically bonded to the aircraft
metallic structure (metal aircraft) or instrument panel (non-metallic aircraft). Refer to Section 3.7.1 for
additional details.
GDC 74A
3" UP
AFT
12" MAXIMUM W/O STIFFENER

LONGITUDINALLY
Figure 3-73. GDC 74A Recommended Clearance

190-01102-06 Rev. 2
There are two ways to install the GDC 74A. Refer to the outline and installation drawings shown below:
1. Mounting Option I - Remote mounted rack with connector and fittings opposite the screw down
mounting hardware.
CONNECTOR KIT
(PART OF 011-01010-00)
011-00882-00
GDC74A UNIT
011-01011-00
SUB-ASSY, MOUNTING RACK
4 MINIMUM FASTENERS REQUIRED,

HARDWARE NOT SUPPLIED
2. Mounting Option II - Remote mounted rack with connector and fittings on the same end as the
screw down mounting hardware.
011-00882-00
GDC74A UNIT
CONNECTOR KIT
(PART OF 011-01010-00)
011-01011-00
SUB-ASSY, MOUNTING RACK
4 MINIMUM FASTENERS REQUIRED,


Rev. 2 190-01102-06
Position the GDC 74A mounting rack to the mounting panel and transfer the hole-pattern to the mounting
plate from the angle bracket 6 places (4 required, 2 optional). Ensure installation requirements per
Section 2.5.11.6 are met.
Remove mounting plate, drill the marked hole-pattern (0.144 inch diameter holes) and rivet nut plates
(MS21047 or noted equivalent) with rivets (countersunk rivets). Acceptable hardware is identified in
Figure 3-74. Ensure that installed rivets are flush with the installation panel. Remove any burrs or excess
rivet heads. See Figure 3-74.
Install the mounting rack to the mounting plate using MS35206 or NAS601 screws (4 required,
2 optional).
1 2 SCREW
(4 REQ'D, 2 OPTIONAL)
115-00573-00 115-00574-00
REMOTE MOUNT PLATE, GDC 74A HOLD-DOWN CLAMP, GDC 74A
(PART OF 011-01011-00) (PART OF 011-01011-00)
MOUNTING SURFACE
1 2 NUTPLATE
RIVET (2X)
(4 REQ'D, 2 OPTIONAL)
NOTES:
WASHERS AN960-6; AN960-6L; NAS1149FN632P; NUTPLATES (M)F5000-06; (M)K1000-06;
OR NAS1149FN616P (M)K2000-06; OR F2000-06
OR
OR MS21042L06
2. IN THE HORIZONTAL INSTALLATION THE TWO CENTER HOLE FASTENERS ARE NOT
REQUIRED FOR MOUNTING.
Figure 3-74. Installation of the Mounting Rack to the Mounting Plate
NOTE
Use a #2 Phillips screwdriver to tighten the GDC 74A to the rack, rather than hand
tightening the knurled screws.
Place the GDC 74A into its mounting rack and tighten the mounting screws firmly.

190-01102-06 Rev. 2
3.2.5.1 Pitot-Static Connections to GDC 74A
The installer is required to fabricate pitot-static hose connections and attach the aircraft pitot pressure
source and aircraft static pressure source to the GDC 74A.
CAUTION
Check pitot-static connections for errors before operating the GDC 74A. Incorrect
plumbing could cause internal component damage. Observe the following cautions when
connecting pneumatic lines.
1. Make sure the aircraft static pressure port is plumbed directly to the unit static pressure input port
and the aircraft pitot pressure port is plumbed directly to the unit pitot pressure input port. Refer
to Figure 3-75 and Figure 3-76 (refer to Figure 2-11 for the location of the pitot and static ports
on the GDC 74A).
2. Seal the threads of pneumatic fittings at the connector ports. Use caution to ensure there are no
pneumatic leaks.
3. Use care to avoid getting fluids or particles into the pitot and static lines connected to the
GDC 74A).
Refer to Section 5 for system configuration, calibration and checkout.
TO PILOT'S PITOT-STATIC SYSTEM
STATIC
PITOT
20
200 40
180
60
160
GDC 74A
80
140
120 100
Figure 3-75. Pitot-Static Connections for Single GDU Installation

Rev. 2 190-01102-06
TO PILOT'S PITOT-STATIC SYSTEM
STATIC
PITOT
20
200 40
180
60
160
GDC 74A #1
80
140
120 100
TO COPILOT'S PITOT-STATIC SYSTEM
STATIC
PITOT
GDC 74A #2
Figure 3-76. Pitot-Static Connections for Dual GDU Installation

190-01102-06 Rev. 2
3.2.5.2 Composite Aircraft GDC 74A ADC Installations
It is recommended to use an offset bracket to install the GDC 74A on composite aircraft. Brackets may be
manufactured in accordance with the requirements outlined in section 3.2.5 for manufactured custom
equipment and recommendations in this section.
Flange should be a minimum of 1 inch wide. Flange should have 0.159 inch diameter through holes 0.5
inches apart to provide flow through for the composite flox/epoxy and better adherence to the aircraft’s
inside skin surface, as shown in Figure 3-77.
0.5" PREFERRED
Figure 3-77. Drilling Hole-Pattern on Mounting Rack for Composite Aircraft

Scuff the flange, top and bottom, with 80 grit sand paper to provide better adherence to the epoxy/flox.
Mix epoxy (Jeffco 1307 epoxy resin with Jeffco 3176 epoxy hardener, or equivalent in a 4:1 ratio. Add
epoxy mix to flox (flocked cotton fiber) in approximately a 2:1 ratio. Place epoxy/flox mix onto the
mounting location and press the support bracket flanges into it so that the epoxy/flox mix flows through
and over the flange holes. See Figure 3-78.

Rev. 2 190-01102-06
FLOX / EPOXY MIX
Figure 3-78. Pressing Mounting Rack Into Flox/Epoxy Mix (Composite Aircraft)
Mix epoxy (Jeffco 1307 epoxy resin with Jeffco 3176 epoxy hardener, or equivalent in a 4:1 ratio. Lay a
sheet of fiberglass cloth on top of each flange, overlapping the flange by 0.5 inches. Lay up a second
sheet oriented 45° from the first sheet. Spread the epoxy mix over the installation area so that it is fairly
smooth and even. See Figure 3-79.
FIBERGLASS
CLOTH
Figure 3-79. Cloth lay-up for Mounting Rack (Composite Aircraft)

Allow the material to set and perform a structural validation per Section 3.3.
Install the mounting rack to the mounting plate using MS35206 or NAS601 (#6-32) screws (6 total). The
recommended torque is 12-15 inch lbs.
Place the GDC 74A into its mounting rack and tighten the mounting screws firmly. See Figure 3-80.
190-01102-06 Rev. 2
GDC 74 ADC
INSTALLATION
Figure 3-80. GDC 74A Final Installation Example (Composite Aircraft)

Rev. 2 190-01102-06
3.2.6 GTP 59 Temperature Probe Mounting
The GTP 59 OAT Probe Kit (P/N 011-00978-00) contains the items listed in Table 3-3.
Table 3-3. OAT Probe Kit P/N 011-00978-00
Ref Description Garmin P/N Qty Notes

1 Washer, Lock, Self-Sealing, 5/16 212-00026-00 1
2 Nut, 5/16”, Hex, Skirt 210-00055-00 1
3 Outside Air Temperature Sensor 494-00022-xx 1
- Screw, 4-40 x .250, PHP, SS/P, 211-60234-08 2 [1]
w/NYL
- Contact, Pin, Mil Crimp, Size 22D 336-00021-00 5 [1]
4 Ring Terminal 336-00021-00 0 [2]
[1] This item is not used for installation of the probe. It is used for termination of the wiring at the GDC
74A connector P741. Refer to Section 3.4 for additional details.
[2] Ring terminal is part of OAT sensor assembly.
Assembly of the GTP 59 OAT Probe Kit is shown in Figure 3-80A.
Install the GTP 59 probe in accordance with Section 3.2.6.1 for metal aircraft, Section 3.2.6.2 for tube
and fabric aircraft, and Section 7 for non-metallic aircraft.
2 Ø0.312 IN. THRU
3 2
1
1
1 CABLE: M27500-22TE3V14
2 MATERIAL THICKNESS:
- 0.032 INCHES MINIMUM IF GTP 59 IS MOUNTED ON ALUMINUM AIRCRAFT SKIN.
- 0.020 INCHES MINIMUM IF GTP 59 IS MOUNTED ON ACCESS PANEL.
Figure 3-80A. GTP OAT Probe Kit Assembly
NOTE
Refer to Table K-1 in Appendix K for aircraft model-specific information regarding
bonding to or isolation from the aircraft structure/ground plane.

190-01102-06 Rev. 2
3.2.6.1 GTP 59 Temperature Probe Installation in Metal Aircraft
NOTE
For metal aircraft the GTP 59 can be mounted in the aluminum skin or in an access
panel/inspection cover.
NOTE
A doubler is not required for GTP 59 installations on an access panel/inspection cover
in Lightning Zone 3. A doubler is required for all other GTP 59 installations. The type
of doubler depends upon the location selected for the GTP 59.
1. Determine a suitable location for the GTP 59 (refer to Section 2.5.11.7 for placement
information).
2. For the selected location, use Table 3-3A to determine whether doubler type “A” or “B” is
required. Each type of doubler has two options for fabrication.
Table 3-3A. GTP 59 Doubler Types
Aircraft Skin or Access

Location Panel Thickness Doubler Figure
Lightning Zone 3 Any Type A [1] 3-80B
Lightning Zone 2A Less than 0.032” Type B 3-80C
Lightning Zone 2A 0.032” or greater Type A 3-80B
[1] If the GTP 59 is installed on an access panel/inspection cover in Lightning Zone 3,

a doubler is not required.
3. Ensure that there is sufficient clearance to install the doubler at the selected location. Drill a
5/16 inch hole through the aircraft skin or access panel/inspection cover at the desired location.
4. Based upon the material thickness at the selected location and the information contained in
Figure 3-80D, fabricate the appropriate doubler according to Figure 3-80B or Figure 3-80C. Each
figure provides two options – only one must be used. (if applicable)
5. Install the doubler in accordance with Figure 3-80D. (if applicable)
6. Install the GTP 59 in accordance with Figure 3-80D.
7. Ensure that the resistance between the GTP 59 and the aluminum skin is 2.5 mΩ or less.

Rev. 2 190-01102-06
DOUBLER "A"
OPTION 1 (AS NOTED IN FIG 3-80D)
APPLIES TO:
ZONE 3 LOCATIONS
AND
ZONE 2A LOCATIONS
WHERE SKIN THICKNESS IS
.032" OR GREATER Ø1.50
Ø1.00
Ø0.323
Ø0.129 (5X)
NOTES:
1. MATERIAL SHOULD BE 2024-T3 SHEET ALUMINUM, THICKNESS AS NOTED IN DOUBLER INSTALLATION FIGURE.
2. APPLY CORROSION PROTECTION: ALODINE FOLLOWED BY ZINC CHROMATE (FED STD TT-P-1757) OR EQUIVALENT PRIMER ON
ALL SURFACES.
DOUBLER "A"
OPTION 2 (AS NOTED IN FIGURE 3-80D)
APPLIES TO:
ZONE 3 LOCATIONS 1.50
AND
ZONE 2A LOCATIONS R0.50
WHERE SKIN THICKNESS IS
.032" OR GREATER
Ø1.00
1.50
Ø0.323
Ø0.129 (5X)
NOTES:
1. MATERIAL SHOULD BE 2024-T3 SHEET ALUMINUM, THICKNESS AS NOTED IN DOUBLER INSTALLATION FIGURE.
2. APPLY CORROSION PROTECTION: ALODINE FOLLOWED BY ZINC CHROMATE (FED STD TT-P-1757) OR EQUIVALENT PRIMER ON ALL
SURFACES.
Figure 3-80B. GTP 59 Doubler ‘A’

190-01102-06 Rev. 2
DOUBLER "B"
APPLIES TO:
ZONE 2A LOCATIONS
WHERE SKIN THICKNESS
IS LESS THAN .032"
Ø2.000
Ø1.50
Ø0.323
Ø0.129 (5X)
NOTES:
1. MATERIAL SHOULD BE 2024-T3 SHEET ALUMINUM, AS NOTED IN DOUBLER INSTALLATION FIGURE.
SURFACES.
DOUBLER "B"
2.00
APPLIES TO:
ZONE 2A LOCATIONS R0.50 TYP
WHERE SKIN THICKNESS
IS LESS THAN .032"
Ø1.50
2.00
Ø0.323
NOTES:
Ø0.129 (5X)
1. MATERIAL SHOULD BE 2024-T3 SHEET ALUMINUM, AS NOTED IN DOUBLER INSTALLATION FIGURE.
SURFACES.
Figure 3-80C. GTP 59 Doubler ‘B’

Rev. 2 190-01102-06
UNIVERSAL HEAD (MS20470AD) 100° FLUSH SHEAR HEAD (NAS1097AD4)
SKIN DOUBLER SKIN DOUBLER MATERIAL
THICKNESS THICKNESS QTY RIVET CHOICE THICKNESS THICKNESS QTY PREPARATION
[IN.] [IN.] [IN.] [IN.] SKIN DOUBLER
0.020 0.032 5 MS20470AD3 (3 32 " DIA.) 0.020 - - - -
0.025 0.032 5 MS20470AD4 ( 18" DIA.) 0.025 0.032 5 DIMPLE DIMPLE
0.032 0.040 5 MS20470AD4 ( 18" DIA.) 0.032 0.040 5 DIMPLE C'SK
0.040 0.050 5 MS20470AD4 ( 18" DIA.) 0.040 0.050 5 C'SK -
0.050 0.063 5 MS20470AD4 ( 18" DIA.) 0.050 0.063 5 C'SK -
0.063 0.071 5 MS20470AD4 ( 18" DIA.) 0.063 0.071 5 C'SK -
100° FLUSH HEAD (MS20426AD)

MATERIAL PREPARATION
SKIN THICKNESS DOUBLER THICKNESS MS20426AD3 (3 32 " DIA.) MS20426AD4 ( 18" DIA.)
QTY
[IN.] [IN.] SKIN DOUBLER SKIN DOUBLER
0.020 0.032 5 DIMPLE DIMPLE - -
0.025 0.032 5 - - DIMPLE DIMPLE
0.032 0.040 5 - - DIMPLE DIMPLE
0.040 0.050 5 - - DIMPLE C'SK
0.050 0.063 5 - - C'SK -
0.063 0.071 5 - - C'SK -
Figure 3-80D. GTP 59 Temperature Probe and Doubler Installation

190-01102-06 Rev. 2
3.2.6.2 GTP 59 Temperature Probe Installation in Tube and Fabric Aircraft
NOTE
For tube and fabric aircraft the GTP 59 must be mounted in an access panel/inspection
cover and fairing.
NOTE
A doubler is not required for GTP 59 installations on an access panel/inspection cover
in Lightning Zone 3. A doubler is required for all other GTP 59 installations. The type
of doubler depends upon the location selected for the GTP 59.
information).
2. For the selected location, use Table 3-3A to determine whether doubler type “A” or “B” is
required. Each type of doubler has two options for fabrication.
3. Ensure that there is sufficient clearance to install the doubler at the selected location. Drill a 5/16
inch hole through the access panel/inspection cover at the desired location.
4. Based upon the material thickness at the selected location and the information contained in
Figure 3-80D, fabricate the appropriate doubler according to Figure 3-80B or Figure 3-80C. Each
figure provides two options – only one must be used. (if applicable)
5. Install the doubler in accordance with Figure 3-80D. (if applicable)
6. Install the GTP 59 in accordance with Figure 3-80D.
7. Ensure that the GTP 59 is bonded to the metallic tube structure with a resistance of 2.5 mΩ or
less. A bonding strap meeting the following criteria must be used to accomplish this:
• the strap length should be as short as possible and must not exceed 6 inches, and the
installation shall be such that it avoids the strap looping back on itself.
• A terminal lug (for 5/16 stud size) must be used to connect the braid directly to the GTP 59 as
shown in Figure 3-80D.
Refer to “Bonding Jumper Installations” in AC 43.13-1B Chapter 11 for guidance on bonding to
tubular structure.

Rev. 2 190-01102-06
3.2.6.3 GTP 59 Temperature Probe Installation in Non-Metallic Aircraft
NOTE
Making a hole in the aircraft skin for non-metallic aircraft is not substantiated as part of
this AML STC. Consequently, for non-metallic aircraft the GTP 59 only be mounted
in an access panel/inspection cover. If it is desired to mount the GTP 59 in the aircraft
skin rather than an access panel/inspection cover, alternate approval for the GTP 59
installation is required.
NOTE
Any modifications made should comply with the Aircraft Maintenance Manual
(Structural Repair) for that particular aircraft.
NOTE
be non-conductive.
Non-Conductive Access Panels/Inspection Covers
information). The GTP 59 and its terminal lug shall have a minimum of 0.5” clearance from
anything conductive in the area in which it is mounted.
2. Drill a 5/16” hole through the access panel/inspection cover at the desired location.
3. Install the GTP 59 in accordance with Figure 3-80E.
Figure 3-80E. GTP 59 Installation in a Non-Conductive Access Panel

190-01102-06 Rev. 2
Conductive Access Panels/Inspection Covers
information). The GTP 59 and its terminal lug must have a minimum 0.5” clearance from
anything conductive in the area in which it is mounted.
2. Drill a 1.50 inch hole through the access panel/inspection cover at the desired location.
3. Fabricate and install a non-conductive doubler. Use Grade L (Linen Base) Phenolic Sheet (MIL-I-
24768/15-FBI), thickness 0.0625”, minimum diameter 2.50”.
4. Drill a 5/16 inch hole through the newly installed doubler, centered in the 1.5 inch opening in the
access panel/inspection cover.
5. Install the GTP 59 in accordance with Figure 3-81.

Rev. 2 190-01102-06
Figure 3-81. GTP 59 Installation in Conductive Inspection Cover

190-01102-06 Rev. 2
3.2.7 GAD 43 Adapter Mounting
Determine a suitable location for the GAD 43 (refer to Section 2.5.11.9 for placement information).
Sample GAD 43 installations can be found in Section D.4.
The GAD 43 should be mounted to a surface known to have sufficient structural integrity to withstand
additional inertial forces imposed by a 1.90 pound unit (weight of GAD 43). If it is necessary to build a
shelf or bracket to mount the GAD 43 or if it is not certain that the chosen location is of sufficient
structural integrity, refer to Section 3.3.
In order to satisfy the structural requirements for the operation of the GAD 43 the following conditions
must be met:
to the aircraft structure in accordance with the methods outlined in AC43.13-2B Chapter 2,
AC43.13-1B Chapter 4, and the following requirements:
a. Material shall be 2024-T3 sheet aluminum
b. Material shall have some type of corrosion protection (primer, alodine, etc.)
c. Material shall be a minimum of 0.040”
d. Use sheet metal techniques (bend radius, fillets, etc) appropriate to the material thickness and
type.
ensure clearance for connector and wire harness, as shown in Figure 3-81A.
GAD 43
3"
UP
AFT
Figure 3-81A. GAD 43 Recommended Clearance

Rev. 2 190-01102-06
In addition to the structural requirements, the GAD 43 must be electrically bonded to the aircraft metallic
structure (metal aircraft) or instrument panel (non-metallic aircraft). Refer to Section 3.7.1 for additional
details.
There are two ways to install the GAD 43. Refer to the outline and installation drawings shown below:
1. Option I (Tall Orientation) – Installation uses short flanges, which contain two holes per flange.
011-01970-00
GAD 43 UNIT
4 FASTENERS REQUIRED,

190-01102-06 Rev. 2
2. Option II (Short Orientation) – Installation uses long flanges, which contain three holes per
flange.
011-01970-00
GAD 43 UNIT
6 FASTENERS REQUIRED,
Position the GAD 43 to the mounting panel and transfer the hole pattern to the mounting plate from the
flanges, four places for the tall orientation or six places for the short orientation. Ensure installation
requirements per section 2.5.11.9 are met.
Remove GAD 43, drill the marked hole-pattern (0.166 inch diameter holes) and rivet nut plates
(MS21047 or noted equivalent) with rivets (countersunk rivets). Acceptable hardware is identified in
Figure 3-81B. Ensure that installed rivets are flush with the installation panel. Remove any burrs or
excess rivet heads. See Figure 3-81B.
Install GAD 43 to the mounting plate using MS35206 or NAS602 #8-32 screws (4 required, tall
orientation; 6 required, short orientation).

Rev. 2 190-01102-06
UP SCREW 1
(6 REQ'D FOR ORIENTATION)
011-01970-00
GAD 43 GYRO ADAPTER
MOUNTING
SURFACE
NUTPLATE 1
OR
NUT AND WASHER 1
(6 REQ'D)
MOUNTING
NOTES: SURFACE
RIVETS MS20470AD4-X; OR MS20426AD4-X
OR NAS1149FN816P (M)K2000-08; OR F2000-08
OR
OR MS21042L08
Figure 3-81B. Installation of the GAD 43 to a Mounting Surface (Short Orientation Shown)

190-01102-06 Rev. 2
3.3 Construction and Validation of Structures
This section includes information necessary for testing load-carrying capabilities of equipment mounting
structures (such as shelves, mounting plates and mounting brackets) used to mount the GRS 77,
GDC 74A and GMU 44 (if required).
If support racks, brackets or shelves need to be fabricated, they should be fabricated and attached to the
aircraft structure in accordance with the methods outlined in AC43.13-2B Chapter 2. After the structure is
installed, it should be tested as outlined in AC43.13-2B chapter 1 to verify that it is capable of supporting
the required loads.
The GRS 77, GDC 74A and GMU 44 (if mounted within the fuselage) installations must be capable of
withstanding the Static Test Load Factors listed in the corresponding tables below for at least three
seconds in each direction specified direction without damage or permanent deformation. In addition, there
should not be noticeable deflection of the GRS 77 mounting structure. Note that these required loads
differ somewhat from those normally required for equipment installations. The following tables show the
static test loads for the GRS 77, GDC 74A and GMU 44.
3.3.1 G500 Static Test Loads
3.3.1.1 GRS 77 Static Test Loads
The combined weight of the GRS 77, connector and mounting rack is 3.50 lbs. The static loads which
must be applied (Load Factor x 3.50 lbs.) will be the following:
Static Test Load
Direction of Force Load Factor (Load Factor x (GRS 77 + Mounting
Rack Weight))
Downward 6.6 g (6.6 x 3.5) = 23.10 lbs
Upward 6.0 g (6.0 x 3.5) = 21.00 lbs
Sideward 4.5 g (4.5 x 3.5) = 15.75 lbs
Forward 18.0 g (18.0 x 3.5) = 63.00 lbs
The combined weight of the GRS 77, connector, mounting rack and GRS 77 Universal Mount is 4.55 lbs.
The static loads which must be applied (Load Factor x 4.55 lbs.) will be the following:
Static Test Load
Direction of Force Load Factor (Load Factor x (GRS 77 + Mounting rack
and Universal Bracket Weight))
Downward 6.6 g (6.6 x 4.55 ) = 30.03 lbs
Upward 6.0 g (6.0 x 4.55) = 27.30 lbs
Sideward 4.5 g (4.5 x 4.55) = 20.48 lbs
Forward 18.0 g (18.0 x 4.55) = 81.90 lbs
3.3.1.2 GDC 74A Static Test Loads

The combined weight of the GDC 74A, connector and mounting rack is 2.30 lbs. The static loads which
Static Test Load
Direction of Force Load Factor (Load Factor x (GDC 74A + Mounting
Rack Weight))
Downward 6.6 g (6.6 x 2.3) = 15.18 lbs
Upward 6.0 g (6.0 x 2.3) = 13.80 lbs
Sideward 4.5 g (4.5 x 2.3) = 10.35 lbs
Forward 18.0 g (18.0 x 2.3) = 41.40 lbs

Rev. 2 190-01102-06
NOTE
Structural validation for the GMU 44 mounting structure is only required if the GMU 44
is mounted within the fuselage, and not if mounted in the wing or vertical stabilizer.
3.3.1.3 GMU 44 Static Test Loads (if GMU 44 mounted within fuselage)
The combined weight of the GMU 44, connector and mounting rack is 0.50 lbs. The static loads which
Static Test Load
Direction of Force Load Factor (Load Factor x (GMU 44 + Mounting
Rack Weight))
Downward 6.6 g (6.6 x 0.50) = 3.30 lbs
Upward 6.0 g (6.0 x 0.50) = 3.00 lbs
Sideward 4.5 g (4.5 x 0.50) = 2.25 lbs
Forward 18.0 g (18.0 x 0.50) = 9.00 lbs
The combined weight of the GMU 44, connector, mounting rack and GMU 44 Universal Mount is 0.72
lbs. The static loads which must be applied (Load Factor x 0.72 lbs.) will be the following:
Static Test Load
Direction of Force Load Factor (Load Factor x (GMU 44 + Mounting
Rack + Universal Mount Weight))
Downward 6.6 g (6.6 x 0.72) = 4.75 lbs
Upward 6.0 g (6.0 x 0.72) = 4.32 lbs
Sideward 4.5 g (4.5 x 0.72) = 3.24 lbs
Forward 18.0 g (18.0 x 0.72) = 12.96 lbs
3.3.1.4 GAD 43 Static Test Loads

The combined weight of the GAD 43 and connector is 2.0 lbs. The static loads which must be applied
(Load Factor x 2.0 lbs.) will be the following:
Static Test Load
Direction of Force Load Factor
(Load Factor x (GAD 43 Weight))
Downward 6.6 g (6.6 x 2.0) = 13.2 lbs
Upward 6.0 g (6.0 x 2.0) = 12.0 lbs
Sideward 4.5 g (4.5 x 2.0) = 9.0 lbs
Forward 18.0 g (18.0 x 2.0) = 36.00 lbs
3.3.2 (moved to 3.3.1.2)
3.3.3 (moved to 3.3.1.3)

190-01102-06 Rev. 2
3.3.4 Test Procedures
One method of determining the static load capability is as follows:
NOTE
Previously installed nut plates for mounting the GRS 77, GDC 74A, GMU 44, or
GAD 43 may be used for testing. For installation on an existing aircraft panel (which will
require no removal) testing may be accomplished prior to installing nut plates using the
method below.
Mark and drill the holes where the mounting rack or Universal Mount will be installed, whichever is
applicable to the installation.
For a GRS 77 installation, install four #10-32 machine screws (see Figure 3-19 for Universal Mount and
Figure 3-28 for the Mounting Rack) in the corner holes used to attach the Universal Mount or Mounting
Rack to structure. For a GDC 74A installation, install four 6-32 machine screws (See Figure 3-74) in the
four corner holes, when attaching the GDC 74A mounting rack to existing structure. If special brackets
are used between the mounting rack and existing structure, the bracket attachment to structure must be
tested. For a GAD 43 installation, install four #8-32 machine screws (See Figure 3-81B) in the four corner
holes. For the GMU 44 installation, install two, three, or four pieces of hardware. If using the Universal
Mount in a side mount installation configuration, use two #6-32 machine screws, (stainless), as
demonstrated in Figure 3-56 (left side) and supported by a subsequent hardware discussion. If using the
Universal Mount in a bottom mount installation configuration, use four #6-32 machine screws (stainless),
as demonstrated in Figure 3-56 (right side) and supported by a subsequent hardware discussion. If
installing the GMU 44 Installation Rack directly to existing structure, use the three pan head screws that
arrive with the GMU 44 installation kit.
For testing downward loading, place shot bags or other suitable weights totaling the static test load weight
of the equipment plus the rack within the footprint outlined by the four screw holes.
Verify that there is no damage, permanent deformation or noticeable deflection of the structure during and
after three seconds.
Fasten a 36 inch loop of suitable material such as fishing line, braided wire, or other similar material
having a breaking strength of at least 150lbs, diagonally between two of the screws. Fasten another loop
diagonally between the other two screws, adjusting the length of the loop so it exactly matches the first.
Hook a calibrated force gauge through both loops and apply a sustained pull for at least three seconds in
each of the other three directions (upward, sideward and forward). Figure 3-82 illustrates the upward
static load test and Figure 3-83 illustrates the forward static load test. The sideward static load test is
similar to the forward load test, in a direction perpendicular to the forward load. The force applied must
correspond to the static test load calculated for unit and rack configuration being installed (the static test
load values are found in the tables above).
Examine the support structure carefully. If there has been damage, permanent deformation or noticeable
deflection, the structure is not suitable and must be replaced with one which is strong enough to withstand
the test loads. Examine all aircraft stringers, bulkheads and skin surfaces, which may have direct or
indirect contact with the fabricated parts. If it is determined that no damage or permanent deformation has
occurred, the structure is of sufficient strength and may be used to permanently mount the GRS 77,
GDC 74A, GMU 44, or GAD 43.

Rev. 2 190-01102-06
Figure 3-82. Upward Static Load Test
Figure 3-83. Forward Static Load Test

190-01102-06 Rev. 2
3.4 Cabling and Wiring
The installation kits for the G500 system LRUs include connectors and crimp contacts. Use wire specified
in Section 2.4.2 for all G500 connections. Make the crimp connections with a crimp tool as specified in
Table 3-5.
Refer to the interconnection diagrams in Appendix F for the appropriate interconnections. Use 22 or 24
AWG wire for all connections except for power. Use 20 AWG for power/ground. Install the configuration
modules as described in Section 3.4.2.2. Once the cable assemblies have been made, attach the
backshell/connector to the rear of the mounting unit. Route the wiring bundle as appropriate. Avoid sharp
bends.
3.4.1 Wiring Harness
Allow adequate space for installation of cables and connectors. The installer supplies and fabricates all of
the cables. All electrical connections to the G500 equipment are made through the following connectors
provided by Garmin:
• GDU 620 - a 37-pin D-Subminiature connector (female), a 50-pin D-subminiature connector
(female) and a 62-pin D-subminiature connector (male)
• GRS 77 – a 44-pin D-Subminiature connector (male)
• GMU 44 – a 9-pin circular connector (female)
• GDC 74A – a 78-pin D-Subminiature connector (male)
Construct the wiring harness according to the information contained in this and the following sections.
Cable lengths will vary depending upon installation. Strip all wires going to the connectors 0.17”. Insert
the wire into the pin and crimp with one of the recommended (or equivalent) crimping tools. Insert the pin
into the connector housing location as specified by the interconnect drawing in Appendix F. Verify that
the pin is properly engaged into the connector by gently tugging on the wire. Route and secure the cable
runs from the G500 LRUs away from sources of electrical noise.
Appendix B provides the pin-out information for all G500 LRUs. Required connectors and associated
hardware are supplied with the connector kits. See Appendix F for interconnect wiring diagrams.
CAUTION
Check wiring connections for errors before connecting the cables to the LRUs. Incorrect
wiring could cause component damage.
Table 3-4. Socket Contact Part Numbers

37-pin connector (P6201)
50-pin connector Configuration Module
Wire Gauge (P6202/P431) 50-pin connector (P6202)
20-24 AWG [1] 28 AWG [3] 22-28 AWG
Garmin P/N 336-00022-00 336-00022-01 336-00021-00
Military P/N M39029/63-368 N/A M39029/58-360
AMP N/A N/A 204370-2
Positronic N/A N/A MC8522D
ITT Cannon N/A N/A 030-2042-000

Rev. 2 190-01102-06
Table 3-5. Recommended Crimp Tools
Hand 20-24 AWG (P6201/P6202/P431) [3] 22-28 AWG (P741, P771, P6203)
Manufacturer Crimping Insertion/ Insertion/
Tool Positioner Positioner
Extract Tool Extract Tool
Military P/N M22520/2-01 M22520/2-08 M81969/14-02 M22520/2-09 M81969/14-01
M81969/1-02 M81969/1-04
Positronic 9507 9502-11 N/A 9502-3 M81969/1-04
ITT Cannon 995-0001-584 N/A N/A 995-0001-739 N/A
AMP 601966-1 N/A N/A 601966-6 91067-1
Daniels AFM8 K13-1 N/A K42 N/A
Astro 615717 615724 N/A 615725 N/A
Notes:
[1] Contacts listed are not to be used for configuration module wiring. Use the contacts supplied with
the configuration module when installing configuration module wires in P6202.
[2] Non-Garmin part numbers shown are not maintained by Garmin and are subject to change
without notice.
[3] For configuration module pins, ensure that the crimp tool is set to crimp 28 AWG wire (indenter
setting of ‘4’).
3.4.2 Backshell Assembly and D-Subminiature Connectors
The G500 LRU connector kits (P/N 011-01656-00 [GDU 620], P/N 011-00869-01 [GRS 77],
P/N 011-01010-01 [GDC 74A], and P/N 011-01990-00 [GAD 43]) include Garmin backshell assemblies
and Garmin ground adapter assemblies. Backshell connectors give the installer the ability to terminate
shield grounds at the backshell housing using the shield block ground kit. Table 3-6 lists Garmin part
numbers for the D-sub connectors and the backshell assemblies.
Table 3-6. Backshell Assembly
Figure 3-84
thru Figure Description Garmin P/N Notes
3-86 Ref
1 Backshell (P771) 125-00083-00 [2]
Backshell (P6201, P6203) 125-00084-00
Backshell (P431, P741, P6202) 125-00085-00
2 Shield block (P771) 117-00147-00 [3]
Shield block (P431, P741, P6201, P6202, P6203) 117-00147-01
3 Screw, 4-40 x.250, FLHP100°, SS/P, Nylon 211-63234-08 [3]
4 Slide Lock Spring N/A [4]
5 Slide Lock Lever N/A [4]
6 Screw,4-40x.375,PHP,SS/P, w/Nylon 211-60234-10 [2], [5]
7 Strain Relief (P771) 115-00499-02 [2]
Strain Relief (P431, P741, P6201, P6202, P6203) 115-00499-03
8 Cover (P771) 115-00500-02 [2]
Cover (P6201, P6203) 115-00500-03
Cover (P431, P741, P6202) 115-00500-04
9 Screw,4-40x.187, FLHP100,SS/P, w/Nylon 211-63234-06 [2]
10 Connector, D-Sub, HD, 78 Pin (P741) 330-00366-78 [5]
Connector, D-Sub, HD, 44 Pin (P771) 330-00366-44
Connector, D-Sub, 37 Socket (P6201) 330-00502-37
Connector, D-Sub, 50 Socket (P431, P6202) 330-00502-50
Connector, D-Sub, HD, 62 Pin (P6203) 330-00366-62
190-01102-06 Rev. 2
Figure 3-84
thru Figure Description Garmin P/N Notes
3-86 Ref
11 Multiple Conductor Shielded Cable As Required [6]
(See Interconnect Diagrams, Appendix F)
12 Shield Terminator As Required [6], [7]
13 Wire, Insulated (20-22 AWG), 3” max length As Required [6], [7]
14 Socket Contacts, #20 (P431, P6201, P6202) 336-00022-00
Pin Contacts, #22D (P741, P771, P6203) 336-00021-00
15 Ring terminal, #8, insulated, 18-22 AWG, MS25036-149, [6], [8]
14-16 AWG, 12–10 AWG MS25036-153,
MS25036-156
16 Screw, PHP, 8-32x.312", Stainless or Cad Plated MS51957-42, [6], [8]
Steel MS35206-242
17 Split Washer, #8, (.045" compressed thickness) MS35338-137, [6], [8]
Stainless or Cad-plated steel MS35338-42
18 Flat Washer, #8, .032" thick, .174"ID, .375" OD, NAS1149CN832R, [6], [8]
Stainless or Cad Plated Steel NAS1149FN832P
19 Silicon Fusion Tape 249-00114-00 [6]
[1] All items are applicable to P431, P741, P771, P6201, P6202 and P6203 unless otherwise
specified.
[2] Supplied as part of Backshell Kits P/N 011-00950-02 (P771), P/N 011-00950-03 (P6201, P6203),
and P/N 011-00950-04(P431, P741, P6202).
[3] Supplied as part of Ground Adapter Kits P/N 011-01169-00 (P771) and P/N 011-01169-01
(P431, P741, P6201, P6202, P6203).
[4] Supplied as part of Slide Lock Kit P/N 330-90006-02 (P771), P/N 330-90006-03 (P6201, P6203),
and P/N 330-90006-04 (P431, P741, P6202).
[5] Supplied as part of LRU Connector Kit P/N 011-01010-01 (GDC 74A), P/N 011-00869-01
(GRS 77), P/N 011-01656-00 (GDU 620), and P/N 011-01990-00 (GAD 43).
[6] Not supplied – must be purchased separately.
[7] Solder sleeve with pre-installed braid strap may be used instead of items 12 and 13.
[8] Not a Garmin part number.

Rev. 2 190-01102-06
3.4.2.1 Shield Block Assembly Procedure
The parts for the connector and backshell assemblies for the GDC 74A, GRS 77, GDU 620, and GAD 43
installations are listed in Table 3-6. Backshell connectors give the installer the ability to terminate shield
grounds at the backshell housing using the Shield Block ground kit. Table 3-6 lists Garmin part numbers
for the GDC 74A, GRS 77, GDU 620, and GAD 43 D-sub connectors and the backshell assemblies.
CAUTION
When mounting the slide lock, use only the specified screws (6). Do not attempt to use
the self-tapping screws supplied in the slide lock kit, as these will damage the backshell
housing.
Figure 3-84. Connector and Backshell Assembly

190-01102-06 Rev. 2
Preferred Method
Alternate Method
Figure 3-85. Shielded Cable Preparation

Rev. 2 190-01102-06
Preferred Method
Figure 3-86. Shield Termination on Backshell Assembly

Sheet 1 of 2

190-01102-06 Rev. 2
Alternate Method
Figure 3-86. Shield Termination on Backshell Assembly

Sheet 2 of 2

Rev. 2 190-01102-06
Prepare all of the shielded cables as shown in Figure 3-85. Refer to Figure 3-86 for details of the shield
termination to the connector backshell.
1. At the end of the shielded cable (11), strip back a 2.5” maximum length of the jacket to expose
the braid. Remove this exposed braid. Carefully score the jacket 1/4” to 5/16” from the end and
remove the jacket to leave the braid exposed.
NOTE
Solder sleeves with pre-installed shield drains may be used instead of separate shield
terminators and individual wires.
2. Connect a 20 or 22 AWG wire (13) to the exposed shield of the prepared cable assembly. (See
Figure 3-85). AC 43.13 maybe a helpful reference for termination techniques.
NOTE
Solder Sleeves with pre-installed lead: A preferred solder sleeve is the Raychem S03
Series with the thermochromic temperature indicator. These solder sleeves come with a
pre-installed lead and effectively take the place of items 12 and 13. For detailed
instructions on product use, refer to Raychem installation procedure.
3. Slide a shield terminator (12) onto the prepared cable assembly (11) and connect the wire (13) to
the shield using a heat gun approved for use with solder sleeves. The chosen size of solder sleeve
must accommodate both the number of conductors present in the cable and the wire (13) to be
attached.
4. Repeat steps 1 through 3 as needed for the remaining shielded cables.
5. Crimp pins/sockets (14) onto the wires and terminate in the connector (10) in accordance with the
aircraft wiring drawings.
6. For P6202, install the configuration module wires into the connector. Refer to Section 3.4.2.2,
steps 1 and 2 for instructions on installing the configuration module.
Assemble the backshell onto the connector:
1. Attach the Shield Block (2) to the backshell (1) by inserting the flathead screws (3) through the
holes on the Shield Block and threading into the tapped holes on the backshell (1).
(See Figure 3-84).
CAUTION
When mounting the slide lock, use only the specified screws (6). Do not attempt to use
the self-tapping screws supplied in the slide lock kit, as these will damage the backshell
housing.
2. Place the slide lock (5) over the connector (10). While holding the slide lock in place, attach the
connector/slide lock to the backshell (1) by inserting two screws (6) through the holes on the
connector and threading into the tapped holes on the backshell (1). (See Figure 3-84)
3. Wrap the cable bundle with Silicone Fusion Tape (19 or a similar version) at the point where the
backshell strain relief and cast housing will contact the cable bundle.
CAUTION
Placing the grooved side of the strain relief across the cable bundle may damage wires.

190-01102-06 Rev. 2
4. Place the smooth side of the backshell strain relief (7) across the cable bundle and secure using
the three screws (6).
5. For P6202, install the configuration module into the connector backshell. Refer to Section 3.4.2.2
steps 3 through 6 for instructions on installing the configuration module into the backshell.
6. Insert the slide lock spring (4) into the backshell (1). Attach the cover (8) to the backshell using
two screws (9).
NOTE
Each tapped hole on the shield block (2) may accommodate only two ring terminals (15).
It is preferred that a maximum of two wires (13) be terminated per ring terminal. Two
wires per ring terminal will necessitate the use of a ring terminal, #8, insulated, 14-16
AWG (MS25036-153). If only a single wire is left or if only a single wire is need for this
connector a ring terminal, #8, insulated, 18-22 AWG (MS25036-149) can accommodate
this single wire. If more wires exist for the connector than two per ring terminal, it is
permissible to terminate three wires per ring terminal.
7. Install ring terminals (15) onto the wires (13), grouping wires as appropriate for the connector.
8. Terminate the ring terminals to the shield block (2) by placing items on the pan head screw (16)
in the following order: split washer (17), flat washer (18), first ring terminal, second ring terminal
if needed, before finally inserting the screw into the tapped holes on the shield block.
3.4.2.2 Configuration Module Installation (P741, P771 and P6202 Only)
Table 3-7 and Table 3-8 list part numbers for the Configuration Module Kits, which are used with P741,
P771 and P6202 only.
Table 3-7. Configuration Module Kit – 011-00979-00 (for P741 and P771)
Figure 3-87 Ref Description Garmin P/N

1 Configuration Module, PCB Board Assembly w/EEPROM 012-00605-00
2 Spacer, Configuration Module 213-00043-00
3 4-Conductor Harness 325-00122-00
4 Pin Contact, Crimp, #22D 336-00021-00
Table 3-8. Configuration Module Kit – 011-00979-02 (for P6202)
Figure 3-87 Ref Description Garmin P/N

1 Configuration Module, PCB Board Assembly w/EEPROM 012-00605-00
2 Spacer, Configuration Module 213-00043-00
3 4-Conductor Harness 325-00122-00
4 Socket Contact, Crimp, #20 336-00022-01
Table 3-9. Configuration Module Wire Color Reference Chart
Color Function P741 Contact P771 Contact P6202 Contact

Black Ground 1 1 50
Red Vcc 21 17 49
Yellow Data 40 16 32
White Clock 60 31 33

Rev. 2 190-01102-06
NOTE
The socket contacts supplied with the GDU 620 configuration module are specifically
made to accommodate 28 AWG wire. The crimp tool should have the indenter set to ‘4’
when crimping these contacts to the configuration module harness.
Assemble the Configuration Module:
1. Crimp socket contacts (4) onto each wire of the four-conductor wire harness (3). Strip 0.17” of
insulation from each wire prior to crimping.
2. Insert newly crimped socket contacts and wires (3, 4) into the appropriate connector housing
location as shown in Figure 3-87, Figure F-1, Figure F-2, and Figure F-3.
3. Apply the spacer (2) by wrapping it around the PCB board (1) making sure to insert the plastic
connector mounted on the board into the hole provided in the spacer.
4. Plug the four-conductor wire harness (3) into the connector on the PCB board (1).
5. With pad (2) in position, insert PCB board (1) into the backshell recess.
6. Orient the connector housing so that the inserted four conductor wire harness (3) is on the same
side of the backshell as the inserted PCB board (1), as shown in Figure 3-87.
Figure 3-87. Configuration Module Installation

190-01102-06 Rev. 2
3.4.3 TVS, Fuse and Resistor Installation (non-metallic aircraft only)
Certain non-metallic aircraft will require TVSs at the power input of various LRUs (refer to Table K-2 to
determine which aircraft require them). Refer to Section 2.4.2.1 for component part numbers.
Install the TVS/Fuse
NOTE
Only TVS1/F1 are installed as described below. TVS2 uses standard terminal lugs and
should be installed in accordance with AC 43.13-1B Chapter 11 and the notes on the
applicable interconnect diagram in Appendix F.
For all TVS/fuse assemblies that are required for lightning protection, install them in accordance with
Figure 3-88 and the notes on the applicable interconnect diagram in Appendix F.
T
OF TAC
GE N .
E D T CO AX
KE "M
OC 6.0
S
L
TA
M EN
ON
N VIRCE
E LI
SP
LENGTH TO
ENVIRONMENTAL
SPLICE 6" MAX
FUSE HOLDER
AND FUSE
HEATSHRINK
SOLDER TVS TO
22 AWG WIRE
Figure 3-88. TVS/Fuse Installation (TVS1/F1)

Rev. 2 190-01102-06
Install the Resistor
For all resistors that are required for lightning protection, install them in accordance with Figure 3-89.
RESISTOR (30 OHM, 1/2W)
4.5"-5.0"
.312"
2.0"-2.5" SOLDER SLEEVE
0.35" MAX.
SHIELD DRAIN
0.17" (MAX. 3.0")
TRIM RESISTOR LEAD TO .25±.063" AND SOLDER TO 22AWG

WIRE. COVER WITH HEAT SHRINK TUBING AS SHOWN, TYPICAL.
Figure 3-89. Resistor Installation

3.4.4 TVS 2 Assembly (non-metallic aircraft only)
Certain non-metallic aircraft will require a TVS assembly at the power bus that supplies power to the
standby ADI (refer to Table K-2 to determine which aircraft require them). Refer to Section 2.4.2.1 for
component part numbers. Refer to Figure F-20 and Figure F-21 for interconnect drawings that show the
TVS installed.
Figure 3-90. TVS 2 Assembly

Fabricate the TVS Assembly
1. Arrange the four TVSs together, taking care to ensure that all are oriented the same way.
2. Install heat shrink around the four TVSs. The heat shrink will help to hold them in place during
the following steps.
3. Cut TVS leads to 0.5”.
4. Solder the four leads at each end of the assembly onto lengths of 18 AWG or larger wire.

190-01102-06 Rev. 2
Check the TVS Assembly
1. Using a multimeter that is set to the diode mode, check conductivity across the TVSs. In one
direction, the meter should read open and in the other direction it should read 2.0 to 2.5 volts.
When installed in the aircraft, the TVS assembly should be oriented so that it does not normally
conduct from power to ground. This means that when the multimeter diode check reads open,
the end of the assembly connected to the red lead of the multimeter is the cathode end, which
will be connected to the power bus.
Complete the Assembly
1. Install heat shrink over the exposed leads of the TVS assembly.
2. Attach the fuse and fuse holder to the 18 AWG or larger wire. The fuse may be on either the
power or ground side of the TVS.
3. Attach terminal lugs onto the 18 AWG or larger wire, as required for the installation.
Install the Assembly (refer to Figure F-20 and Figure F-21 in Appendix F)
1. Attach the cathode end of the assembly to the power bus.
2. Attach the anode end of the assembly to aircraft ground.

Rev. 2 190-01102-06
3.5 Unit Replacement
Whenever removing or replacing units, remove power from the LRU by removing aircraft power or
opening the LRU circuit breaker.
3.5.1 GDU™ 620 Unit Replacement
3.5.1.1 Removal
1. Remove the six mounting screws from the bezel of the GDU 620.
2. Pull the GDU 620 far enough out from the instrument panel to access the three rear connectors.
3. Disconnect the rear connectors.
4. Remove the GDU 620.
3.5.1.2 Replacement
1. Visually inspect the connectors to ensure that there are no bent or damaged pins. Repair any
damage.
2. Connect the rear connectors, ensuring that each slidelock is secured on both sides.
3. Set the GDU 620 into place.
4. Install the six mounting screws into the bezel of the GDU 620.
NOTE
The installation configuration settings are stored in the configuration module and will be
retained when the GDU 620 is replaced with a new unit. User settings, such as map
orientation preferences, are stored internally and will be lost when the GDU 620 is
replaced with a new unit.
Original GDU 620 is Reinstalled
If the original GDU 620 is reinstalled, then no software loading is required. This does not include
units that were returned for repair as their software and configuration files are deleted during the
repair process. No configuration is required. Verify that the configuration is correct using the
previously completed checkout log in Section 5.11.3.
New, Repaired or Exchange GDU 620 is Installed
If the GDU 620 is replaced with a new, repaired, or exchange unit then software must be loaded. No
configuration is required.
NOTE
Upon first power-up after installing a new GDU 620, it is normal to see a series of
“LOADING…” messages appear on the screen. These messages indicate that the
GDU 620 is updating its configuration settings from the configuration module.
Continue to the GDU 620 Software Loading procedure in Section 5.4.1 followed by the Manifest
Configuration in Section 5.5.4, and the Configuration Module Update in Section 5.5.11.
GDU 620 Configuration Module is Replaced
If the GDU 620 Configuration Module is replaced, the GDU 620 will update the configuration
module from its internally-stored settings when the UPDT CFG soft key is pressed as described in
Section 5.5.11. Verify that the configuration is correct using the previously completed checkout log
in Section 5.11.3. If the GDU 620 is replaced at the same time as the Configuration Module, then the
System Setup will need to be performed per Section 5.5. To replace the configuration module,
reference Section 3.4.2.2.

190-01102-06 Rev. 2
3.5.1.3 Return to Service
After removing and reinstalling the GDU 620 per the instructions above, a simple return-to-service check
should be performed.
1. Power up the GDU 620 in configuration mode. Verify that the configuration settings match those
recorded in the checkout log in Section 5.11.3.
2. Power up the GDU 620 in normal mode. Verify that there are no red-Xs and that no alerts are
present. If red Xs or alerts are present, troubleshoot using Sections 6.2 and 6.3.
3.5.2 GRS 77 Unit Replacement
3.5.2.1 Removal
1. Disconnect the GRS 77 connector.
2. Loosen the four Phillips thumbscrews with a screwdriver.
3. Gently lift the GRS 77 from the mounting plate (if the supports for the mounting plate are
removed, the GRS 77 must be recalibrated. See Section 5.6)
3.5.2.2 Replacement
1. Place the GRS 77 on the mounting plate, ensuring the orientation is correct.
2. Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is 22-25 inch
pounds.
3. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
4. Connect the connector to the GRS 77, ensuring that each slidelock is secured on both sides.
Original GRS 77 is Reinstalled
If the original GRS 77 is reinstalled, then no software loading is required. This does not include units
that were returned for repair as their software and configuration files are deleted during the repair
testing process. Reference Table 3-10 to determine whether recalibration is required.
New, Repaired, or Exchange GRS 77 is Installed
If the GRS 77 is replaced with a new, repaired, or exchange unit then software must be loaded per
Section 5.4.2. Reference Table 3-10 to determine whether re-calibration is required.
GRS 77 Configuration Module is Replaced
If the GRS 77 Configuration Module is replaced, the GRS 77 must be re-calibrated. Reference Table
3-10. To replace the configuration module, reference Section 3.4.2.2.
After removing and reinstalling the GRS 77, the following return-to-service checks should be performed.
1. Power up the G500 system with the GDU 620 in normal mode.
2. Verify that the GDU displays valid heading and attitude within approximately one minute. Note
that heading can remain invalid if the magnetometer is near a large metal structure such as a
hangar wall or if the magnetometer is close to a large ground power cart.
3. Verify that no unexpected alerts are present. If alerts are present, troubleshoot using Sections 6.2
and 6.3.

Rev. 2 190-01102-06
Table 3-10. GRS 77 Calibration Criteria
Calibrations Required
GRS 77 GRS/GMU Engine Run-up
Condition Pitch/Roll Magnetic Vibration
Offset Calibration Test
Section 5.6.1 Section 5.6.2 Section 5.6.5
GRS 77 AHRS was removed and/or
replaced. The mounting tray was NOT
None Required.
removed and the mounting tray bolts
were NOT loosened.
GRS 77 AHRS was removed and/or
replaced. The mounting tray WAS
removed and/or mounting tray bolts X X X
WERE loosened.
GRS 77 AHRS Configuration Module
X X X
was replaced.
3.5.3 GMU 44 Unit Replacement

3.5.3.1 Removal
1. Gain access to the GMU 44 magnetometer.
2. Unscrew the three screws that hold the GMU 44 to its mounting rack.
3. Carefully lift the GMU 44 from the rack.
4. Disconnect the wiring harness.
3.5.3.2 Replacement
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Connect the wiring harness to the GMU 44.
3. Lower the GMU 44 into the rack and secure the plate with the three Phillips screws.
Original GMU 44 is Reinstalled
If the original GMU 44 was reinstalled, then software loading is not required. This does not include
repair testing process. Recalibration is required only if the mount for the magnetometer was changed.
If the magnetometer mount was changed, continue to Section 5.6.2 for the GRS 77/GMU 44
Magnetic Calibration. After the GRS 77/GMU 44 Magnetic Calibration is performed, the criteria in
Sections 5.6.3 and 5.6.4 should be used to determine whether the Heading Offset Compensation is
necessary.
New, Repaired or Exchange GMU 44 is Installed
If the GMU 44 was replaced with a new, repaired, or exchange unit, then software must be loaded and
the GRS 77/GMU 44 Magnetic Calibration must be performed. Continue to Section 5.4.3 for
software loading and Section 5.6.2 for the GRS 77/GMU 44 Magnetic Calibration. After the
GRS 77/GMU 44 Magnetic Calibration is performed, the criteria in Sections 5.6.3 and 5.6.4 should
be used to determine whether the Heading Offset Compensation is necessary.

190-01102-06 Rev. 2
After removing and reinstalling the GMU 44, the following return-to-service checks should be performed.
2. Verify that the GDU displays valid heading within approximately one minute. Note that heading
can remain invalid if the magnetometer is near a large metal structure such as a hangar wall or if
the magnetometer is close to a large ground power cart.
and 6.3.
3.5.4 GDC 74A Unit Replacement
3.5.4.1 Removal
1. Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single connector.
2. Loosen each thumbscrew on the hold-down clamp and remove the clamp.
3. Carefully remove the unit from its mount.
3.5.4.2 Replacement
1. Place the unit in the mounting tray.
2. Position the locking clamp and fasten using the thumbscrews.
3. Connect the pitot/static plumbing.
4. Inspect the connector and pins for damage. Repair any damage.
5. Connect the connector to the unit, ensuring that each slidelock is secured on both sides.
Original GDC 74A is Reinstalled
If the original GDC 74A is re-installed, then no software loading is required. This does not include
repair testing process.
New, Repaired or Exchange GDC 74A is Installed
If the GDC 74A is replaced with a new, repaired, or exchange unit, then software must be loaded to
the unit. Continue to the GDC 74A Software Loading procedure in Section 5.4.4.
GDC 74A Configuration Module is Replaced
If the GDC 74A Configuration Module is replaced, the GDC 74A must be configured. Continue to
Section 5.5.7. To replace the configuration module, reference Section 3.4.2.2.
After removing and reinstalling the GDC 74A, the following return-to-service checks should be
performed.
2. Verify that the GDU displays valid air data within approximately one minute.
and 6.3.
4. Perform a leak check of the pitot-static system and observe the airspeed, altitude, and vertical
speed for proper operation.

Rev. 2 190-01102-06
3.5.5 Mid-Continent Electric Standby ADI System Replacement (if installed)
The Mid-Continent electric ADI and associated LRUs must be replaced with the same P/N (including
panel tilt and lighting voltage) as the unit(s) being replaced. Except for the MD420 emergency power
supply, these units require no configuration when removed or replaced. On the MD420 battery module,
the Lighting Voltage Select switch must be set to match the lighting voltage of the unit that was removed.
After removing and reinstalling the Mid-Continent electric ADI or associated LRUs, the following return-
to-service checks should be performed.
1. Power up the standby ADI system from aircraft power.
2. Verify that the power indicator flag is out of view.
3. After approximately three minutes verify that the attitude presentation is correct (the ADI may
need to be caged).
4. Remove aircraft power from the standby ADI system and press the STBY PWR button on the
standby ADI system. Verify that the power indicator flag remains out of view and the ADI
continues to run on battery power.
5. Verify that lighting is still provided to the ADI.
6. Restore aircraft power to the standby ADI.
3.5.6 GAD 43 Unit Replacement
3.5.6.1 Removal
1. Disconnect the GAD 43 connector.
2. Remove the four/six mounting screws.
3. Carefully remove the unit.
3.5.6.2 Replacement
1. Place the GAD 43 in its mounting location and align its mounting holes with the nutplates
beneath it.
2. Insert the four/six mounting screws and tighten the screws to hold the GAD 43 in place.
3. Inspect the connector and pins for damage. Repair any damage.
4. Connect the connector to the unit, ensuring that each slidelock is secured on both sides.
Original GAD 43 is Reinstalled
If the original GAD 43 is re-installed, then no software loading or configuration is required. This
does not include units that were returned for repair as their software and configuration files are
deleted during the repair testing process.
New, Repaired or Exchange GAD 43 is Installed
If the GAD 43 is replaced with a new, repaired, or exchange unit, then software must be loaded to the
unit and the configuration must be reloaded into the GAD 43. Continue to Section 5.4.5.2 for GAD
43 Software Loading procedure and go to the GAD 43 configuration page and verify that the
configuration settings are correct.
NOTE
Viewing the GAD 43 configuration page on the GDU 620 causes the configuration
values GAD 43 configuration to be written to the GAD 43.

190-01102-06 Rev. 2
After removing and reinstalling the GAD 43, the following return-to-service checks should be performed.
1. Power up the G500 system with the GDU 620 in configuration mode.
2. Conduct the checks in Sections 5.8.5.7.2 and 5.8.5.9 as appropriate for the installation.
3. Restart the G500 system with the GDU 620 in normal mode.
4. After valid attitude information is displayed on the GDU, verify that there are no GAD alerts in
the alerts window. If alerts are present, troubleshoot using Sections 6.2 and 6.3.
5. Conduct the checks in Section 5.10.2.4.2 (if appropriate for the installation).
6. Engage the autopilot and verify that the servos are active.
7. Press the AP TEST soft key on the PFD. Verify that the autopilot disconnects and the servos
disengage.

Rev. 2 190-01102-06
3.6 Weight and Balance
Weight and balance computation is required after the installation of the G500 system. Follow the
guidelines as established in AC 43.13-1B, Chapter 10, Section 2. Make appropriate entries in the
equipment list indicating items added, removed, or relocated along with the date accomplished. Include
your name and certificate number in the aircraft records. Refer to the Table 3-11 below for unit
dimensions and center of gravity. A sample calculation is shown in Figure 3-91.
Table 3-11. Unit Weight and Balance Data
Item Weight Dimensions and CG
GDU 620 6.38 lbs (2.90 kg) See Figure C-2
GRS 77 2.80 lbs (1.27 kg) See Figure C-4
GRS 77 and Mounting Rack 3.50 lbs (1.59 kg) See Figure C-4
GRS 77, Mounting Rack and Universal Mount 4.55 lbs (2.07 kg) See Figure C-4 and Figure C-11
GDC 74A 1.69 lbs (0.77 kg) See Figure C-5 and Figure C-6
GDC 74A and Mounting Rack 2.04 lbs (0.93 kg) See Figure C-5 and Figure C-6
GMU 44 0.35 lbs (0.16 kg) See Figure C-3
GMU 44 and Mounting Rack 0.50 lbs (0.23 kg) See Figure C-3
GMU 44, Mounting Rack and Universal Mount 0.72 lbs (0.33 kg) See Figure C-3 and Figure C-12
GAD 43 1.90 lbs (0.86 kg) See Figure C-15
Previous Aircraft Weight and Balance Useful Load Empty Weight C.G. Moment
Calculated 03/10/06 1093.3 2306.70 138.83 320233.96
Description of items removed from aircraft Weight Arm Moment

VSI 0.85 116.90 99.37
CDI 1.30 116.60 151.58
Clock and OAT 0.30 117.40 35.22
Sandel HSI 3.60 114.10 410.76
HSI Gyro Remote 4.90 181.00 886.90
Magnetometer (Old) 0.40 151.00 60.40
Attitude Indicator 2.20 114.50 251.90
Altimeter 1.10 116.10 127.71
Total removed 14.65 2023.84
Description of items added to aircraft Weight Arm Moment

GDU 620 6.38 114.10 727.96
GRS 77, mounting rack, and universal mount 4.55 181.00 823.55
GDC 74A and mounting rack 2.04 113.30 231.13
GMU 44, mounting rack, and universal mount 0.72 146.00 105.12
Standby attitude indicator 3.70 121.00 447.70
Standby altimeter 1.10 121.00 133.10
Total added 18.49 2468.56
Change 3.84 444.73
New Aircraft Weight and Balance Useful Load Weight C.G. Moment
6/21/2008 1089.46 2310.54 138.79 320678.69
Figure 3-91. Sample Weight and Balance Calculation

190-01102-06 Rev. 2
3.7 Electrical Load Analysis
An electrical load analysis (ELA) should be completed on each aircraft prior to installation to verify that
the aircraft electrical system is capable of supporting the G500 system. The results of the ELA should be
recorded on FAA Form 337. There are several approaches that could be taken, as described in the
following sections. For each approach, use the following values for computation:
Table 3-12. LRU Current Requirements
14 Volt Current Draw 28 Volt Current Draw
LRU
Typical Maximum Typical Maximum
GDU 620 3.9 A 5.4 A 1.9 A 2.7 A
GRS 77/GMU 44 600 mA 1.0 A [1] 300 mA 1.0 A [1]
GDC 74A/GTP 59 410 mA 480 mA 200 mA 235 mA
GAD 43 410 mA 720 mA 210 mA 350 mA
[1] Maximum current draw occurs momentarily at startup or when the supply voltage drops to
9 VDC
NOTE
Circuits should be protected in accordance with the approved data in this document (see
Appendix F for recommended G500 LRU circuit breaker ratings) and the guidelines in
AC 43.13-1B, Chapter 11, Section 4.
3.7.1 Aircraft with Existing Electrical Load Analysis
If there is an existing ELA for the aircraft, this must be updated to reflect the modification. It must show
that the alternators/generators have adequate capacity to supply power to the modified systems in all
anticipated conditions. Refer to the aircraft manufacturer’s documentation for guidance on revising /
maintaining the ELA.
3.7.2 Aircraft without Existing Electrical Load Analysis
Prior to undertaking a complete electrical load analysis, the net change to the electrical load resulting
from the G500 system installation should be determined (refer to Figure 3-91A for a sample calculation).

Rev. 2 190-01102-06
Items removed from aircraft: Electrical Load (A)
KI 227 ADF Indicator [Note 1] 0.00
KI 525A Pictorial Nav Indicator (HSI) 0.36
KA 51B Slaving Accessory [Note 2] 0.00
KI 256 Horizon Indicator (ADI) 0.76
Mid Continent MD 200-206 VOR/LOC/GS Indicator 0.30
KG 102A Directional Gyro 3.00
Shadin ADC 200 1.30
SUB TOTAL: 5.72
Items added to aircraft:

Garmin GDU 620 (PFD/MFD Display) 3.90
Garmin GRS 77 (AHRS) 0.60
Garmin GMU 44 (Magnetometer) [Note 3] 0.00
Garmin GDC 74A (Air Data Computer) 0.41
Garmin GAD 43 (Adapter) 0.41
SUB TOTAL: 5.32
NET CHANGE IN BUS LOAD (NEW BUS LOAD - OLD BUS

LOAD): -0.40
Notes:
[1] Received power from ADF receiver, which was left in the aircraft.
[2] Received power from KG 102A, which was also removed. The load for the KA 51B
included as part of the KG102A load.
[3] Receives power from the GRS 77, so its power is included under GRS 77.
Figure 3-91A. Sample Electrical Load Calculation
3.7.2.1 Electrical Load is Reduced Following Modification

In many instances when older systems are replaced with newer equipment, the electrical load presented to
the power system is reduced. If the overall load on the electrical system is reduced as a result of the G500
modification (as shown in the previous example), no further analysis is required. The amended electrical
load calculation should be included with the FAA Form 337 to document the electrical load reduction.
3.7.2.2 Electrical Load is Increased Following Modification
If it is determined that the electrical load has increased, a complete electrical load analysis should be
performed to show that the capacity of the alternator/generator is sufficient for the additional electrical
load. For guidance on preparing an ELA, refer to ASTM F 2490-05 Standard Guide for Aircraft
Electrical Load and Power Source Capacity Analysis.

190-01102-06 Rev. 2
3.8 Equipment Bonding
The instrument panel must be of aluminum construction so that the GDU has a metal ground reference
back to the other G500 interfacing equipment mounted on the instrument panel or remotely mounted units
that have their mounting locations referenced back to the instrument panel. For metal aircraft the latter is
achieved inherently through the metallic aircraft structure. For composite aircraft a ground plane (or
reference) may need to be created to achieve a comparable ground. This is described in Section 3.8.2
below.
In all aircraft the GDU 620 must be electrically bonded to the instrument panel with a resistance of
20 mΩ or less.
All LRU bonding measurements must be made with the connector(s) disconnected from the LRU.
3.8.1 Metal Aircraft
The GDU 620, GRS 77, GDC 74A, GMU 44, GTP 59, GAD 43 and any supporting brackets must be
electrically bonded to the aircraft metallic structure that forms the ground plane, with a resistance between
mating surfaces of 2.5mΩ or less. The overall resistance between the following LRUs and the aircraft
ground plane must be 10 mΩ or less: GRS 77, GDC 74A, GMU 44, and GAD 43. The overall resistance
between the GDU 620 and the aircraft ground plane must be 20 mΩ or less. The resistance between the
GTP 59 and the aircraft skin must be 2.5 mΩ or less. Refer to Section 3.8.3 for details on the aluminum
surface preparation prior to bonding.
For some aircraft the instrument panel is attached with vibration mounts. For these aircraft, it must be
verified that the vibration-isolated instrument panel is grounded to the airframe metallic structure with a
bonding jumper the same or equivalent to the specification below. If no such jumper is installed, a
bonding strap meeting the following criteria must be installed to accomplish this:
• The strap length should be as short as possible and must not exceed 6 inches.

Rev. 2 190-01102-06
3.8.2 Non-Metallic Aircraft
NOTE
The GTP 59 and GMU 44 must not be electrically bonded to the aircraft ground plane. If
the structure is conductive at the mounting locations, provisions must be made to
electrically isolate the GTP 59 and GMU 44 from the conductive structure.
NOTE
be non-conductive.
If the equipment is mounted in the metallic instrument panel then the bonding should be accomplished
like that for metal aircraft (Section 3.8.1). For composite areas of the aircraft the GRS 77, GDC 74A, and
GAD 43 must be electrically bonded to the metallic instrument panel either directly through the mounting
rack or with heavy-duty aluminum tape such as 3M Heavy Duty Aluminum Foil Tape 438. The
following guidance should be used for locating and bonding the LRU:
1. Identify a location for the LRU which is close to the instrument panel or the grounding structure
for the instrument panel.
2. Identify a route between the LRU location and the instrument panel ground that will
accommodate a strip of aluminum tape with a width of at least 4 inches and a length-to-width
ratio of 7:1.
If the tape will come in contact with carbon composite material, the tape must be electrically isolated
from the carbon composite material to prevent corrosion due to dissimilar materials. Secure a thin layer
of fiberglass cloth to the carbon fiber with fiberglass resin as shown in Figure 3-92.
STRIP OF LIGHT FIBERGLASS CLOTH
SUCH AS 1080-50 (1.45 OZ/SQ. YARD)
ATTACHED WITH FIBERGLASS RESIN.
ALUMINUM TAPE
¼” MINIMUM DISTANCE
EACH SIDE.
CARBON
FIBER
Figure 3-92. Fiberglass Insulation for Carbon Fiber Material

3. Identify a grounding location. The ground must be a bare metal surface on the instrument panel
or grounding structure for the instrument panel. If it is impractical to reach a grounding location
with aluminum tape then:
a. The tape shall meet a 5:1 length to width ratio.
b. The bond strap shall be 1 inch wide and no longer than 5 inches.
4. Prepare the aluminum surface at the ground location per Section 3.8.3 or identify a ground stud to
which the braid can be attached. Any new ground stud shall also be prepared for electrical
bonding.
190-01102-06 Rev. 2
5. Route the tape between the LRU mount and the grounding location. If needed to maintain the 7:1
length-to-width ratio, the tape can be overlapped in more than one strip.
6. If two pieces of tape need to be joined end-to-end, they can be joined as illustrated in Figure 3-93.
3" ALUMINUM TAPE
1"
ADHESIVE SIDE OF
ALUMINUM TAPE ADHESIVE SIDE OF
ALUMINUM TAPE
Figure 3-93. Aluminum Tape Joint

7. Fold the end of the tape over twice for added thickness at the prepared grounding location.
8. The tape shall not have any tears in the joint or along the length of the tape as tears will degrade
the bonding performance.
9. Electrical bond preparation for all aluminum-to-aluminum interfaces per SAE ARP1870 section
5.1 and 5.5.
10. If a bonding strap will be used to reach the grounding location, secure the end of the tape to the
composite surface as shown in Figure 3-94. Detailed instructions for installing mounting bolts in
composite material can be found in Section 3.2.3.2.4. Note that the procedure for installing
mounting bolts applies only to secondary aircraft structures, not to primary structure or structural
load-carrying members. The tape shall meet 5:1 length to width ratio if a bonding strap is used.
The bonding strap shall be 1 inch wide and no longer the 5 inches.
11. Secure the end of the tape in place using a 0.063” piece of aluminum using three bolts and nuts.
Figure 3-94. Aluminum Tape Ground Termination

Rev. 2 190-01102-06
NUT
WASHER
ALUMINUM PLATE BOLT
ALUMINUM TAPE
AIRCRAFT SECONDARY STRUCTURE

(E.G. EQUIPMENT SHELF)
Figure 3-95. Mounting Bolt
12. Verify that the resistance between tape and the local grounding location does not exceed 2.5 mΩ.
13. Secure the aluminum tape to the GRS 77 mounting rack as shown in Figure 3-96 and Figure 3-97.
GRS 77
MOUNTING
RACK
LOCKNUT, WASHER,
& 0.063" ALUMINUM PLATE
ALUMINUM
TAPE
7:1 LENGTH-TO-WIDTH
RATIO MEASUREMENT
BEGINS AT LAST POINT OF
ELECTRICAL CONTACT
WITH MOUNTING RACK
Figure 3-96. GRS 77 Aluminum Tape Installation

190-01102-06 Rev. 2
GRS 77
MOUNTING
RACK
AIRCRAFT SECONDARY
STRUCTURE LOCKNUT, WASHER
(E.G. EQUIPMENT SHELF) & 0.062" ALUMINUM PLATE
ALUMINUM TAPE
Figure 3-97. GRS 77 Aluminum Tape Installation
14. Secure the aluminum tape to the GDC 74A mounting rack as shown in Figure 3-98 and
Figure 3-99.
Figure 3-98. GDC 74A Aluminum Tape Installation

Rev. 2 190-01102-06
GDC 74A
MOUNTING RACK
AIRCRAFT SECONDARY
STRUCTURE LOCKNUT, WASHER
(E.G. EQUIPMENT SHELF) & 0.062" ALUMINUM PLATE
ALUMINUM TAPE
Figure 3-99. GDC 74A Aluminum Tape Installation

15. Secure the aluminum tape to the GAD 43 as shown in Figure 3-100 and Figure 3-101.
GAD 43
ALUMINUM
TAPE
7:1 LENGTH-TO-WIDTH
RATIO MEASUREMENT
BEGINS AT LAST POINT OF
ELECTRICAL CONTACT
WITH MOUNTING RACK
Figure 3-100. GAD 43 Aluminum Tape Installation

GAD 43
AIRCRAFT SECONDARY
STRUCTURE ALUMINUM TAPE
(E.G. EQUIPMENT SHELF)
Figure 3-101. GAD 43 Aluminum Tape Installation

16. Verify that the resistance between the mating surfaces does not exceed 2.5 mΩ.

190-01102-06 Rev. 2
3.8.3 Aluminum Surface Preparation
In order to prepare the aluminum surface for proper bonding, the following general steps should be
followed. For a detailed procedure, reference SAE ARP1870 Sections 5.1 and 5.5.
1. Clean grounding location with solvent.
2. Remove non-conductive films or coatings from the grounding location.
3. Apply a chemical conversion coat such as Alodine 1200 to the bare metal.
4. Once the chemical conversion coat is dry, clean the area.
5. Install bonding aluminum tape or equipment at grounding location.
After the bond is complete, if any films or coatings were removed from the surface, reapply a suitable
film or coating to the surrounding area.

Rev. 2 190-01102-06
4 System Interconnect
For pin out information for each G500 LRU, refer to Appendix B. For G500 interconnect information
refer to Appendix F.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
5 System Configuration/Checkout
NOTE
Screenshots shown herein are based upon GDU 620 software version 3.00. Actual screen
content may vary depending upon the version of GDU 620 software being used.
5.1 System Configuration Overview
Once the G500 system has been installed, the system must be configured for the particular installation. In
order to access all of the configuration pages an Installer Unlock Card (P/N 010-00769-60) must be
inserted into the GDU at the time the system is powered up. A summary of the steps for system
configuration and calibration follows:
• Gather the airframe-specific information as specified in Section 5.2.
• Perform the installation checks specified in Section 5.2.5.
• Load software into the G500 LRUs as specified in Section 5.4.
• Configure the G500 system for the particular installation, as specified in Section 5.5. This
includes setting the airframe-specific parameters and enabling interfaces to external systems.
• Enable optional features (this can be done at a later time).
• Perform an alignment and calibration of the GRS 77 AHRS as specified in Section 5.6. An engine
run-up test is also conducted to verify the mounting of the GRS 77.
• Perform a check of the pitot-static system to verify the installation of the GDC 74A air data
computer and standby instruments. The correct settings of the airspeed tape are also verified
during this check. Refer to Section 5.8.
• Perform the ground checks to verify the interfaces to external settings, as specified in Section 5.8.
• Verify all placards have been relocated, as specified in Section 4
• Perform the flight checks specified in Section 5.10.
• Update the aircraft documentation as specified in Section 5.10.2.6.
5.2 Required Airframe-Specific Information
This section only provides guidance for gathering the required information particular to each installation.
This information will be used for entering data on the Airframe Configuration page. Record the
information below in the configuration and checkout log sheet in Section 5.11.3.
5.2.1 PFD
The distance/speed (DIS.SPD) and altitude/vertical speed (ALT.VS) units can be configured to match a
particular installation. These units MUST be set to those currently used in the airplane.
The vertical speed tape range can be configured for several ranges. It is recommended that the ±2000 fpm
range be used; however, this is left to the installer’s discretion (e.g. a larger range may be desired if the
VSI being removed has a larger range).
The attitude indicator on the PFD has two pointers on the roll scale. When banking, one pointer indicates
the aircraft bank angle and the other pointer remains stationary. The pointer that indicates bank angle can
either point up (Sky Pointer) or down (Ground Pointer). This pointer must be configured to match the
Standby ADI being installed in the aircraft.
5.2.2 MFD
The default distance/speed (DIS.SPD) and altitude/vertical speed (ALT.VS) units can be configured to
match a particular installation. It is recommended that the same units as the PFD be used; however, this is
left to the installer’s discretion. The pilot will be able to change these units on the first AUX page on the
MFD.
190-01102-06 Rev. 2
5.2.3 GDL 69 Audio Mute Speed
If a GDL 69A is connected to the GDU 620, the GDL 69A audio output will become muted whenever the
airspeed is below the MUTE SPEED value. If this is set to OFF, the GDL 69A will never be muted based
upon airspeed.
5.2.4 Airspeeds (PFD)
The information listed in Table 5-1 must be obtained for every installation. The POH/AFM column lists a
suggested location for obtaining this information. This information must be taken from the AFM or
POH for the airplane being modified.
NOTE
If the airspeed values are listed in the POH/AFM for both indicated airspeed (IAS) and
calibrated airspeed (CAS) use the values for IAS.
Table 5-1. Airframe Specific Configuration Data

POH/AFM
Item Description Note
Section
stall speed in landing
Vs0 2-Limitations Bottom of white arc on ASI
configuration
stall speed in a specific flight
Vs1 2-Limitations Bottom of green arc on ASI
configuration
Top of white arc on ASI
Vfe maximum flap extended speed 2-Limitations - if more than one flap speed is given, use
the lowest speed
Top of green arc/bottom of yellow arc on ASI
- if the aircraft has no yellow arc but has a
Vno normal operating speed 2-Limitations
green arc that extends to the red radial, set
Vno to the same value as Vne.
Vne never exceed speed 2-Limitations Red radial on ASI
3-Emergency Optional
GLIDE glide speed
Procedures - set to 0 Kt (off) if not listed in the AFM/POH
Optional
4-Normal
Vr reference airspeed - typically set to rotation speed
Procedures
- set to 0 Kt (off) if not listed in the AFM/POH
Optional
4-Normal - set to 0 Kt (off) if not listed in the AFM/POH
Vx best angle of climb speed
Procedures (if there are two speeds listed (gear up/gear
down), use the speed listed for gear down)
Optional
4-Normal - set to 0 Kt (off) if not listed in the AFM/POH
Vy best rate of climb speed
Procedures (if there are two speeds listed (gear up/gear
down), use the speed listed for gear up)
maximum landing gear
Vle 2-Limitations set to 0 Kt (off) for fixed gear aircraft
extended speed
minimum controllable airspeed
Lower red radial on ASI of light twins
Vmca for twin engine aircraft with only 2-Limitations
- set to 0 Kt (off) for single engine aircraft
one engine operational
3-Emergency
single engine best rate of climb Procedures Blue radial on ASI of light twins
Vyse
speed for a twin engine aircraft or 4-Normal - set to 0 Kt (off) for single engine aircraft
Procedures

Rev. 2 190-01102-06
5.2.5 Airport Criteria
For installations with SVT enabled, the GDU 620 provides aural and visual terrain alerts. The alerting
algorithm relaxes the terrain alerting criteria at nearby airports. At the time of installation the GDU 620
must be configured to specify the minimum criteria that an airport must meet to be considered as a nearby
airport for the purpose of terrain alerting. For installations with SVT enabled, obtain the information
listed in Table 5-1A.
Table 5-1A Airframe Specific Configuration Data
POH/AFM
Item Description Note
Section
Type of surfaces that Set to type of runway surface that the
Rnwy Surface N/A aircraft will typically use.
runway must have
Min Length Minimum length that Set to the shortest ground roll distance
runway must have before required for takeoff/landing operations
being considered a runway 5-Performance (typically the distance given for sea
by Terrain alerting. level using the coldest temperature
given in the POH/AFM).
5.3 Mounting, Wiring and Power Checks

Verify that all cables are properly secured and shields are connected to the shield block of the connectors.
Check the movement of the flight and engine controls to verify that there is no interference. Ensure
wiring is installed in accordance with AC 43.13-1B, Chapter 11.
Prior to installing any LRUs, the wiring harness should be checked for proper connections to the aircraft
systems and other avionics systems. Point to point continuity should be checked to expose any faults such
as shorting to ground. Any faults or discrepancies found should be corrected before proceeding. If any
TVSs are installed as part of the modification, proper TVS installation should be verified prior to
application of power. Refer to Section 8.3.1 for information on checking each TVS.
After accomplishing a continuity check, perform power and ground checks to verify proper power
distribution to the LRUs. Any faults or discrepancies should be corrected at this time. Remove power to
the aircraft upon completion of harness checkout.
Upon completion of continuity and power checks, the LRUs can be installed. Each LRU must be installed
into its respective rack and secured. The units and accessories must be connected to the wiring harness.
Any additional connections, such as pitot/static plumbing, must also be accomplished at this time.
NOTE
Throughout the next section of this document, many screen shots and examples are used
to illustrate the software and checkout loading process. Although every effort has been
made to ensure accuracy of such examples, changes may occur. Always refer to the
Master Drawing List for the correct software versions and part numbers.

190-01102-06 Rev. 2
5.4 Software Loading
NOTE
Screenshots in this section are provided for reference only. For actual LRU software
versions, refer to the STC Master Drawing List.
The G500 LRUs come pre-loaded with software. However, to ensure that the latest software is loaded it is
recommended that software from a current G500 Software Loader Card P/N 010-00884-( ) be loaded into
each LRU. For dual GDU 620 installations the software loading procedures below must be carried out on
each GDU.
NOTE
A G500 Software Loader Card can also be created. Refer to Section 2.4.3 for additional
information.
Apply power to the aircraft and the G500 system.

5.4.1 GDU™ 620 Software Loading
1. Pull the PFD circuit breaker.
2. Insert the correct G500 Loader Card into the top card slot and Installer Unlock Card
(P/N 010-00769-60) into the bottom slot.
3. While holding the ENT key, restore power by closing the PFD circuit breaker.
4. When the words appear in the upper center of the PFD/MFD, release
the ENT key.
5. Press the ENT key to acknowledge the following prompt:
6. The following item is displayed:
7. New software is loaded to the GDU. When complete, the following screen is displayed.
NOTE
The screen shown is for reference only. The actual number of files updated may vary.
8. Press any soft key to acknowledge the prompt, and the GDU starts in configuration mode.

Rev. 2 190-01102-06
5.4.2 GRS 77 Software Loading
Go to the SOFTWARE UPLOAD page.
1. Highlight the GRS 77 software file. Ensure that GRS is shown in the LRU window as shown.
2. Press the LOAD soft key.

3. Select OK and press the ENT key to acknowledge the following prompt:
4. The software for the GRS 77 AHRS begins to load. Monitor the upload status as it progresses:
NOTE
When software is loaded into the GRS 77, two separate files will be loaded automatically
(a SYSTEM file and an FPGA file).
5. After the files finish loading, press the ENT key to acknowledge the following prompt:
6. Check the SUMMARY window to ensure the load is ‘COMPLETE’.

190-01102-06 Rev. 2
5.4.3 GMU 44 Software Loading
1. Highlight the GMU44 software file. Ensure that the GMU appears in the LRU window as shown.

4. The software for the GMU 44 Magnetometer begins to load. Monitor the upload status as it
progresses:
5. After the files finish loading, press the ENT key to acknowledge the following prompt:

Rev. 2 190-01102-06
5.4.4 GDC 74A Software Loading
1. Highlight the GDC74 software file. Ensure that the GDC appears in the LRU window as shown.

4. The software for the GDC 74A Air Data Computer begins to load. Monitor the upload status as it
progresses:
5. After the files finish loading, press ENT to acknowledge the following prompt:

190-01102-06 Rev. 2
5.4.5 Software Loading for Optional LRUs
NOTE
For dual GDU installations, software for optional LRUs should be loaded using GDU1.
Software does not have to be reloaded into these LRUs using GDU2.
5.4.5.1 GDL 69/69A Software Loading
1. Highlight the GDL69 software file. Ensure that the GDL 69 appears in the LRU window as
shown.

4. The software for the GDL 69/69A begins to load. Monitor the upload status as it progresses:
NOTE
When software is loaded into the GDL 69 three separate files will be loaded
automatically (a SYSTEM file, KERNEL file and a LOADER file).

Rev. 2 190-01102-06
5.4.5.2 GAD 43 Software Loading
1. Highlight the GAD43 software file. Ensure that the GAD 43 appears in the LRU window as
shown.

4. The software for the GAD 43 begins to load. Monitor the upload status as it progresses:

190-01102-06 Rev. 2
5.4.5.3 GWX 68 Software Loading
1. Highlight the GWX68 software file. Ensure that the GWX appears in the LRU window as shown.

4. The software for the GWX 68 begins to load. Monitor the upload status as it progresses:
NOTE
When software is loaded into the GWX 68 two separate files will be loaded
automatically (a SYSTEM file and an FPGA file).

Rev. 2 190-01102-06
5.4.6 Software Load Confirmation
1. Activate the cursor on the System Status page on the PFD.

2. Highlight the following items in the LRU window, and verify that the software part number and
version matches the information in found in the STC Master Drawing List 005-C0313-00 :
LRU SW OK LRU SW OK LRU SW OK

GDC _____ GDU [1] _____ GRS _____
GDC FPGA _____ GMU _____ GRS FPGA _____
GDL 69 (optional) _____ GMU FPGA _____
GAD 43 (optional) _____ GWX 68 (optional) _____ GWX FPGA (optional) _____
[1] For a dual GDU 620 installation GDU1 and GDU2 are shown. The software P/N for each GDU must
be verified.
3. De-activate the cursor.
NOTE
For dual GDU 620 installations, remove the G500 loader card from the top slot of the
first GDU 620 and repeat Sections 5.4.1 through 5.4.5.2 using the second GDU 620. The
software for the GDL 69/69A, GAD 43, and GWX 68 does not need to be reloaded.

190-01102-06 Rev. 2
5.5 System Setup
The GDU 620 configuration mode allows the G500 system to be configured for a particular installation.
Refer to Section 5 of the GDU 620 Installation Manual 190-00601-04 for details on using the
configuration mode. Record all of the settings in the checkout log sheet provided in Section 5.11.3. For
dual GDU 620 installations each GDU 620 must be set up as described herein.
Any required configuration settings for approved interfacing systems can be found in Appendix E. Any
required configuration settings for the G500 are found in this section.
If not already in configuration mode with the Installer Unlock Card, ensure that the Installer Unlock Card
P/N 010-00769-60 is installed in the GDU and cycle power to the GDU while holding the ENT key.
NOTE
After configuring all necessary items, ensure the configuration module is updated. Refer
to Section 5.5.13.
5.5.1 System Configuration

Go to the SYSTEM CONFIGURATION page in the SYS page group. For each external data source that
is connected to the GDU 620, set the corresponding interfacing system PRESENT and select the type as
specified below.
Cross-side GDU
Manufacturer GDU Model TYPE Setting Notes
Garmin GDU 620 GDU 620
AHRS
Manufacturer AHRS Model TYPE Setting Notes
Garmin GRS 77 GRS 77

Rev. 2 190-01102-06
ADC
Manufacturer ADC Model TYPE Setting Notes
Garmin GDC 74 GDC 74
GPS 1/2
Manufacturer GPS Model TYPE Setting Notes
GPS 400W GPS 400W
GNC 420W GNC 420W
GNS 430W GNS 430W
Garmin
GNS 480 GNS 480
GNC 500W GNC 500W
GNS 530W GNS 530W
NAV 1/2
Manufacturer NAV Radio Model TYPE Setting Notes
GNS 430W GNS 430W
GNS 480 GNS 480
Garmin
GNS 530W GNS 530W
SL30 SL30 [1]
[1] SL30 can only be selected for NAV1 or NAV 2, not for both.
ADF
Manufacturer ADF Model TYPE Setting Notes
Collins ADF-60A/B ADF-60B
KR 87 KR 87 [1]
Honeywell
KDF 806 KDF 806 / KFS 586 [1]
[1] Set “+Superflag” to Present if the Superflag output from the ADF receiver is connected to the
GDU 620.
Traffic
Manufacturer Traffic System Model TYPE Setting Notes
Avidyne (Ryan) TAS 600/610/620 SkyWatch [1]
(9900BX)
Garmin GTX 330/330D GTX 330 [2]
GTX 330ES
Honeywell KTA 870 / KMH 880 KTA 870 [2]
KTA 970 / KMH 980 KTA 970 [2]
SKY 497 SkyWatch [2]
L3 Com
SKY 899 SkyWatch HP [2]
[1] The parameter “+External Control” must be set to Present
[2] If the GDU 620 will control the traffic system, “+External Control” must be set to Not Present.
If the GDU 620 provides no control for the traffic system, “+External Control” must be set to
Present.

190-01102-06 Rev. 2
Data Link
Manufacturer Data Link Model TYPE Setting Notes
GDL 69 GDL 69
Garmin
GDL 69A GDL 69A [1]
[1] If a GDL 69A is installed, it is permissible to set the TYPE to GDL 69. In this case, the XM
weather from the GDL 69A will be displayed on the GDU 620, but no control over the audio
functions will be available from the GDU 620.
Weather Radar
Manufacturer AHRS Model TYPE Setting Notes
Garmin GWX 68 GWX 68
Adapter
Manufacturer Adapter Model TYPE Setting Notes
Garmin GAD 43 GAD 43
5.5.2 Airframe Configuration

Go to the AIRFRAME CONFIGURATION page in the SYS page group. Set the parameters to the values
determined in Section 5.2.
5.5.3 Lighting Configuration
The following guidance is recommended to help the installer determine a suitable setup. A test flight is
recommended upon completion of the setup.
NOTE
A description of the available adjustments can by found in Section 5 of the GDU 620
Installation Manual P/N 190-00601-04.
NOTE
To accurately configure the lighting, the ability to adjust ambient light conditions is
required. The installer should be prepared to simulate complete darkness in the cockpit.
Simply covering the photocells may not allow the installer’s eye to properly judge
whether the display brightness is too bright or too dim for night use.
Go to the LIGHTING CONFIGURATION page in the SYS page group and proceed according to
the Photocell Configuration or Dimmer Bus Configuration as appropriate for the installation:

Rev. 2 190-01102-06
Photocell Configuration:
1. Set the RESPONSE TIME to a low level (such as 2) to allow the display to adjust more quickly
to light conditions.
2. It is recommended to start configuration with a SLOPE of 50%.
3. Minimize photocell input levels by simulating night conditions in the cockpit. Any other
instrument panel or cockpit lighting should be turned on for this adjustment. Seek uniform
consistency between display lighting, bezel/key lighting, and any other illuminated objects.
a) If a display/keypad is too bright, lower the minimum level and/or adjust the lighting slope to
achieve the desired brightness.
b) If the display is not bright enough, raise the minimum level to the desired brightness.
4. Simulate direct maximum sunlight in the cockpit (best if done outside).
a) Verify that the display produces maximum brightness on the backlight output level.
(~10,000).
5. Simulate average sunlight conditions in the cockpit (between 5000-7500 input level).
a) If the display is too bright or too dim, vary the SLOPE and/or OFFSET to achieve desired
brightness at mid-range lighting input levels.
b) Ensure that the lighting SLOPE, OFFSET and MINIMUM LEVEL still maintain the low-
light configuration achieved in Step 2. Repeat Step 2 if necessary to re-adjust night lighting
settings.
6. Adjust the RESPONSE TIME to smooth changes to brightness as required.
7. Adjust the KEY BACKLIGHT CUTOFF PERCENTAGE so that the key backlighting is
switched off in bright light.

190-01102-06 Rev. 2
Dimmer Bus Configuration:
1. Select the appropriate source voltage for the dimmer bus. Set the PHOTO TRANSITION % to 0
for initial dimmer knob calibration.
2. Set the RESPONSE TIME to a low level (such as 2) to allow the display to adjust more quickly
to dimmer bus input changes.
3. Simulate night conditions in the cockpit. Turn the dimmer bus knob to its minimum setting and
observe the SOURCE INPUT LEVEL for corresponding change to the input level. Seek uniform
consistency between display lighting, bezel key lighting, and any other cockpit illuminated
information.
a) If a display/keypad is too bright, lower the minimum level and/or adjust the lighting slope to
achieve the desired brightness.
b) If the display is too dim, increase the minimum level to achieve desired levels.
c) Slowly adjust the dimmer bus knob to its maximum setting. Adjust the SLOPE and OFFSET
to obtain uniform consistency between display lighting, bezel key lighting, and any other
cockpit illuminated information over the full range of the dimmer bus.
d) Set the PHOTO TRANSITION % such that the photocell is used when the dimmer bus is
switched off (OVERRIDE will appear in the PHOTO TRANSITION % setting in the KEY
column).
e) With the dimmer bus OFF, adjust the PHOTO OFFSET to a value so that the display and
bezel keys remain readable.
4. With the dimmer bus OFF, simulate direct sunlight conditions in the cockpit (best if done
outside).
a) If the brightness is below maximum level, adjust the PHOTO SLOPE setting to
achieve maximum brightness (~10,000).
5. Adjust the RESPONSE TIME to smooth changes to brightness as required.
NOTE
The display and key lighting can independently be set to track the photocell or dimmer
bus.

Rev. 2 190-01102-06
5.5.4 Manifest Configuration
Go to the MANIFEST CONFIGURATION page in the SYS page group. The manifest will be empty on
first use.
1. Wait for the GRS 77, GMU 44, GDC 74A, GAD 43 (if installed), GDL 69/69A (if installed), and
GWX 68 (in installed) to power up.
2. Press the MANIFEST soft key to automatically populate the manifest.
3. Ensure that the manifest contains the correct software part numbers and version numbers. Refer
to the Master Drawing List 005-C0313-00 for a list of approved version numbers.
CAUTION
If using the MANIFEST soft key to automatically enter the manifest information, ensure
that each LRU has the correct software loaded prior to pressing the MANIFEST soft key.
Also ensure that the LRUs identified above are powered up prior to pressing the
MANIFEST soft key. Failure to do so will result in an incomplete list of software part
numbers and version numbers being stored in the manifest. If an incomplete list of
software part numbers or version numbers is stored in the manifest, the MANIFEST soft
key can be pressed again to reflect the current information.
5.5.4.1 Manifest Description
The GDU 620 maintains a list of software part numbers and version numbers (the “manifest”) for the
G500 system. Each time the G500 system is powered up, the LRUs report their software information to
the GDU 620. If the information reported by the LRU does not match the information stored in the
manifest, the GDU 620 will not use the data provided by that LRU and will provide a MANIFEST alert.

190-01102-06 Rev. 2
5.5.5 Optional G500 Feature Activation
NOTE
In most cases, in order to enable/disable features, an Installer Unlock Card
(P/N 010-00769-60) is required. However, it is possible to view the status of all features
without using an Installer Unlock Card.
Ensure that any optional features are enabled. All optional features are activated using the FEATURE
CONFIGURATION page of the GDU 620.
CAUTION
Prior to enabling any optional features it is recommended that at least one configuration
module update be successfully completed (refer to Section 5.5.13) to verify correct
functionality of the configuration module interface. Any optional features that are
enabled without a fully functional configuration module will be disabled when the
configuration module interface is corrected. The enablement card that was used
originally will not work to re-enable the feature in this case.
5.5.5.1 ChartView
The GDU 620 can display Jeppesen charts using the optional ChartView feature, which must be activated.
This section describes how to activate the ChartView feature in the GDU 620.
1. Turn the GDU 620 off.
NOTE
The ChartView Enablement Card only can only be used on one GDU 620 display (for
dual GDU 620 installations a separate ChartView Enablement Card must be used on each
GDU 620). A new ChartView Enablement Card must be used for each GDU 620 that has
the ChartView feature activated.
2. Ensure an Installer Unlock Card is inserted.

3. Remove the database SD card from the front SD card slot and insert a ChartView Enablement
Card P/N 010-00769-50 (heavy aircraft) or P/N 010-00769-53 (light aircraft).
4. Enter configuration mode on the GDU 620 by applying power to GDU 620 while holding the
ENT key.
5. Go to the FEATURE CONFIGURATION page in the SYS page group. Activate the cursor and
change the set value for CHARTS to ChartView. Press ENT to confirm your selection.
6. Press ENT to acknowledge the prompt and activate ChartView.
7. When the ChartView feature is activated, “ChartView” will appear in the ACTIVE column.
NOTE
Navigation or chart data must not be programmed on the ChartView Enablement Card.

Rev. 2 190-01102-06
5.5.5.2 Altitude Preselect
When the optional Altitude Preselect feature is enabled, the GDU 620 can provide selected altitude
information to certain autopilots, allowing the autopilot to capture the selected altitude. This section
describes how to activate the Altitude Preselect feature in the GDU 620.
1. Turn the GDU 620 off. Remove the database SD card from the front SD card slot and insert an
Altitude Preselect Enablement Card P/N 010-00769-52.
ENT key.
change the set value for Altitude Preselect to Enabled. Press ENT to confirm your selection.
5. Press ENT to acknowledge the prompt and activate the Altitude Preselect feature.
6. When the Altitude Preselect feature is activated, “Enabled” will appear in the ACTIVE column.
7. Refer to Section 5.5.9.1 for instructions on how to configure the Altitude Preselect feature.
5.5.5.3 Synthetic Vision Technology (SVT™)
When the optional SVT feature is enabled, the PFD will have the option of displaying synthetic terrain
data. This section describes how to activate the Synthetic Vision feature in the GDU 620.
1. Turn the GDU 620 off. Remove the database SD card from the front SD card slot and insert an
SVT Enablement Card P/N 010-00769-54.
ENT key.
change the set value for Synthetic Vision to Enabled. Press ENT to confirm your selection.
5. Press ENT to acknowledge the prompt and activate the Synthetic Vision feature.
6. When the Synthetic Vision feature is activated, “Enabled” will appear in the ACTIVE column.
5.5.5.4 Weather Radar
When the optional Weather Radar feature is enabled, the MFD can be utilized to display weather radar
data from an external weather radar transceiver. This section describes how to activate the Weather
Radar feature in the GDU 620.
1. Turn the GDU 620 off. Remove the database SD card from the front SD card slot and insert a
WXR Enablement Card P/N 010-00769-57.
ENT key.
change the set value for Weather Radar to Enabled. Press ENT to confirm your selection.
5. Press ENT to acknowledge the prompt and activate the Weather Radar feature.
6. When the Weather Radar feature is activated, “Enabled” will appear in the ACTIVE column.

190-01102-06 Rev. 2
5.5.5.5 GAD 43 Adapter
When the optional GAD 43 Adapter feature is enabled, the GAD 43 Adapter can be utilized in
conjunction with the G500 to interface to various autopilots and other systems. This section describes
how to activate the GAD 43 Adapter feature in the GDU 620.
1. Turn the GDU 620 off. Remove the database SD card from the front SD card slot and insert a
GAD 43 Enablement Card P/N 010-00769-58.
ENT key.
change the set value for GAD 43 Adapter to Enabled. Press ENT to confirm your selection.
5. Press ENT to acknowledge the prompt and activate the GAD 43 Adapter feature.
6. When the GAD 43 Adapter feature is activated, “Enabled” will appear in the ACTIVE column.
5.5.5.6 Not Used

Rev. 2 190-01102-06
5.5.6 Audio Alert Configuration
The alert volume level has an initial default of 0 dB (maximum volume value). The volume of the
GDU 620 audio output must be set so as to ensure that aural messages are audible under all anticipated
noise environmental conditions.
1. Go to the AUDIO ALERT CONFIGURATION page in the SYS page group.

2. Activate the cursor and select the Audio Message type and then select the PLAY field. Press
ENT to play the message.
3. Using the VOLUME ADJUST field, adjust the volume so the alert message is audible under all
anticipated noise environmental conditions.
• Evaluate the audio messages for acceptable volume and intelligibility during both low and
high cockpit noise levels.
• Adjust the audio volume by moving the cursor to the VOLUME ADJUST field and rotating
small right knob. Turn the knob clockwise to increase the volume and counterclockwise to
decrease the volume.
5.5.6A Terrain/Garmin SVT™ Setup
5.5.6A.1 Terrain Proximity Setup (with Garmin SVT™ disabled)
No setup is required on this page.
5.5.6A.2 Terrain-SVT™ Setup (with Garmin SVT™ enabled)
For installations with SVT enabled configure Terrain Alerting and Airport Criteria as follows:
1. Go to the TERRAIN-SVT SETUP page in the SYS page group.

2. Activate the cursor and set EXT TAWS to NOT INSTALLED if no external TAWS system is
present in the aircraft, or INSTALLED if an external TAWS system is present in the aircraft.

190-01102-06 Rev. 2
3. Set the RNWY SURFACE and MIN LENTGH to the values determined in Section 5.2.5.
4. Deactivate the cursor.
5.5.7 GDC Configuration
The OAT probe type must be set for the GDC 74A.
1. Go to the GDC CONFIGURATION page in the GDC page group.
2. Activate the cursor and select the GTP 59 OAT probe type.

Rev. 2 190-01102-06
5.5.8 GDL 69/69A Configuration
NOTE
If the GDL 69/69A is also connected to a GMX 200 or 400W/500W Series unit, ensure
that the GDL 69/69A is configured using the GDU 620.
If installed, the GDL 69/69A must be configured to match the installation.

1. Go to the GDL 69 CONFIGURATION page in the GDL page group.
2. Activate the cursor and adjust the Antenna Gain and Cable Loss to match the installation. Refer
to the GDL 69/69A Installation Manual (190-00355-02) to determine the correct values.
3. Enable any GDL 69/69A Ethernet ports as required by the installation.
NOTE
The GDL 69/69A XM must be activated before use. If the XM activation has not already
been done, see the GDL 69/69A Installation Manual (190-00355-02) and the
GDL 69/69A XM Activation Instructions (190-00355-04).
5.5.9 Autopilot Configuration

NOTE
In most cases, Autopilot TYPE setting is set to match the original HSI that was removed
as part of the G500 installation. If original HSI does not match the setting below,
additional changes may be required.
If an autopilot is connected to the G500, the GDU 620 must be configured to provide the correct heading
and course datum information to the autopilot.
1. Go to the AUTOPILOT CONFIGURATION page in the FCS page group.
2. Press ENT to set the autopilot to PRESENT.
3. Move the cursor to the TYPE field and set the value according to Table 5-2.
Table 5-2. GDU 620 Autopilot Type Settings
Autopilot Model Autopilot TYPE Setting Notes
Bendix M-4C / M-4D Manual Entry See 5.5.9.2 for settings
Century 2000 Century 2000
Century 21 / 31 / 41 Century 21/31/41
Century IV (AC) Century NSD 360 AC
Century IV (DC) Century IV
All Century A/Ps with Radio Couplers Century NSD 360 AC
Cessna 300 IFCS/400 IFCS/800 IFCS Cessna 400B AC
Cessna 400B Cessna 400B AC or DC [1]
Cessna 400B IFCS/800B IFCS Cessna 400B DC
Collins AP-106/107 Collins P/N 101
Collins APS-65 APS-65
Honeywell (Bendix/King) KAP 100 King KI 525
Honeywell (Bendix/King) KFC 150 King KI 525

190-01102-06 Rev. 2
Autopilot Model Autopilot TYPE Setting Notes
Honeywell (Bendix/King) KFC 250 King KFC 250 [2]
w/ 065-5015-XX Adapter Card (4” instruments)
w/ 065-5016-XX Adapter Card (3” instruments)
Honeywell (Bendix/King) KFC 300 Collins P/N 101
Honeywell (Bendix/King) KFC 325 King KFC 325 [2]
Sperry SPZ-200/500 Sperry SPZ-500 [4]
S-TEC 20/30/40/50/55/55X/60/65/60-2 King KI 525 [3]
[1] Select “Cessna 400B AC” or “Cessna 400B DC” based upon whether the autopilot is strapped for
AC or DC course/heading error inputs.
[2] If the King autopilot is installed with a KA 52 or KA 57 autopilot adapter, the TYPE must be set
to “King KI 525” and not the indicated setting.
[3] If the autopilot has been previously configured to operate with the "NSD-360”, the TYPE must be
set to “Century NSD 360 DC” and not “KI-525”. If the autopilot is configured to operate with any
other heading system it must be reconfigured to either NSD-360 or KI-525 (KCS-55) in order to
be compatible with the G500.
[4] The default values for the SPZ-200/500 for HDG + and CRS + are reversed in GDU 620 3.xx
software. After the SPZ-500 setting is selected, change the ACTIVE setting for HDG + to
“RIGHT” and CRS + to “LEFT”.
NOTE
Selecting the Autopilot TYPE will set default values for the autopilot. These values may
require adjustment based upon the flight check. Refer to Section 5.10.2 for additional
details.
5.5.9.1 Altitude Preselect Configuration
NOTE
The Altitude Preselect setting will not be displayed unless the Altitude Preselect option
has been enabled. Refer to Section 5.5.5.2 for details on how to enable this option.
With certain autopilots it is possible to select an altitude on the GDU 620 and then have the autopilot
capture that selected altitude. If the system is installed to utilize this feature, the altitude preselect option
must be enabled and properly configured. This section describes how to configure the altitude preselect
feature on the GDU 620.
1. Ensure that the Altitude Preselect Option is enabled.
2. Go to the FLIGHT DIRECTOR page in the FCS page group.
3. Activate the cursor and highlight Altitude Preselect. Press ENT to set the altitude preselect to
PRESENT.
4. Move the cursor to the TYPE field and set the value according to Table 5-2A.
Table 5-2A. GDU 620 Flight Director Type Settings
Altitude Preselect
Manufacturer Autopilot Model TYPE Setting Notes
S-TEC System 55X S-TEC 55X

Rev. 2 190-01102-06
5.5.9.2 Autopilot Settings Using Manual Entry
If the current version of GDU 620 software does not have a configuration setting for a particular
autopilot, the autopilot may be set up manually. Specific configurations for the settings below will be
included in future revisions of the software.
NOTE
The values shown in the figure are for reference only. Refer to Table 5-2B for the correct
settings.
1. Go to the AUTOPILOT CONFIGURATION page in the FCS page group.
2. Activate the cursor and press ENT to set the Autopilot to PRESENT.
3. Move the cursor to the TYPE field, select Manual Entry and press ENT.
4. Using the cursor, set the ACTIVE values according to Table 5-2B.
Table 5-2B. GDU 620 Manual Autopilot ACTIVE Settings

Flight Director /
Autopilot Model Parameter ACTIVE Setting [1] Notes
AC/DC AC
HDG + LEFT
Bendix [2] CRS + LEFT
M-4C HDG V/DEG 0.291
M-4D CRS V/DEG 0.291
V Min -18.000
V Max 18.000
V Ref 0.000
Notes:
[1] ACTIVE setting values were evaluated via flight test in a specific installation. If you are
experiencing performance problems with the settings listed above, please contact Garmin technical
support before making adjustments.
[2] Adjustments to the autopilot may be required. Refer to Figure F-30 for additional information.

190-01102-06 Rev. 2
5.5.10 Flight Director Configuration
If an external flight director input is connected to the G500, the GDU 620 must be configured to enable
the display of the flight director. This section describes how to configure the GDU 620 to enable the
flight director.
NOTE
The two SVT FD configuration settings are only displayed if SVT is enabled.
2. Activate the cursor and press ENT to set the flight director to PRESENT.
3. Move the cursor to the TYPE field and set the value according to Table 5-3.
NOTE
By default, the flight director display is turned off when SVT is turned on. For those
autopilots listed in Table 5-3 with SVT FD Allowed (Yes), it is acceptable to set SVT FD
DISPLAY to ENABLE so that the flight director can be displayed when synthetic terrain
is displayed on the PFD. For those autopilots listed in Table 5-3 with SVT FD Allowed
(No), SVT FD DISPLAY must be set to DISABLE.
4. (Optional) For those autopilots listed in Table 5-3 with SVT FD Allowed (Yes), move the cursor
to the SVT FD DISPLAY field and set to ENABLE.
NOTE
Successive releases of GDU 620 software will add settings for Flight Director TYPE.
Whenever possible use the TYPE that is listed. If the required TYPE is not available use
the Manual Entry settings.

Rev. 2 190-01102-06
Table 5-3. GDU 620 Flight Director Type Settings
Manufacturer Flight Director Flight Director TYPE SVT FD Notes
(Autopilot) Model Setting Allowed
Bendix M-4D Manual Entry Yes See 5.5.10.1 for settings
Cessna 400B IFCS/800B IFCS Cessna 400B/800B No
APS-65 Collins APS-65 Yes
Collins
AP-106/107 Collins AP-106/107 Yes
KFC 150/200/225/275 King KI 256 Yes
KFC 250
w/ 065-5015-XX
King KCI 310 Yes
Adapter Card
(4” instruments)
Honeywell
KFC 250
(Bendix/King)
w/ 065-5016-XX
King KI 256 Yes
Adapter Card
(3” instruments)
KFC 325 King KCI 310 Yes
KFC 300 King KCI 310 Yes
Sperry SPZ-200/500 Manual Entry Yes See 5.5.10.1 for settings
55X S-TEC 55X Yes
S-TEC
60-2/65 S-TEC ST-670 Yes
NOTE
Selecting the Flight Director TYPE will set default values for the flight director. These
values may require adjustment based upon the flight director check. Refer to Sections
5.8.5.3 and 5.10.2.1 for additional details.
5.5.10.1 Flight Director Settings Using Manual Entry
If the current version of GDU 620 software does not have a configuration setting for a particular flight
director, the flight director may be set up manually. Specific configurations for the settings below will be
included in future revisions of the software.
NOTE
The values shown in the figure are for reference only. Refer to Table 5-3A for the correct
settings.

2. Activate the cursor and press ENT to set the flight director to PRESENT.
3. Move the cursor to the TYPE field, select Manual Entry and press ENT.
4. Using the cursor, set the ACTIVE values according to Table 5-3A.

190-01102-06 Rev. 2
Table 5-3A. GDU 620 Manual Flight Director ACTIVE Settings
Flight Director /
Autopilot Model Parameter ACTIVE Setting [1] Notes
PITCH FILTER ABSOLUTE
PITCH FILTER TIME 0.0
PITCH + UP
PITCH V/DEG 0.150
Bendix PITCH ANGLE MAX 15.0
M-4C PITCH ANGLE MIN -10.0
M-4D PITCH Vref 0.000
ROLL FILTER ABSOLUTE
ROLL FILTER TIME 0.0
ROLL + RIGHT
ROLL V/DEG 0.150
ROLL ANGLE MAX 20.0
ROLL Vref 0.000
SVT FD DISPLAY ENABLE [2] [3]
SVT FD PITCH SCALING 0.55 [2]
PITCH FILTER ABSOLUTE
PITCH FILTER TIME 0.2
PITCH + UP
PITCH V/DEG 0.04
Sperry PITCH ANGLE MAX 45
SPZ-200 PITCH ANGLE MIN -10
SPZ-500 PITCH Vref 0
ROLL FILTER ABSOLUTE
ROLL FILTER TIME 0.2
ROLL + LEFT
ROLL V/DEG 0.02
ROLL ANGLE MAX 30
ROLL Vref 0
SVT FD DISPLAY ENABLE [2] [3]
SVT FD PITCH SCALING 0.55 [2]
Notes:
[1] ACTIVE setting values were evaluated via flight test in a specific installation. If you are
experiencing performance problems with the settings listed above, please contact Garmin technical
support before making adjustments.
[2] This setting is only available with SVT enabled.
[3] SVT FD DISPLAY is set to DISABLE by default. It is acceptable to set SVT FD DISPLAY to
ENABLE so that the flight director can be displayed when synthetic terrain is displayed on the PFD.

Rev. 2 190-01102-06
5.5.11 GAD Configuration
5.5.11.1 GAD 43 Configuration
NOTE
Before the GAD 43 can be configured, the GAD 43 Adapter option must be enabled
(refer to Section 5.5.5.5) and configured as Present (refer to Section 5.5.1).
If a GAD 43 is installed and connected to the autopilot, the GAD 43 must be configured to provide the
correct information to the autopilot.
1. Go to the GAD 43 page in the GAD page group.

2. Activate the cursor and set the GYRO EMULATION TYPE and YAW RATE SCALE FACTOR
according to Table 5-3B.
Table 5-3B. GAD 43 Configuration Settings
GYRO EMULATION YAW RATE
Autopilot Model TYPE SCALE FACTOR Notes
Collins APS-65 Collins 332D-11T 200 mV/deg/Sec
Honeywell (Bendix/King) KAP 100 King KI 256 None
Honeywell (Bendix/King) KAP 150 King KI 256 None [1]
Honeywell (Bendix/King) KAP 200 King KI 256 None
Honeywell (Bendix/King) KFC 150 King KI 256 None [1]
Honeywell (Bendix/King) KFC 200 King KI 256 200 mV/deg/Sec [4]
Honeywell (Bendix/King) KFC 250 King KI 256 200 mV/deg/Sec [1] [2] [4]
Honeywell (Bendix/King) KFC 250 King KVG 350 200 mV/deg/Sec [1] [3] [4]
Honeywell (Bendix/King) KFC 300 King KVG 350 200 mV/deg/Sec [1] [4]
Honeywell (Bendix/King) KFC 325 King KVG 350 None [1]
[1] A setting of “None” for the Yaw Rate Scale Factor is required in order to use the GAD 43 to
provide barometric correction to the autopilot.
[2] For KC 299 computers with the 065-5016-XX Adapter card (i.e. for installations that previously
utilized the KI 255/256/ KG 258 ADI).
[3] For KC 299 computers with the 065-5015-XX Adapter card (i.e. for installations that previously
utilized the KVG 350 remote gyro).
[4] If the KRG 331 rate gyro is not being replaced by the GAD 43, the Yaw Rate Scale Factor can be
set to “None”.
190-01102-06 Rev. 2
5.5.12 Weather Radar Configuration
NOTE
Before the weather radar can be configured, the Weather Radar option must be enabled
(refer to Section 5.5.5.4) and configured as Present (refer to Section 5.5.1).
5.5.12.1 GWX 68 Configuration

If a GWX 68 is installed it automatically gets pitch and roll stabilization data from the GDU 620. If
installing a GWX 68 that has not previously been installed in that particular aircraft, press the
SET>ACTV soft key to write the default configuration data from the G500 into the GWX 68. If the
GWX 68 has previously been installed in that particular aircraft, press the ACTV > SET soft key to write
the configuration data already stored in the GWX 68 to the G500 system.

Rev. 2 190-01102-06
5.5.13 Updating the Configuration Module
When all of the items have been configured as described in this section, go to the Software Upload page
and press the UPDT CFG soft key. Press ENT to confirm and update the configuration module.
NOTE
The soft keys shown below are only displayed if an Installer Unlock Card is inserted in
the GDU.
When the configuration module has been successfully updated, “Config Module Update Complete” will
be displayed with no error messages. If error messages are displayed, verify that the configuration
module is correctly installed.

190-01102-06 Rev. 2
5.6 GRS 77 AHRS Calibration and Check
The GRS 77 AHRS will not provide valid outputs until the following calibration procedures are
completed. The Magnetometer Calibration Procedure must be carried out at a site that is determined to be
free of magnetic disturbances. If it is unsure whether the site is ‘clean’ the technician should verify that
the site is ‘clean’ by following the guidance provided in Section 5.7. The technician may skip Section 5.7
if the site condition is acceptable.
NOTE
Prior to completion of the GRS 77 Pitch/Roll Offset Compensation (Section 5.6.1) and
GRS 77/GMU 44 Magnetometer Calibration (Section 5.6.2) procedures, the annunciation
CALIBRATE AHRS/MAG will be displayed on the PFD and the attitude and heading
will appear valid. However, as soon as the aircraft moves the displayed attitude and
heading will become invalid. This condition is normal and will automatically clear as
soon as the two listed calibration procedures are successfully completed.
5.6.1 GRS 77 Pitch/Roll Offset Compensation
NOTE
In order to run the Pitch/Roll Offset Compensation Procedure, an Installer Unlock Card
(P/N 010-00769-60) is required.
This procedure must be carried out with the engine off. Select the GRS page group on the MFD and go to
the GRS/GMU calibration page.
1. Level the aircraft to within ±0.25° of zero pitch and zero roll using the procedures in the Airplane
Maintenance Manual.
2. Initiate the AHRS Ground Pitch/Roll Aircraft Level compensation mode by performing the
following steps:
a) Select PITCH/ROLL OFFSET, then press the ENT key.
b) Follow the checklist items displayed on the MFD and press the ENT key as each one is
completed or confirmed. When the CALIBRATE field is blinking, press the ENT key to
begin the procedure.
c) After several seconds, a new checklist appears in the lower half of the MFD. Press the ENT
key as each item is confirmed. When the CONFIRM AIRCRAFT IS LEVEL field is
blinking, press the ENT key to continue.
3. The result of the pitch/roll offset compensation is displayed on the MFD. If successful, the AHRS
records the required pitch and roll offsets, informs the operator of a successful conclusion and
returns to normal operation.
4. Press the ENT key to conclude this procedure.
5. For dual GDU 620 installations, repeat steps 2 through 4 with the other GDU.
Rev. 2 190-01102-06
5.6.2 GRS 77/GMU 44 Magnetometer Calibration
CAUTION
This Magnetometer Calibration Procedure should be carried out on a compass rose in
order to guarantee measurements free of environmental magnetic disturbances. However,
if a compass rose is not readily available a sight compass may be used. Attempting to
carry out this procedure on a typical ramp area may not yield a successful calibration.
The accuracy of the AHRS cannot be guaranteed if this calibration is not performed on a
magnetically clean and level surface. If the magnetic cleanliness of the proposed surface
is not known, it is recommended that the technician follow the guidance in Section 5.7.
NOTE
In order to run the Magnetometer Calibration procedure, an Installer Unlock Card
(P/N 010-00769-60) is required.
NOTE
Performing the Magnetometer Calibration removes any stored heading offset values.
1. Start the aircraft engine in accordance with the aircraft Airplane Flight Manual or Pilot’s
Operating Handbook.
2. After aircraft engine startup, taxi the aircraft to a properly calibrated compass rose.
3. At the compass rose, align the aircraft to a heading of magnetic north (±5°).
NOTE
For dual GDU 620 installations, the following procedure must be performed on each
GDU 620. The calibration on each GDU can be done simultaneously. When performing
the steps below, follow the turn prompts on GDU1.
4. Ensure an Installer Unlock Card is inserted in the bottom slot of the GDU 620.
5. Restart the GDU in configuration mode.
6. Go to the GRS Page Group on the MFD and select the GRS/GMU Calibration page.
7. Activate the cursor and highlight the SELECT PROCEDURE window and select
MAGNETOMETER.
8. Press the ENT button.
9. Use the cursor to highlight the BEFORE CALIBRATION window.

190-01102-06 Rev. 2
10. Follow the checklist items displayed on the MFD and press the ENT key as each one is
completed or confirmed. When the CALIBRATE field is blinking, press the ENT key to begin
the procedure.
11. The MFD display advises the operator when to turn the aircraft, when to stop, and when to turn
again.
12. Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the MFD display advises the operator to stop the aircraft.
NOTE
Due to the difficulties in executing smooth, accurate turns the MFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a 30°
turn. If this scenario is encountered, it is best for the operator to ignore the “HOLD
POSITION” command and instead use outside references to complete the approximate
30° turn. Instead of using the MFD instruction to turn as a real-time indication of when to
turn, simply judge the 30° (±5°) turn increments of the aircraft by using the compass rose
radials. Dwelling at these 30° increments for the time recommended by the MFD should
result in successful calibration.
13. The MFD guides the operator to dwell at multiple headings around a complete circle.
NOTE
Due to high winds or excessive airframe vibration, the operator may encounter a
condition where the MFD restarts the 18-second countdown without full completion of
the previous countdown. If this is encountered more than once for a given station, the
operator should begin turning to the next station (approximately 30°). A minimum of 2
successful stations per quadrant is required, where a successful station is a full 18-second
countdown followed by instruction to move. Ensure that at least 2 stations per quadrant
are completed. Thus, it may sometimes be required to dwell at a station after a
countdown restart. A maximum of 20 stations is allowed for the entire calibration
procedure. If too many countdown restarts are encountered, the calibration will fail with
the message, “TOO MANY STATIONS.”
14. Repeat the turn-and-stop process until the MFD advises that a successful calibration is complete.
The GRS 77 AHRS then enters its normal operational mode. Press the ENT key on the GDU to
conclude this procedure.

Rev. 2 190-01102-06
5.6.3 Compass Swing
After the Magnetic Calibration Procedure is completed, a compass swing must be performed to verify the
GRS 77/GMU 44 heading accuracy. If each heading displayed on the PFD (or PFD 1 and PFD 2) is
within ±3° of the actual heading no further adjustments are necessary. Otherwise, additional adjustments
are required, as described below the procedure in Section 5.6.4 must be performed.
1. With all of the aircraft and avionics systems powered and operating normally, position the aircraft
on a known compass rose at a heading 360° (North), or select a level and magnetically clean
location and use a sight compass to position the aircraft to a heading of 360° (North).
2. Record the heading displayed on the PFD (or PFD1 and PFD2 for a dual GDU installation) in
Table 5-4. Also record the heading displayed on the standby compass (these values can be used
to complete the standby compass calibration card).
3. Repeat step 2 for each of the headings listed in Table 5-4.
Table 5-4. Heading Verification
PFD or PFD1 (for dual GDU installations)
Displayed PFD
Heading Heading Error Stby Compass
or PFD1 Heading
(A) (A-B) Heading
(B)
360° (North)
30°
60°
90° (East)
120°
150°
180° (South)
210°
240°
270° (West)
300°
330°
PFD2 (for dual GDU installations only)

Displayed PFD2
Heading Heading Error
Heading
(A) (A-B)
(B)
360° (North)
30°
60°
90° (East)
120°
150°
180° (South)
210°
240°
270° (West)
300°
330°
4. Calculate the heading errors by subtracting the displayed (B) value from the actual (A) value for
each of the headings in Table 5-4.

190-01102-06 Rev. 2
FOR SINGLE GDU INSTALLATIONS:
1. If all calculated heading errors for the PFD are between -3° and +3° inclusive, the installation is
acceptable and no further work is required to correct the GMU 44 installation. Proceed to Section
5.6.5.
2. If all calculated heading errors are between -5° and +5° inclusive, the heading offset procedure
can be used to correct the GMU 44 installation. Proceed to Section 5.6.4.
NOTE
If at least one Heading Error (A-B) is greater than 5° / less than –5°, DO NOT perform
the heading offset procedure in Section 5.6.4 until the GMU 44 installation has been
physically corrected.
3. If at least one Heading Error (A-B) is greater than 5° / less than -5°, calculate the average error by
adding all errors and dividing by 12. This is the angle by which the GMU 44 must be physically
rotated to correct the installation.
4. Modify the installation to rotate the GMU 44 by the amount calculated in the previous step. When
looking down at the GMU 44, rotate clockwise for positive values, and counterclockwise for
negative values.
5. After physically correcting the GMU 44 installation, repeat the procedures in Sections 5.6.2 and
5.6.3.
FOR DUAL GDU INSTALLATIONS:
The installation of both GMU 44s must be verified individually using GDU1 for GMU 44 No. 1, and
GDU2 for GMU 44 No. 2.
1. If all calculated heading errors for PFD1 are between -3° and +3° inclusive, the installation of the
No. 1 system is acceptable and no further work is required to correct the GMU 44 No. 1
installation. Go to step 6 for No. 2 system checks, and proceed to Section 5.6.5 for further tests to
be performed on GDU1.
can be used to correct the GMU 44 No. 1 installation. Go to step 6 for No. 2 system checks, and
proceed to Section 5.6.4 for further tests to be performed on GDU1.
NOTE
If at least one Heading Error (A-B) is greater than 5° / less than –5°, DO NOT perform
the heading offset procedure in Section 5.6.4 until the GMU 44 No. 1 installation has
been physically corrected.
3. If at least one Heading Error (A-B) is greater than 5° / less than -5°, calculate the average error by
adding all PFD1 heading errors and dividing by 12. This is the angle by which GMU 44 No. 1
must be physically rotated to correct the installation.
4. Modify the installation to rotate the GMU 44 No. 1 by the amount calculated in the previous step.
When looking down at the GMU 44, rotate clockwise for positive values, and counterclockwise
for negative values.
5. After physically correcting the GMU 44 No. 1 installation, repeat the procedures in Sections 5.6.2
and 5.6.3 on PFD 1 only.
6. If all calculated heading errors for PFD2 are between -3° and +3° inclusive, the installation of the
No. 2 system is acceptable and no further work is required to correct the GMU 44 No. 2
installation. Proceed to Section 5.6.5 for further tests to be performed on GDU2.
can be used to correct the GMU 44 No. 2 installation. Proceed to Section 5.6.4 for further tests to
be performed on GDU2.
Rev. 2 190-01102-06
NOTE
If at least one Heading Error (A-B) is greater than 5 degrees / less than –5 degrees, DO
NOT perform the heading offset procedure in Section 5.6.4 until the GMU 44 No. 2
installation has been physically corrected.
8. If at least one Heading Error (A-B) is greater than 5 degrees / less than -5 degrees, calculate the
average error by adding all PFD2 heading errors and dividing by 12. This is the angle by which
GMU 44 No. 2 must be physically rotated to correct the installation.
9. Modify the installation to rotate the GMU 44 No. 2 by the amount calculated in the previous step.
When looking down at the GMU 44, rotate clockwise for positive values, and counterclockwise
for negative values.
10. After physically correcting the GMU 44 No. 2 installation, repeat the procedures in Sections 5.6.2
and 5.6.3 on PFD 2 only.
5.6.4 Heading Offset Compensation
NOTE
The heading offset compensation procedure is not required if it was determined in
Section 5.6.3 that all calculated heading errors are between -3° and +3° inclusive.
If at least one heading error was greater than 3° or less than -3°, but all heading errors
were between -5° and +5° inclusive, use the heading offset compensation procedure to
correct the errors. Otherwise, physically correct the appropriate GMU 44 installation
BEFORE performing the heading offset compensation procedure.
NOTE
If heading offset compensation procedure must be performed on both GDU1 and GDU2
it is permitted to run the procedure below simultaneously on each GDU.
NOTE
In order to run the Heading Offset Compensation procedure an Installer Unlock Card
(P/N 010-00769-60) is required.
NOTE
Magnetometer Calibration procedure must be performed BEFORE the Heading Offset
Compensation procedure. Performing the Magnetometer Calibration removes any stored
heading offset values.

190-01102-06 Rev. 2
1. Ensure an Installer Unlock Card is inserted in the bottom slot of the GDU 620.
2. Restart the appropriate GDU in configuration mode.
3. Go to the GRS Page Group on the MFD and select the GRS/GMU Calibration page.
4. Select the HEADING OFFSET procedure and press the ENT key.
5. Follow the checklist items displayed on the MFD, and press the ENT key as each one is
completed or confirmed (press ENT on each GDU if the procedure is being run simultaneously
on both GDUs). When the CALIBRATE field is blinking, press the ENT key to begin the
procedure.
6. The MFD display instructs the operator to turn to headings of 360°, 90°, 180° and 270°. Press the
ENT key to confirm each heading.
7. When the operator has successfully completed the heading offset procedure, CALIBRATION
SUCCESSFUL will flash. Press the ENT key on the GDU to conclude this procedure.
5.6.5 Engine Run-Up Vibration Test
NOTE
An Installer Unlock Card is not required to run the Engine Run-Up Test.
NOTE
The calibration procedures in Sections 5.6.1 through 5.6.4 do not have to be completed
prior to performing this procedure.
Initiate the AHRS engine run-up vibration test procedure by performing the following steps:
1. Select the ENGINE RUN-UP TEST procedure and press the ENT key.

Rev. 2 190-01102-06
completed or confirmed. When the CALIBRATE field is blinking, press the ENT key to begin
the procedure.
3. The MFD display instructs the operator to gradually increase power from idle to full throttle and
back to idle over a period of 1-2 minutes.
4. When the operator has completed the engine run-up and the engine is back to an idle setting,
press the ENT key to indicate that the process is complete. When this is done, the TEST
COMPLETE field stops blinking.
5. The MFD informs the operator if the installation has passed or failed the vibration test. If the test
fails, the specific measurements causing the failure are identified and numeric values are
displayed on the MFD.
6. Press the ENT key on the MFD to conclude this procedure.
NOTE
If failures are indicated, the engine run-up test may be repeated at most two more times.
If the test does not pass after three attempts, then the installation should not be considered
reliable until the source of the vibration problem is identified and remedied. In the event
of repeated failure of the engine run-up test, record the values that are reported to be out
of range for future reference.
The following are potential causes for failure of the engine run-up test:
1. Vibration motion of GRS 77 and/or GMU 44 caused by neighboring equipment and/or supports.
2. Mounting screws and other hardware for GRS 77 and/or GMU 44 not firmly attached.
3. GRS 77 connector not firmly attached to unit.
4. Cabling leading to GRS 77 or GMU 44 not firmly secured to supporting structure.
5. An engine / propeller that is significantly out of balance.
The aircraft can now be taxied back and the engine can be shut down for final testing. Following a
successful AHRS calibration, when the PFD powers up in normal mode, the AHRS attitude and heading
information displayed should become valid within 1 minute of power-up.

190-01102-06 Rev. 2
5.6.6 Magnetometer Interference Test
NOTE
An Installer Unlock Card is not required to run the Magnetometer Interference Test.
With the GDU 620 in configuration mode, initiate the GRS 77 AHRS magnetometer interference test
procedure by performing the following steps:
1. Select the GRS page group on the MFD, go to the GRS/GMU calibration page, select the MAG
INTERFERENCE TEST procedure and press the ENT key.
completed or confirmed.
NOTE
The third item on the checklist instructs the operator to prepare a detailed test sequence
list with precise start and stop times for exercising all electronic devices. Only the
electronic devices that are likely to affect the operation of the GMU 44 magnetometer
need be included in the test sequence. The list of relevant electronic devices varies from
aircraft to aircraft. This sequence is the same sequence developed for the magnetometer
interference survey in Section 3.2.4.3.
3. When the CALIBRATE field is blinking, press the ENT key to begin the procedure (as soon as
the ENT key is pressed this time, a CALIBRATION PROCEDURE window will appear). Have a
stopwatch ready to begin recording the elapsed time.
4. The operator should carry out the actions called for in the prepared test sequence.
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time
as specified in the prepared test sequence.
5. After the “Begin test sequence” white text appears, wait approximately five seconds and perform
each of the actions listed in the test sequence table (refer to Table G-1 in Appendix G for an
example of a test sequence).
6. When the test sequence is completed, wait approximately five seconds and then press the ENT
key to complete the test. When this is done, the TEST COMPLETE field stops blinking.

Rev. 2 190-01102-06
7. The MFD informs the operator if the installation has passed or failed the magnetometer
interference test.
a) If the test passes, no further action is required.
b) If the test fails, the installation should be considered unreliable until the source of magnetic
interference is identified and remedied. The magnetometer interference test must be repeated
until passed. When the magnetometer interference test fails, record the three magnetometer
maximum deviation values and their corresponding timestamps. A maximum deviation value
greater than 5.0 milligauss in either the X or Y axes, or greater than 8.0 milligauss in the Z
axis indicates a problem that must be resolved. Compare the corresponding timestamps with
the prepared test sequence to identify which action produced the problem. Contact Garmin
for assistance in resolving the problem.
NOTE
Two common reasons for a failed magnetometer interference test are:
• New equipment is installed in close proximity to the GMU 44 magnetometer.
• An existing or new electronic device has become grounded through the aircraft structure
instead of via the proper ground wire in a twisted shielded pair, especially if the ground return
path through the aircraft structure passes near the GMU 44.
8. Press the ENT key on the MFD to conclude this procedure.

190-01102-06 Rev. 2
5.7 Site Evaluation of Magnetic Disturbances (Optional)
NOTE
Typically, a compass rose is an acceptable location to perform the magnetometer
calibration procedure. However, because not all compass roses are well maintained, even
an existing compass rose should be regularly evaluated using the method described here
to determine if it is free of magnetic disturbances. If evaluation of an existing compass
rose indicates that magnetic disturbances are present, then an alternative location must be
found to perform the Magnetometer Calibration Procedure.
NOTE
In order to perform the Site Evaluation for Magnetic Disturbances, an Installer Unlock
Card (P/N 010-00769-60) is required.
A G500-equipped airplane can be used to evaluate a candidate site for magnetic disturbances and
determine whether it is a suitable location to perform the magnetometer calibration procedure. The
magnetometer calibration procedure itself contains the logic to simultaneously survey the location for
magnetic cleanliness while it is computing the magnetometer calibration parameters.
The G500-equipped airplane used to evaluate the site must have already completed the Pitch/Roll offset
compensation procedure (Section 5.6.1). However, prior completion of the Magnetometer Calibration
Procedure (Section 5.6.2) is not required.
In order to evaluate a candidate site, the Magnetometer Calibration Procedure must be performed twice:
once turning clockwise around the site, and once turning counter-clockwise. Both times, the procedure
should be conducted as described in Section 5.6.2 of this document, with the exception of the direction of
turns around the site.
NOTE
Although Section 5.6.2 indicates that the Magnetometer Calibration Procedure should be
performed by making a series of clockwise turns around the site, the procedure can also
be performed by making counter-clockwise turns for the purpose of evaluating the site
for magnetic disturbances.
If, upon completion of the Magnetometer Calibration Procedure in each clockwise and counter-clockwise
direction, the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN” message, then the
candidate site is sufficiently free of magnetic disturbances and is acceptable for performing the
Magnetometer Calibration Procedure. It is important to obtain successful results in both the clockwise and
counter-clockwise directions to ensure that the magnetometer sweeps over a large enough area at the
candidate site.
If, upon completion of the Magnetometer Calibration Procedure in either of the two directions, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM”, or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too large and an
alternate site should be used for the GRS 77/GMU 44 Magnetic Calibration procedure.

Rev. 2 190-01102-06
5.8 Ground Checks
The steps that are not applicable to a particular installation may be skipped.
NOTE
Throughout the checkout section references are made to particular GDU 620 functions. If
the function is not available, ensure that the GDU 620 has been configured correctly as
described in Section 5.5.
5.8.1 Database Check
1. Ensure that a G500 database card is inserted in the bottom slot of the GDU 620.
2. Turn on power to the G500 system.
3. Verify all self-tests pass on the main startup screen.
NOTE
Databases that have expired will be displayed in yellow text on the MFD startup screen.
Databases will also be displayed in yellow until a valid GPS Position has been acquired.
4. Verify the expiration on the Jeppesen NavData Database.

5. If activated, verify the expiration of the Electronic Charts Database.
5.8.2 Pitot-Static, ADC and Airspeed Tape Settings Checks
Verify correct operation of the GDU 620 altitude and airspeed tapes, standby altimeter and standby
airspeed indicator using a pitot/static ramp tester. The static port and airspeed tape / altimeter must be
verified in accordance with Title 14 of the Code of Federal Regulations (CFR) § 91.411 and Part 43
Appendix E.
NOTE
When conducting air data tests it is possible to induce attitude and/or heading errors on
the GDU 620 – this is normal system behavior. Refer to Section 6.2 for additional
details.
NOTE
The airspeeds referenced in the following steps are those determined in Section 5.2.4.
NOTE
For a dual GDU 620 installation, this check must be completed for each GDU 620 – both
may be verified at the same time.
Verify correct operation of the GDC 74A ADC as follows:
1. Turn on power to the G500 system.
2. Verify all self-tests pass on the main startup screen.
3. Check the outside air temperature (OAT) measurement shown on the PFD to ensure it reads
ambient temperature.
4. Using a pitot/static ramp tester increase the airspeed until the PFD airspeed tape pointer is at the
bottom of the white band (VS0). Verify that the bottom of the white arc/band on the ASI and PFD
airspeed tape are at the same airspeed value.
5. Only applicable to twin engine aircraft: Increase the airspeed to the lower red radial (Vmca).
Verify that the red radial on the ASI and PFD airspeed tape are at the same airspeed value.
190-01102-06 Rev. 2
6. Change the airspeed until the PFD airspeed tape pointer is at the bottom of the green band (VS1).
Verify that the bottom of the green arc/band on the ASI and PFD airspeed tape are at the same
airspeed value.
7. Only applicable to twin engine aircraft: Increase the airspeed to the blue radial (Vyse) Verify that
the blue radial on the ASI and PFD airspeed tape are at the same airspeed value.
8. Change the airspeed until the PFD airspeed tape pointer is at the top of the white band (Vfe).
Verify that the top of the white arc/band on the ASI and PFD airspeed tape are at the same
airspeed value.
9. Change the airspeed until the PFD airspeed tape pointer is at the top of the green band / bottom of
the yellow band (Vno). Verify that the top of the green arc/band on the ASI and PFD airspeed
tape are at the same airspeed value.
10. Increase the airspeed to the upper red radial/top of yellow arc (Vne). Verify that the red radial on
the ASI and PFD airspeed tape are at the same airspeed value.
11. Decrease the airspeed to zero, stopping at all of the airspeeds listed in the Table 5-5 (airspeeds
above Vne should not be checked). Verify that the PFD and standby airspeed indicator display the
values within the tolerances indicated:
Table 5-5. Airspeed Test Points

Test Set air speed PFD Allowed Tolerance Standby ASI and PFD
(knots) (knots) Tolerance (knots) [1]
50 ±5.0 ±5.0
80 ±3.5 ±5.0
100 ±2.0 ±5.0
120 ±2.0 ±5.0
150 ±2.0 ±5.0
180 ±2.0 ±5.0
210 ±2.0 ±5.0
250 ±2.0 ±5.0
290 ±3.0 ±5.0
[1] This is the maximum allowable difference between the standby airspeed indicator and the
PFD airspeed tape.

Rev. 2 190-01102-06
5.8.3 GPS Receiver Interface Test
The GDU 620 receives position and flight plan and navigation data from an external GPS navigation
source. This check verifies that the units are communicating.
1. Select GPS (or GPS1) as the navigation source for the PFD CDI.
2. Turn on the external GPS Navigator (GPS1 for installations with dual navigators). If there are
dual GPS navigators installed, ensure the second GPS navigator is switched off.
3. For a 400W/500W Series unit, while on the power-up self-test page verify that the GDU 620 CDI
displays the correct lateral and vertical deviation information.
For a GNS 480 unit, while it is going through its power-up sequence, verify that the GDU 620
CDI displays the correct lateral and vertical deviation information.
4. Wait until the navigator acquires a position before proceeding.
5. Review the active alerts on the GDU 620 (if any) and verify that the GPS1 PPS FAIL (GPS2 PPS
FAIL if using GPS 2) alert is not present.
6. Create/activate a flight plan on the GPS navigation source.
7. Verify that the MFD is not displaying the message NO GPS POSITION. Verify that the active
waypoint displayed in the PFD WPT field is the same as the active waypoint on the navigator.
8. Wait one minute, and verify that the alert “AHRS1 GPS –AHRS1 not receiving any GPS
information” is not displayed on the MFD by pressing the ALERTS soft key and verifying all
active alerts.
9. Verify that the flight plan is displayed on the GDU 620 using the flight plan (FPL) function.
10. On the GPS navigator, enter OBS mode.
11. Press the CRS button on the PFD and adjust the course using the PFD knob. Verify that the
course to the active waypoint changes as the PFD course pointer is rotated.
12. Exit OBS mode on the navigator.
13. If dual GPS receivers are installed, power off GPS 1 and power on GPS 2. Select GPS2 on the
CDI and repeat steps 6 through 12.
5.8.4 Navigation Receiver Interface Test
The GDU 620 can receive bearing and deviation information from a navigation receiver. This check
verifies that the units are communicating.
1. Ensure that the external navigation receiver (VLOC1 for installations with dual NAVNAV
receivers) is turned on. If there are dual NAVNAV receivers installed, ensure the second
NAVNAV receiver is switched off.
2. Select the navigation receiver (or navigation receiver 1) as the navigation source for the PFD
CDI.
3. Tune the navigation receiver to a localizer frequency (for this check it is not necessary that a valid
localizer signal is being received).
4. Verify that the CDI on the PFD displays LOC (or LOC 1/LOC 2 for installations with dual
navigators).
5. If dual navigation receivers are installed, power off NAV 1 and power on NAV 2. Select
navigation receiver 2 on the CDI. Repeat steps 3 through 4.

190-01102-06 Rev. 2
5.8.5 Autopilot Interface Test
The GDU 620 can interface with various autopilots. Before proceeding with the autopilot interface tests,
verify that the GDU 620 has been configured for the installed autopilot and flight director, if applicable,
as defined in Section E.3. Only those interfaces which are directly affected by the G500 STC are covered
by this manual; if any other autopilot modifications were performed, check them in accordance with the
autopilot installation manual.
WARNING
It is important that the GDU 620 be properly configured in order to prevent signals from
the GDU 620 from damaging the autopilot computer. Refer to Section E.3.
5.8.5.1 Autopilot Engagement Test

This section verifies that the autopilot can be engaged.
1. Power up the G500 and other aircraft systems. Allow the GDU 620 to obtain a valid heading,
attitude, altitude, and GPS location (from the navigator).
2. Engage the autopilot. If the autopilot cannot be engaged, troubleshoot it in accordance with the
3. For installations utilizing the GAD 43 to provide attitude information, press the AP TEST soft
key on the PFD. Verify that the autopilot disconnects and the servos disengage.
For all other installations, disengage the autopilot using regular means.
5.8.5.2 Flight Director Test
This section verifies that the flight director interface between the autopilot computer and the GDU 620 is
functional. This test needs to be performed only if the flight director outputs from the autopilot computer
have been connected to the GDU 620, and if the GDU 620 supports that flight director. For dual-G500
installations, the flight director should be wired to each GDU, and each GDU should be configured
separately for that flight director. Refer to Section E.3 for instructions on configuring the GDU 620 to
display the flight director.
1. Activate the flight director with the autopilot in pitch/roll or heading/altitude mode. It is not
necessary for the servos to be engaged for this test.
2. Verify that the flight director is displayed on the GDU 620. If the flight director is not displayed,
troubleshoot using the guidelines in Table 6-3.
3. With the GDU 620 in normal mode and the flight director displayed, command the flight director
to pitch up. Verify that the command bars move up.
4. Command the flight director to pitch down. Verify that the command bars move down.
5. Command the flight director to roll right. Verify that the command bars move to the right.
6. Command the flight director to roll left. Verify that the command bars move to the left.
7. Press the Go Around button, if present. Verify that the command bars center laterally and move
to command a climb.
8. If the expected movement of the command bars does not occur, troubleshoot using the guidelines
in Table 6-3.

Rev. 2 190-01102-06
5.8.5.3 Flight Director Offset Calibration (if required)
NOTE
If an ADI with a flight director presentation is installed on the copilot’s side, the flight
director for this ADI must be aligned to its aircraft symbol before running this G500
flight director offset calibration procedure. Refer to the ADI/autopilot manufacturer’s
documentation for instructions on ADI flight director alignment.
The previous section verified the wiring between the flight director/autopilot computer. This section
describes how to correct any offset that may be present in the flight director command bars.
1. Center the heading bug on the GDU 620 by pressing the knob on the PFD.
2. Activate the autopilot in heading and altitude hold mode.
3. Observe the position of the flight director bar in relation to the aircraft icon the GDU 620 attitude
indicator.
4. If the flight director command bars are offset from the aircraft icon in the pitch axis, take note of
the number of degrees of offset for adjustment.
NOTE
Some autopilots have a flight director pitch adjustment that is used to correct for parallax
errors in mechanical steering horizons. If possible, correct any flight director offset using
the autopilot adjustment before making changes to the GDU configuration.
5. Ensure an Installer Unlock Card is inserted in the GDU 620.

6. Start the GDU 620 in configuration mode and navigate to the FLIGHT DIRECTOR page in the
FCS page group.

190-01102-06 Rev. 2
7. Change PITCH V Ref as needed. Note that the V/DEG ratio for the flight director is displayed on
the same page. In the sample screenshot, the PITCH V/DEG is 0.217. Changing the PITCH V
ref by 0.217 would move the flight director by one degree.
8. The resulting FD Pitch can be read at the bottom of the screen. Adjust the PITCH V ref until the
FD Pitch is 0.00 ± 0.25°.
9. Restart the GDU 620 in normal mode and verify that the flight director is matched to the aircraft
icon.
10. For dual-GDU 620 systems, change PITCH V ref on GDU 620 #2 to the same value as PITCH V
ref on GDU #1.
5.8.5.4 Altitude Preselector Test
NOTE
This test is applicable only for S-TEC autopilots which have the RS-485 altitude
preselector input connected to the GDU 620. The GDU 620 also must be configured for
the altitude preselector option. Reference section 5.5.5.2 for instructions on configuring
the GDU 620 for the altitude preselector.
This test verifies that the altitude preselector between the GDU 620 and the autopilot is functional. For
dual-G500 installations, the altitude preselector input to the autopilot is connected only to the pilot’s
GDU.
1. Power up the GDU 620 in normal mode and wait until valid air data is displayed.
2. On the GDU 620, set the selected altitude to match the displayed field elevation plus
approximately 1000 feet.
3. Engage the autopilot in HDG mode. Press ALT and VS simultaneously to select altitude select
mode.
4. Verify that ALT and VS are displayed on the autopilot. If ALT is not displayed, the autopilot is
not receiving the RS-485 altitude preselector data from the GDU 620. Troubleshoot using the
guidelines in Table 6-3.
5. Disengage the autopilot.
Rev. 2 190-01102-06
5.8.5.5 Heading and Course Error Test
NOTE
With GDU 620 version 3.xx software, if the GAD 43 is used to provide attitude
information to the autopilot, the autopilot will not engage while on the AUTOPILOT
TEST page. Consequently, the heading and course error tests should be run with the
GDU 620 in Normal mode. A suitable VOR/ILS test set will be required in order to
provide valid lateral flags during the test.
This section verifies that the heading and course error interface between the GDU 620 and autopilot
computer is functional. For dual-G500 installations, only the pilot’s GDU is wired to the autopilot, and
the following instructions apply only to the pilot’s GDU.
1. Start the GDU 620 in configuration mode by holding the ENT key until INITIALIZING
SYSTEM appears on the screen. Navigate to the Autopilot Test page.
2. Engage the autopilot in heading mode.

3. On the GDU 620, set the HDG/CRS TEST to ACTIVE. In configuration mode, changes are
made by turning the outer and inner FMS knob on the lower right side of the display.
4. Set the DESIRED HEADING to 10° and press the ENT key.

190-01102-06 Rev. 2
5. Verify that the control yoke or stick moves to the right.
7. Verify that the control yoke or stick moves to the left.
NOTE
If the control yoke or stick moves in the opposite direction to what is expected, reverse
the LEFT/RIGHT polarity of the HDG+ setting on the AUTOPILOT
CONFIGURATION page. Refer to Table 5-7 in Section 5.10.2.2 for a description of the
autopilot configuration settings.
9. Set the lateral flag and superflag to VALID.
10. Set the DESIRED COURSE to 20° and press the ENT key.

Rev. 2 190-01102-06
11. Put the autopilot into NAV mode.
12. Verify that the control yoke or stick moves to the right.
14. Verify that the control yoke or stick moves to the left.
NOTE
If the control yoke or stick moves in the opposite direction to what is expected, reverse
the LEFT/RIGHT polarity of the CRS+ setting on the AUTOPILOT CONFIGURATION
page. Refer to Table 5-7 in Section 5.10.2.2 for a description of the autopilot
configuration settings.

190-01102-06 Rev. 2
5.8.5.6 VOR/Localizer and Glideslope Deviation Tests
NOTE
TEST page. Consequently, the deviation tests should be run with the GDU 620 in
Normal mode. A suitable VOR/ILS test set will be required in order to generate suitable
deviations during the test.
This test verifies that the lateral deviation, vertical deviation, lateral flag/superflag, and vertical
flag/superflag interfaces between the GDU 620 and autopilot are correct. Throughout this section, set
either the flag or superflag status depending on which output from the GDU 620 is connected to the
autopilot. For dual-G500 installations, only the pilot’s GDU is wired to the autopilot, and the following
instructions apply only to the pilot’s GDU. Reference the interconnect drawing in Appendix F.
1. Engage the autopilot in heading/altitude mode.
2. On the GDU 620 Autopilot Test page in configuration mode, set the lateral deviation to 30% R.
3. Set the lateral flag/superflag to VALID.
4. Put the autopilot into APR mode.

5. Verify that the autopilot moves the control yoke or stick to the right.
6. Set the lateral deviation to 30% L.
7. Verify that the autopilot moves the control yoke or stick to the left.
8. Set the lateral deviation to 0%.
9. Set the lateral flag/superflag to INVALID.
10. Verify that the autopilot exits APR mode.

Rev. 2 190-01102-06
11. Set the lateral flag/superflag back to VALID and put the autopilot back into APR mode if
necessary.
12. Set the ILS/GPS APRCH to ACTIVE.
13. Set the vertical deviation to 30% UP.
14. Set the vertical flag/superflag to VALID.
15. Verify that the autopilot indicates that it is capturing or tracking the glideslope.
16. Verify that the autopilot moves the control yoke or stick aft.
17. Set the vertical deviation to -30% DN.
18. Verify that the autopilot moves the control yoke or stick forward.
19. Set the ILS/GPS APRCH to INACTIVE.
20. Verify that the autopilot indicates that it is no longer capturing or tracking the glideslope.
21. Set the vertical flag/superflag to INVALID, the vertical deviation to 0%, and the lateral
flag/superflag to INVALID.
5.8.5.7 GPS Roll Steering Check
NOTE
GPS roll steering is handled in one of three ways. First, if the autopilot has an ARINC
429 roll steering input, the GDU 620 can provide ARINC 429 roll steering directly to the
autopilot. Second, if an external roll steering converter has been installed, the GDU can
provide ARINC 429 roll steering to the converter, which then outputs an analog heading
error signal to the autopilot. Third, the GDU can provide the roll steering via the heading
error output, taking the place of a separate roll steering converter. The autopilot is left in
heading mode, and the GDU varies the heading error output to steer the autopilot.

190-01102-06 Rev. 2
5.8.5.7.1 ARINC 429 GPS Roll Steering Check
NOTE
TEST page.
This test verifies that the GPS roll steering interface between the GDU 620 and the autopilot is functional.
For dual-G500 installations, only the pilot’s GDU is wired to the autopilot, and the following instructions
apply only to the pilot’s GDU.
1. Engage the autopilot in GPSS roll steering mode. If an external roll steering converter is used,
engage the autopilot in heading mode and set the roll steering converter to roll steering.
2. On the GDU 620 Autopilot Test page in configuration mode, set the GPS ANNUNCIATE
discrete output to ACTIVE.
3. Set the BANK ANGLE to 10°R.
4. Verify that the autopilot rolls the control yoke or stick to the right.
5. Set the bank angle to 0°.
6. Verify that the autopilot rolls the control yoke or stick level.
7. Set the bank angle to 10°L.
8. Verify that the autopilot rolls the control yoke or stick to the left.
9. Disconnect the autopilot.

Rev. 2 190-01102-06
5.8.5.7.2 GDU™ 620 Analog GPS Roll Steering Check
This check verifies that the input from the A/P HDG DATUM switch is functional. This check can also
be used to verify the operation of the analog GPS roll steering interface between the GDU 620 and the
autopilot, although if the heading error interface is functional there is no need to verify this interface. For
dual-G500 installations, only the pilot’s GDU is wired to the autopilot, and the following instructions
apply only to the pilot’s GDU.
NOTE
The Heading Error Test in Section 5.8.5.5.should be successfully completed prior to
checking the operation of the GDU 620 Analog GPS Roll Steering.
1. Start the GDU 620 in normal mode and use the PFD CDI soft key to select GPS as the navigation
source on the HSI.
2. Set the A/P HDG DATUM switch to the GPSS position.
3. Verify that the GPSS annunciation is displayed in on the PFD immediately above the OAT
display.
NOTE
The following steps are not required if the Heading Error Test has successfully been
completed. These steps are included for information only.
4. Set the A/P HDG DATUM switch to the HDG position and verify that the GPSS annunciation on
the PFD is removed.
400W/500W Series Unit
5. For the GPS corresponding to the navigation source selected on the HSI, do the following, restart
it in normal mode and proceed to the Instrument Panel Self Test page (do not sequence past this
page).
6. Ensure that GPSS is displayed in white text on the PFD.
7. Engage the autopilot in HDG mode (if possible, engage only the flight director, and not the
autopilot servos).
8. If available, verify that the flight director slowly moves back and forth between a right bank and
wings level. If the flight director is not available, verify that the autopilot rolls the control yoke
or stick to the right.
NOTE
Due to the nature of the 400W/500W self-test operation it may be difficult to observe this
behavior. Consequently, it is recommended that the Heading Error Test be utilized
instead.
GNS 480 Navigator
5. For the GPS corresponding to the navigation source selected on the HSI, do the following, start it
in Ground Maintenance mode and go to the AUTOPILOT TEST page.
6. Ensure that GPSS is displayed in white text on the PFD.
7. Set the ROLL/STEER to 10°R.
8. Verify that the autopilot rolls the control yoke or stick to the right.
9. Set the ROLL/STEER to 0°.
10. Verify that the autopilot rolls the control yoke or stick level.

190-01102-06 Rev. 2
11. Set the ROLL/STEER to 10°L.
12. Verify that the autopilot rolls the control yoke or stick to the left.
13. Disconnect the autopilot.
5.8.5.8 GAD 43 Adapter Attitude Check
This section verifies that the attitude interface between the GAD 43 and autopilot computer is functional.
NOTE
For dual-G500 installations, only the pilot’s GDU is wired to the GAD 43 and the
autopilot, and the following instructions apply only to the pilot’s GDU.
SYSTEM appears on the screen. Navigate to the GAD page group.
2. On the GDU 620, activate the cursor and set RELAY POSITION to “Attitude Valid”.
3. Set the HEADING VALID OUTPUT to Valid.
4. Engage the autopilot in PIT/ROLL mode (for autopilots without a ROLL mode, PIT/HDG is
acceptable).
5. Set the ROLL ANGLE to 5° R.
6. Verify that the control yoke moves counterclockwise or stick moves to the left.
7. Set the ROLL ANGLE to 5° L.
8. Verify that the control yoke moves clockwise or stick moves to the right.
9. Set the PITCH ANGLE to 5° U.
10. Verify that the control yoke or stick moves forward.
11. Set the ROLL ANGLE to 5° D.
12. Verify that the control yoke or stick moves aft.
13. Set the RELAY POSITION to “Attitude Invalid”.
14. Verify that the autopilot disconnects.
15. Attempt to reengage the autopilot.

Rev. 2 190-01102-06
16. Verify that the autopilot will not engage while the RELAY POSITION is in the “Attitude
Invalid” position.
17. Set the RELAY POSITION to “Attitude Valid”.
5.8.5.9 GAD 43 Adapter Barometric Correction Check

NOTE
Most autopilots do not require barometric correction inputs for altitude preselect/capture
purposes. This test must only be performed if the autopilot is installed so that it receives
barometric correction information from the GAD 43.
This section verifies that the barometric correction interface between the autopilot computer and
the GDU 620 is functional.
1. Start the GDU 620 in normal mode and wait for the air data and attitude indications to become
valid.
2. Adjust the GDU 620 barometric correction so that the altitude displayed on the PFD is a multiple
of 100ft (e.g. 500 ft, 1300 ft…).
3. Select an altitude on the autopilot controller that is 1000 ft above the altitude displayed on the
GDU 620, and then engage (arm) the autopilot in altitude capture mode.
4. Slowly decrease the GDU 620 barometric correction so that the altitude displayed on the PFD
increases, to simulate a capture of the selected altitude.
NOTE
The barometric pressure information from the actively-changing field is updated at a
once-per-second rate. There may be some lag between the time that the pressure is set
and the time it is updated to the autopilot computer.
5. Verify that the autopilot computer captures the selected altitude when you reach the selected
altitude as displayed on the GDU 620 PFD.
NOTE
For troubleshooting issues with the operation of the autopilot with the G500, refer to
Section 6.4.
5.8.6 Traffic System Interface Test

The GDU 620 can provide mode control and display data from various traffic systems. This check
verifies that the GDU 620 is configured correctly and is receiving and transmitting data to the traffic
system.

190-01102-06 Rev. 2
5.8.6.1 TAS Traffic Interface Test
If an L3 Communications SKY497/SKY899 SkyWatch® sensor , a Honeywell (Bendix/King) KTA 810
TAS/KMH 820 IHAS/KTA 910 TAS/KMH 920 IHAS or an Avidyne TAS 620 (Ryan 9900BX TCAD)
has been connected to the GDU 620, the traffic interface should be verified as described in this section.
1. Select the Traffic Map page on the GDU 620.

2. Verify that the amber TAS FAIL is not displayed in the upper left corner, and NO DATA (amber)
is not displayed over the ownship symbol.
3. On the upper left corner of the Traffic Map page, verify that the status of the traffic system is
either TAS Standby or TAS operating (i.e. TIS should not be displayed).
NOTE
If the GDU 620 is configured for an external control (i.e. a display other than the
GDU 620 is controlling the traffic system), then the following steps do not have to be
carried out.
4. Alternately press the STANDBY soft key and OPERATE soft key to change the mode of the
traffic system. It may take several seconds for the traffic system to change modes. Verify that the
mode of the traffic system can be changed.
NOTE
The Self Test menu option will not be available if the traffic system is operating.
5. Put the traffic system in Standby mode. Press the MENU key and press ENT to initiate a traffic
system self test. Verify that the traffic system runs a self-test and the self-test traffic pattern is
displayed.

Rev. 2 190-01102-06
5.8.6.2 TIS (Garmin GTX 33/330) Interface Test
If a Garmin GTX 33/330 sensor has been connected to the GDU 620, the traffic interface should be
verified as described in this section.
1. Select the Traffic Map page on the GDU 620.

2. Verify that the amber TIS FAIL is not displayed in the upper left corner, and NO DATA (amber)
is not displayed over the ownship symbol.
3. On the upper left corner of the Traffic Map page, verify that the status of the traffic system is
either TIS Standby or TIS Operating/Unavailable (i.e. TAS should not be displayed).
NOTE
If the GDU 620 is configured for an external control (i.e. a display other than the
GDU 620 is controlling the traffic system), then the following steps do not have to be
carried out.
4. Pull the ADC breaker and verify the Air data fields are red X’d.
5. Turn off all navigators to remove a valid GPS position to the GDU 620.
6. If a squat switch (or airspeed switch) to the GTX 330 squat switch input is present, ensure that
this is in AIR mode.
7. Alternately press the STANDBY soft key and OPERATE soft key to change the mode of the
traffic system. It may take several seconds for the traffic system to change modes. Verify that the
mode of the traffic system can be changed.
8. Close the ADC circuit breaker.

190-01102-06 Rev. 2
5.8.7 Garmin GDL 69/69A Checkout Procedure
Locate the aircraft where there is a clear view of the southeastern or southwestern sky. XM Satellite
Radio satellites are located above the equator over the eastern and western coasts of the continental
United States.
NOTE
The following section only verifies correct installation and activation of appropriate
GDU 620 functions. It does not activate the GDL 69/69A XM data link radio. Complete
instructions for activating the GDL 69/69A XM data link radio can be found in document
P/N 190-00355-04.
1. Go to the XM INFORMATION page in the AUX page group.

2. Verify that the Data Radio ID field has a valid value and is not blank.
NOTE
The following steps only have to be completed for GDL 69A installations.
NOTE
If the XM Satellite Radio audio subscription has not been activated, audio is available
only on Channel 1. If the audio subscription has been activated, audio should be available
on multiple channels.

Rev. 2 190-01102-06
3. Select the XM RADIO page in the AUX page group.
4. Unmute the XM volume and verify that audio can be heard over the headsets. Adjustment of the
volume may be required.
5.8.8 ADF Interface Checkout Procedure
The GDU 620 can receive relative bearing information from an external ADF source. This check verifies
that the units are communicating.
1. Ensure that the G500 and ADF are powered up.
2. Press the PFD soft key on the PFD. Repeatedly press the BRG 1 soft key until ADF is displayed
as the source for the No. 1 bearing pointer.
3. Verify that the ADF window is not invalid (no red ‘X’).
4. Using an ADF test set, generate a bearing to a station.
5. Tune the ADF receiver to the same frequency as the test set.
6. Verify that the ADF bearing pointer indicates the correct relative bearing.
7. Verify correct display for three other bearings, at 90° increments.
8. If the ADF flag is used in the installation, tune the ADF receiver to an unused frequency and
verify that the bearing pointer is removed from the PFD.

190-01102-06 Rev. 2
5.8.9 GDU™ Cross-Fill Checkout Procedure (Dual GDU™ 620 Installations Only)
If dual GDU 620s are installed, one GDU 620 can share information with the other GDU 620. This check
verifies that the units are communicating.
1. Ensure that both G500 systems are powered up.
2. On the GDU 620 #1 MFD go to the AUX page and ensure that BARO SYNCHRONIZATION is
ON.
3. Press the BRO key on GDU 620 #1 and use the knob to change the barometric setting.
4. Verify that the barometric setting on both GDUs change to the same value.
5. Press the BRO key on GDU 620 #2 and use the knob to change the barometric setting.
6. Verify that the barometric setting on both GDUs change to the same value.
5.8.10 EMI/RFI Check

After installing the GDU 620 and verifying that all interfaces to external equipment are working
correctly, a brief EMI/RFI check must be conducted. This check will verify that the GDU 620 does not
produce unacceptable interference in other avionics systems, and other avionics systems do not produce
unacceptable interference in the GDU 620.
1. Start the aircraft engines and switch to aircraft power. Turn on all avionics except the GDU 620.
2. With the GDU 620 switched off, verify that all existing avionics systems are functioning
properly.
3. Turn the GDU 620 on and remove power from all other avionics systems.
NOTE
Removing power from systems interfaced to the GDU 620 will cause the associated
system flags on the GDU 620 to be displayed. This is normal behavior and does not
constitute a test failure.
4. Apply power to the other avionics systems one at a time and verify that the system is functioning
properly without any unacceptable interference caused by the GDU 620. Ensure that there is no
unacceptable interference in the GDU 620 when the avionics system is powered up. Wait for the
system to begin functioning normally before applying power to the next system.
5.8.11 GAD 43 Adapter Interface Check
NOTE
The GAD 43 can provide various signals to the autopilot, and all of these interfaces are
verified as part of the autopilot checkout (refer to Section 5.8.5).
NOTE
For dual-G500 installations, only the pilot’s GDU is wired to the GAD 43, and the
following instructions apply only to the pilot’s GDU.
1. Start the GDU 620 in normal mode. Wait for the G500 system to completely initialize, press the
ALERTS soft key and verify that there are no GAD 43 alerts.

Rev. 2 190-01102-06
5.8.11.1 GAD 43 Synchro Heading Check
This section verifies that the heading interface between the GAD 43 and interfaced equipment is
functional.
SYSTEM appears on the screen. Navigate to the GAD page group.
2. On the GDU 620, activate the cursor and set RELAY POSITION to “Attitude Valid”.
3. Set the HEADING VALID OUTPUT to Valid.
NOTE
Not all equipment that utilizes synchro heading uses a Heading Valid signal. The steps
checking the HEADING VALID OUTPUT do not need to be carried out if the receiving
equipment does not utilize a Heading Valid signal.
4. Set the HEADING VALID OUTPUT to “Invalid”.
5. Verify that the equipment interfaced to the GAD 43 Synchro Heading output flags the heading as
invalid.
6. Set the HEADING VALID OUTPUT to “Valid”.
7. Set the HEADING OUTPUT to 90°.
8. Verify that the equipment indicates a heading of 090 (E).
10. Verify that the equipment indicates a heading of 180 (S).
12. Verify that the equipment indicates a heading of 270 (W).
14. Verify that the equipment indicates a heading of 360 (N).

190-01102-06 Rev. 2
5.8.12 Weather Radar Interface Check
5.8.12.1 GWX 68 Weather Radar Interface Check
NOTE
For dual-G500 installations, only the pilot’s GDU can control or display the GWX 68
weather radar.
This section verifies that the heading interface between the GDU 620 display and GWX 68 weather radar
is functional.
1. Start the GDU 620 in normal mode.
2. On the MFD go to the WEATHER RADAR page in the WX page group.
3. Press the MODE soft key and then select the STANDBY mode and wait for the Warm-Up to
complete.
4. Press the MNU key and then press ENT to go into the Radar Test Mode.
5. Verify that the GWX 68 begins sweeping and the test pattern is shown. Verify that stabilization
is ON (STAB ON is displayed in the upper right corner of the MFD).
6. Using the MODE soft key, set the mode to OFF.

Rev. 2 190-01102-06
5.8.13 Synthetic Vision Check (if SVT™ enabled)
1. Ensure that the 010-00769-43 Supplemental Data Card is inserted into the bottom slot.
3. Wait for the G500 system to initialize (attitude, heading, airspeed, altitude and GPS position
become valid).
4. On the PFD, press the PFD soft key, followed by the SYN VIS soft key.
5. Press the SYN TERR soft key to turn on synthetic vision.
NOTE
It may take up to a minute for the synthetic terrain data to be displayed on the PFD. Until
SVT is active, the horizon display will be the standard blue over brown.
6. Verify that there are no SVT alerts.
7. Verify that synthetic terrain data is displayed on the PFD.
5.8.14 Not Used
5.8.15 Transient Voltage Suppressor Checks (non-metallic aircraft only)
If transient voltage suppressors (TVSs) are installed, correct installation of each TVS must be verified for
as described in Section 8.3.1.
5.8.16 Final System Check
This section verifies that all G500 systems are providing data to the GDU 620.
2. On the PFD verify that the following information is displayed:
• Attitude and heading
• Airspeed, altitude, vertical speed and OAT
3. On the MFD, verify that there are no active ALERTS or ADVISORIES. If there are, refer to
Section 6.3 for troubleshooting information.
4. On the MFD go to the SYSTEM STATUS page in the AUX page group.
5. On the MFD verify that the following information is displayed for each LRU listed:
• A green check for the status.
• A valid serial number (not dashes)
6. Press the DBASE soft key to move the cursor to the DATABASE window and verify that each
database is current.
NOTE
When in the DATABASE window, if you scroll all the way to the bottom you can find
the SYSTEM ID for the installation.

190-01102-06 Rev. 2
5.9 Placards and Switch Labeling
If any placards were relocated as a result of the GDU 620 installation, verify the following:
• The font size of the new placard is the same as the old placard it is replacing
• The color of the new placard is identical to the color of the placard which it is replacing
• The text on the new placard is identical to the text on the placard which it is replacing (it can be
arranged differently as required by space constraints, but the wording must be the same)
If the new switches were added as a result of the G500 installation, verify the following:
• The font size is legible from the pilot’s seat
• The labels are readable in all ambient light conditions. In particular, the labels are readable with
ambient flood lighting in darkness.
NOTE
Not all G500 installations that are limited to VFR operation only will require a placard.
Refer to Section 2.5.3.3 for details.
If this is G500 installation that is limited to VFR operation only, verify the following (if applicable):
• The text on the placard is “AIRCRAFT LIMITED TO VFR”
• The font is at least 0.25” high
• The placard can easily be read from the pilot’s seat
5.10 Flight Checks
5.10.1 General System Flight Check
During flight the following items should be verified:
• The display of attitude, airspeed and heading on the GDU 620 while maneuvering.
• The display of attitude, airspeed and heading on the standby instruments.
• Navigation using each GPS and VLOC source on the GDU 620 CDI. For navigation receivers,
both VOR and ILS should be verified.
• The audibility of the altitude alerter chime.
• The display of traffic from any interfaced traffic system (if applicable)
• The display of bearing from any interfaced ADF (if applicable).
• The display of weather from the GDL 69/69A (if applicable).
• The control of GDL 69A audio functions (if applicable).
5.10.2 Autopilot Flight Checks and Final Adjustments
After verifying the autopilot interfaces as described in Section 5.8.5, the autopilot must be flight tested
and, if necessary, adjusted for the particular airframe. This section provides general guidelines for
verifying the autopilot and flight director performance and also for making necessary adjustments. Any
adjustments made must be reflected in the Checkout Log (Section 5.11.3).
5.10.2.1 Flight Director Performance
It is best to evaluate the flight director with the autopilot coupled in order to assess the performance of the
flight director versus the autopilot. Evaluate the flight director performance in level flight, turns, climbs,
and descents. Observe any excessive fluctuations in pitch or roll, as well as how closely the autopilot
follows the movements of the flight director.

Rev. 2 190-01102-06
The flight performance can be adjusted by changing the settings on the Flight Director Configuration
page in configuration mode. For dual-G500 systems, all flight director configuration changes must be
made on both GDUs.
Table 5-6. Flight Director Configuration Settings
Parameter Description
PITCH FILTER Relative: Angles filtered in this setting are relative to the aircraft. Sets the filter
(leave set at default to be applied to inputs regardless of A/C orientation.
value) Absolute: Setting accounts for changes in aircraft body before applying the
filter. Sets the filter to be applied to inputs including A/C orientation.
PITCH FILTER TIME Sets the time in seconds for the flight director display to change from the
current value to the commanded value.
PITCH + Sets the polarity of the pitch response of the flight director.
PITCH V/DEG Sets the number of volts required for one degree of flight director movement.
PITCH ANGLE MAX Sets the maximum pitch up angle that the flight director can reach. The
displayed FD will not exceed this value even if a larger pitch up angle is
received from the autopilot computer.
PITCH ANGLE MIN Sets the maximum pitch down angle that the flight director can reach. The
displayed FD will not exceed this value even if a larger pitch down angle is
received from the autopilot computer.
PITCH V ref Sets the zero pitch reference point.
ROLL FILTER Relative: Angles filtered in this setting are relative to the aircraft. Sets the filter
(leave set at default to be applied to inputs regardless of A/C orientation.
value) Absolute: Setting accounts for changes in aircraft body before applying the
filter. Sets the filter to be applied to inputs including A/C orientation.
ROLL FILTER TIME Sets the time in seconds for the flight director display to change from the
current value to the commanded value.
ROLL + Sets the polarity of the roll response of the flight director.
ROLL V/DEG Sets the number of volts required for one degree of flight director movement.
ROLL ANGLE MAX Sets the maximum roll angle that the flight director can reach. The displayed
FD will not exceed this value even if a larger roll angle is received from the
autopilot computer.
ROLL V ref Sets the zero roll reference point.

190-01102-06 Rev. 2
5.10.2.2 Autopilot Performance
The autopilot performance can be adjusted by changing the settings on the Autopilot Configuration page
in configuration mode. For dual-G500 systems, all autopilot configuration changes should be made on
the pilot’s GDU only.
Table 5-7. Autopilot Configuration Settings

Parameter Description
AC/DC Selects whether the autopilot receives AC or DC heading and course error
signals. This parameter should not be changed.
HDG + Changes the polarity of the heading error signal.
CRS + Changes the polarity of the course error signal.
HDG V/DEG Changes the gain of the heading error signal.
CRS V/DEG Changes the gain of the course error signal.
V Min Sets the minimum voltage that the GDU 620 will send to the autopilot. This
parameter should not be changed.
V Max Sets the maximum voltage that the GDU 620 will send to the autopilot. This
parameter should not be changed.
V Ref Sets the zero reference for the heading and course error signals.
1. To evaluate the autopilot heading performance, center the heading bug and engage the autopilot
in HDG mode. Change the heading bug by at least 45°. The autopilot should follow the heading
bug and roll out smoothly, without undershooting or overshooting the selected heading. If the
autopilot undershoots the selected heading, increase the HDG V/DEG appropriately. If the
autopilot overshoots the selected heading, decrease the HDG V/DEG appropriately. If the
autopilot system receives heading and/or yaw rate information from an external sensor, verify that
the turns are coordinated.

Rev. 2 190-01102-06
NOTE
The GAD 43 can provide synchro heading and yaw rate outputs. If the autopilot system
is interfaced to the GAD 43, verify that turns are coordinated and that yaw damp
operation functions properly.
2. To evaluate the autopilot course performance, engage the autopilot in NAV mode. Tune to a
NAV frequency that is out of range and select that NAV for display on the CDI, so that the GDU
invalidates the lateral deviation signal. Change the course by at least 45°. The autopilot should
turn to the new course and roll out smoothly, without undershooting or overshooting the selected
course. If the autopilot undershoots the selected course, increase the CRS V/DEG appropriately.
If the autopilot overshoots the selected course, decrease the CRS V/DEG appropriately.
5.10.2.3 Roll Steering Performance
NOTE
GPS roll steering is handled in one of three ways. First, if the autopilot has an ARINC
429 roll steering input, the GDU 620 can provide ARINC 429 roll steering directly to the
autopilot. Second, if an external roll steering converter has been installed, the GDU can
provide ARINC 429 roll steering to the converter, which then outputs an analog heading
error signal to the autopilot. Third, the GDU can provide the roll steering via its heading
error output, taking the place of a separate roll steering converter. The autopilot is left in
heading mode, and the GDU varies the heading error output to steer the autopilot.
1. Set up a GPS flight plan that includes at least two legs with an angle between them. Set
the CDI to display the active GPS. Engage the autopilot in GPS roll steering mode. If
the autopilot uses the heading error input for roll steering, engage the autopilot in HDG
mode and activate the GPSS switch. When the switch is active the following
annunciation will appear on the PFD:
2. Verify that the autopilot flies the airplane smoothly through the turn between the two
legs.
NOTE
If the analog roll steering function is utilized, the scaling of the output can be adjusted
using the ANALOG ROLL STEERING SCALING setting on the AUTOPILOT
CONFIGURATION page. If the autopilot overshoots turns while roll steering, increase
the GPSS to HDG Datum Gain setting. If the autopilot undershoots turns while roll
steering, decrease the GPSS to HDG Datum Gain setting.

190-01102-06 Rev. 2
5.10.2.4 Altitude Preselector Performance
5.10.2.4.1 Altitude Preselector Performance (S-TEC 55X)
NOTE
This test is applicable only for S-TEC autopilots which have the RS-485 altitude
preselector input connected to the GDU 620 and have the altitude preselector option
enabled in the GDU 620.
1. Set the altitude preselector on the GDU 620 to an altitude above the present altitude.
2. Engage the autopilot in altitude select mode by pressing the VS and ALT buttons
simultaneously.
3. Set a positive vertical speed on the autopilot.
4. Verify that the autopilot climbs and captures the selected altitude.
5. Set the altitude preselector on the GDU 620 to an altitude below the present altitude.
6. Set a negative vertical speed on the autopilot.
7. Verify that the autopilot descends and captures the selected altitude.
5.10.2.4.2 Altitude Preselector Performance (Preselector is Part of Autopilot)
NOTE
This test is applicable only for autopilots which have an internal altitude preselector
function and are interfaced to the GAD 43 for barometric correction information.
1. Set the selected altitude on the autopilot controller to an altitude above the present
altitude.
2. Engage the altitude capture mode of the autopilot.
3. Set a positive vertical speed on the autopilot.
4. Verify that the autopilot climbs and captures the selected altitude.
5. Set the selected altitude on the autopilot controller to an altitude below the present
altitude.
6. Set a negative vertical speed on the autopilot.
7. Verify that the autopilot descends and captures the selected altitude.

Rev. 2 190-01102-06
5.10.2.5 Autopilot Performance Check (GAD 43 installations only)
NOTE
If the GAD 43 adapter is being used to replace the existing attitude source for the
autopilot, it is highly recommended that the following flight check be conducted to
baseline the autopilot performance and ensure that the system is operating as designed
prior to starting the G500/GAD 43 installation. This short flight test should be
repeated after completion of the aircraft modification to validate that the GAD 43 attitude
source operates identical to the original mechanical gyro.
Use this procedure to verify the functionality and performance of the autopilot prior to and subsequent to
the installation of a G500 and GAD 43.
Prior to flight perform the following steps:
1. Determine the aircraft weight and CG for the flight and record these values in Table 5-7B.
2. Determine if the Approved Flight Manual Supplement for the autopilot has published minimum
and maximum engagement speeds. If so, record these values in Table 5-7B. Otherwise, leave
these entries blank (they will be determined during the flight check).
While in level flight below 10,000’ MSL in smooth air conduct the following low speed evaluations:
3. If the autopilot has a published minimum engagement speed or if it has previously been
estimated, skip to step 4. If no minimum engagement speed is published, estimate the minimum
engagement speed by engaging the autopilot in HDG and ALT mode with the airplane configured
with flaps up and landing gear retracted, 10 knots above the bottom of the green arc on the
airspeed indicator.
• If this produces acceptable performance in maintaining heading and altitude, record this
value in Table 5-7B as the minimum engagement speed.
• If this produces unacceptable performance, increase the speed in 10 knot increments until
satisfactory autopilot control is achieved. Record this value in Table 5-7B as the
minimum engagement speed.
4. With the aircraft flying at minimum engagement speed for the autopilot, engage the autopilot in
PIT and ROL mode if the autopilot has these modes. Observe the autopilot performance. If the
aircraft deviates more than 2 degrees in pitch or 5 degrees in roll record the amount of the actual
pitch and roll deviations in Table 5-7B. If deviations are less than this, record performance as
satisfactory in Table 5-7B.
5. With the aircraft flying at minimum engagement speed for the autopilot, engage the autopilot in
HDG and ALT mode. Observe the autopilot performance. If the aircraft deviates more than 3
degrees in heading or 100 feet in altitude record the amount of the actual heading and altitude
deviations in Table 5-7B. If deviations are less than this, record performance as satisfactory in
Table 5-7B.
While in level flight below 10,000’ MSL in smooth air conduct the following high speed evaluations:
6. If the autopilot has a published maximum engagement speed or if it has previously been
estimated, skip to step 7 below. If no maximum engagement speed is published, the maximum
engagement speed should be considered to be speed in level flight with maximum continuous
power or 10 knots below Vne or Vmo whichever is lower. Record this value as the maximum
engagement speed.
7. With the aircraft flying at maximum engagement speed for the autopilot, engage the autopilot in
PIT and ROL mode if the autopilot has these modes. Observe the autopilot performance. If the

190-01102-06 Rev. 2
aircraft deviates more than 2 degrees in pitch or 5 degrees in roll record the amount of the actual
pitch and roll deviations. If deviations are less than this record performance as satisfactory.
8. With the aircraft flying at maximum engagement speed for the autopilot, engage the autopilot in
HDG and ALT mode. Observe the autopilot performance. If the aircraft deviates more than 3
degrees in heading or 100 feet in altitude record the amount of the actual heading and altitude
deviations. If deviations are less than this record performance as satisfactory.
NOTE
If the aircraft is not certified for flight above 18,000 ft, performance checks at high
altitude are not required.
9. If the aircraft is certified for flight above 18,000 ft repeat steps 4, 5, 7 and 8 within 10% of the
maximum altitude at which the airplane is capable of flying (e.g. for an airplane capable of flying
at FL300 the checks should be accomplished no lower than FL270).
10. Conduct the following approaches with the autopilot engaged in APR mode (or its equivalent that
allows both tracking to both lateral and vertical guidance):
• ILS approach to published minimums
• RNAV approach with vertical guidance to published minimums
Observe the performance of the autopilot during each approach. In Table 5-7B, record any lateral
or vertical deviations in excess of 25% of full scale deflection, or any failure to make corrections
back toward on course. If deviations are less than this record performance as satisfactory.
NOTE
At no time should the autopilot produce oscillation on any axis (continuous motion of the
control wheel/stick) during these checks. If it does, note the airplane configuration,
altitude and speed at the time of the occurrence. Contact the autopilot manufacturer to
resolve this issue prior to proceeding with the G500 and GAD 43 installation.
NOTE
The autopilot should continuously attempt to resolve any deviations between selected and
actual heading, or lateral / vertical deviations displayed on the HSI/CDI. For
performance outside of the criteria noted in Table 5-7A, the autopilot should be serviced
in order to meet the criteria, or customer acknowledgement of the performance condition
should be obtained prior to proceeding with the G500 and GAD 43 installation.
Table 5-7A. Autopilot Performance Guidelines

AP Mode Maximum Variation
HDG ± 3 degrees
NAV (all inputs) ± 25% of full scale deflection
GS ± 25% of full scale deflection
PIT (pitch hold mode) ± 2 degrees
ROL (roll hold mode) ± 5 degrees
IAS ± 5 knots
VS ± 200 FPM
BC ± 25% of full scale deflection
GPSS ± 10% of full scale deflection
ALT ± 100’ of selected altitude

Rev. 2 190-01102-06
Table 5-7B. Autopilot Performance Checkout Log
Page 1 of 2
Autopilot Performance Checkout Log

(Only required for installations using GAD 43 as autopilot attitude source)
AIRCRAFT MAKE/MODEL ____________________________________
AIRCRAFT REGISTRATION # _ AUTOPILOT MAKE/MODEL _____
Autopilot Engagement Speeds

Minimum Engagement Speed (Low Alt): _____________ Published Estimated
Maximum Engagement Speed (High Alt):** _____________ Published Estimated [ N/A]
Minimum Engagement Speed (Low Alt): _____________ Published Estimated
Maximum Engagement Speed (High Alt):** _____________ Published Estimated [ N/A]
** only required for aircraft capable of flight above FL180
Autopilot Performance – Prior to G500/GAD 43 Installation

(refer to Section 5.10.2.5 for instructions on completing the tables below)
Date: ____ /____ /____ By: ____________________________
Weight / CG at departure: ___________________________________
General Performance:
Low Speed / High Speed / Low Speed / High Speed /
Mode Low Alt Low Alt High Alt** High Alt**
PIT
ROL
HDG
ALT
Approach Performance:
Approach Type Lateral Deviation Vertical Deviation
ILS
RNAV (GPS)

190-01102-06 Rev. 2
Table 5-7B. Autopilot Performance Checkout Log
Page 2 of 2
Autopilot Performance – Following G500/GAD 43 Installation

(refer to Section 5.10.2.5 for instructions on completing the tables below)
Date: ____ /____ /____ By: ____________________________
Weight / CG at departure: ___________________________________
General Performance:
Low Speed / High Speed / Low Speed / High Speed /
Mode Low Alt Low Alt High Alt** High Alt**
PIT
ROL
HDG
ALT
Approach Performance:
Approach Type Lateral Deviation Vertical Deviation
ILS
RNAV (GPS)
COMMENTS:

Rev. 2 190-01102-06
5.10.2.6 Yaw Damper Operation
NOTE
This check is only required if the GAD 43 is used to replace an existing yaw rate sensor
to provide yaw rate information to the autopilot.
1. During flight, verify that the yaw damp function operates correctly.
5.11 Documentation Checks
5.11.1 AFMS
Ensure that the Airplane Flight Manual Supplement (AFMS) is completed and inserted in the Airplane
Flight Manual (AFM) or Pilot’s Operating Handbook (POH).
1. Fill in the required airplane information in the AFMS.
2. In AFMS Section 2.8 (Maximum Airspeed), fill in all applicable checkboxes corresponding to the
installation – only one box may be checked. These are further described below
The airspeed markings on the G500 PFD match those on the standby indicator regardless
operating altitude. Vne as displayed on the G500 PFD may be used as the means to
determine maximum airspeed.
• Check this box if the original pneumatic airspeed indicator operating limits did not
change based upon aircraft altitude.
This aircraft was originally equipped with an airspeed indicator that also displayed an altitude
variable airspeed limitation such as Mmo or a variable Vmo/Vne. The standby airspeed
indicator is the controlling display for the maximum airspeed. Do not use Vne as displayed
on the G500 PFD, unless Mmo is greater than Vmo/Vne at the current altitude.
• Check this box if the original pneumatic airspeed indicator operating limits changed
based upon aircraft altitude (such as “barber pole” type airspeed indicators).
This aircraft was originally equipped only with a placard for determining maximum airspeed
based on altitude; that placard remains as the means to determine maximum airspeed.
• Check this box if the aircraft has a placard for determining maximum airspeed based on
altitude.
NOTE
Table 5-7C lists aircraft on the G500 AML that are known to have altitude variable
airspeed limitations, such as Mmo or a variable Vmo/Vne. For these aircraft, either the
second or third box must be checked.
Table 5-7C. Aircraft with Variable Airspeed Limitation
Aircraft Make
Aircraft Model Designation
[common name or previous make]
Hawker Beechcraft
(Hawker Beechcraft Corporation)
56TC, A56TC, 58PA,
[Raytheon]
[Beech]
Cessna
LC40-550FG, LC41-550FG, LC42-550FG
(Cessna Aircraft Company)
CPAC, Inc.
(CPAC, Inc.) [Commander Aircraft 112, 114, 114A, 114B, 114TC
Co.]
Pilatus
PC-7
(Pilatus Aircraft Ltd)

190-01102-06 Rev. 2
3. In AFMS Section 4.4 (Autopilot Operations), fill in all applicable checkboxes corresponding to
the interfaces to the autopilot. More than one box may be checked, depending upon the
installation. These are further described below.
This installation does not interface with the autopilot (basic wing leveling autopilot or no
autopilot is installed in the aircraft)
• Check this box if there are no interfaces between the G500 system and the autopilot, or if
no autopilot is installed in the aircraft. No other boxes should be checked if this box is
checked.
Course / NAV Selection coupling to the autopilot

• Check this box if the course datum signal is connected to the autopilot.
Heading Bug coupling capability to the autopilot

• Check this box if the heading datum signal is connected to the autopilot.
Roll Steering emulated via the heading mode

• Check this box if an external GPSS switch is installed with the G500.
Roll Steering capable autopilot

• Check this box if the ARINC 429 output from the GDU 620 is connected to the autopilot.
Altitude Pre-Selector integrated with the autopilot

• Check this box if the Altitude Preselect option is enabled (unlocked).
Flight Director display driven from external autopilot or FD computer

• Check this box if an external flight director is connected to and configured on the
GDU 620.
4. Insert the completed AFMS into the AFM or POH.
5.11.2 Instructions for Continued Airworthiness (ICAW)
Ensure that the appropriate aircraft information is filled in on the Instructions for Continued
Airworthiness (ICAW) is completed and inserted in the aircraft permanent records.
1. Fill in the Aircraft Make, Model, Reg. No. and S/N information on the cover of the ICAW
(Garmin document 190-01102-00).
2. In the ICAW Appendix A, fill in the locations of all LRUs that were installed as part of the G500
installation. Also sketch the location of the wire runs for the G500 LRUs.
3. Insert the completed ICAW in the aircraft permanent records.
5.11.3 Configuration and Checkout Log
The completed checkout log sheet should be maintained with the aircraft permanent records. If a dual
GDU 620 installation is being done, a checkout log for each system must be completed.

Rev. 2 190-01102-06
Table 5-8. G500 System Configuration and Checkout Log
Page 1 of 5
Date: ____ /____ /____

G500 Configuration and Checkout Log
By: ________________
INSTALLATION
AIRCRAFT MODEL ___________________ AIRCRAFT SERIAL # ___________
INFORMATION:
GDU 620 P/N 011-01264-_______ Mod Level __________
Single GDU Serial # ______________________
Dual – GDU #1 GRS 77 P/N 011-00868-_______ Mod Level __________

Dual – GDU #2 Serial # ______________________
GMU 44 P/N 011-00870-_______ Mod Level __________
Serial # ______________________
GDC 74A P/N 011-00882-_______ Mod Level __________
Serial # ______________________
GTP 59 P/N 011-00978-_______ Mod Level __________
Serial # ______________________
GAD 43 P/N 011-01970-_______ Mod Level __________
Serial # ______________________
4300-4( ) P/N 4300-4_______ Panel Tilt _______°Lighting______V
[ N/A] Serial # ______________________
4200-( ) P/N 4200-_______ Panel Tilt _______°Lighting______V
[ N/A] Serial # ______________________
MD420 P/N MD420 Set for lighting voltage______V
[ N/A] Serial # ______________________
EQUIPMENT LOCATION:
For each unit listed below, record the fuselage station and provide a brief description of the location.
Unit Station (CG) Description of Location
GRS 77 AHRS _____________ (in) _______________________________________________
GDC 74A ADC _____________ (in) _______________________________________________
GMU 44 Mag. _____________ (in) _______________________________________________
GTP 59 OAT _____________ (in) _______________________________________________
GAD 43 [ N/A] _____________ (in) _______________________________________________
MD420 [ N/A] _____________ (in) _______________________________________________
AUTOPILOT PERFORMANCE BASELINE
(only required if GAD 43 installed to provide attitude to the autopilot)
Autopilot Performance Baseline [ N/A]: Completed

190-01102-06 Rev. 2
Page 2 of 5
CONFIGURATION ITEMS:
System Configuration
Cross-side GDU: Present Not Present Type: GDU 620
AHRS: Present Not Present Type: GRS 77
ADC: Present Not Present Type: GDC 74
GPS1: Present Not Present Type:
GPS2: Present Not Present Type:
NAV1: Present Not Present Type:
NAV2: Present Not Present Type:
ADF: Present Not Present Type:
+ Superflag
Traffic: Present Not Present Type:
+ External Control
Data Link: Present Not Present Type:
Weather Radar: Present Not Present Type:
Adapter: Present Not Present Type:
Airframe Configuration
PFD Airspeeds (PFD)
DIS. SPD: Nautical Imperial Metric VS0: V r:
ALT. VS: X Feet VS1: Vx:
VS Tape Range: 2000 3000 4000 Vfe: Vy:
ADI ROLL POINTER: Sky Ground Vno: Vle:
MFD Vne: Vmca:
DIS. SPD: Nautical Imperial Metric GLIDE : Vyse:
ALT. VS: X Feet
Aircraft Icon:
Lighting Configuration
Brightness Display Key Photocell Override
Input Source: __________ __________ Key Backlight Cutoff %: [ N/A] _________
Minimum Level: __________ __________ Photo Transition %: [ N/A] _________
Response Time: __________ __________ Photo Slope: [ N/A] _________
Slope: __________ __________ Photo Offset: [ N/A] _________
Offset: __________ __________
Manifest Configuration
GDU 006-B0498-_____ ver. ______ GMU 006-B0224-______ ver. _______
GDC 006-B0261-_____ ver. ______ GMU FPGA 006-C0048-______ ver. _______
GDC FPGA 006-C0055-_____ ver. ______ GRS 006-B0223-______ ver. _______
GDL 69 [ N/A] 006-B0317-_____ ver. ______ GRS FPGA 006-C0049-______ ver. _______
GWX 68 [ N/A] 006-B0266-_____ ver. ______ GWX FPGA [ N/A] 006-C0042-______ ver. ____
Rev. 2 190-01102-06
Page 3 of 5
CONFIGURATION ITEMS (CONT’D):
Feature Configuration
Charts: None FliteCharts ChartView Weather Radar: Enabled Disabled
Altitude Preselect: Enabled Disabled GAD 43 adapter: Enabled Disabled
Synthetic Vision: Enabled Disabled
Audio Alert Configuration
Volume Adjustment: _______________ dB
RS-Port Configuration
CHNL 8 Output: Off Shadin-alt
Terrain/TAWS/SVT Configuration
Terrain Alerting Configuration: Terrain Proximity Terrain-SVT
Ext TAWS [ N/A]: Installed Not Installed Rnwy Surface: [ N/A]: __________________
Min Length: [ N/A]: __________________
GDC Configuration
OAT Type: GTP 59
GDL 69/69A[ N/A]
Antenna Gain (Lower): __________ dB Ethernet Port 2: Enabled Disabled
Cable Loss (Nominal) __________ dB Ethernet Port 3: Enabled Disabled
GDL 69/69A Activated Yes No Ethernet Port 4: Enabled Disabled
Autopilot [ N/A] Flight Director [ N/A]
Autopilot Present Not Present Flight Director Present Not Present
Type: Type:
Altitude Preselect Present Not Present
Type:
Configuration (Active settings): Configuration (Active settings):
AC/DC: AC DC Pitch Filter: Absolute Relative
HDG +: RIGHT LEFT Pitch Filter Time:
CRS +: RIGHT LEFT Pitch +: DOWN UP
HDG V/DEG: Pitch V/DEG:
CRS V/DEG: Pitch Angle Max:
V Min: Pitch Angle Min:
V Max: Pitch Vref:
V Ref: Roll Filter: Absolute Relative
Analog Roll Steering Scaling (Active Settings): Roll Filter Time:
(GDU 620 version 3.00 or later) Roll +: LEFT RIGHT
GPSS to Heading Datum Gain: _________ Roll V/DEG:
Roll Angle Max:
Roll Vref:
SVT FD Display [ N/A] Enable Disable
SVT FD Pit Scale: [ N/A]
190-01102-06 Rev. 2
Page 4 of 5
CONFIGURATION ITEMS (CONT’D)
GAD 43 [ N/A] Weather Radar [ N/A]
Configuration: Configuration (Set/Active settings):
Gyro Emulation Type: Pitch Trim: °
Yaw Rate Scale Factor: Roll Trim: °
SYSTEM CHECKOUT
GRS/GMU CALIBRATION
Pitch/Roll Offset completed? Engine Run-up Test passed?
Magnetometer Cal completed? Mag Interference Test passed?
Heading Offset completed? [ N/A]
Ground Checks
DATABASE CHECKS SYSTEM INTERFACE CHECKS
Jeppesen NavData current GPS Receiver Interface checked
Electronic Charts current [ N/A] NAV Receiver Interface checked
Terrain current Autopilot Checks [ N/A]
Autopilot Engagement Check
PITOT STATIC / ADC / TAPE CHECKS [ N/A] Flight Director Check
Pitot Static system leak checked [ N/A] FD Offset Calibration
CFR accuracy check completed [ N/A] Altitude Preselect Check
Airspeed tape settings checked Heading and Course Error Check
Airspeed accuracy checked VLOC and GS Deviation Check
GENERAL CHECKS GPS Roll Steering Check
EMI/RFI Check Pass Fail [ N/A] GAD 43 Attitude
All placards relocated [ N/A] [ N/A] GAD 43 Baro Correction
All labels are readable [ N/A] [ N/A] Traffic System Interface checked
VFR Only placard installed [ N/A] [ N/A] GDL 69/69A Interface checked
TVS Operation Checked [ N/A] [ N/A] ADF Interface checked
[ N/A] GDU Cross-fill checked
GAD 43 Interface Checks [ N/A]
Synchro Heading Check
OPTIONAL FEATURES
[ N/A] SVT Checked

Rev. 2 190-01102-06
Page 5 of 5
SYSTEM CHECKOUT (CONT’D)
Flight Checks
GENERAL SYSTEM CHECKS
Primary Attitude, Heading and Airspeed [ N/A] Altitude Alerter Audibility
Standby Attitude, Heading and Airspeed [ N/A] Traffic Display
GPS1 Navigation [ N/A] ADF Bearing Display
[ N/A] GPS2 Navigation [ N/A] GDL 69/69A Weather Display
[ N/A] Nav1 Navigation [ N/A] GDL 69A Audio Control
[ N/A] Nav2 Navigation Final System Check
AUTOPILOT CHECKS [ N/A]

[ N/A] Flight Director Performance [ N/A] Altitude Preselect Check
Autopilot Performance VLOC and GS Deviation Check
[ N/A] FD Offset Calibration [ N/A] GPS Roll Steering Check
[ N/A] GAD 43 Autopilot Performance [ N/A] GAD 43 Baro Correction
[ N/A] GAD 43 Attitude [ N/A] GAD 43 Heading
[ N/A] GAD 43 – Yaw Damper Operation
Documentation Checks
AFMS completed and in POH/AFM ICAW completed and included in aircraft records
COMMENTS:

190-01102-06 Rev. 2

Rev. 2 190-01102-06
6 Troubleshooting
This section provides information to assist troubleshooting if problems occur with a G500 installation.
6.1 GMU 44 Magnetometer Troubleshooting
When performing a magnetic interference survey numerous issues may arise. This section lists some
common causes for failures of the magnetometer interference test, and a description of some of the things
that can be done to remedy them.
6.1.1 Common Causes for Failures of the Magnetometer Interference Test
6.1.1.1 Electrical Current Return Paths
If electrical loads are grounded through the airframe, the returning electrical current will flow through the
airframe toward the alternator, generator, or battery. If the magnetometer lies along this current return
path, the current can cause significant magnetic interference. Electrical current return paths are the most
common cause of magnetic interference issues. Common examples of this problem are the navigation
lights at the wingtips for wing-mounted magnetometers or the strobe light on the tail for vertical
stabilizer-mounted magnetometers.
Before making changes to the aircraft, isolate the particular electrical load which is causing the
interference by running the GMU 44 Location Survey Tool while turning the load on and off or by
running the magnetometer interference test with the load on and again with it off.
To correct the problem, ground the electrical load through a wire rather than through the airframe. The
ground wire should run into the fuselage for wing-mounted magnetometers so that the return current no
longer flows through the airframe past the magnetometer. Ideally this ground wire should be routed
beside the power wire for that electrical load. This will maximize cancellation of the associated magnetic
field that is generated by the current.
6.1.1.2 Nearby Electrical Loads
Large electrical loads that are close to the magnetometer can generate significant magnetic interference.
It is important to install the GMU 44 using the guidelines provided in Section 2.5.11.5 andTable 2-5.
6.1.1.3 Ferromagnetic Materials
Ferromagnetic materials can become magnetized and cause magnetic interference. It is important to use
nonmagnetic materials to mount the GMU 44, and replace any magnetic fasteners within 20” (0.5 m) with
nonmagnetic equivalents (e.g. replace zinc-plated steel screws used to mount wing covers or wingtips
with nonmagnetic stainless steel screws.)
6.1.2 Examples of Magnetic Interference Problems

In order to isolate the cause the magnetic interference, first review the results from the GMU 44 Location
Survey Tool as described in Appendix G. Compare the survey results to the detailed test sequence to
identify which item caused the failure. Two examples of common survey failures are shown below.

190-01102-06 Rev. 2
Interference From The Wingtip NAV And Strobe Lights
Interference From The Pitot Heat
The cause of both of the interference issues above was determined to be electrical current return paths
through the airframe, as described in Section 6.1.1.1. Two options were available at this point: (1) run
new ground wires for the pitot heat, strobe light, and NAVNAV light, or (2) choose a different location
for the GMU 44. Since it was determined that running new ground return wires through the wing would
be difficult, the GMU 44 was relocated to more suitable location in the aft fuselage.
Interference From The Strobe Light On Vertical Stabilizer

Rev. 2 190-01102-06
The cause of the interference above was determined to be an electrical current return path through the
airframe, as described in Section 6.1.1.1. The power return for strobe light power supply was through the
chassis of the power supply (the design for this power supply did not have a separate connection for a
power ground). To correct the problem, the power supply was replaced with a new power supply that had
a separate power ground that was isolated from the chassis. A new ground wire was run from the strobe
light power supply and attached to the airframe forward of the GMU 44.
6.2 G500 Troubleshooting

Table 6-1. GDU 620 Troubleshooting Guide
Problem Cause Solution
Unit does not power up – Improper wiring; circuit breaker Ensure power is properly wired to the
blank screen. open. GDU 620 and the circuit breaker is closed.
Unit intensity turned down. Ensure that unit is not in manual intensity
control mode with the intensity turned
down.
All expected configuration An Installer Unlock Card is not Insert the Installer Unlock Card
pages are not displayed. inserted into the GDU 620. P/N 010-00769-60 into the bottom slot of
the GDU 620 and cycle power.
The GDC OAT probe type The RS-232 connection to the Ensure that the GDC 74A RS-232
shows up as UNKNOWN GDC 74A is not working. connection to the GDU is properly wired,
and ensure that the GDC 74A circuit
breaker is closed.
When loading software, the The software loader card is Insert the loader card in the top slot and
LRU software is not being installed in the bottom slot of the cycle power to the GDU.
displayed on the GDU 620.
SOFTWARE UPLOAD page. The software loader card contains Repeat the process for making the
no information. software loader card.
Configuration errors are The configuration module has not Update the configuration module – refer to
displayed on power-up, been updated. Section 5.5.11.
before the GDU enters
normal mode.
Vertical GPS deviation is not For 400W/500W Series units, the Enable Labels on the 400W/500W Series
displayed on the GDU 620. ARINC 429 vertical deviation unit ARINC 429 configuration page.
labels are not being transmitted.
Unable to control the GPS The GPS navigator is not correctly Configure the ARINC 429 inputs/outputs
course when in OBS mode. configures as LNAV1/2 or for LNAV1 (SYS1) or LNAV2 (SYS2)
SYS1/2. based upon whether the navigator is
GPS1 or GPS2.
Data is not being received ARINC 429 bus hi and low are Verify wiring.
from an ARINC 429 device. swapped.
(valid data is being received
on the 429 input port as Wrong device is connected to port Use correct ports (refer to Appendix F for
shown on the GDU 620 on GDU 620. interconnect details).
PORT MONITORING page)
Data is not being received On the transmitting LRU, the Set the ARINC 429 transmitter speed to
from an ARINC 429 device. ARINC 429 transmitter speed is correct speed.
not set correctly.
(no data is being received on
the 429 input port as shown Wiring is not correct. Check for continuity/shorts and correct as
on the GDU 620 PORT required.
MONITORING page)

190-01102-06 Rev. 2
Attitude and heading on Attitude and heading errors/resets This is expected behavior and no
GDU 620 red ‘X’ / GRS 77 are possible if the air data tests troubleshooting is required if this occurs.
resets during air data ground are conducted indoors without a To reduce the chances of inducing
testing. good GPS signal. With marginal attitude and heading errors/resets while
or no GPS signals present, conducting the air data tests, ensure that
sudden changes in airspeed the G500 is receiving good GPS signals.
caused by using a pressure tester
may result in attitude and heading
errors and possibly cause the
GRS 77 to reset. This occurs
because the artificial changes in
airspeed cause disagreement with
the other sensor measurements
internal to the GRS 77. This
sensor disagreement will not
occur in the normal conditions of
flight.
Heading red ‘X’ during air Invalidation of heading is possible This is expected behavior and no
data ground testing if the air data tests are conducted troubleshooting is required if this occurs.
indoors, due to typical magnetic
anomalies, even with a good GPS
signal.

Rev. 2 190-01102-06
6.3 G500 Alerts
The G500 will display a number of alerts on the GDU 620 MFD. These are listed in the following table.
Table 6-2. GDU 620 Alert Troubleshooting Guide
Alert Text Cause Solution
AHRS1 GPS – AHRS 1 using AHRS is using the backup GPS
backup GPS source. information
AHRS1 GPS - AHRS is not AHRS is not receiving any GPS
receiving any GPS information information.
AHRS1 GPS – AHRS 1 AHRS is not receiving any GPS Ensure that at least one GPS has acquired
operating in exclusively in no- information. a valid position.
GPS mode. If GDU 620 does not have a valid position,
verify wiring between GDU and GPS
receiver, and configuration of GDU 620 and
GPS receiver.
If GDU has a valid GPS position, verify
wiring between GDU and GRS. Also verify
time mark wiring.
AHRS1 GPS – AHRS 1 not AHRS is not receiving GPS
receiving backup GPS information from GPS2.
information.
AHRS1 SRVC AHRS magnetic field model Update GRS 77 IGRF model (current model
should be updated. Appears on is with aviation database).
ground only.
AHRS1 TAS AHRS is not receiving true GDC not powered up. Close ADC C/B.
airspeed from ADC.
GDC not receiving input from GTP 59 OAT
probe. Verify wiring is correct.
ARINC 429 connection from GDC 74A to
GRS 77 is not working. Verify wiring is
correct.
CAL LOST Registry reports that it has lost Contact Garmin Technical Support.
calibration data.
CNFG MISMATCH – (Applicable only to dual GDU Restart both GDUs in configuration mode to
GDU 1-2 airframe installations) automatically synchronize settings.
configurations disagree. GDU in normal mode has
received updated crossfill tags for
configuration registry entries.
CNFG MODULE The configuration module is Verify wiring to configuration module
inoperative.
Replace configuration module
DATA LOST Pilot stored data was lost.
Recheck data and settings.
FAN 1 FAIL Fan 1 has reported 0 RPM when
it was powered with a PWM duty
cycle higher than or equal to 10%
FAN 2 FAIL Fan 2 has reported 0 RPM when
it was powered with a PWM duty
cycle higher than or equal to 10%
GAD 43 FAIL - GAD 43 The GDU 620 is not receiving GAD not powered up. Close GAD C/B
communication lost. information from the GAD 43. Verify wiring between GDU and GAD.

190-01102-06 Rev. 2
GAD 43 - Gyro Emulation The GAD 43 configuration With the GDU 620 in configuration mode,
Type Mismatch Fault information stored in the GAD 43 verify that the GAD 43 configuration
and the GDU 620 configuration settings are correct on the GAD 43 page in
module do not match. the GAD page group.
GAD 43 - Yaw Rate Scale The GAD 43 configuration With the GDU 620 in configuration mode,
Factor Mismatch Fault information stored in the GAD 43 verify that the GAD 43 configuration
and the GDU 620 configuration settings are correct on the GAD 43 page in
module do not match. the GAD page group.
GAD 43 - GDU AHRS Monitor GDU 620 monitor has detected a If this error persists, GRS 77 must be
Fault fault with the connected AHRS. returned for service. Contact Garmin
Technical Support.
GAD 43 - Pitch Deviation Fault GAD 43 has detected an error Verify that wiring is correct for analog pitch
with one or more of its analog outputs from GAD 43.
pitch outputs. If this error persists, contact Garmin
Technical Support.
AC reference voltage is not being Verify that AC reference voltage is turned
provided to GAD 43. on and wiring is correct.
GAD 43 - Roll Deviation Fault GAD 43 has detected an error Verify that wiring is correct for analog roll
with one or more of its analog roll outputs from GAD 43.
outputs. If this error persists, contact Garmin
Technical Support.
AC reference voltage is not being Verify that AC reference voltage is turned
provided to GAD 43. on and wiring is correct.
GAD 43 - Yaw Rate Deviation GAD 43 has detected an error Verify that wiring is correct for analog yaw
Fault with its analog yaw rate output. rate output from GAD 43.
If this error persists, contact Garmin
Technical Support.
GAD 43 - AHRS A429 Attitude GAD 43 has detected a timeout Verify that GRS 77 is powered up.
Timeout Fault on its incoming ARINC 429
attitude data from the GRS 77. Verify that ARINC 429 data bus wiring from
GRS 77 to GAD 43 is correct.
GAD 43 - AHRS A429 Attitude The GRS 77 AHRS has flagged If this error persists, GRS 77 must be
Invalid Fault its outputs as invalid. This is due returned for service. Contact Garmin
to a fault caused by the internal Technical Support.
AHRS monitors.
GAD 43 - AHRS Pitch Out of The GAD 43 adapter has received If this error persists, GRS 77 must be
Range Fault a pitch signal from the GRS 77 returned for service. Contact Garmin
AHRS that is out of range (greater Technical Support.
than 90 degrees up/down).
GAD 43 - AHRS Attitude The GRS 77 AHRS has flagged If this error persists, GRS 77 must be
Invalid Fault its outputs as invalid. This is due returned for service. Contact Garmin
to a fault caused by the internal Technical Support.
AHRS monitors.
GAD 43 - AHRS A429 GAD 43 has detected a timeout Verify that GRS 77 is powered up.
Heading Timeout Fault on the incoming ARINC 429
heading data from the GRS 77. Verify that ARINC 429 data bus wiring from
GRS 77 to GAD 43 is correct.
GAD 43 - AHRS A429 The GRS 77 AHRS has flagged If this error persists, GRS 77 must be
Heading Invalid Fault its heading output as invalid. This returned for service. Contact Garmin
is due to a fault caused by the Technical Support.
internal AHRS monitor.

Rev. 2 190-01102-06
GAD 43 - Power Supply Fault GAD 43 has detected an error If this error persists, GAD 43 must be
with the unit’s internal power returned for service. Contact Garmin
supplies. Technical Support.
GAD 43 - Reference Timeout AC reference voltage is not being Verify that AC reference voltage is turned
Fault provided to GAD 43. on and wiring is correct.
GAD 43 - Application SCI Internal software does not pass Reload software into GAD 43.
Integrity Fault CRC check. If this error persists, GAD 43 must be
returned for service. Contact Garmin
Technical Support.
GAD 43 - Configuration Internal GAD 43 configuration Update GAD 43 configuration (refer to
Integrity Fault data does not pass CRC check. Section 5.5.11). If this error persists, GAD
43 must be returned for service. Contact
Garmin Technical Support.
GAD 43 - Calibration Integrity GAD 43 must be returned for service.
Fault Contact Garmin Technical Support.
GAD 43 - Unit Fault GAD 43 must be returned for service.
Contact Garmin Technical Support.
GDL69 CONFIG The GDL 69 configuration With the GDU 620 in configuration mode,
information stored in the GDL 69 go to the GDL 69 page in the GDL page
and the GDU 620 configuration group. Verify that the SET and ACTIVE
module do not match. configuration settings are the same. If not,
use the SET>ACTV soft key to copy the
configuration settings from the GDU 620
into the GDL 69.
The GDL 69 configuration was Update the GDL 69 configuration using the
updated using another LRU (e.g. GDU 620.
the GMX 200 or 400W/500W).
GDU CONFIG This error appears whenever the Cycle power to the GDU. This error
GDU is replaced with a GDU that automatically clears on the second power
was configured for a different up with a different configuration module.
installation.
Error in the configuration of the
GDU 620.
GDU (1/2) COOLING Specific GDU has poor cooling, Ensure fans on indicated GDU are
and power usage is being functioning
reduced.
Ensure fans on indicated GDU are not
obstructed
GDU (1/2) DB ERR Error in specific database, where
GDU (1/2) DB denotes specific
database.
GDU (1/2) VOLTAGE GDU supply voltage is below 12 Increase the voltage above 12VDC.
VDC.
GEO LIMITS Location is too far north/south for
GRS 77 magnetic compass.
GPS(1/2) FAIL No GPS1 or GPS2 data is Ensure GPS (1/2) is turned on
available. Verify RS-232 wiring from the GPS to the
GDU 620.

190-01102-06 Rev. 2
GPS(1/2) PPS Failure This alert will be set if the PPS Ensure GPS (1/2) is turned on
signal has not been received in
more than 5 sec. If the unit is Verify 1PPS wiring from the GPS to the
configured for dual GPSs then the GDU 620.
side will be specified in the error.
GPS2 FPL USED The GPS1 has failed and GPS2 is
configured and operating.
GWX CONFIG The GWX 68 configuration With the GDU 620 in configuration mode, go
information stored in the GWX 68 to the GWX WEATHER RADAR page in the
and the GDU 620 configuration WXR page group. Press the SET>ACTV
module do not match. soft key to copy the GDU 620 configuration
into the GWX 68.
HDG FAULT AHRS magnetometer fault has GRS 77 not receiving information from
occurred. GMU 44. Verify wiring to GMU 44.
HDG LOST Heading from the GRS77/ Caused by a local magnetic anomaly. No
GMU 44 is not valid. action required.
<LRU> SERVICE Specific LRU should be serviced, Return indicated LRU to Garmin for service.
where <LRU> denotes specific
LRU.
MANIFEST GDU has received product data Ensure the manifest is properly configured.
for an LRU that should have a Refer to Section 5.5.4 for additional
manifest entry, but is not in the information.
manifest.
The LRU software P/N and Update the LRU software to match the
version number in the manifest manifest (refer to Section 5.4)
does not match the values being Update the manifest to match the LRU
reported by that LRU. software (refer to Section 5.5.4)
NAV1 FAIL No navigation receiver 1 data.
NAV2 FAIL No navigation receiver 2 data.
SIMULATOR The simulator mode is active. Ensure P6202-36 is not grounded.
SVT DISABLED - Out of Location is beyond region
available terrain region. covered by terrain database.
SVT DISABLED - Terrain DB A 30 arc-second terrain database Update the Supplemental Data card with the
resolution too low. is being used. 9 arc-second terrain database.
SW MISMATCH GDU software version strings do
not match.
TRAFFIC FAIL The traffic information system has The GDU 620 is not receiving traffic
failed. information from the traffic sensor. Verify
wiring between GDU 620 and traffic sensor.
The GDU 620 is receiving information from
the traffic sensor, but the information is
indicating that the traffic sensor has failed.
Troubleshoot traffic system.
TRK LOST GPS1 TRK lost. HSI defaulted to
GPS2 TRK.
TRK TRAFFIC Heading Lost. Traffic is now See HDG errors.
based on track.
WX ALERT Possible severe weather ahead This is a normal system alert. No

installation action is required.

Rev. 2 190-01102-06
WX RADAR FAIL Weather radar has failed. Ensure that the weather radar is powered
up.
Verify wiring between GDU and weather
radar.
If the GWX 68 weather radar is routed
through the GDL 69, ensure that the
GDL 69 Ethernet ports are enabled.

190-01102-06 Rev. 2
6.4 Autopilot Troubleshooting
Table 6-3. Autopilot Troubleshooting Guide
Autopilot will not engage. External input to autopilot not valid. Troubleshoot in accordance with
Internal problem in the autopilot the autopilot installation manual.
computer, autopilot control panel, or
servos.
GAD 43 flagging attitude as invalid. Ensure the GAD 43 and connected
LRUs (GDU 620, GRS 77) are
(for installations using the GAD 43 to powered-on.
supply attitude information to autopilot) Ensure that the PFD displays a
valid attitude (and is not in AHRS-
Align mode).
Verify ARINC 429 data bus wiring
from GRS 77 to GAD 43.
Autopilot disconnect wiring through Verify wiring to GAD 43.
GAD 43 is not correct. Reference the appropriate
(for installations using the GAD 43 to interconnect drawing in Appendix F.
supply attitude information to autopilot)
Autopilot servos turn GDU 620 not properly configured for Check GDU 620 flight director
opposite direction of flight flight director inputs. configuration settings per Section
director. 5.5.10.
Flight director signal wiring reversed. Check flight director signal wiring
between autopilot and GDU 620.
Reference the interconnect drawing
in Appendix F.
Autopilot servo rigged incorrectly. Check autopilot servo rigging if it

was changed during G500
installation.
Flight director not GDU 620 not configured for flight Configure GDU 620 for flight
displayed on GDU 620. director. director per Section 5.5.10.
Flight director valid signal not received Verify valid signal wiring between
by GDU 620. autopilot and GDU 620. Reference
the interconnect drawing in
Appendix F.
The valid signal status can be
observed on the GDU 620 on the
Flight Director page in configuration
mode.
Flight director bars are GDU 620 not properly configured for Check GDU 620 flight director
displayed on the GDU 620 flight director inputs. configuration settings per Section
but do not move. 5.5.10.
Flight director signals not being Check flight director signal wiring
received by GDU 620. between autopilot and GDU 620.
in Appendix F.

Rev. 2 190-01102-06
Flight director bars move in GDU 620 not properly configured for Check the GDU 620 autopilot and
wrong direction laterally on flight director inputs. flight director configuration settings
the GDU 620. per Sections 5.5.9 and 5.5.10.
Flight director signal wiring reversed. Check flight director signal, heading
GDU 620 heading error and/or course error, course error, and lateral
error inputs not configured correctly. deviation signal wiring between the
Heading/course error signal wiring autopilot and GDU 620. Reference
between the GDU 620 and autopilot the interconnect drawing in
reversed. Appendix F.
Lateral deviation signal wiring between

the GDU 620 and autopilot reversed.
Flight director bars move in GDU 620 not properly configured for Check the GDU 620 flight director
wrong direction vertically flight director inputs. configuration settings per Section
on the GDU 620. Flight director wiring reversed. 5.5.10.
Glideslope deviation signal wiring Check flight director signal and
between the GDU 620 and autopilot glideslope deviation signal wiring
reversed. between the autopilot and GDU
620. Reference the interconnect
drawing in Appendix F.
Autopilot rolls the control GDU 620 not properly configured for the Check the GDU 620 autopilot
yoke or stick in the wrong heading error output. configuration settings per
direction in heading mode. Section 5.5.9.
Heading error wiring between GDU 620 Check the heading error signal
and autopilot reversed. wiring between the GDU 620 and
autopilot. Reference the
interconnect drawing in Appendix F.
Autopilot rolls the control Autopilot computer is not receiving roll Check the signal wiring between the
yoke or stick to extreme (> attitude information. GAD 43 and autopilot computer.
30 degree) angles in any Reference the interconnect drawing
lateral mode. in Appendix F.
(for installations using the Autopilot computer is receiving roll Check the signal wiring between the
GAD 43 to supply attitude attitude information in opposite polarity. GAD 43 and autopilot computer.
information to autopilot) Reference the interconnect drawing
in Appendix F.
Autopilot pitches the Autopilot computer is not receiving pitch Check the signal wiring between the
control yoke or stick to attitude information. GAD 43 and autopilot computer.
extreme (> 15 degree) Reference the interconnect drawing
angles in any vertical in Appendix F.
mode. Autopilot computer is receiving pitch Check the signal wiring between the
(for installations using the attitude information in opposite polarity. GAD 43 and autopilot computer.
GAD 43 to supply attitude Reference the interconnect drawing
information to autopilot) in Appendix F.
Autopilot rolls the control GDU 620 not properly configured for the Check the GDU 620 autopilot
yoke or stick in the wrong course error output. configuration settings per
direction in NAV or Section 5.5.9.
approach mode. Course error wiring between the GDU Check the course error signal and
620 and autopilot reversed. lateral deviation signal wiring
Lateral deviation signal wiring between between the GDU 620 and
the GDU 620 and autopilot reversed. autopilot. Reference the

190-01102-06 Rev. 2
Autopilot does not roll the Autopilot not receiving heading error Check the heading error signal
control yoke or stick to signal from the GDU 620. wiring between the GDU 620 and
follow the heading bug autopilot. Reference the
when in heading mode. interconnect drawing in Appendix F.
Autopilot does not roll the Autopilot not receiving course error Check the course error signal,
control yoke or stick to signal from the GDU 620. lateral deviation signal, and lateral
correct lateral deviation Autopilot not receiving the lateral flag wiring between the GDU 620
from the course when in deviation signal from the GDU 620. and autopilot. Reference the
NAV or approach mode. interconnect drawing in Appendix F.
Autopilot not receiving the lateral flag
from the GDU 620.
Autopilot does not move Autopilot not receiving glideslope Check the glideslope deviation and
the control yoke or stick to deviation signal from the GDU 620. vertical flag signal wiring between
correct glideslope the GDU 620 and autopilot.
deviation when in Autopilot not receiving the vertical flag Reference the interconnect drawing
approach mode with a from the GDU 620. in Appendix F.
valid glideslope signal.
Autopilot remains in ARM Autopilot not receiving lateral or vertical Check the lateral and vertical flag
mode and does not flag from the GDU 620. signal wiring between the GDU 620
capture VOR, localizer, or and autopilot. Reference the
glideslope. interconnect drawing in Appendix F.
Autopilot does not respond Autopilot does not support altitude Verify that the autopilot supports the
to altitude preselector in preselector interface with the GDU 620. altitude preselector interface with
the GDU 620. the GDU 620.
GDU 620 not configured for altitude Check the GDU 620 autopilot
preselector output to autopilot. configuration settings per Section
5.5.9.
Autopilot not receiving the RS-485 Check the RS-485 altitude
altitude preselector setting from the preselector wiring between the
GDU 620. GDU 620 and autopilot. Reference
Appendix F.
Autopilot does not capture Autopilot is not receiving barometric If the GAD 43 is configured to
at the selected altitude. correction information. provide this information, go to the
GAD 43 configuration page and
(for installations using the verify that the YAW RATE SCALE
GAD 43 to supply FACTOR is set to NONE.
barometric correction Verify the wiring between the
information to autopilot) GAD 43 and the autopilot.
Reference the appropriate
Barometric correction information is not Calibrate the autopilot computer to
correct. the barometric correction output of
the GAD 43 in accordance with the
Autopilot is not receiving altitude If the GAD 43 is configured to
information. provide barometric correction
information, a separate altitude
source must provide altitude
information to the autopilot
computer. Check wiring to autopilot
altitude source in accordance with
the autopilot installation manual.

Rev. 2 190-01102-06
Autopilot does not follow GDU 620 not in GPSS mode. Verify that the GDU 620 is in GPSS
GPS roll steering (ARINC mode. This is controlled by an
429 roll steering external switch and is annunciated
autopilots). (see Section 2 for a screenshot).
Autopilot not receiving ARINC 429 roll Check the ARINC 429 roll steering
steering from the GDU 620. wiring between the GDU 620 and
autopilot. Reference the
Autopilot does not follow GDU 620 not in GPSS mode. Verify that the GDU 620 is in GPSS
GPS roll steering (analog Roll steering converter not receiving mode. This is controlled by an
roll steering autopilots). ARINC 429 roll steering from the GDU external switch and is annunciated
620. (see Section 2 for a screenshot).
Autopilot not receiving analog heading Check the wiring between the GDU
error signal from GDU 620 or roll 620, roll steering converter (if
steering converter. installed), and autopilot. Reference
Appendix F.
Autopilot does not make Autopilot not receiving Yaw Rate signal On the GAD 43 configuration page,
coordinated turns from the GAD 43. verify that the yaw rate signal
scaling (mV/deg/sec) matches the
(for installations using the required input as specified in the
GAD 43 to supply yaw rate autopilot installation manual.
and/or heading information Check the yaw rate wiring between
to autopilot) the GAD 43 and autopilot.
in Appendix F.
Autopilot not receiving heading output Check the heading wiring between
signal from the GAD 43. the GAD 43 and autopilot.
in Appendix F.
Heading valid discrete output from the Ensure the GAD 43 and connected
GAD 43 is indicating an invalid heading. LRUs (GDU 620, GRS 77) are
powered-on. Ensure that the PFD
displays a valid heading.
Check the heading wiring between
the GAD 43 and autopilot.
in Appendix F.

190-01102-06 Rev. 2
6.5 Mid-Continent Standby ADI System (if installed)
Table 6-4. Mid-Continent Standby ADI Troubleshooting Guide

The Standby ADI system Unit is not getting aircraft power. Ensure that STBY ADI circuit breaker is
does not run from aircraft closed.
power.
Verify that power wiring to ADI is correct.
The Standby ADI system The battery power is not supplied Verify that STBY PWR switch has been
does not operate from to the ADI. pressed.
battery power.
Verify that standby battery is charged.
If the MD420 emergency power supply is

being used, verify that wiring from
emergency power supply to the ADI is
correct.
6.6 Contacting Garmin for Assistance

If the G500 fails to operate despite troubleshooting efforts, contact Customer Service for assistance.
GARMIN International, Inc.
1200 East 151st Street
Olathe, KS 66062-3426
USA
Phone: 913 397 8200
FAX: 913 397 8282
http://www.garmin.com
Be prepared to offer the following information about the installation:
• Installation configuration (accessories, interfaced systems, completed configuration sheet)
• Model numbers, part numbers with mod levels, and serial numbers
• Software versions for GDU 620, GRS 77, GMU44, GDC 74A and GNS navigator(s).
• Description of problem
• Efforts made to isolate the problem

Rev. 2 190-01102-06
7 LIMITATIONS
7.1 Operation
All functions of the G500 System meet the appropriate design assurance qualifications for primary flight
displays in Class I and Class II aircraft in accordance with AC 23.1309-1C, Figure 2. The TSO
authorizations by function are listed in Section 1.6. The installation instructions in this manual must be
followed in order to ensure an airworthy installation for aircraft operating under Title 14 CFR Parts 91,
121, & 135 with the limitations of those installations listed here.
Data for some aircraft models listed on the AML is currently insufficient to substantiate IFR operations
with the G500. Consequently, these aircraft models are limited to VFR operation only and must be
placarded in accordance with Section 2.5.3.3. Refer to Table K-1 in Appendix K to determine if a
particular aircraft model is limited to VFR when modified with the installation of a G500 system.
7.2 STC Installations
The physical mounting of the GDU 620 and required standby instruments are covered within this manual.
However, if it is necessary to relocate any required instrumentation in an instrument panel to make room
for the GDU 620 or required standby instruments, the relocation of these instruments is beyond the scope
of the STC. The installer should reference the aircraft manufacturer’s data or other approved alteration
methods.
Instruments relocated in accordance with this manual should use the original lighting system provided by
the type design. When modifying or re-fabricating an instrument panel which has an overlay for lighting
the installer must modify the lighting overlay in accordance with the manufacturer’s data or replace that
lighting with an approved lighting technique covered by the TC, applicable STC, or other approved
method.
For preservation of essential equipment in aircraft with multiple power busses, the GDU 620, GRS 77,
and GDC 74A must be powered from the essential bus. For aircraft with a single bus feed, this equipment
must be powered from the main bus. Operation of the pilot’s (primary) system on an avionics bus or
secondary bus is prohibited.
Backup CDIs which support GPS or GPS/NAV will not operate properly under all conditions; as such, if
a backup CDI is installed, it must be limited to VOR/LOC and/or ILS indications only.
Installations which utilize a standby attitude indicator with a flight director presentation integral to the
unit must disable the flight director presentation. The parallax view of the flight director requires FAA
evaluation to determine suitability for each panel location of the attitude indicator. Driving multiple flight
director displays from some autopilot / flight director computers may overload the signal and affect the
amplitude and overall delay of the presentation. Approval for the display of the flight director on the
standby attitude instrument may be done via TC, STC, or FAA Field Approval, but is beyond the scope of
the G500 AML STC.
Aircraft requiring a third attitude instrument for operations under Part 121 or 135 must still comply with
the G500 standby instrument requirements and placement; as such, one additional attitude indicator is
required for the copilot’s position. This third attitude indication may be a traditional gyro, or second G500
system installed in accordance with this manual.
Aircraft operating at or above RVSM published altitudes will not meet the RVSM requirements with the
G500 installation as outlined in this manual. RVSM compliance may be a future enhancement of the
G500 system.
The GAD 43 adapter is not capable of providing analog attitude information without external integrity
monitoring. In order to ensure the proper error detection rate and insure the safety of the system, the
GDU 620 is the only device that can be used as an integrity monitor when the GAD 43 is used to replace
the attitude source for an autopilot. Consequently, installation of the GAD 43 is not authorized without
the GDU 620 installed in accordance with this manual.
190-01102-06 Rev. 2
7.2.1 Penetration of Aircraft Pressure Vessels
In pressurized aircraft some components of the G500 system may be mounted outside the pressurized
area, requiring that wires penetrate through the pressure vessel. This installation must utilize the
provisions of bulkhead penetrations, such as sealed connectors or wiring, as provided by the manufacturer
and in accordance with the aircraft maintenance manual. Substantiation for additional holes in the
pressure vessel is beyond the scope of the G500 AML STC and would require additional data from the
aircraft manufacturer or other FAA approved data.
7.2.2 Equipment Interfaced to the G500 System
Connections from the G500 to aircraft systems other than those shown in this installation manual are
outside the scope of the G500 AML STC and may require further evaluation and / or certification
approval.
All equipment interfaced to the G500 must be previously or concurrently approved.
7.2.2.1 GNS 500W Series TAWS Annunciation
Only TAWS annunciations received from the No. 1 System (i.e. GPS or GPS 1) are displayed on the
PFD. If the aircraft’s TAWS system is embedded in a GNS 500W Series Navigator configured as system
No. 2, the remote annunciations will not display on the PFD of the G500.
7.2.2.2 Altitude Alerter and Pre-Selectors
Some autopilot systems support altitude capture during flight level changes. Of those systems, only a
subset of autopilots support external vertical speed and/or pre-selected altitudes. The G500 Altitude
Alerter can function as an Altitude Pre-Selector only for those systems identified in this installation
manual and only when the option is enabled in the G500 as a system upgrade. The functional extent of the
Altitude Alerter must be communicated to the pilot via the Airplane Flight Manual Supplement.
7.2.2.3 Traffic Sensor Interfaced to the G500
The G500 System is certified to support only one traffic sensor for a given installation. The system
supports multiple types (TAS, TCAS I, TIS) of traffic systems, but only one system may be configured
for use.
7.2.3 Major Alterations
The installation of the G500 system is a major alteration to the aircraft type design. Before returning the
airplane to service, installers are required to complete and submit an FAA Form 337; “Major Repair and
Alteration Airframe, Powerplant, Propeller, or Appliance” to the appropriate FAA Flight Standards
District Office describing the work accomplished. The FAA Form 337 must detail the equipment and
systems to which the G500 system is interfaced.
7.2.4 Instructions for Continued Airworthiness
Before returning the airplane to service, the G500 Configuration and Checkout Log must be completed
and attached with the Instructions for Continued Airworthiness so that any aircraft with the modifications
detailed in this manual may be properly maintained.
7.2.5 Installations with External TAWS
Aircraft installations that have a TAWS which generates aural and visual annunciations are not
interoperable with the GDU 620 SVT-Terrain. Only one TAWS may be installed in the aircraft. If an
external TAWS is installed along with SVT on the GDU 620, the GDU 620 must be configured to disable
SVT-Terrain aural and visual annunciations.

Rev. 2 190-01102-06
8 PERIODIC MAINTENANCE
The G500 is designed to not require any regular maintenance. Maintenance of all G500 LRUs is “on
condition” only.
8.1 Cleaning
The front bezel, keypad, and display of the GDU 620 can be cleaned with a soft cotton cloth dampened
with clean water. DO NOT use any chemical-cleaning agents. Care should be taken to avoid scratching
the surface of the display.
8.2 GDC 74A
Per Part 43 Appendix E, paragraph (b)(2), the GDC 74A must be checked using a test procedure
equivalent to Part 43 Appendix E, paragraph (b)(1) with two exceptions:
• The tests of sub-paragraphs (iv) (Friction) and (vi) (Barometric Scale Error) are not
applicable because the digital outputs of the GDC 74A are not susceptible to these types of
errors.
Other than for regulatory testing pertaining to Part 43 Appendix E and F, (Pitot/Static leak test as
described in Part 91.411) maintenance of the GDC 74A is “on condition” only.
8.3 Lightning Protection (Non-Metallic Aircraft only)
NOTE
Refer toTable K-2 in Appendix K to determine which Transient Voltage Suppressors
(TVSs) are required for a particular aircraft model.
8.3.1 Transient Voltage Suppressor (TVS)

Each TVS and fuse at the LRU power input must be inspected every 24 calendar months. If installed, the
TVS assembly for the Standby ADI bus protection must be replaced every 24 calendar months (refer to
Section 8.3.1.7). After a suspected lightning strike, each TVS and TVS assembly must be replaced. Refer
to Section 3.4.3 for information on installing in-line TVSs. Refer to Section 3.4.4 for information on the
TVS assembly used for Standby ADI bus protection.
NOTE
For a dual G500 installation, only the No. 1 G500 system components will have the TVS
protection. The following checks will only apply to the No. 1 GDU, GRS and GDC.
8.3.1.1 GDU 620 (GDU 620 No. 1 in Dual G500 Installation)

Reference the appropriate GDU power interconnect drawing in Appendix F. To check the TVS on the
GDU 620 power inputs, the following steps should be followed:
NOTE
The GDU 620 should be the only LRU connected to the PFD circuit breaker. If other
equipment is connected to the PFD circuit breaker it must also be disconnected prior to
conducting the following check. No other TVS devices should be on this circuit. If the
TVS being checked is not isolated, erroneous readings may result.
1. Remove the GDU 620 as described in Section 3.5.1.2.

2. Open the PFD circuit breaker and use a multi-meter to perform a diode check between P6202-1
and ground:
a. The meter should indicate open with the red lead on P6202-1 and the black lead on
ground.
190-01102-06 Rev. 2
b. The meter should indicate a diode drop of between 2.0V and 2.5V with the red lead on
ground and the black lead on P6202-1.
i. If the diode drop is outside of the above range then replace the TVS.
ii. If the meter indicates a short during steps 2a or 2b then replace the TVS.
iii. If the meter indicates an open in both directions, check the continuity of the fuse.
iv. If the fuse is open, replace the fuse and repeat the check. After replacing the
fuse, if the meter does not ring in only one direction (like a diode) between
P6202-1 and ground, replace the TVS.
v. If the fuse is good, check the wiring for faults. If the wiring is good, replace the
TVS.
3. Verify continuity between P6202-1 and P6202-34.
4. Replace the GDU 620 as described in Section 3.5.1.2 and reset the PFD circuit breaker.
8.3.1.2 GRS 77 (GRS 77 No. 1 in Dual G500 Installation)
NOTE
The GRS 77 should be the only LRU connected to the AHRS circuit breaker. If other
equipment is connected to the AHRS circuit breaker it must also be disconnected prior to
Reference the appropriate GRS power interconnect drawing in Appendix F. To check the TVS on the
GRS 77 power inputs, the following steps should be followed:
1. Remove the connector from the GRS 77.
2. Open the AHRS circuit breaker and use a multi-meter to perform a diode check between P771-18
and ground.
ground.
fuse, if the meter does not ring in only one direction (like a diode) between P771-
18 and ground, replace the TVS.
TVS.
4. Replace the GRS 77 connector and reset the AHRS circuit breaker.

Rev. 2 190-01102-06
8.3.1.3 GDC 74A (GDC 74A No. 1 in Dual G500 Installation)
NOTE
The GDC 74A should be the only LRU connected to the ADC circuit breaker. If other
equipment is connected to the ADC circuit breaker it must also be disconnected prior to
Reference the appropriate GDC power interconnect drawing in Appendix F. To check the TVS on the
GDC 74A power inputs, the following steps should be followed:
1. Remove the connector from the GDC 74A.
2. Open the ADC circuit breaker and use a multi-meter to perform a diode check between P741-55
and ground.
ground.
TVS.
4. Replace the GDC 74A connector and reset the ADC circuit breaker.
8.3.1.4 GAD 43
NOTE
The GAD 43 should be the only LRU connected to the GAD circuit breaker. If other
equipment is connected to the GAD circuit breaker it must also be disconnected prior to
Reference the GAD 43 power interconnect drawing in Appendix F. To check the TVS on the GAD 43
power inputs, the following steps should be followed:
1. Remove the connector from the GAD 43.
2. Open the GAD circuit breaker and use a multi-meter to perform a diode check between P431-49
and ground.
ground.
190-01102-06 Rev. 2
TVS.
3. If the Aircraft Power 2 input is used, repeat step 2 for the TVS connected to P431-50.
4. Replace the GAD 43 connector and reset the GAD circuit breaker(s).
8.3.1.5 Standby ADI with integrated battery (if installed)
NOTE
The Standby ADI should be the only LRU connected to the STBY ADI circuit breaker.
If other equipment is connected to the STBY ADI circuit breaker it must also be
disconnected prior to conducting the following check. No other TVS devices should be
on this circuit. If the TVS being checked is not isolated, erroneous readings may result.
Reference the appropriate Standby ADI interconnect drawing in Appendix F. To check the TVS on the
standby ADI power input, the following steps should be followed:
1. Remove the connector from the standby ADI.
2. Open the STBY ADI circuit breaker and use a multi-meter to perform a diode check between
Pin C on the standby ADI connector and ground.
a. The meter should indicate open with the red lead on Pin C and the black lead on ground.
ground and the black lead on Pin C.
fuse, if the meter does not ring in only one direction (like a diode) between Pin C
and ground, replace the TVS.
TVS.
3. Replace the standby ADI connector and reset the STBY ADI circuit breaker.
4. Perform the check described in Section 8.3.1.7.
8.3.1.6 Standby ADI with MD420 Emergency Power Supply (if installed)
NOTE
The MD420 Emergency Power Supply should be the only LRU connected to the STBY
ADI circuit breaker. If other equipment is connected to the STBY ADI circuit breaker it
must also be disconnected prior to conducting the following check. No other TVS
devices should be on this circuit. If the TVS being checked is not isolated, erroneous
readings may result.

Rev. 2 190-01102-06
Reference the appropriate Standby ADI interconnect drawing in Appendix F. To check the TVS on the
MD420 power input, the following steps should be followed:
1. Remove the connector from the MD420.
2. Open the STBY ADI circuit breaker and use a multi-meter to perform a diode check between
Pin 1 on the MD420 connector and ground.
a. The meter should indicate open with the red lead on Pin 1 and the black lead on ground.
ground and the black lead on Pin 1.
fuse, if the meter does not ring in only one direction (like a diode) between Pin 1
and ground, replace the TVS.
TVS.
3. Replace the MD420 connector and reset the STBY ADI circuit breaker.
4. Perform the check described in Section 8.3.1.7.
8.3.1.7 Standby ADI Power Bus Protection (if installed)
The TVS assembly (refer to Section 3.4.4) and fuse on the power bus side of the STBY ADI circuit
breaker must be replaced every 24 calendar months or after a suspected lightning strike. Reference the
appropriate Standby ADI interconnect drawing in Appendix F.
8.3.2 Aluminum Foil Tape (if installed)
The aluminum foil tape used to ground the GRS 77, GDC 74A, and GAD 43 should be inspected every
24 calendar months. Verify that the tape is not torn, damaged or showing signs of corrosion. If any of
these occurs then the tape must be replaced.
8.3.3 Bonding Straps (if installed)
If a bonding strap is used to ground the GTP 59, it must be replaced after a suspected lightning strike.
Refer to Section 3.2.6.2 for additional details.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix A STC Data
A.1 STC/PMA Information
The STC with Approved Model List (AML), Master Drawing List (Garmin P/N 005-C0313-00)
information is available on the Garmin web site at www.garmin.com. Download from the Dealers Only
page.
A.2 Permission to use STC

Consistent with Order 8110.4B and AC 21-40, a permission letter to use this STC data is available for
download on the Dealers Only portion of the Garmin website at www.garmin.com.
A.3 Continued Airworthiness Instructions

Refer to the G500 Instructions for Continued Airworthiness (Garmin P/N 190-01102-00) and may be
downloaded from the Dealers Only portion of the Garmin web site at www.garmin.com.
A.4 STC Approved Model List

The G500 STC includes an Approved Model List (AML) attached to the STC. The G500 system is
approved for installation on all aircraft listed on the AML following installation instructions and
limitations described in this G500 System Installation Manual. The AML is attached to the STC and may
be downloaded from the Dealers Only portion of the Garmin web site at www.garmin.com.
G500 AML STC Installation Manual Page A-1

190-01102-06 Rev. 2
Page A-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
Appendix B LRU Connector Pin-Out Information
B.1 GDU 620 PFD/MFD
Pin-out information is listed below. For a complete description of the signals refer to 190-00601-04 GDU
620 Installation Manual.
B.1.1 P6201 Connector
View of J6201 connector from back of unit
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
Pin Pin Name I/O

1 COMPOSITE VIDEO IN 1 (function not currently implemented) --
2 RESERVED --
3 AUDIO INHIBIT IN* (function not currently implemented) In
4 CDU SYSTEM ID PROGRAM* In
5 SPARE DISC IN* 4 In
8 GPSS ENABLE IN* In
9 FD ENABLE IN In
10 ADF VALID IN In
11 ETHERNET IN 1A In
12 ETHERNET IN 1B In
13 ETHERNET OUT 1A Out
14 ETHERNET OUT 1B Out
15 FLIGHT DIRECTOR PITCH UP In
16 FLIGHT DIRECTOR PITCH DOWN In
17 ADF X/COS IN In
18 ADF Y/SIN IN In
19 RESERVED --
20 COMPOSITE VIDEO IN 2 (function not currently implemented) Out
21 RESERVED --
22 GROUND --
23 TAWS AUDIO ACTIVE OUT* (function not currently implemented) Out
24 ALTITUDE CAPTURE* (function not currently implemented) Out
25 A/P BACKCOURSE* (software version 3.00 or later) Out
26 TIS/TAS STANDBY* Out
27 TAS TEST* Out
28 AUDIO OUT HI Out
29 AUDIO OUT LO Out
30 ETHERNET IN 2A In
31 ETHERNET IN 2B In
32 ETHERNET OUT 2A Out
33 ETHERNET OUT 2B Out
34 FLIGHT DIRECTOR ROLL LEFT In
35 FLIGHT DIRECTOR ROLL RIGHT In
36 ADF DC REF IN In
37 RESERVED --
An asterisk (*) following a signal name denotes that the signal is an Active-Low, requiring a ground to
activate. If there is no asterisk, the signal is an Active-High.
G500 AML STC Installation Manual Page B-1
190-01102-06 Rev. 2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50
Pin Pin Name I/O

1 AIRCRAFT POWER In
2 AIRCRAFT GROUND --
3 ARINC 429 OUT 1A Out
4 ARINC 429 IN 1A In
10 RS-232 IN 1 In
11 RS-232 IN 2 In
12 RS-232 IN 3 In
13 RS-232 IN 4 In
14 RS-232 IN 5 In
15 LIGHTING BUS HI In
16 LIGHTING BUS LO In
17 RESERVED --
18 AIRCRAFT POWER In
20 ARINC 429 OUT 1B Out
21 ARINC 429 IN 1B In
27 RS-232 OUT 1 Out
28 RS-232 OUT 2 Out
29 RS-232 OUT 3 Out
30 RS-232 OUT 4 Out
31 RS-232 OUT 5 Out
32 CONFIG MODULE DATA I/O
33 CONFIG MODULE CLOCK Out
34 AIRCRAFT POWER In
36 DEMO MODE SELECT* In
37 RESERVED --
38 GROUND --
39 RESERVED --
40 TIME MARK IN 1A In
41 TIME MARK IN 1B In
Page B-2 G500 AML STC Installation Manual
Rev. 2 190-01102-06
Connector P6202 (continued)
Pin Pin Name I/O
42 TIME MARK IN 2A In
43 TIME MARK IN 2B In
44 RS-232 GND 1 --
45 RS-232 GND 2 --
46 RS-232 GND 3 --
47 RS-232 GND 4 --
48 RS-232 GND 5 --
49 CONFIG MODULE POWER Out
50 CONFIG MODULE GND --

190-01102-06 Rev. 2
21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23 22
62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44 43
Pin Pin Name I/O

6 RS-232 IN 6 In
7 RS-232 IN 7 In
8 RS-232 IN 8 In
9 RS-485 1A I/O
10 RS-485 2A I/O
11 RS-485 3A I/O
12 RS-485 4A I/O
13 RESERVED --
14 ARINC 708/453 IN 1A In
15 ARINC 708/453 IN 1 TERM A In
16 ARINC 708/453 IN 2A In
17 ARINC 708/453 IN 2 TERM A In
18 A/P HEADING ERROR HI Out
19 A/P COURSE ERROR HI Out
20 A/P AC REF HI In
21 RESERVED --
22 RESERVED --
28 RS-232 OUT 6 Out
29 RS-232 OUT 7 Out
30 RS-232 OUT 8 Out
31 RS-485 1B I/O
32 RS-485 2B I/O
33 RS-485 3B I/O
34 RS-485 4B I/O
35 RESERVED --
36 ARINC 708/453 IN 1B In
37 ARINC 708/453 IN 1 TERM B In
38 ARINC 708/453 IN 2B In
39 ARINC 708/453 IN 2 TERM B In
40 A/P HEADING ERROR LO --
41 A/P COURSE ERROR LO --
Rev. 2 190-01102-06
Connector P6203 (continued)
Pin Pin Name I/O
42 A/P AC REF LO In
43 RESERVED --
44 GPS ANNUNCIATE* Out
45 GPS SELECT* Out
46 ILS/GPS APPROACH* Out
47 WX RADAR ON* (function not currently implemented) Out
48 GROUND --
49 RS-232 GND 6 --
50 RS-232 GND 7 --
51 RS-232 GND 8 --
52 LATERAL +LEFT OUT Out
53 LATERAL +RIGHT OUT Out
54 LATERAL +FLAG OUT Out
55 LATERAL –FLAG OUT Out
56 VERTICAL +UP OUT Out
57 VERTICAL +DOWN OUT Out
58 VERTICAL +FLAG OUT Out
59 VERTICAL –FLAG OUT Out
60 LATERAL SUPERFLAG OUT Out
61 VERTICAL SUPERFLAG OUT Out
62 RESERVED --

190-01102-06 Rev. 2
B.2 GRS 77 AHRS
View of J771 connector looking at rear of unit.
15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
30 29 28 27 26 25 24 23 22 21 20 19 18 17 16
44 43 42 41 40 39 38 37 36 35 34 33 32 31
Pin Pin Name I/O

1 CONFIG MODULE GROUND --
2 AHRS SYSTEM ID PROGRAM* 1 In
3 AHRS SYSTEM ID PROGRAM* 2 In
4 RESERVED --
5 SPARE --
6 GPS 2 RS-232 IN In
7 RESERVED --
8 SPARE RS-232 IN 1 In
9 MAGNETOMETER POWER OUT Out
10 MAGNETOMETER RS-232 OUT Out
11 GPS 1 RS-232 IN In
12 ARINC 429 OUT 3 A (CDU 1, high-speed) Out
13 ARINC 429 OUT 2 A (GIA 2, high-speed) Out
14 ARINC 429 OUT 1 A (GIA 1, high-speed) Out
15 ARINC 429 IN 1 A (AIR DATA, low speed) In
17 CONFIG MODULE POWER OUT Out
18 AIRCRAFT POWER 1 In
19 ARINC 429 OUT 3 B (CDU 2, high-speed) Out
21 GPS 2 RS-232 OUT Out
22 POWER GROUND --
23 SPARE RS-232 OUT 1 Out
24 POWER GROUND --
25 MAGNETOMETER RS-485 IN A In
26 GPS 1 RS-232 OUT Out
27 ARINC 429 OUT 3 B (CDU 1, high-speed) Out
28 ARINC 429 OUT 2 B (GIA 2, high-speed) Out
29 ARINC 429 OUT 1 B (GIA 1, high-speed) Out
30 ARINC 429 IN 1 B (AIR DATA, low-speed) In
32 SPARE --
33 ARINC 429 OUT 3 A (CDU 2, high-speed) Out
34 SPARE --
35 SIGNAL GROUND (GPS 2) --
36 SPARE --
37 SIGNAL GROUND --
38 SIGNAL GROUND (MAGNETOMETER) --
39 MAGNETOMETER RS-485 IN B In

Rev. 2 190-01102-06
Connector P771, continued
Pin Pin Name I/O
40 MAGNETOMETER GROUND --
41 SIGNAL GROUND (GPS 1) --
42 SIGNAL GROUND (CDU 1) --
43 SIGNAL GROUND (AFCS) --
44 SIGNAL GROUND (AIR DATA) --
B.2.1.1 Power Function

Pin Name Connector Pin I/O
AIRCRAFT POWER 1, GRS 77 P771 18 In
AIRCRAFT POWER 2, GRS 77 P771 20 In
MAGNETOMETER POWER OUT P771 9 Out
MAGNETOMETER GROUND P771 40 --
POWER GROUND, GRS 77 P771 22 --
POWER GROUND, GRS 77 P771 24 --
+12 VDC POWER, GMU 44 P441 9 In
POWER GROUND, GMU 44 P441 6 --
Power-input pins accept 14/28 VDC. AIRCRAFT POWER 2 is for connecting to an alternate power
source, such as on aircraft with two electrical buses.

190-01102-06 Rev. 2
B.2.1.2 Serial Data
B.2.1.2.1 RS-232
GPS 1 RS-232 IN P771 11 In
GPS 2 RS-232 IN P771 6 In
SPARE RS-232 IN 1 P771 8 In
GPS 1 RS-232 OUT P771 26 Out
GPS 2 RS-232 OUT P771 21 Out
SPARE RS-232 OUT 1 P771 23 Out
MAGNETOMETER RS-232 OUT P771 10 Out
The RS-232 outputs conform to EIA/TIA-232C with an output voltage swing of at least ±5 V when
driving a standard RS-232 load.
B.2.1.2.2 RS-485
MAGNETOMETER RS-485 IN B P771 39 In
MAGNETOMETER RS-485 IN A P771 25 In
MAGNETOMETER GROUND P771 40 --
RS-485 OUT A P441 4 Out
RS-485 OUT B P441 2 Out
B.2.1.2.3 ARINC 429

ARINC 429 OUT 3A (high-speed) P771 12 Out
ARINC 429 OUT 3B (high-speed) P771 27 Out
SIGNAL GROUND P771 42 --
ARINC 429 IN 1A (low-speed) P771 15 In
ARINC 429 IN 1B (low-speed) P771 30 In

Rev. 2 190-01102-06
B.2.1.3 Configuration Module Connections
CONFIG MODULE GROUND P771 1 --
CONFIG MODULE DATA P771 16 I/O
CONFIG MODULE POWER OUT P771 17 Out
CONFIG MODULE CLOCK P771 31 Out
B.2.1.4 AHRS System ID Strapping

AHRS SYSTEM ID PROGRAM* 1 P771 2 In
AHRS SYSTEM ID PROGRAM* 2 P771 3 In
By hard strapping the program pins to ground, the GRS 77 is assigned a System ID. IDs identify a
GRS 77 as an All Call, #1, #2, or #3 unit. For a single system, the pins are left open (All Call).
The GRS 77 has an associated Source/Destination Identifier (SDI or System ID) that is coded into its
ARINC 429 output messages/labels. The System ID may be used to uniquely distinguish the source of the
GRS 77 ARINC 429 labels in a system with more than one GRS 77. The GRS 77 System ID is set as
follows:
P771 Strapping to Achieve Desired System ID

ARINC System ID 1 ARINC System ID 2
System ID Number
Pin 2 Pin 3
All Call Open Open
#1 Ground Open
#2 Open Ground
#3 Ground Ground

190-01102-06 Rev. 2
B.3 GMU 44 Magnetometer
B.3.1 J441 Connector
View of J441 connector looking at face of connector pigtail.
Pin Pin Name I/O

1 SIGNAL GROUND --
2 RS-485 OUT B Out
3 SIGNAL GROUND --
4 RS-485 OUT A Out
5 SPARE --
6 POWER GROUND --
7 SPARE --
8 RS-232 IN In
9 +12 VDC POWER In
B.3.1.1 Power Function

+12 VDC POWER, GMU 44 P441 9 In
POWER GROUND, GMU 44 P441 6 --
B.3.1.2 Serial Data

B.3.1.2.1 RS-232
B.3.1.2.2 RS-485
RS-485 OUT A P441 4 Out
RS-485 OUT B P441 2 Out

Rev. 2 190-01102-06
B.4 GDC 74A
View of J741 connector looking at rear of unit.
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Pin Pin Name I/O

1 CONFIG MODULE GROUND --
2 OAT PROBE POWER OUT Out
3 OAT PROBE IN HI In
4 OAT PROBE IN LO In
5 SIGNAL GROUND --
6 ADC SYSTEM ID PROGRAM* 1 In
7 SIGNAL GROUND --
8 DISCRETE IN* 6 In
9 SIGNAL GROUND --
10 RS-232 IN 1 In
11 RS-232 OUT 1 Out
12 SIGNAL GROUND --
13 RS-232 IN 2 In
14 RS-232 OUT 2 Out
15 SIGNAL GROUND --
16 RESERVED --
17 POWER GROUND --
18 POWER GROUND --
19 POWER GROUND --
20 POWER GROUND --
21 CONFIG MODULE POWER OUT Out
22 SPARE --
23 ARINC 429 IN 1 A In
24 ARINC 429 IN 1 B In
25 SIGNAL GROUND --
26 ARINC 429 OUT 1 A Out
27 ARINC 429 OUT 1 B Out
28 SIGNAL GROUND --
31 SIGNAL GROUND --
34 SIGNAL GROUND --
37 SIGNAL GROUND --
* Indicates Active Low

190-01102-06 Rev. 2
Connector P741, continued
Pin Pin Name I/O
38 SPARE --
39 SPARE --
43 SIGNAL GROUND --
46 SIGNAL GROUND --
49 SIGNAL GROUND --
50 DISCRETE IN 7 In
51 SIGNAL GROUND --
52 DISCRETE IN 8 In
53 SIGNAL GROUND --
54 SPARE --
56 SPARE --
57 SPARE --
59 SPARE --
61 DISCRETE IN* 1 In
62 SIGNAL GROUND --
64 SIGNAL GROUND --
66 SIGNAL GROUND --
68 SIGNAL GROUND --
70 SIGNAL GROUND --
71 ADC SYSTEM ID PROGRAM* 2 In
72 SIGNAL GROUND --
75 SIGNAL GROUND --
78 SIGNAL GROUND --
* Indicates Active Low

Rev. 2 190-01102-06
B.4.1.1 Power
AIRCRAFT POWER 1 P741 55 In
OAT PROBE POWER OUT P741 2 Out
POWER GROUND P741 17 --
The power-input pins accept 14/28 VDC. AIRCRAFT POWER 2 is for connecting to an alternate power
source, such as on aircraft with two electrical buses. AIRCRAFT POWER 1 (Pin 55) and AIRCRAFT
POWER 2 (Pin 58) are internally “diode ORed” to provide power redundancy.
B.4.1.2 Serial Data

B.4.1.2.1 RS-232 Input/Output
RS-232 IN1 P741 10 In
RS-232 OUT 1 P741 11 Out
RS-232 IN 2 P741 13 In
RS-232 OUT 2 P741 14 Out
The RS-232 outputs conform to EIA/TIA-232C with an output voltage swing of at least ±5 V when
driving a standard RS-232 load.

190-01102-06 Rev. 2
B.4.1.2.2 ARINC 429 Input/Output
ARINC 429 OUT 1 A P741 26,41 Out
ARINC 429 OUT 1 B P741 27,42 Out
ARINC 429 IN 1 A P741 23 In
ARINC 429 IN 1 B P741 24 In
SIGNAL GROUND P741 37
The ARINC 429 transmitters currently operate at low speed. The receivers are capable of accepting either
high-speed or low-speed data. Unless high-speed transmission is necessary, low-speed transmission is
preferred.
B.4.1.3 Temperature Inputs

Temperature input is used for Outside Air Temperature (OAT) computations. The temperature input is a
three-wire temperature probe interface. OAT Power Out and OAT High are connected internally at the
OAT probe. A GTP 59 or other supported temperature probe is required for the GDC 74(X) ADC (Air
Data Computer) installation. The GTP 59 is a Resistive Temperature Device (RTD).

OAT PROBE POWER OUT P741 2 Out
OAT PROBE IN HI P741 3 In
OAT PROBE IN LO P741 4 In

Rev. 2 190-01102-06
B.4.1.4 Discrete Signal Inputs
DISCRETE IN* 1 P741 61 In
DISCRETE IN* pins:
INACTIVE: 10 ≤ Vin ≤ 33VDC or Rin ≥100kΩ
ACTIVE: Vin ≤ 1.9VDC with ≥ 75 uA sink current, or Rin ≤ 375Ω
Sink current is internally limited to 200 uA max for a grounded input
DISCRETE IN pins:
INACTIVE: Vin ≤ 3.5VDC
ACTIVE: 10 ≤ Vin ≤ 33VDC with ≥ 75 uA source current
Source current is internally limited to 1.5 mA max for a 10-33VDC input
B.4.1.5 Configuration Module Connections
CONFIG MODULE GROUND P741 1 --
CONFIG MODULE DATA P741 40 I/O
CONFIG MODULE CLOCK P741 60 Out
The configuration module, mounted in the unit connector backshell, contains an EEPROM.

190-01102-06 Rev. 2
B.4.1.6 ADC ARINC 429 System ID Connections
ADC SYSTEM ID PROGRAM* 1 P741 6 In
ADC SYSTEM ID PROGRAM* 2 P741 71 In
By hard strapping the program pins to ground, the GDC 74A is assigned a System ID. IDs identify a
GDC 74A as an All Call, #1, #2, or #3 unit. For a single system, the pins are left open (All Call).
The GDC 74A has an associated Source/Destination Identifier (SDI or System ID) that is coded into its
ARINC 429 output messages/labels. The System ID may be used to uniquely distinguish the source of the
GDC 74A ARINC 429 labels in a system with more than one GDC 74A. The GDC 74A System ID is set
as follows:
Table B-1. P741 Strapping to Achieve Desired System ID
ARINC System ID 1 ARINC System ID 2
System ID Number
Pin 6 Pin 71
All Call Open Open
#1 Ground Open
#2 Open Ground
#3 Ground Ground

Rev. 2 190-01102-06
B.5 GAD 43 Adapter
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50
Pin Pin Name I/O

1 RESERVED --
2 HEADING VALID OUT* Out
3 ATTITUDE VALID RELAY NO --
4 ATTITUDE VALID RELAY NC --
5 AP INTERLOCK RELAY COMMON --
6 +26 VDC OUT Out
7 HDG SYNCHRO OUT Y Out
8 HDG SYNCHRO OUT X Out
9 10VAC REF IN HI In
10 10VAC REF IN LO In
11 SPARE DISC OUT* 2 Out
12 WXR PITCH OUT HI (50 mV/deg) Out
13 PITCH DC OUT Out
14 ROLL SYNCHRO OUT Y Out
15 PITCH SYNCHRO OUT Y Out
16 ARINC 429 IN A In
17 RS-232 IN In
18 26VAC OUT HI Out
19 YAW RATE / BARO CORRECTION OUT Out
20 ATTITUDE VALID RELAY COMMON --
21 AP INTERLOCK RELAY VALID NC --
22 AP INTERLOCK RELAY VALID NO --
23 ROLL AC OUT HI (54 mV/deg or 200 mV/deg) Out
24 PITCH AC OUT HI (60 mV/deg or 200 mV/deg) Out
25 ROLL AC OUT LO (54 mV/deg or 200 mV/deg) --
26 WXR ROLL OUT LO (50 mV/deg) --
28 WXR ROLL OUT HI (50 mV/deg) Out
29 ROLL DC OUT Out
30 ROLL SYNCHRO OUT X Out
31 PITCH SYNCHRO OUT X Out
32 ARINC 429 IN B In
33 RS-232 OUT Out
34 26VAC LO --
35 5VAC OUT LO --
36 5VAC OUT HI Out
37 115VAC REF IN LO In
40 YAW RATE / BARO CORRECTION GND --
41 HDG SYNCHRO OUT Z Out
190-01102-06 Rev. 2
Connector J431, continued
Pin Pin Name I/O
42 PITCH AC OUT LO (60 mV/deg or 200 mV/deg) --
43 WXR PITCH OUT LO (50 mV/deg) --
44 ROLL SYNCHRO OUT Z Out
45 PITCH SYNCHRO OUT Z Out
46 RS-232 GND --
B.5.1.1 Power
AIRCRAFT GROUND P431 47 --
AIRCRAFT GROUND P431 48 --
The GAD 43 will accept input power from 9 to 33 VDC. At least one of the power inputs should be
connected. Power inputs are diode-isolated to support power from multiple busses.
B.5.1.2 Power Supply Outputs
+26 VDC OUT P431 6 Out
26VAC OUT HI P431 18 Out
26VAC LO P431 34 --
5VAC OUT LO P431 35 --
115VAC REF IN HI P431 38 In
115VAC REF IN LO P431 37 In
The GAD 43 will always provide a +26 VDC supply. The intent of this supply is for use with the
GAD 43 relays (to provide attitude validity information). When a 115 VAC reference input is provided,
the GAD 43 will provide a 26 VAC and 5 VAC output supply which will be in-phase with the provided
reference.
When provided with a 115VAC input, the GAD 43 is capable of sourcing 300 mA (7.8 VA) at 26 VAC,
and 250 mA (1.25 VA) at 5 VAC.
B.5.1.3 Serial Data
B.5.1.3.1 RS-232
RS-232 IN P431 17 In
RS-232 OUT P431 33 Out
RS-232 GND P431 46 --
The RS-232 outputs have an output voltage swing of at least ±5V when driving a standard RS-232 load.

Rev. 2 190-01102-06
B.5.1.3.2 ARINC 429
ARINC 429 IN A P431 16 In
ARINC 429 IN B P431 32 In
B.5.1.4 Gyro Emulation Interfaces
The GAD 43 is capable of emulating numerous standard attitude gyro interfaces described below.
B.5.1.4.1 Analog Pitch/Roll Output
PITCH AC OUT HI (60 mV/deg or 200 mV/deg) [1] P431 24 Out
ROLL AC OUT HI (54 mV/deg or 200 mV/deg) [1] P431 23 Out
PITCH DC OUT P431 13 Out
ROLL DC OUT P431 29 Out
PITCH AC OUT LO (60 mV/deg or 200 mV/deg) [1] P431 42 --
ROLL AC OUT LO (54 mV/deg or 200 mV/deg) [1] P431 25 --
[1] Multi-function pins used for analog pitch / roll outputs (60 mV/deg and 54 mV/deg) and isolated
synchro AC outputs (200 mV/deg). Configuration determines the function of these pins.
The GAD 43 provides AC pitch and roll outputs intended for emulating gyros such as the King KI 256
and the Cessna/ARC G519. An input for 10 VAC reference voltage is also provided.
The GAD 43 provides DC pitch and roll outputs intended for emulating gyros such as those used in
Century autopilots. DC pitch and roll outputs are referenced to GAD 43 ground.
B.5.1.4.2 Synchro (ARINC 407) Outputs
HDG SYNCHRO OUT X P431 8 Out
HDG SYNCHRO OUT Y P431 7 Out
HDG SYNCHRO OUT Z P431 41 Out
PITCH SYNCHRO OUT X P431 31 Out
PITCH SYNCHRO OUT Y P431 15 Out
PITCH SYNCHRO OUT Z P431 45 Out
ROLL SYNCHRO OUT X P431 30 Out
ROLL SYNCHRO OUT Y P431 14 Out
ROLL SYNCHRO OUT Z P431 44 Out
26VAC LO P431 34 --
The GAD 43 provides synchro pitch, roll and heading outputs. An input for 26 VAC reference voltage is
also provided. The GAD 43 can convert an 115VAC inverter signal to a 26 VAC reference if desired.

190-01102-06 Rev. 2
B.5.1.4.3 Isolated Synchro Outputs
PITCH AC OUT HI (60 mV/deg or 200 mV/deg) [1] P431 24 Out
ROLL AC OUT HI (54 mV/deg or 200 mV/deg) [1] P431 23 Out
PITCH AC OUT LO (60 mV/deg or 200 mV/deg) [1] P431 42 --
ROLL AC OUT LO (54 mV/deg or 200 mV/deg) [1] P431 25 --
26VAC LO P431 34 --
[1] Multi-function pins used for analog pitch / roll outputs (60 mV/deg and 54 mV/deg) and isolated
synchro AC outputs (200 mV/deg). Configuration determines the function of these pins.
The GAD 43 provides isolated synchro pitch and roll outputs. When the GAD 43 is configured to emulate
a remote-mount ARINC 407 gyro (such as the King KVG 350, Collins 332D-11, or the Sperry VG-14A),
these isolated synchro outputs are active. An input for 26 VAC reference voltage is also provided. The
GAD 43 can convert an 115VAC inverter signal to a 26 VAC reference if desired.
B.5.1.4.4 Weather Radar (Stabilization) Outputs
WXR PITCH OUT HI (50 mV/deg) P431 12 Out
WXR ROLL OUT HI (50 mV/deg) P431 28 Out
WXR PITCH OUT LO (50 mV/deg) P431 43 --
WXR ROLL OUT LO (50 mV/deg) P431 26 --
26VAC LO P431 34 --
The GAD 43 provides weather radar pitch and roll stabilization outputs. When the GAD 43 is configured
to emulate a remote-mount ARINC 407 gyro (such as the King KVG 350, Collins 332D-11, or the Sperry
VG-14A), the weather radar pitch and roll stabilization outputs are active. An input for 26 VAC
reference voltage is also provided. The GAD 43 can convert an 115VAC inverter signal to a 26 VAC
reference if desired. See Appendix F for wiring interconnect information to support this conversion.
B.5.1.4.5 Yaw Rate Outputs
YAW RATE / BARO CORRECTION OUT [1] P431 19 Out
YAW RATE / BARO CORRECTION GND [1] P431 40 --
[1] Multi-function pins used for yaw rate output and baro correction output. Configuration determines
the function of these pins.
The GAD 43 provides one analog yaw rate output with configurable values of 100, 200, 333, and 666
mVDC/deg/sec. The output saturates at +4 VDC; polarity is positive voltage for clockwise yaw as
viewed from above the aircraft. A configuration of “None” implies that these output pins will be used for
barometric correction as described in the following section.

Rev. 2 190-01102-06
B.5.1.5 Baro Correction Outputs
YAW RATE/BARO CORRECTION OUT [1] P431 19 Out
YAW RATE/BARO CORRECTION GND [1] P431 40 --
[1] Multi-function pins used for yaw rate output and baro correction output. Configuration determines
the function of these pins.
The GAD 43 provides one analog barometric output for emulation of the King KEA-130 barometric
pickoff. The output varies from 0 to 5 VDC based on the barometric setting displayed on the GDU 620.
This interface is intended to be used in installations with the King KFC-225 autopilot. See Appendix C
for wiring interconnect information. A yaw rate configuration of “None” is required for barometric
correction outputs to be active.
B.5.1.6 Discretes
B.5.1.6.1 Discrete Input
SPARE DISC IN* 2 (function not currently implemented) P431 27 In
An asterisk (*) following a signal name denotes that the signal is Active-Low, producing a low
(ground) on the output when active.
Active-low discrete inputs are considered active if either the voltage to ground is <3.5 VDC or the
resistance to ground is <375Ω. These inputs are considered inactive if the voltage to ground is 6.5-33
VDC or the resistance to ground is >100 kΩ.
B.5.1.6.2 Discrete Outputs
HEADING VALID OUT* P431 2 Out
SPARE DISC OUT* 2 (function not currently implemented) P431 11 Out
An asterisk (*) following a signal name denotes that the signal is Active-Low, producing a low (ground)
on the output when active.
All discrete outputs from the GAD 43 are Active-Low. Each is an “open drain” output capable of sinking
250 mA when active.
B.5.1.7 Relays
ATTITUDE VALID RELAY NO P431 3 --
ATTITUDE VALID RELAY NC P431 4 --
ATTITUDE VALID RELAY COMMON P431 20 --
AP INTERLOCK RELAY VALID NO P431 22 --
AP INTERLOCK RELAY VALID NC P431 21 --
AP INTERLOCK RELAY COMMON P431 5 --
The GAD 43 provides two relays that switch based on the validity of the attitude solution. The normally-
open (NO) contact on each relay is mechanically connected to the common (COMMON) contact when
the attitude solution is valid. The normally-closed (NC) contact on each relay is mechanically connected
to the common (COMMON) contact when the attitude solution is invalid.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix C Outline and Installation Drawings
C.1 Drawing List
Figure C-1. GDU 620 Connector Locations
Figure C-2. GDU 620 Dimensions and Center of Gravity
Figure C-3. GMU 44 and Mounting Rack Dimensions and Center of Gravity
Figure C-4. GRS 77 and Mounting Rack Dimensions and Center of Gravity
Figure C-5. GDC 74A and Mounting Rack Dimensions and Center of Gravity (Option I)
Figure C-6. GDC 74A and Mounting Rack Dimensions and Center of Gravity (Option II)
Figure C-7. GDC 74A Mounting Orientation Limits
Figure C-8. GDC 74A Vertical Surface Mounting Orientation
Figure C-9. GDU 620 Cutout Dimensions
Figure C-10. Trim Plate P/N 115-01009-( )
Figure C-11. GRS 77 Universal Mount Dimensions
Figure C-12. GMU 44 Universal Mount Dimensions
Figure C-13. Cutout Template P/N 115-01010-00 Dimensions
Figure C-14. GTP 59 OAT Probe Dimensions
Figure C-15. GAD 43 Dimensions and Center of Gravity
G500 AML STC Installation Manual Page C-1

190-01102-06 Rev. 2
J6201
J6202
J6203
````
Figure C-1. GDU 620 Connector Locations
Page C-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
Figure C-2. GDU 620 Dimensions and Center of Gravity

190-01102-06 Rev. 2
3.25
3.37
0.30
2.10
AIRCRAFT MOUNTING 1.84
SURFACE
Ø2.38
Figure C-3. GMU 44 and Mounting Rack Dimensions and Center of Gravity

Rev. 2 190-01102-06
AIRCRAFT MOUNTING HOLES
GMU 44 MOUNTING RACK FOR
115-00481-00 115-00481-00
TOLERANCES
INCHES mm
.XX ±0.010 .X±0.25
.XXX ±0.005 .XX±0.13
3X Ø.164 [Ø4.17]
THRU (IN THIN MATERIAL, USING LOCKING NUTS)
3X Ø.213 [Ø5.41] OR
OPTIONAL CLEARANCE DRILL AND TAP
Ø3.370 [Ø85.60]
HOLES FOR HOLD-DOWN SCREWS #6-32 UNC IN MATERIAL THICKER
THAN 3/16 [4.8]
Ø2.520 [Ø64.01]
2.175 [55.25]
(120°)
FORWARD
2X 1.485 [37.72]
(120°)
.725 [18.42]
.795 [20.19]
.061 [1.54]
0
1.256 [31.90]
2.511 [63.79]
2.572 [65.33]
NOTE:
1. DIMENSIONS IN INCHES [mm].
2. FOLLOW "FORWARD" AND "TOP" INDICATIONS ON UNIT AND RACK.
Figure C-3A. GMU 44 Mounting Rack P/N 115-00481-00

190-01102-06 Rev. 2
NOTE:
1. DIMENSIONS IN INCHES [mm].
2. SEE DOCUMENT ENTITLED "REQUIREMENTS FOR AIRCRAFT MOUNTING OF GRS 77 AHRS
AND GMU 44 MAGNETOMETER UNITS" FOR SPECIFIC MOUNTING INSTRUCTIONS.
3. MOUNTING RACK IS NOT SYMMETRIC. GRS 77 UNIT MUST BE MOUNTED WITH CONNECTOR FORWARD.
4. SECURE MOUNTING PLATE TO RIGID LOCATION ON AIRFRAME USING FIVE (5) #10 PAN HEAD OR
BUTTON HEAD SCREWS.
5.33
.210
REF
73.41
2X 2.890
CONNECTOR END
OF GRS 77
36.70
1.445
83.19
3.275
190.50
0
2X 7.500
GRS 77 FROM CONNECTOR END
SCALE 1:2
84.20
3.32
40.59
1.60
33
1.3
0
0
91.95
3.62
1.8
46
13.42
193.13
29.87
211.46
102
4.0
1.18
.53
7.60
8.33
Figure C-4. GRS 77 and Mounting Rack Dimensions and Center of Gravity

Rev. 2 190-01102-06
GDC 74 (011-00882-10) OUTLINE DRAWING
FOR REMOTE MOUNTING OPTION I:
(CONNECTOR AND FITTINGS ARE OPPOSITE
THE SCREW DOWN MOUNTING HARDWARE.)
0.25 [6.2]
1.78 [45.2]
ALWAYS ORIENT BACKSHELL

WITH SLIDELOCK SPRING
TOWARDS THE TOP AS SHOWN
3.05 [77.5] 6.48 [164.6] 1.78 [45.1]
J400
GPN 330-00366-78
3.22 [81.8]
PITOT AIR FITTING:

1.88 [47.6] UNIT HAS 1/8-27 ANPT FEMALE THREAD.
1.40 [35.6]
0.98 [24.8]
2X 1.23 [31.1] STATIC AIR FITTING:

1.40 [35.6] 0.99 [25.0] 3.58 [90.9]
UNIT HAS 1/8-27 ANPT FEMALE THREAD.
3.09 [78.5] 1.38 [35.1]
6X Ø.17 [4.3]
0.80 [20.2]
2.30 [58.3]
3.10 [78.5]
0.98 [24.8] 0.86 [21.8]

3.26 [82.8]
5.66 [143.8]
6.52 [165.6]
6.82 [173.2]
GDC 74 REMOTE MOUNT PLATE

TOP VIEW SHOWING MOUNTING HOLES
Figure C-5. GDC 74A and Mounting Rack Dimensions and Center of Gravity (Option I)

190-01102-06 Rev. 2
GDC 74 (011-00882-10) OUTLINE DRAWING
FOR REMOTE MOUNTING OPTION II:
(CONNECTOR AND FITTINGS ARE ON SAME END
AS THE SCREW DOWN MOUNTING HARDWARE.)
1.07 [27.1]
1.78 [45.2]
ALWAYS ORIENT BACKSHELL

3.05 [77.5] 0.31 [7.9] 6.48 [164.6] 1.78 [45.1] WITH SLIDELOCK SPRING
TOWARDS THE TOP AS SHOWN
J400
GPN 330-00366-78
3.22 [81.8]
PITOT AIR FITTING:

1.88 [47.6] UNIT HAS 1/8-27 ANPT FEMALE THREAD.
1.40 [35.6]
0.98 [24.8]
2X 1.23 [31.1] STATIC AIR FITTING:

1.40 [35.6] 3.78 [96.0]
UNIT HAS 1/8-27 ANPT FEMALE THREAD.
3.09 [78.5]
Figure C-6. GDC 74A and Mounting Rack Dimensions and Center of Gravity (Option II)

Rev. 2 190-01102-06
VERTICAL
MOUNT
UP 45°
90°
PAST VERTICAL
MOUNT
NOTES:
1. ORIENTATION MUST BE LIMITED TO RANGE SHOWN

HORIZONTAL
TO AVOID FLUID ACCUMULATION INSIDE UNIT.
MOUNT
2. UNIT MAY BE ORIENTED AS SHOWN IN ANY POSITION
FROM HORIZONTAL TO 45 DEGREES PAST VERTICAL.
Figure C-7. GDC 74A Mounting Orientation Limits

190-01102-06 Rev. 2
UP
45° 45°
MAX
MAX
NOTES:
1. ORIENTATION MUST BE LIMITED TO RANGE SHOWN

TO AVOID FLUID ACCUMULATION INSIDE UNIT.
2. UNIT MAY BE ORIENTED ON VERTICAL SURFACE AS SHOWN.

MOUNTING ORIENTATION MUST BE WITHIN 45 DEGREES OF VERTICAL.
Figure C-8. GDC 74A Vertical Surface Mounting Orientation

Rev. 2 190-01102-06
0.07
R0.12 TYP 0.27
(Ø0.144) 107°
(Ø0.144) (0.08) R0.12 TYP
0.05
9.64
6X Ø 0.144 THRU ALL
0.31
107°
0.05
0.28 0.20 0.08
0.20
0.07
DETAIL D
DETAIL A NO SCALE
NO SCALE
R0.12 TYP
0.25
(Ø0.144)
0.08 (0.08)
0.04 FRONT SIDE VIEW
6.30 6.30
6.46 0.23
0.32 0.05
107°
2X 4.24
R0.12 TYP
3.25 0.07
DETAIL B (4X)
NO SCALE 0.20
DETAIL E
2X 1.74 NO SCALE
0.04 0.20
0.07
(0.08)
(Ø0.144)
0.02 (Ø0.144)
9.46 (0.07) 107°
9.60
0.12 0.28
R0.69
(0.08)
(0.56) 0.27
DETAIL C (2X) DETAIL F

NO SCALE NO SCALE
Figure C-9. GDU 620 Cutout Dimensions

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Figure C-10. Trim Plate P/N 115-01009-( )

190-01102-06 Rev. 2
1.50
8.50
1.50
115-00909-00 ANGLE, AHRS BRKT MOUNTING

Sheet 1 of 2

Rev. 2 190-01102-06
9.11
3.92
1.61
115-00922-00 BRACKET, TOP, AHRS, UNIV

Sheet 2 of 2

190-01102-06 Rev. 2
3.87 1.72
3.73
1.00
3.25
115-01017-01 BRACKET, MAGNETOMETER, TOP, UNIV

Sheet 1 of 2

Rev. 2 190-01102-06
3.77
2.03 0.75
3.59 2.50
2.50
1.56
115-00939-01 BRACKET, MAGNETOMETER, UNIV

Sheet 2 of 2

190-01102-06 Rev. 2
UP
OUTER PERIMETER OF
TEMPLATE IS SAME SIZE
AS GDU 620 BEZEL
RIGHT
10.00
9.600
3.050
6.459 6.70
3.250
CUTOUT PERIMETER
9.459
CUTOUT REPRESENTS
PFD DISPLAY AREA
NOTES:
1. CUTOUT TEMPLATE IS MADE FROM STAINLESS STEEL AND CAN BE USED FOR MULTIPLE
INSTALLATIONS.
2. CUTOUT TEMPLATE SHOULD BE TEMPORARILY AFFIXED TO INSTRUMENT PANEL IN DESIRED
LOCATION PRIOR TO MARKING CUTOUT. THE OUTSIDE EDGES OF THE CUTOUT PATTERN SHOULD
BE USED WHEN MARKING THE CUTOUT ONTO THE INSTRUMENT PANEL.
3. INSTRUMENT PANEL HOLES FOR GDU MOUNTING NUTPLATES SHOULD BE DRILLED USING A #30
(0.1285") DRILL BIT PRIOR TO REMOVAL OF THE TEMPLATE FROM THE INSTRUMENT PANEL. THE
HOLES ARE RESIZED LATER TO THEIR FINAL DIAMETER.
Figure C-13. Cutout Template P/N 115-01010-00 Dimensions

Rev. 2 190-01102-06
10FT±6"
M27500-22TE3V14 CABLE
5/16-32 UNEF-2A
0.563
Ø0.255
1.015 0.500
2.065
Figure C-14. GTP 59 OAT Probe Dimensions

190-01102-06 Rev. 2
Figure C-15. GAD 43 Dimensions and Center of Gravity
Rev. 2 190-01102-06
Appendix D SAMPLE INSTALLATIONS
D.1 Sample Instrument Panel Layouts
Audio Panel
20
200 40
180
60
160 VOR INDICATOR
Clock 80
140
120 100 Nav/Com 1
Vac
d.c.
elec.
6 E
3 10
15
5 VERTICAL
N
12
SPEED
Fuel Qty UP 20
Nav/Com 2
33
0 VOR INDICATOR
15
turn coordinator DN 100 FEET 20
30
S
PER MIN
L R 5
21 15
2 min W
24 10
no pitch
information
Elec Current
ADF
Tachometer ADF
Transponder
BEFORE MODIFICATION
Audio Panel
* Clock
Vac
GNS 530W
20
200 40
Fuel Qty 180
60
160
80
140
120 100
Elec Current
GNS 430W
Tachometer
Transponder
*CLOCK MAY BE REMOVED TO MAKE SPACE FOR ANOTHER INSTRUMENT, IF DESIRED.
AFTER MODIFICATION
Figure D-1. Installation of GDU 620 with Ideal Six-Pack
G500 AML STC Installation Manual Page D-1

190-01102-06 Rev. 2
Nav/Com 1
VOR INDICATOR
20
200 40
180
60
160
80
140
120 100
10
15
Nav/Com 2
6 5 VERTICAL
3 E SPEED
UP 20
0
N
VOR INDICATOR
12
d.c.
elec.
DN
100 FEET 20
33
15
PER MIN
5
15
10
30
W 21
24
turn coordinator Audio Panel
L R
2 min 6
no pitch
3 E
information
ADF
12
Transponder
15
3
30
S
Clock 21
S
OB
BEFORE MODIFICATION
GNS 530W
20
200 40
180
60
160
80
140
120 100
GNS 430W
Audio Panel
*
Clock
Transponder
*CLOCK MAY BE REMOVED TO MAKE SPACE FOR ANOTHER INSTRUMENT, IF DESIRED.
AFTER MODIFICATION
Figure D-2. Installation of GDU 620 with Non-Ideal Six-Pack
Page D-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
S-TEC
Placard
20
200 40
180
60
160
Clock 80
140
120 100
SANDEL SN3308
6 E
d.c.
3 elec.
N v 10
A
V
u
e
15
5
12
33 N
VERTICAL
SPEED
M UP 20
A
15 S
P
0
turn coordinator B
DN
100 FEET 20
30
R PER MIN
L R G 5
21 15
2 min 10
24 W no pitch
information
S
OB
shft sync a-b
Switches
Ignition Vent
BEFORE MODIFICATION
S-TEC
Placard
20
200 40
180
60
160
80
140
120 100
Switches
Ignition Vent
AFTER MODIFICATION
Figure D-3. Installation of GDU 620 with Standby Instruments on Stepped Part of Instrument
Panel

190-01102-06 Rev. 2
Electrical Gauges
Audio Panel
Transponder
6 E
20 3
200 40
33 N
12
180
60
160 Tachometer
15
80
140
30
S
120 100 21
24 W
OBS
GNS 530
HDG 060
d.c.
elec.
6 E 10
3 15
5 VERTICAL
SPEED
N
12
UP 20
0 Blank Fuel Flow/Pressure
33
15
turn coordinator DN
100 FEET 20
30
PER MIN
L R 21 5
W 15
2 min 10
24
VOR 1 VOR 2
no pitch ijav ooo ORD
information
1.2 NM
GNS 430
Clock EADS
BEFORE MODIFICATION
Electrical Gauges
Audio Panel
Transponder
Tachometer
20
200 40
180
60
160
80
140
120 100
GNS 530W
Fuel Flow/Pressure
GNS 430W
Clock EADS
AFTER MODIFICATION
Figure D-4. Installation of GDU 620 Using 2 1/4 Inch Backup Instruments

Rev. 2 190-01102-06

#

!!"

BEFORE MODIFICATION

AFTER MODIFICATION
Figure D-5. Installation of GDU 620 with Standby Instruments Below

190-01102-06 Rev. 2
Blank Blank
6 E
20 3 Audio Panel
200 40
12
33 N
180
60
160
15 S
80
140 Nav/Com 1
30
120 100 21
24 W
S
OB
d.c.
elec.
6 Nav/Com 2
3 E 10
15
5 VERTICAL
N
12
SPEED
UP 20
33
15 0 Blank
turn coordinator DN
100 FEET 20
30
PER MIN
L R 5
21 15
2 min W
10
no pitch
24
Transponder
information
BEFORE MODIFICATION
Blank
Audio Panel
GNS 430W
GNS 430W
Transponder
AFTER MODIFICATION
Figure D-6. Installation of GDU 620 Using Both 2 1/4 Inch and 3 1/8 Inch Backup Instruments

Rev. 2 190-01102-06
20
200 40
180
60
160 OIL PRESSURE/
TEMP
CLOCK 80 VOLTS
140
120 100 AMPS
d.c. 6 E
elec.
3 3
6
E 10
15
5
12
33 N
VERTICAL
12
SPEED
UP 20
15
33
0 TACH MAP
15
turn coordinator DN
100 FEET 20
30
30
S
PER MIN
S
L R 5
21 21 15
2 min
W
24 10
no pitch 24 W
information
S
OB
GPS
Nav/Com
Transponder
BEFORE MODIFICATION
OIL PRESSURE/
TEMP
VOLTS/
AMPS
20
200 40
180
60
160 TACH MAP
80
140
120 100
GPS
Nav/Com
Transponder
AFTER MODIFICATION
Figure D-6A Installation of GDU 620 in Tandem Aircraft – Front Instrument Panel

190-01102-06 Rev. 2
20
10 15 25
d.c. 15
elec. 5 VERTICAL 200
10
SPEED manifold
30
20
200 UP 20 pressure
40 100
180 0 300
35
5
AIRSPEED 60 DN 20
160 100 FEET
PER MIN
5
80 turn coordinator 10
15
140 KNOTS
0 rpm
400
L R
120 100 2 min
no pitch
information
FUEL OI L TEMP AMPERES

12
11 1
0
100 FE
ET
10 2 9 1
8 2300
9 3 301
302
7 3 FUEL PRESS CYL HEAD TEMP OI L PRESS
8 4
6 5 4
7 5
6
PLACARD AREA PLACARD AREA
BEFORE MODIFICATION

HDG
RNG
CRS
ALT MENU FUEL OIL TEMP AMPERES AMPERES
V/S CLR
BARO ENT
DFLT

AFTER MODIFICATION
Figure D-6B Installation of GDU 620 in Bonanza Model 35

Rev. 2 190-01102-06
D.2 GMU 44 Installation Examples
MOUNTING
PLATE
6-32 NUTPLATE &

RIVETS (2X)
STAINLESS
6-32 SCREW &
WASHER (2X)
GMU 44 UNIVERSAL
BRACKET ASSEMBLY
Figure D-7. Installation of GMU 44 with GMU 44 Universal Mount, Side Mounted
For non-conductive composite aircraft installations, stainless screws with stainless self locking nuts are an
acceptable installation method.
6-32 LOCKING NUT &

WASHER (2X) MOUNTING
PLATE
GMU 44 UNIVERSAL
BRACKET ASSEMBLY
6-32 SCREW &

WASHER (2X)
Figure D-8. Installation of GMU 44 with GMU 44 Universal Mount, Side Mounted

190-01102-06 Rev. 2
MOUNTING
6-32 LOCKING NUT & PLATE
WASHER (2X)
6-32 SCREW &

WASHER (2X)
Figure D-9. Installation of GMU 44 with GMU 44 Universal Mount, Suspended - Side Mounted
6-32 LOCKING NUT &

WASHER (4X)
GMU 44 UNIVERSAL
BRACKET ASSEMBLY
MOUNTING PLATE
6-32 SCREW &

WASHER (4X)
Figure D-10. Installation of GMU 44 with GMU 44 Universal Mount- Bottom Mounted

Rev. 2 190-01102-06
6-32 SCREW &
WASHER (4X)
MOUNTING PLATE
6-32 LOCKING NUT &

WASHER (4X)
GMU 44 UNIVERSAL
BRACKET ASSEMBLY
Figure D-11. Installation of GMU 44 with GMU 44 Universal Mount, Suspended - Bottom Mounted
Figure D-12. Not Used

190-01102-06 Rev. 2
D.3 GDC 74A Installation Examples
GDC 74A
EXISTING FLOOR PANEL OR 3 IN

NEW SUPPORT PANEL (SEE CLEARANCE
REQUIREMENTS SECTION FOR
RECOMMENDED THICKNESS AND
DESIGN FEATURES)
SUPPORT PANEL SHOULD BE

FASTENED TO EACH AIRFRAME
MEMBER ACROSS THE SPAN
EXISTING
AIRFRAME
MEMBER
SKIN
Figure D-13. Installation of GDC 74A to Mounting Plate
GDC 74A UNIT
AIRFRAME
STRINGER
MOUNTING
BRACKET
FASTENING
HARDWARE
Figure D-14. Installation of GDC 74A – Horizontal Orientation

Rev. 2 190-01102-06
1 SCREW (6 REQ'D)
BULKHEAD
MOUNTING SURFACE
2 115-00573-00
REMOTE MOUNT PLATE, GDC 74A
(PART OF 011-01011-00)
GDC 74A UNIT

CONNECTION ORIENTED DOWN
1 NUTPLATE
RIVET (2X)
115-00574-00 2 UP
HOLD-DOWN CLAMP, GDC 74A
(6 REQ'D);
(PART OF 011-01011-00)
(ALTERNATELY MAY USE
NUT AND WASHER)
NOTES:
OR NAS1149FN616P (M)K2000-06; OR F2000-06
OR
OR MS21042L06
2. THE REMOTE MOUNT PLATE MAY ALTERNATELY BE INSTALLED WITH THE HOLD-DOWN CLAMP AT THE
TOP OF THE INSTALLATION, SO IT IS AT THE OPPOSITE SIDE FROM THE GDC 74A CONNECTIONS. THE
CONNECTION PORTS HOWEVER ARE ALWAYS ORIENTED DOWN.
Figure D-15. Installation of GDC 74A – Vertical Orientation
SKIN
PRE-ASSEMBLED MOUNTING
UP PLATE (ANGLE ON REVERSE)
EXISTING GDC 74A UNIT

STRUCTURE
MS20470AD4-X RIVET OR
CR3213-4-X OR
#6 SCREW / WASHER / LOCKING NUT
(DO NOT MIX) (A/R)
115-00573-00
115-00574-00
REMOTE MOUNT PLATE, GDC 74A
(PART OF 011-01011-00)
(PART OF 011-01011-00)
Figure D-16. Installation of GDC 74A – Vertical Orientation using Stringers

190-01102-06 Rev. 2
SKIN
MOUNTING ORIENTATION
MEETS CRITERIA FOR
ANGLE <45° FROM VERTICAL
MOUNTING PLATE ASSY
UP (FABRICATED 0.050 - 0.063"
2024-T3 ALUM)
SKIN GDC 74A UNIT
EXISTING
CONNECTIONS 1
STRUCTURE
#6 SCREW / WASHER /
LOCKING NUT
(DO NOT MIX) (A/R)
DIM A DIM B (SPACING)

TRIM ANGLE A/R
ENSURE NO CONTACT DIM A
115-00574-00 2
(PART OF 011-01011-00)
0.19 MIN HARDWARE DIM. A DIM. B

ANGLE LEG MIN. MAX.
DETAIL RIVETS 0.25" 0.50" 0.5" < DIM B < 1.75"
SCREWS 0.30" 0.50" 0.5" < DIM B < 1.75"
NOTES:
1. REFER TO 190-00303-15 GDC 74A INSTALLATION MANUAL FOR APPROVED PRACTICES WHILE
INSTALLING LINES AND CONNECTIONS.
2. THE REMOTE MOUNTING PLATE MAY ALTERNATELY BE INSTALLED WITH THE HOLD-DOWN
CLAMP AT THE TOP OF THE INSTALLATION, SO IT IS AT THE OPPOSITE SIDE FROM THE GDC 74A
CONNECTIONS. THE CONNECTION PORTS HOWEVER ARE ALWAYS ORIENTED DOWN.

UP
2 MOUNTING
RIVETS 1
SUPPORT PLATE
A / R FOR SUPPORT ANGLE
ANGLE
SCREW 1
NUT 1 115-00573-00
WASHER 1 REMOTE MOUNT PLATE, GDC 74A
(6 REQ'D) (PART OF 011-01011-00)
NOTES:
OR NAS1149FN616P (M)K2000-06; OR F2000-06
OR
OR MS21042L06
2. THE MATERIAL OF THE SUPPORT ANGLE SHOULD MINIMALLY BE 0.5" X 0.5" X 0.063" 2024-T3 or 6061-T6
ALUMINUM. TRIM THE ANGLE LEG THAT IS NORMAL TO THE MOUNTING PLATE AS REQUIRED TO AVOID CONTACT
WITH SKIN OR EXISTING STRUCTURES. ONLY ONE ANGLE IS REQUIRED.

Rev. 2 190-01102-06
D.4 GAD 43 Installation Examples
UP SCREW 1
RIVETS 1
A / R FOR SUPPORT ANGLE
011-01970-00
GAD 43 GYRO ADAPTER
MOUNTING
PLATE
NUT
WASHER 1
(6 REQ'D)
2
SUPPORT
ANGLE
MOUNTING
NOTES: PLATE
OR NAS1149FN816P (M)K2000-08; OR F2000-08
OR
OR MS21042L08
ALUMINUM. TRIM THE ANGLE LEG THAT IS NORMAL TO THE MOUNTING PLATE AS REQUIRED TO AVOID CONTACT
Figure D-19. Fabrication of Mounting Plate Assembly for Short Orientation Installation of GAD 43

190-01102-06 Rev. 2
UP SKIN
MOUNTING PLATE ASSY

(FABRICATED 0.050 - 0.063"
2024-T3 ALUM)
GAD 43 UNIT
EXISTING
SKIN STRUCTURE
#6 SCREW / WASHER /
LOCKING NUT
(DO NOT MIX) (A/R)
ANGLE MAY BE TRIMMED

AS REQUIRED TO
DIM A
ENSURE NO CONTACT
WITH SKIN OR STRUCTURE
DIM B (SPACING)
DIM A
0.19 MIN
DETAIL ANGLE LEG
MIN. MAX.
RIVETS 0.25" 0.50" 0.5" < DIM B < 1.75"
SCREWS 0.30" 0.50" 0.5" < DIM B < 1.75"
MS20470AD4-X RIVET, OR
CR3213-4-X, OR PRE-ASSEMBLED
1 #6 SCREW / WASHER / LOCKING NUT OR NUTPLATE MOUNTING PLATE
(DO NOT MIX RIVETS AND NUTPLATES) (ANGLE ON REVERSE)
(A/R)
PRE-ASSEMBLED
MOUNTING PLATE
(ANGLE ON REVERSE)
GAD 43 UNIT
EXISTING
STRUCTURE UP
NOTES:
OR NAS1149FN616P (M)K2000-06; OR F2000-06
OR
OR MS21042L06
Figure D-20. Installation of GAD 43 – Short Orientation using Fabricated Plate Assembly to
Existing Structure
Rev. 2 190-01102-06
EXISTING
STRUCTURE
GAD 43 UNIT
SCREW 1
UP
VIEW LOOKING DOWN AT GAD 43 UNIT INSTALLATION
EXISTING
STRUCTURE
EXISTING SCREW 1
STRUCTURE
VIEW LOOKING FROM SIDE
EXISTING NUTPLATES
STRUCTURE INSTALLED
(A/R)
NOTES:
OR NAS1149FN816P (M)K2000-08; OR F2000-08
OR
OR MS21042L08
VIEW LOOKING UP AT NUTPLATE INSTALLATION ALUMINUM. TRIM THE ANGLE LEG THAT IS NORMAL TO THE MOUNTING PLATE AS REQUIRED TO AVOID CONTACT
Figure D-21. Installation of GAD 43 – Tall Orientation using Existing Shelves in Aircraft

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix E Equipment Compatibility and Configuration
The following equipment listed in this appendix is compatible with the G500 system when configured as described herein. For G500 configuration information
refer to Section 5.5.
E.1 Electric Standby Attitude Indicators

NOTE
Not all aircraft models are eligible to use an electric attitude indicator as a standby instrument. Refer to Appendix K for eligibility information for
particular aircraft models.
Any air-driven attitude indicator may be used to provide back-up attitude information; however, if an electric attitude indicator is used to provide backup attitude
information, it must be one of the following:
Mfg Model Data Format Notes Interfacing Equipment Configuration Information
Mid-Continent 4200 2 1/4 inch electric ADI Must be used with MD420 Emergency Power System [1] [2]
Instruments 4300-4XX 3 1/8 inch electric ADI With supplied Standby Battery Pack
[1] The MD420 Emergency Power System must be mounted in the instrument panel area in non-metallic aircraft.
[2] The MD420 Emergency Power System must be mounted in a pressurized area if installed in pressurized aircraft.
G500 AML STC Installation Manual Page E-1

190-01102-06 Rev. 2
E.2 GPS Source
The following GPS position sources are compatible with the GDU 620:
Mfr Model Data Format Notes Interfacing Equipment Configuration Information
400W/500W Series ARINC 429 Main software version 3.10 or Main ARINC 429 Config: IN 1: Low, Garmin GDU
RS-232 later is required. OUT: High, GAMA 429
SDI: LNAV 1 (for GPS 1)
If a 500W TAWS unit is LNAV 2 (for GPS 2)
installed, it MUST be VNAV: Enable Labels
connected as GPS1. Main RS-232 Config: CHNL 1: Off / MapMX
Single GDU 620 Installations:
Main CDI/OBS Config: Allow CDI Key
(i.e. CDI can be GPS or VLOC)
Dual GDU 620 Installations:
Main CDI/OBS Config: Ignore CDI Key
Garmin (i.e. CDI is GPS Only)
GNS 480 ARINC 429 Software version 2.2 or later is Serial Setup: CH 1 (RX/TX): MapMX / MapMX
RS-232 required. ARINC 429 Setup: CH 2 IN: Garmin GDU, Low,
Sys 1 (for GPS 1)
Sys 2 (for GPS 2)
CH 1 OUT: GAMA 429 NO FP, High
Single GDU 620 Installations:
Misc Setup: CDI SELECT: IGNORE
(i.e. CDI can be GPS or NAV)
Dual GDU 620 Installations:
Misc Setup: CDI SELECT: IGNORE
(i.e. CDI is GPS Only)
Page E-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
E.3 Autopilot
The following autopilots are compatible with the GDU 620/G500.
NOTE
This section includes compatibility with the basic autopilot computer but does not include compatibility with the flight director
interface to the autopilot computer. Refer to Section E.4 for compatibility with the autopilot computer flight director outputs.
Data
Mfr Model Notes Interfacing Equipment Configuration Information
Format
Bendix M-4C, M-4D Analog [3] Attitude based autopilot Any variant of the 5536E/F Computer-Amplifier [10]
II / III / IV Analog [3] Attitude based autopilot G500 can interface with radio coupler only.
Century 21 / 31 /41 Analog [3] Attitude based autopilot
2000 Analog [3] Attitude based autopilot
400B Analog [3] Attitude based autopilot
For 400 IFCS, the mode control panel must be adjusted NOT
300 IFCS/400 IFCS/800 IFCS Analog [3] Attitude based autopilot
Cessna to attenuate the heading or course error signal.
G-579( ) attitude gyro may replace G550A or G1050A ADI to
400B IFCS/800B IFCS Analog [3] Attitude based autopilot
provide attitude information to the autopilot system.
APS-65
(APC-65/65A/65B/65C/65E/65F/ Analog [3] Attitude based autopilot [8]
Collins
65G/65H/65J, FGC-65( ),FYD-65)
AP-106/107 Analog [3] Attitude based autopilot
KAP 100/150/200
Analog [3] Attitude based autopilot [1] [2] [4]
KFC 150/200/250
KAP 140 Analog [3] Rate based autopilot [1]
Analog [3]
Honeywell KFC 225/275/325 ARINC 429 Attitude based autopilot [1] [4] [5]
(Bendix GPSS
King) • Attitude based autopilot
• GDU 620 ver. 3.00 or later
KFC 300 Analog [3] • Only KFC 300 autopilots [4] [7]
without VNAV functionality
are supported
Sperry SPZ-200/500 Analog [3] Attitude based autopilot [9]

190-01102-06 Rev. 2
Data
Mfr Model Notes Interfacing Equipment Configuration Information
Format
20/30/40/50/55/60 Analog [3], Must be configured to operate with either the NSD-360 or
Rate based autopilot KI-525 (KCS-55) heading system.
60-2/65 Discrete
60 PSS Analog [3] Pitch axis only autopilot
Must be configured to operate with either the NSD-360 or
KI-525 (KCS-55) heading system.
S-TEC
Analog [3], • Rate based autopilot
If the optional altitude preselect function is activated:
55X Discrete, • Altitude
ARINC 429 preselect/capture is • 55X computer must have mod AC/AC
GPSS available as an option. (software/hardware).
55X computer must be strapped for a 01282 altitude
selector/alerter (P2-23 must be OPEN).
[1] The compass valid discrete input to the autopilot computer must be grounded when the G500 is installed. The autopilot uses this input to determine the
validity of the heading and course datum (error) signals. With mechanical instruments, when heading becomes invalid the heading and course datum
signals will remain set to the value when valid heading was last received. However, unlike mechanical instruments, the G500 will (i) automatically set
these signals to zero error whenever the heading becomes invalid, resulting in a wings-level condition (GDU 620 version 2.xx), or (ii) set these signals to
the errors based upon the reversionary track-up HSI (GDU 620 version 3.00 and later). This allows GPSS (simulated heading datum) from the G500 to still
be used by the autopilot if the heading were to fail.
[2] For KAP 150/KFC 150, EFIS-enabled KC-19X computer (P/N 065-0042-16) is not supported.
[3] Analog signal characteristics for the interfaces from the GDU 620 to the autopilot can be found in Section 4.2.5 of the GDU 620 Installation Manual
(Garmin document 190-00601-04). The heading and course signal characteristics are determined by the “Autopilot Type” that is configured. Refer to
Section 5.5.9.
[4] An attitude source must be provided to the autopilot in order for it to function properly. The KVG 350 gyro or the KI 255/256 ADI may be retained, or the
KG 258 ADI may replace the KI 256 ADI to provide attitude information to the autopilot system. Optionally, the GAD 43 adapter may be used instead of
the KI 255/256/KG 258 ADI or the KVG 350 gyro to provide attitude information to the autopilot system.
[5] For KFC 325, installations with an existing EFIS are not supported.
[6] In order for ARINC 429 GPSS to function, the autopilot computer must be configured to receive roll steering information via the ARINC 429 bus from a
GPS sensor (ARINC 429 (GPS) Steering must be enabled).
[7] For the KFC 300 autopilot, a synchro heading input is required. The existing KCS 305 compass system (KSG 105 slaved directional gyro) may be retained,
or the GAD 43 adapter may be used instead of the KSG 105 to provide heading information to the autopilot system.
[8] Attitude, yaw rate and compass monitor inputs must be provided to the autopilot in order for it to function properly. The original 332D-11T vertical
reference and MCS-65/YRS-65 heading/yaw rate system may be retained. Optionally, the GAD 43 adapter may be used instead of the existing vertical
reference and yaw rate sensors (the GAD 43 is only compatible with versions of the APC-65 computer that are compatible with the AHC-1000A/S and/or
the AHC-3000A/S – refer to Section E.14 for GAD 43 compatibility).

Rev. 2 190-01102-06
[9] The original attitude and heading system must remain in the aircraft to provide attitude and heading inputs to the autopilot. The original Altitude Alert
Controller must be retained.
[10] The autopilot computer must be configured for a Collins PN-101 (FD-112C/V) HSI. If autopilot had another HSI prior to the installation of the G500,
changes to the GDU 620 emulation setting may be required. (The installation that was evaluated was an M-4D that had a Collins FD-112 HSI/ADI in the
original configuration.)
[11] The CA-1050A autopilot computer must be configured for a Century NSD-360 HSI, or equivalent (DC Heading and Course Error signals). The GDU 620
can emulate AC Heading and Course Error (Datum) signals; however, this has currently not been evaluated as part of this STC.

190-01102-06 Rev. 2
E.4 External Flight Directors
The following flight directors are compatible with the GDU 620/G500.
Mfr Model Data Notes [1] Interfacing Equipment Configuration Information
Format
5536F computer must have 4007463-0501 Flight Director Board
Bendix M-4D Analog
(for Collins 329B7-R, FD-108 and FD112C/V indicators).
400B IFCS/800B IFCS Analog [3]
Cessna
1000 Analog [3]
APS-65 Analog N/A
OUT OF VIEW+ signal from
Collins AP-106/107 autopilot must be inverted
Analog
to be active-high for correct
operation with the G500.
KFC 150/200/225/275 For KFC 150, EFIS-enabled KC-19X computer (P/N 065-0042-
Analog
Honeywell 16) is not supported.
(Bendix For KFC 325, installations with an existing EFIS are not
KFC 250 / 325 Analog
King) supported.
KFC 300 Analog
• ST-645 Remote Annunciator panel must be installed (or
retained) if the flight director is displayed on G500. This will
provide the required mode annunciations.
55X • Only flight director pitch/roll outputs directly from 55X
Analog
computer can be used for display on G500 (FD pitch/roll
S-TEC outputs from the Remote Annunciator panel cannot be used).
• If FD Logic output from 55/55X P2-4 is connected to P1-20
input on ST-645, it must be disconnected.
60-2/65 • ST-670 Single Cue FD Interface Unit for King KI 256
Analog (P/N 01180) must be installed or retained to display flight
(with ST-670) director information on the G500.
Sperry SPZ-200/500 Analog [2]
[1] The characteristics of the analog signals are determined by the “Flight Director Type” that is configured. Refer to Section 5.5.10.
[2] FZ-500 flight director computer must be strapped for low gain pitch/roll steering and pitch/roll bias out of view inputs must be connected.
[3] The flight director bars cannot be displayed when synthetic terrain (SVT) is being displayed on the PFD. Refer to Section 5.5.10 for additional information.

Rev. 2 190-01102-06
E.5 Navigation Receivers
The following navigation receivers are compatible with the GDU 620.
With no external CDI connected to SL30:
• Indicator Head Type: Serial
Only one SL30 can be With external “standard CDI” connected to SL30:
Garmin SL30 RS-232
connected • Indicator Head Type: Resolver
With external “composite CDI” connected to SL30:
• Indicator Head Type: Serial
VOR/LOC/GS ARINC 429 Config:
GNS 430W/530W One or two navigation receivers RX: Low
ARINC 429
can be connected SDI: VOR/ILS 1 (for NAV 1)
Garmin VOR/ILS 2 (for NAV 2)
ARINC 429 Setup: CH 2 OUT VOR/ILS Low,
GNS 480 (CNX80) One or two navigation receivers
ARINC 429 Sys 1 (for NAV 1)
can be connected
Sys 2 (for NAV 2)
E.6 Traffic Source

The following Traffic sources are compatible with the GDU 620:
• TIS 429 OUTPUT CHANNEL 2: GARMIN W/TIS
• The GDU 620 can control (this is a high-speed output)
Garmin GTX 33/330 ARINC 429 the TIS state, however, it If the GTX 33/330 will receive ARINC 429 data from the
does not provide control of GDU 620, set the GTX 33/330 input as follows:
the GTX 33. • EFIS W/ALT, LOW speed
KTA 810/KMH 820 ARINC 429 TAS Intruder File Protocol: ARINC 735
Controller Type: Discrete *
Honeywell * Controller type is only required if GDU 620 is used to control the
KTA 910/KMH 920 ARINC 429 TCAS I traffic system.
L3 For SKY 497, ARINC 735 Alternate Display type must be set
Communications SKY497/SKY899 ARINC 429 TAS to “ARINC735 Type 1” (P1-80 must be grounded).
(Goodrich)
• TAS External unit capable of displaying traffic and controlling the
TAS 600/610/620 • GDU does not provide any TCAD is required in addition to GDU 620 (e.g. 400W/500W
Avidyne (Ryan) ARINC 429
(9900BX) control of TCAD and will only or Avidyne display/controller).
display TCAD traffic.

190-01102-06 Rev. 2
E.7 Data Link
The following data link is compatible with the GDU 620:
XM subscription is required. Ethernet port that is connected to GDU #2 must be enabled.
Garmin GDL 69/69A Ethernet GDU 620 will also control
GDL 69A audio functions.
E.8 2 ¼” Standby Airspeed Indicators and Altimeters

The following 2 ¼” airspeed indicators and altimeters are suitable for use as standby instruments for a G500 installation:
25020-0179 200 knots maximum airspeed Range markings must be added to match the current
25025-0177 250 knots maximum airspeed airspeed indicator in the aircraft.
350 knots maximum airspeed
Aerosonic 25035-0181
400 knots maximum airspeed
Instruments [1] 25040-0180
15035-0110x 35,000 ft Inches or millibars must match the current altimeter in the
16550-11xx 50,000 ft aircraft.
[1] These instruments are available through Mid-Continent Instruments.

E.9 ADF Receiver
The following ADF receivers are compatible with the GDU 620:
Collins ADF-60A/B Analog DC Sin/Cos
KR 87
Honeywell Analog DC Sin/Cos
KDF 806
NOTE
The GDU 620 does not accept XYZ ADF inputs.

Rev. 2 190-01102-06
E.10 Weather Radar Source
The following weather radar transceiver is compatible with the GDU 620:
• GDU 620 software version No configuration of the GWX 68 is required to communicate
3.00 or later is required. with the GDU 620.
HSDB • For dual GDU installations,
Garmin GWX 68
(Ethernet) weather radar display and
control is only available on
GDU #1.
E.11 Lightning Source

Not currently supported.
E.12 External TAWS Source

Not currently supported.
NOTE
The GDU 620 will not display terrain data from an external source; however, if a 500W Series unit with TAWS is connected as defined herein, the
GDU 620 will display all of the required TAWS annunciations and eliminate the need for a separate TAWS annunciator panel.
E.13 GDU 620 Serial Altitude

The G500 can provide RS-232 serial altitude (Shadin altitude format, 9600 baud) to the following systems:
• GDU 620 software version The RS-232 input that is used to provide altitude to the
GTX 32 3.00 or later is required. transponder must be set to “SHADIN ALT“
RS-232
GTX 327 • GDU RS-232 Chnl 8 Output
must be set to “Shadin-alt”.
Garmin
• GDU 620 software version The RS-232 input that is used to provide altitude to the
GTX 33 / 33D 3.00 or later is required. transponder must be set to “SHDN ALT 25ft” (or “SHADIN
RS-232
GTX 330(ES) / 330D (ES) • GDU RS-232 Chnl 8 Output ALT 25ft” if using the GNS 480 to configure the transponder)
must be set to “Shadin-alt”.

190-01102-06 Rev. 2
E.14 GAD 43 – Autopilot Compatibility
NOTE
Installation of the GAD 43 adapter allows the existing attitude source for the autopilot to be removed, but will not improve autopilot performance.
Prior to starting the G500/GAD 43 installation it is recommended that a short flight test be conducted to baseline the autopilot performance. This
short flight test is repeated after completion of the aircraft modification to verify that the autopilot performance has not been affected. Refer to
Section 5.10.2.5 for additional details.
The following autopilots are compatible with the GAD 43:

Data Interfacing Equipment Configuration
Mfr Model Notes
Format Information
APS-65 GAD 43 provides attitude and yaw rate [2]
Collins Analog [1]
(APC-65/65A/65E/65H/65J) information to autopilot
KAP 100 Analog [1] GAD 43 provides attitude information to autopilot. [3]
KAP 150/KFC 150 Analog [1] GAD 43 provides attitude information to autopilot. [3]
GAD 43 can also provide baro-correction directly
to the KAS 297B Altitude/Vertical Speed [4], [5]
KAP 200/KFC 200 Analog [1] Selector.
GAD 43 provides attitude information to autopilot. [3]

Honeywell
(Bendix GAD 43 provides attitude information to autopilot
KFC 250 Analog [1]
King) (or KA 141 if installed).
GAD 43 provides attitude information to autopilot. [3], [7]
KFC 275 Analog [1] GAD 43 can also provide baro-correction directly
to the KAS 297C Altitude/Vertical Speed [4], [5]
Selector.
GAD 43 provides attitude information to autopilot. [3]
KFC 225 Analog [1] GAD 43 can also provide baro-correction directly
[5], [6]
to the KC 225 computer [4]
GAD 43 provides attitude information to autopilot
KFC 300 Analog [1]
(or KA 141 if installed)
KFC 325 Analog [1] GAD 43 provides attitude information to autopilot.
[1] Analog signal characteristics for the interfaces from the GAD 43 to the autopilot can be found in Section 4 of the GAD 43 Installation Manual (Garmin
document 190-00899-00). Output signal characteristics are determined by the configuration of the GAD 43. Refer to Section 5.5.11.
[2] APC 65 computer must be modified to be compatible with the AHC-1000A/S and/or the AHC-3000A/S attitude heading computer. If not modified, the
autopilot will not engage and will indicate a “VG cos monitor” diagnostics fault.

Rev. 2 190-01102-06
[3] After installation of the GAD 43, perform the Gyro Alignment Procedure or Attitude Gyro Calibration in accordance with the autopilot manufacturer’s
instructions. There is no need to remove the GRS 77 AHRS where the manufacturer’s procedure calls for the attitude gyro/indicator to be removed and
mounted on a tilt table. Instead, with the GDU 620 in configuration mode, use the GAD 43 page to set the GAD 43 pitch and roll values as required by the
autopilot check.
[4] If the GAD 43 is used to provide baro-correction to the KAS-297B/C, perform the KAS 297B/C checkout procedures (unit alignment and operational
check).
[5] If desired, the KEA 130/130A encoding altimeter may be removed and replaced with the GAD 43 and a separate blind encoder. The GAD 43 will provide
the baro-correction and the blind encoder will provide the Gray code altitude.
[6] If the GAD 43 is used to provide baro-correction to the KFC 225, perform an Altimeter Calibration and Altitude Selector Checkout Procedure in
accordance with the autopilot manufacturer’s instructions.
[7] Installation of the GAD 43 in place of an existing KI-254 attitude source is not supported.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix F Interconnect Diagrams
F.1 Drawing List
Figure F-1. Power, Lighting and Configuration Module Interconnect (Single GDU)
Figure F-2. Power, Lighting and Configuration Module Interconnect (Dual GDUs)
Figure F-3. Power/Config Module/OAT – GDC 74A/GRS 77/GMU 44 Interconnect
Figure F-4. Attitude and Air Data Interconnect (Single GDU)
Figure F-5. Attitude and Air Data Interconnect (Dual GDUs)
Figure F-6. GPS Source Interconnect (Single GDU)
Figure F-7. GPS Source Interconnect (Dual GDUs)
Figure F-8. Navigation Receiver Interconnect (Single GDU)
Figure F-9. Navigation Receiver Interconnect (Dual GDUs)
Figure F-10. Autopilot/Flight Director Interconnect – Honeywell (Bendix/King)
Figure F-11. Autopilot/Flight Director Interconnect – S-TEC
Figure F-12. Autopilot/Flight Director Interconnect – Century
Figure F-13. Autopilot/Flight Director Interconnect – Collins
Figure F-14. Autopilot/Flight Director Interconnect – Cessna
Figure F-15. Audio Interconnect
Figure F-16. GDL 69/69A Interconnect
Figure F-17. Traffic Advisory System Interconnect
Figure F-18. ADF Interconnect
Figure F-19. External Switches
Figure F-20. Mid-Continent Electric Standby ADI Interconnect (Integral Battery)
Figure F-21. Mid-Continent Electric Standby ADI Interconnect (External Battery)
Figure F-22. Stormscope Provisions Interconnect
Figure F-23. Weather Radar Interconnect
Figure F-24. Serial Altitude Output Interconnect
Figure F-25. Autopilot/Flight Director Interconnect – Sperry
Figure F-26. GAD 43 – Power and G500 Interconnect
Figure F-27. GAD 43 – Honeywell (Bendix-King) Autopilot Interconnect
Figure F-28. GAD 43 – Collins Autopilot Interconnect
Figure F-29. GAD 43 – Synchro Heading Interconnect
Figure F-30. Autopilot/Flight Director Interconnect – Bendix
G500 AML STC Installation Manual Page F-1

190-01102-06 Rev. 2
Page F-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
Sheet 1 of 2

190-01102-06 Rev. 2
Sheet 2 of 2

Rev. 2 190-01102-06
METAL AIRCRAFT
AND NON-METALLIC VFR-ONLY INSTALLATIONS
10
GDU 620 PFD/MFD #1
P6202 PFD 1 11
AIRCRAFT POWER 1 20 AWG ESSENTIAL BUS

3
AIRCRAFT POWER 34 20 AWG 5A (28 VDC)
7.5A (14 VDC)
AIRCRAFT GND 2 20 AWG AIRCRAFT

3
AIRCRAFT GND 35 20 AWG GROUND
5
CONFIG MODULE PWR 49 RED 4
CONFIG MODULE GND 50 BLK 1
CONFIG MODULE DATA 32 YEL 3
CONFIG MODULE CLOCK 33 WHT 2 4
LIGHTING BUS HI 15 TO AIRCRAFT

6 7
LIGHTING BUS LO 16 LIGHTING BUS
P6201
ETHERNET IN 2A 30
ETHERNET IN 2B 31
ETHERNET OUT 2A 32
ETHERNET OUT 2B 33
S
8 9
GDU 620 PFD/MFD #2
P6201
ETHERNET IN 2B 31
ETHERNET IN 2A 30
ETHERNET OUT 2B 33
ETHERNET OUT 2A 32
S
CDU SYSTEM ID PGM* 4
GROUND 22
10
P6202 PFD 2
AIRCRAFT POWER 1 20 AWG AVIONICS OR MAIN BUS
3
7.5A (14 VDC)
3 AIRCRAFT GND GROUND
35 20 AWG
5

6 7
Sheet 1 of 3

190-01102-06 Rev. 2
NON-METALLIC AIRCRAFT
(EXCEPT VFR-ONLY INSTALLATIONS)
10
GDU 620 PFD/MFD #1
P6202 PFD 1 11
3
AIRCRAFT POWER 1 20 AWG 20 AWG ESSENTIAL BUS
3
AIRCRAFT POWER 34 20 AWG F1 5A (28 VDC)
+ 7.5A (14 VDC)
TVS1
- 13

3
AIRCRAFT GND 35 20 AWG GROUND
5

6 7
P6201
ETHERNET IN 2A 30
ETHERNET IN 2B 31
ETHERNET OUT 2A 32
ETHERNET OUT 2B 33
S
8 9
GDU 620 PFD/MFD #2
P6201
ETHERNET IN 2B 31
ETHERNET IN 2A 30
ETHERNET OUT 2B 33
ETHERNET OUT 2A 32
S
CDU SYSTEM ID PGM* 4
GROUND 22
10
P6202 PFD 2
AIRCRAFT POWER 1 20 AWG AVIONICS OR MAIN BUS
3
7.5A (14 VDC)
3 AIRCRAFT GND GROUND
35 20 AWG
5

6 7
Sheet 2 of 3

Rev. 2 190-01102-06
NOTES:
1. ALL WIRES 24 AWG OR LARGER UNLESS OTHERWISE SPECIFIED.
2. GROUND DESIGNATIONS: s SHIELD BLOCK GROUND AIRFRAME GROUND
3. BOTH POWER LEADS AND BOTH GROUND LEADS MUST BE CONNECTED.
4. CONFIGURATION MODULE IS MOUNTED IN THE BACKSHELL OF THE P6202 CONNECTOR.
5. CONTACTS SUPPLIED WITH CONFIGURATION MODULE MUST BE USED FOR CONNECTING CONFIGURATION MODULE
HARNESS TO P6202.
6. THE GDU 620 MUST BE CONFIGURED FOR THE CORRECT LIGHTING BUS VOLTAGE (28 VDC, 14 VDC, 5 VDC OR 5 VAC).
NO DAMAGE WILL OCCUR IF THE UNIT IS CONFIGURED INCORRECTLY. A MANUAL LIGHTING CONTROL OPTION IS
ALSO AVAILABLE. REFER TO THE POST-INSTALLATION CONFIGURATION PROCEDURE.
7. OPTIONAL CONNECTION. IF NOT CONNECTED, THE GDU 620 LIGHTING MUST BE CONFIGURED TO AUTOMATICALLY
COMPENSATE FOR AMBIENT LIGHTING CONDITIONS USING ITS PHOTOCELL. A MANUAL LIGHTING CONTROL OPTION
IS ALSO AVAILABLE. REFER TO THE POST-INSTALLATION CONFIGURATION PROCEDURE.
8. GDU #1 MUST BE CONNECTED DIRECTLY TO GDU #2. IT IS NOT PERMITTED TO CONNECT ANOTHER DEVICE (E.G.
GDL 69/69A) BETWEEN BOTH GDU’S.
9. USE AIRCRAFT GRADE CATEGORY 5 ETHERNET CABLE. THESE INCLUDE THE FOLLOWING:
MANUFACTURER P/N
PIC WIRE AND CABLE E10422 (22 AWG)
PIC WIRE AND CABLE E10424 (24 AWG)
ELECTRONIC CABLE SPECIALIST 392404 (24 AWG)
10. CIRCUIT BREAKER SHOULD BE LABELED AS SHOWN.

11. IF THE AIRCRAFT DOES NOT HAVE AN “ESSENTIAL” BUS, CONNECT TO A BUS THAT RECEIVES POWER AS SOON AS
THE BATTERY MASTER IS TURNED ON. REFER TO SECTION 2.5.4 FOR ADDITIONAL INFORMATION.
12. AT THE GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE
LESS THAN 3.0 ".
13. REFER TO SECTION 2.4.2.1 FOR PART NUMBERS AND TABLE K-2 IN APPENDIX K FOR AIRCRAFT MODEL SPECIFIC
INFORMATION. REFER TO SECTION 3.4.3 FOR INFORMATION ON INSTALLING THE TVS/FUSE. ALTERNATELY, THE
FUSE MAY BE INSTALLED ON THE GROUND SIDE OF THE TVS. CONNECT TVS AT GDU 620 AS SHOWN. TVS1/F1 IS
NOT REQUIRED FOR ALL AIRCRAFT MODELS.
6" P6202 GDU 620

1
34
FUSE
4A F1
6"
Cut TVS leads to 0.5" (2PL)
TVS1 +ve side (cathode)

s CONNECT TO
SHIELD BLOCK
Sheet 3 of 3

190-01102-06 Rev. 2
Sheet 1 of 3

Rev. 2 190-01102-06
(EXCEPT VFR-ONLY INSTALLATIONS)
8
GRS 77 AHRS P771 AHRS 9
3 ESSENTIAL BUS (SINGLE GRS OR GRS 1)
AIRCRAFT POWER 1 18 22 AWG 22 AWG
5A AVIONICS OR MAIN BUS (GRS 2)
AIRCRAFT POWER 2 20 22 AWG F1 (14/28 VDC)
+
TVS1 12
- (#1 GRS 77 ONLY)
3
AIRCRAFT GND 22 22 AWG 22 AWG 11 6 7
AIRCRAFT GND 24 22 AWG
5
CONFIG MODULE CLOCK 31 WHT 2
4
5 P441
RS-485 IN 1A 25 4
RS-485 IN 1B 39 2
s
1
RS-232 OUT 2 10 8
MAGNETOMETER PWR OUT 9 9
MAGNETOMETER GROUND 40 6
s
3
ARINC 429 IN 1A 15
ARINC 429 IN 1B 30
s
GDC 74A ADC

P741
ARINC 429 OUT 1B 42 8
ARINC 429 OUT 1A 41 ADC 9
s
3 ESSENTIAL BUS (SINGLE GRS OR GRS 1)
AIRCRAFT POWER 1 55 22 AWG 22 AWG AVIONICS OR MAIN BUS (GRS 2)
AIRCRAFT POWER 2 58 22 AWG F1 5A
(14/28 VDC)
+ 6 7
TVS1 12
- (#1 GDC 74A ONLY)
3
AIRCRAFT GND 17 22 AWG 22 AWG 11
AIRCRAFT GND 18 22 AWG
OAT POWER 2 WHT
OAT PROBE IN HI 3 BLU
OAT PROBE IN LO 4 ORN
s

5

Sheet 2 of 3

190-01102-06 Rev. 2
Sheet 3 of 3

Rev. 2 190-01102-06
METAL AIRCRAFT
GDU 620 PFD/MFD GRS 77 AHRS
P6202 P771
ARINC 429 IN 1A 4 14 ARINC 429 OUT 1A
ARINC 429 IN 1B 21 29 ARINC 429 OUT 1B
s s
RS-232 IN 1 10 26 GPS1 RS-232 OUT
RS-232 OUT 1 27 11 GPS1 RS-232 IN
RS-232 GND 1 44 41 SIGNAL GND
s s
RS-232 OUT 4 30 6 GPS2 RS-232 IN
4 4
s s
4
N/C 2 AHRS SYSTEM ID PGM* 1
N/C 37 SIGNAL GROUND
GDC 74A ADC

P741

s s
RS-232 IN 2 11 11 RS-232 OUT 1
RS-232 OUT 2 28 10 RS-232 IN 1
RS-232 GND 2 45 12 RS-232 GND 1
s s
N/C 6 ADC SYSTEM ID PGM* 1

N/C 7 SIGNAL GROUND
GDU 620 PFD/MFD P6202 P771 GRS 77 AHRS
s s
RS-232 IN 1 10 26 GPS1 RS-232 OUT

30Ω ½W
RS-232 OUT 1 27 11 GPS1 RS-232 IN
R1
s s 5
RS-232 OUT 4 30 6 GPS2 RS-232 IN
4 4
s s
4
N/C 37 SIGNAL GROUND
GDC 74A ADC

P741

s s
RS-232 IN 2 11 11 RS-232 OUT 1
RS-232 OUT 2 28 10 RS-232 IN 1
RS-232 GND 2 45 12 RS-232 GND 1
s s

N/C 7 SIGNAL GROUND

Sheet 1 of 2

190-01102-06 Rev. 2
Sheet 2 of 2

Rev. 2 190-01102-06
METAL AIRCRAFT
GDU 620 PFD/MFD #1 GRS 77 AHRS #1
P6202 P771
s s
RS-232 IN 1 10 26 RS-232 OUT 1
RS-232 OUT 1 27 11 RS-232 IN 1
RS-232 GND 1 44 41 RS-232 GND 1
s s
RS-232 OUT 4 30 6 GPS2 RS-232 IN
s s
2 AHRS SYSTEM ID PGM* 1
37 SIGNAL GROUND
GDC 74A ADC #1

P741
s s
RS-232 IN 2 11 11 RS-232 OUT 1
RS-232 OUT 2 28 10 RS-232 IN 1
RS-232 GND 2 45 12 RS-232 GND 1
s s
6 ADC SYSTEM ID PGM* 1
7 SIGNAL GROUND

P6202 P771
s s
RS-232 IN 1 10 26 RS-232 OUT 1
RS-232 OUT 1 27 11 RS-232 IN 1
RS-232 GND 1 44 41 RS-232 GND 1
s s
RS-232 OUT 4 30 6 GPS2 RS-232 IN
s s
37 SIGNAL GROUND
GDC 74A ADC #2

P741
s s
RS-232 IN 2 11 11 RS-232 OUT 1

RS-232 OUT 2 28 10 RS-232 IN 1
RS-232 GND 2 45 12 RS-232 GND 1
s s
72 SIGNAL GROUND

Sheet 1 of 3

190-01102-06 Rev. 2
GDU 620 PFD/MFD #1 P6202 P771 GRS 77 AHRS #1

s s
RS-232 IN 1 10 26 GPS1 RS-232 OUT

30Ω ½W
RS-232 OUT 1 27 11 GPS1 RS-232 IN
R1
s s
4
RS-232 OUT 4 30 6 GPS2 RS-232 IN
s s
37 SIGNAL GROUND
GDC 74A ADC #1

P741
s s
RS-232 IN 2 11 11 RS-232 OUT 1
RS-232 OUT 2 28 10 RS-232 IN 1
RS-232 GND 2 45 12 RS-232 GND 1
s s
7 SIGNAL GROUND

P6202 P771
s s
RS-232 IN 1 10 26 RS-232 OUT 1
RS-232 OUT 1 27 11 RS-232 IN 1
RS-232 GND 1 44 41 RS-232 GND 1
s s
RS-232 OUT 4 30 6 GPS2 RS-232 IN
s s
37 SIGNAL GROUND
GDC 74A ADC #2

P741
s s
RS-232 IN 2 11 11 RS-232 OUT 1

RS-232 OUT 2 28 10 RS-232 IN 1
RS-232 GND 2 45 12 RS-232 GND 1
s s
72 SIGNAL GROUND

Sheet 2 of 3

Rev. 2 190-01102-06
Sheet 3 of 3

190-01102-06 Rev. 2
GARMIN GPS #1
9 6
GPS 400W
GDU 620 PFD/MFD GNC 420W GPS 500W
5 GNS 480 GNS 430W GNS 530W
P6202 P1 P5 P4001 P5001
RS232 IN 3 12 5 - 56 56 RS232 OUT (MAPMX)
RS232 GND 3 46 23 - GND GND GROUND 8
s
7
TIME MARK IN 1A 40 19 - 16 16 TIME MARK OUT +
GPS 1 TIME MARK IN 1B -
41 17 - - TIME MARK OUT -
s
ARINC 429 IN 3A 6 - 4 46 46 GPS 429 OUT A (GAMA 429/

ARINC 429 IN 3B 23 - 24 47 47 GPS 429 OUT B 429 NO FP)
s
ARINC 429 OUT 1A 3 - 8 48 48 GPS 429 IN A

(GARMIN GDU)
ARINC 429 OUT 1B 20 - 28 49 49 GPS 429 IN B
s
GPS #2
GARMIN 6
9
GPS 400W
GNC 420W GPS 500W
GNS 480 GNS 430W GNS 530W
P1 P5 P4001 P5001
- 8 48 48 GPS 429 IN A
(GARMIN GDU)
- 28 49 49 GPS 429 IN B
RS232 IN 4 13 5 - 56 56 RS232 OUT (MAPMX)

s
7
TIME MARK IN 2A 42 19 - 16 16 TIME MARK OUT +
GPS 2 TIME MARK IN 2B 43 17 - - - TIME MARK OUT -
s
ARINC 429 IN 5A 8 - 4 46 46 GPS 429 OUT A (GAMA 429/

ARINC 429 IN 5B 25 - 24 47 47 GPS 429 OUT B 429 NO FP)
s
NOTES:
3. AT GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS
THAN 3.0 ". CONNECT OTHER SHIELD GROUNDS TO AIRCRAFT GROUND WITH AS SHORT A CONDUCTOR AS
PRACTICAL.
4. IF ONLY ONE NAVIGATOR IS INSTALLED, WIRE AS SHOWN FOR GPS 1.
5. FOR GDU 620 SETUP ITEMS REFER TO SECTION 5.5
6. FOR NAVIGATOR SETUP ITEMS REFER TO APPENDIX E.
7. THE TIME MARK B/- CONNECTION (P6202-41/43) IS NOT REQUIRED FOR THE 400W/500W SERIES UNITS AND MUST
BE LEFT UNCONNECTED IN THE INSTALLATION. A SINGLE CONDUCTOR SHIELDED WIRE MAY BE USED FOR THE
TIME MARK IN THIS CASE.
8. FOR PINS IDENTIFIED WITH “GND”, CONNECT WIRE TO GROUND AT THE REAR OF THE UNIT.
9. IF A TAWS-EQUIPPED 500W SERIES UNIT IS INSTALLED, IT MUST BE CONNECTED AS GPS1 – ONLY TAWS
ANNUNCIATIONS FROM GPS1 ARE DISPLAYED ON THE PFD. IF TWO TAWS-EQUIPPED UNITS ARE INSTALLED, THE
TAWS-EQUIPPED UNIT THAT IS CONNECTED TO THE AUDIO PANEL MUST BE CONNECTED AS GPS1.
10. REFER TO MANUFACTURER’S DOCUMENTATION FOR COMPLETE PIN-OUT AND INTERCONNECT INFORMATION.
PIN-OUTS OF OTHER UNITS SHOWN FOR REFERENCE ONLY.
Figure F-6. GPS Source Interconnect (Single GDU)

Rev. 2 190-01102-06
Sheet 1 of 2

190-01102-06 Rev. 2
Sheet 2 of 2

Rev. 2 190-01102-06
Figure F-8. Navigation Receiver Interconnect (Single GDU)

190-01102-06 Rev. 2
GARMIN
4
6
GNS 480 GNS 430W GNS 530W
P5 P4006 P5006
ARINC 429 IN 4A 7 5 24 24 VOR/ILS 429 OUT A

NAV 1 25 23 23 VOR/ILS 429 OUT B
ARINC 429 IN 4B 24
s
ARINC 429 IN 6A 9
NAV 2
ARINC 429 IN 6B 26
s
GARMIN
4
ARINC 429 IN 4A 7 GNS 480 GNS 430W GNS 530W
NAV 1
ARINC 429 IN 4B 24
s P5 P4006 P5006
ARINC 429 IN 6A 9 5 24 24 VOR/ILS 429 OUT A

NAV 2 25 23 23 VOR/ILS 429 OUT B
ARINC 429 IN 6B 26
s
NAV 1 RS-232 OUT 5 31

RS-232 IN 5 14
NAV 2 RS-232 GND 5 48
s
GARMIN
4 5 7
SL30
6 37-Pin
NAV 1 RS-232 OUT 5 31 N/C 4 RXD1
RS-232 IN 5 14 5 TXD1
NAV 2 RS-232 GND 5 48 3 SERIAL GROUND
s

3. AT GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST
BE LESS THAN 3.0 ". CONNECT OTHER SHIELD GROUNDS TO AIRCRAFT GROUND WITH AS SHORT A
CONDUCTOR AS PRACTICAL, IN ACCORDANCE WITH LRU INSTALLATION INSTRUCTIONS.
4. IF ONLY ONE NAV RECEIVER IS INSTALLED, WIRE AS SHOWN FOR NAV 1.
5. ONLY ONE SL30 MAY BE CONNECTED TO THE GDU 620. IT CAN BE CONFIGURED AS NAV 1, OR AS NAV 2 IF
NAV 1 IS CONFIGURED FOR AN ARINC 429 NAV SOURCE.
6. FOR GDU 620 SETUP ITEMS REFER TO SECTION 5.5.
7. THE SL30 MUST BE CONNECTED AS THE SAME NAVIGATION SOURCE TO BOTH GDUs (I.E. AS NAV 1 ON
BOTH GDUs, OR AS NAV 2 ON BOTH GDUs).
Figure F-9. Navigation Receiver Interconnect (Dual GDUs)

Rev. 2 190-01102-06
Sheet 1 of 5

190-01102-06 Rev. 2
Rev. 2
KFC 300 AUTOPILOT
Page F-22
GARMIN AUTOPILOT
HONEYWELL
GDU 620 (BENDIX/KING)
KFC 300
AIRCRAFT 400 HZ AC
REFERENCE VOLTAGE KCP 320
P6203 J1 J2TP J2BP
8
A/P AC REF HI 20 19 - - 26 VAC 400 HZ REF HI

A/P AC REF LO 42 - - 5 26 VAC 400 HZ REF LO
s
A/P HEADING ERROR HI 18 12 - - HDG DATUM HI
A/P HEADING ERROR LO 40 13 - - HDG DATUM LO
s
A/P COURSE ERROR HI 19 14 - - CRS DATUM SIN +
A/P COURSE ERROR LO 41 15 - - CRS DATUM SIN -
s
LATERAL +FLAG OUT 54 - 30 - LAT DEV FLAG +
LATERAL -FLAG OUT 55 - 31 - LAT DEV FLAG -
s
LATERAL +LEFT OUT 52 2 - - LAT DEV +LT
LATERAL +RIGHT OUT 53 1 - - LAT DEV +RT
s
Sheet 2 of 5
VERTICAL +FLAG OUT 58 - 24 - GS DEV FLAG +
VERTICAL -FLAG OUT 59 - 25 - GS DEV FLAG -
s
VERTICAL +UP OUT 56 3 - - GS DEV +UP
VERTICAL +DOWN OUT 57 4 - - GS DEV +DOWN
s
ILS/GPS APPROACH 46 - 29 - ILS ENERGIZE (A/P IN)
TO GDU 620
CIRCUIT BREAKER
17 - - COURSE DATUM COS-
16 - - COURSE DATUM COS+
2 MW,
¼ WATT
P6201

A/P BACKCOURSE* 25
BACKCOURSE
RELAY
190-01102-06
FLIGHT DIRECTOR – SINGLE GDU INSTALLATIONS
KI 256 ADI 14
(on copilot’s side) P2561
12
CMD BAR RETRACT P
190-01102-06
ROLL CMD BAR IN M
PITCH CMD BAR IN L
(OPTIONAL)
CMD BAR REF N HONEYWELL (BENDIX/KING) AUTOPILOT
KFC 150 11 KFC 200 KFC 225 KFC 250 KFC 275
GARMIN KCP 299

w/ 065-5016-XX
GDU 620 KC 192 KC 295 KC 225 Adapter Card KCP 220
P6201 P1911 P1912 P29X1 P29X2 P2251 P2252 P2991 P2992 P2201 P2202 P2203
FD ENABLE IN 9 16 - - p - 48 - p 8 - - CMD BAR RETRACT

FD ROLL RIGHT 35 C - - EE - 49 - EE 21 - - ROLL CMD BAR OUT
FD ROLL LEFT 34
s
FD PITCH UP 15 E - - BB - 50 - BB 29 - - PITCH CMD BAR OUT

FD PITCH DOWN 16 - A F - - 51 F - - 41 - CMD BAR REF
s
AUTOPILOT ORIGINALLY HAD 3" INSTRUMENTS
KCI 310 ADI 14

(on copilot’s side) P1
12
Sheet 3 of 5
CMD BAR RETRACT R
ROLL CMD BAR IN T
PITCH CMD BAR IN P
(OPTIONAL)
CMD BAR REF W
TO AUTOPILOT
CIRCUIT BREAKER 16
HONEYWELL (BENDIX/KING) AUTOPILOT
KFC 250 KFC 300 KFC 325
18 FUSE, 5A OR LESS
GARMIN KCP 299
w/ 065-5015-XX
GDU 620 Adapter Card KCP 320 KCP 220
P6201 100 KW, ¼ WATT 17
P2991 P2992 J1 J2TP J2BP P2201 P2202 P2203
FD ENABLE IN 9 - p 9 - - 15 - - CMD BAR RETRACT
FD ROLL RIGHT 35 - EE 30 - - 39 - - ROLL CMD BAR OUT

FD ROLL LEFT 34

s
FD PITCH UP 15 - BB 29 - - 7 - - PITCH CMD BAR OUT

FD PITCH DOWN 16 F - - - 10 - 41 - CMD BAR REF
s
AUTOPILOT ORIGINALLY HAD 4" INSTRUMENTS
Rev. 2
Page F-23
Sheet 4 of 5

Rev. 2 190-01102-06
190-01102-06
NOTES:
3. AT THE GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS THAN 3.0 ". CONNECT OTHER SHIELD
GROUNDS TO AIRCRAFT CHASSIS WITH AS SHORT A CONDUCTOR AS PRACTICAL.
4. REFERENCE SECTION 5.5 FOR GDU AUTOPILOT CONFIGURATION.
5. CONNECTIONS ARE REQUIRED ONLY FOR THOSE INPUTS THAT THE AUTOPILOT COMPUTER SUPPORTS.
6. ON THE KFC 200, CONNECT BOTH THE A/P HEADING ERROR LO AND A/P COURSE ERROR LO TO PIN M. ON THE KFC 250, CONNECT THE A/P HEADING ERROR LO
TO PIN M AND THE A/P COURSE ERROR LO TO PIN S.

7. A/P AC REFERENCE CONNECTIONS TO THE GDU 620 ARE NEEDED ONLY IF THE AUTOPILOT REQUIRES THE AC REFERENCE.
8. FOR DUAL-GDU 620 SYSTEMS, CONNECT THE FD SIGNALS TO GDU #2 AS SHOWN. ALL OTHER AUTOPILOT SIGNALS SHOULD BE CONNECTED ONLY TO GDU #1.
9. THE COMPASS VALID DISCRETE INPUT TO THE AUTOPILOT MUST BE GROUNDED WHEN THE GDU 620 IS INSTALLED. THE AUTOPILOT USES THIS INPUT TO
DETERMINE THE VALIDITY OF THE HEADING AND COURSE DATUM (ERROR) SIGNALS. REFER TO APPENDIX E FOR ADDITIONAL INFORMATION.
10. (NOT USED)
11. EFIS-ENABLED KC 19X COMPUTER (P/N 065-0042-16) IS NOT SUPPORTED.
12. FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A STANDBY INSTRUMENT FOR THE GDU 620. IF THIS
INDICATOR IS BEING RELOCATED TO THE COPILOT’S SIDE, WIRING MAY BE CONNECTED IN PARALLEL TO THIS ADI. THE WIRING TO THIS ADI MUST BE
Sheet 5 of 5
CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS. THIS ADI MUST BE LOCATED ON IN ACCORDANCE WITH SECTION 2.5.11.8.
13. AC REFERENCE APPLICABLE TO THE KFC 250 ONLY (WITH KCP 299 UTILIZING 065-5015-XX ADAPTER CARD FOR 4" INSTRUMENTS)..
14. IF THE FLIGHT DIRECTOR IS BEING DISPLAYED ON THE COPILOT’S ADI, THIS FLIGHT DIRECTOR ALIGNMENT MUST BE CORRECTLY ADJUSTED IN ACCORDANCE
WITH THE MANUFACTURER’S INSTRUCTIONS PRIOR TO MAKING ANY ADJUSTMENTS TO THE GDU 620.
15. FOR DUAL GDU INSTALLATIONS, FLIGHT DIRECTOR WIRING MUST BE DISCONNECTED FROM THE EXISTING ADI.
16. GDU 620 FD ENABLE INPUT MUST BE PULLED UP TO THE SAME CIRCUIT BREAKER AS THE AUTOPILOT COMPUTER IN ORDER TO ENSURE THAT THE COMMAND
BARS ARE REMOVED WHEN THE AUTOPILOT COMPUTER IS NOT POWERED UP.
17. IF THE KCI 310 ADI IS CONNECTED IN PARALLEL TO THE GDU 620, THE PULL-UP RESISTOR IS NOT REQUIRED.
18. IF THE RATING OF THE AUTOPILOT CIRCUIT BREAKER IS GREATER THAN 5A, AN IN-LINE WILL BE REQUIRED TO PROTECT THE WIRING TO THE GDU. THE FUSE
MUST BE INSTALLED AT THE POINT THAT POWER IS PICKED OFF FOR THE PULL-UP RESISTOR.. IF THE RATING OF THE AUTOPILOT CIRCUIT BREAKER IS 5A OR
LESS, NO FUSE IS REQUIRED.
19. IF THE GAD 43 IS USED TO REPLACE THE ADI AND THE WIRING TO THE EXISTING ADI IS REMOVED, ENSURE THAT GROUND REFERENCE PINS REMAIN
JUMPERED AS SHOWN.
20. IF THE GAD 43 IS USED TO REPLACE THE KVG 350, THE 26 VAC REFERENCE WILL BE PROVIDED BY THE GAD 43. REFER TO FIGURE F-27 FOR ADDITIONAL
INFORMATION.
Rev. 2
Page F-25
Sheet 1 of 4

Rev. 2 190-01102-06
Sheet 2 of 4

190-01102-06 Rev. 2
Sheet 3 of 4

Rev. 2 190-01102-06
190-01102-06
NOTES:
2. GROUND DESIGNATIONS: SHIELD BLOCK GROUND s AIRFRAME GROUND
3. AT THE GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS THAN 3.0 ". CONNECT OTHER
SHIELD GROUNDS TO AIRCRAFT GROUND WITH AS SHORT A CONDUCTOR AS PRACTICAL.
4. REFERENCE SECTIONS 5.5.9 AND 5.5.10 FOR GDU AUTOPILOT AND FLIGHT DIRECTOR CONFIGURATION.

6. ALT SEL JUMPER SHOULD NOT BE INSTALLED IF THE GDU 620 IS PROVIDING THE ALTITUDE PRESELECT FUNCTION. WHEN THE GDU 620 IS USED FOR
THE ALTITUDE PRESELECT FUNCTION, IT EMULATES THE S-TEC SA-200 (P/N 01282) ALTITUDE SELECTOR/ALERTER.
7. FOR DUAL-GDU 620 SYSTEMS, CONNECT THE FD SIGNALS TO THE SAME PINS ON GDU #2 AS WELL. ALL OTHER AUTOPILOT SIGNALS SHOULD BE
CONNECTED ONLY TO GDU #1.
8. THE ST-670 (P/N 01180 FOR THE KI-256) IS REQUIRED TO SUPPORT THE FLIGHT DIRECTOR DISPLAY FROM THE S-TEC 60, 60-2, AND 65 AUTOPILOTS.
9. FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A STANDBY INSTRUMENT FOR THE GDU 620.
10 FD LOGIC OUTPUT FROM THE 55/55X (P2-4) MUST NOT BE CONNECTED TO ST-645 REMOTE ANNUNCIATOR (P1-20). IF THE ST-645 WAS PREVIOUSLY
INSTALLED, THE WIRE CONNECTING THE 55/55X COMPUTER P2-4 TO ANNUNCIATOR P1-20 MUST BE REMOVED OR CAPPED AND STOWED
Sheet 4 of 4
11 TO SUPPORT THE FLIGHT DIRECTOR INTERFACE WITH THE GDU 620, THE PILOT-ACCESSIBLE PARALLAX POT CONNECTIONS MUST BE REMOVED (SINCE
THE GDU 620 FLIGHT DIRECTOR PRESENTATION IS ON AN LCD DISPLAY, THERE ARE NO PARALLAX ISSUES).
12 NOT USED.
13 THE AUTOPILOT “GPS TRACK GAIN” INPUT MAY BE CONNECTED TO THE GDU 620 “GPS ANNUNCIATE” OUTPUT (P6203-44) INSTEAD OF THE “GPS SELECT”
OUTPUT (P6203-45).
14 IF THE GDU 620 IS REPLACING A DIRECTIONAL GYRO, ENSURE THAT THE “DG GROUND STRAP” JUMPER IS REMOVED.
15 IF THE GDU 620 IS BEING INSTALLED IN AN AIRCRAFT THAT HAD NO HEADING SYSTEM, ENSURE THAT THE “NO HEADING SYSTEM” JUMPER IS REMOVED.
16 CONNECT OTHER PINS THAT ARE NOT SHOWN IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS.
17 THE FLIGHT DIRECTOR CANNOT BE DISPLAYED ON AN ADI ON THE COPILOT’S SIDE BECAUSE THERE IS NO WAY TO ADJUST THE FLIGHT DIRECTOR

OFFSET FOR THIS ADI AFTER THE PARALLAX POT IS REMOVED.
18 CONNECTIONS TO THE 60 PSS ARE ONLY ON THE PGFC CONNECTOR. THE RGFC CONNECTOR IS NOT USED.
Rev. 2
Page F-29
Rev. 2
Page F-30
AUTOPILOT
AUTOPILOT
CENTURY
Century Century Century Century Century Century
II III IV 21 31/41 2000
GARMIN 6 CD34 CD34 CD58 CD66 CD194 CD175 CD191 CD175 CD191 CD175 CD189
GDU 620 P6203
A/P HEADING ERROR HI 18 7 7 7
49 - 17 - 17 - 17 - HEADING DATUM HI
A/P HEADING ERROR LO 40 - - - - - - - - HEADING DATUM LO
s
A/P COURSE ERROR HI 19 48 - 2 - 2 - 2 - COURSE DATUM HI
7 7 7
A/P COURSE ERROR LO 41 - - - - - - - - COURSE DATUM LO
s
LATERAL +FLAG OUT 54 - - - - 2 - 7 - 7 - - LAT DEV FLAG +

LATERAL -FLAG OUT 55 - - - - 3 - 8 - 8 - - LAT DEV FLAG -
s
LATERAL +LEFT OUT 52 B B - 32 4 - 6 - 6 - - LAT DEV +LT

LATERAL +RIGHT OUT 53 A A - 31 5 - 5 - 5 - - LAT DEV +RT
s
Sheet 1 of 4
VERTICAL +FLAG OUT 58 - - - - - - 2 - 2 - - GS DEV FLAG +
VERTICAL -FLAG OUT 59 - - - - - - 1 - 1 - - GS DEV FLAG -
s
VERTICAL +UP OUT 56 - - B 45 - - 4 - 4 - - GS DEV +UP

VERTICAL +DOWN OUT 57 - - A 46 - - 3 - 3 - - GS DEV +DOWN
s
ILS/GPS APPROACH 46 - - 44 10 1 - 9 - 9 - - LOC SWITCH

A/P AC REF HI 20 39 12 - - - - - - - 5 kHz EXCITATION
7 7 7
A/P AC REF LO 42 40 - - - - - - - 5 kHz EXCITATION
s
- - - - - - - - - - 26 ALTITUDE CAPTURE
13 - - - - - - - - - - 24 ENB1
- - - - - - - - - - 25 ENB2
190-01102-06
RADIO COUPLERS RADIO COUPLER
CENTURY
1C388 1C388C
190-01102-06
TO CONSOLE/AMPLIFIER/ 1C388M 1C388MC
GARMIN 6 ARTIFICIAL HORIZON CD33 CD33
(EXISTING WIRING RETAINED) CD33 TO DG
GDU 620 P6203 TO AMP TO DG
9
A/P AC REF HI 20 C - D ROLL EXCITATION
10kΩ
T1
F - E ROLL EXCITATION
10k:10k
9
- A A HEADING SIGNAL
A/P HEADING ERROR HI 18 10kΩ

A/P HEADING ERROR LO 40 N/C
T1
- B B ROLL COMMON
A/P COURSE ERROR HI 19 N/C 18 mH .047µF
10k:10k
A/P COURSE ERROR LO 41 N/C - D - DG EXCITATION
- E - DG EXCITATION
RADIO COUPLER
CENTURY
Sheet 2 of 4
1C388-2 1C388-3
GARMIN 6 CD33 CD33
CD33 TO DG
GDU 620 P6203 TO AMP TO DG
9
A/P AC REF HI 20 - D E ROLL EXCITATION
10kΩ
T1
- E D ROLL EXCITATION
10k:10k
9
- A A HEADING SIGNAL
A/P HEADING ERROR HI 18 10kΩ

A/P HEADING ERROR LO 40 N/C 8

T1
B - F ROLL COMMON
A/P COURSE ERROR HI 19 10k:10k
A/P COURSE ERROR LO 41 N/C 9
- B B COURSE SIGNAL
A/P COURSE ERROR HI 19 10kΩ

A/P COURSE ERROR LO 41 N/C 8
B - C ROLL COMMON
T1
10k:10k
Rev. 2
Page F-31
Rev. 2
Page F-32
FLIGHT DIRECTOR
STEERING AUTOPILOT
HORIZON CENTURY CENTURY
52D77-3 Century
52C77-4 52D188 2000
CD144 CD234 CD220
ROLL STEERING #1 10 7 7 ROLL STEERING
ROLL STEERING #2 28 18 6 STEERING COMMON
11
PITCH STEERING 11 9 5 PITCH STEERING
STEERING COMMON 12 10 30 STEERING COMMON
Sheet 3 of 4
AUTOPILOT
STEERING
HORIZON CENTURY
CENTURY
Century
52D77 IV
52D77-2 52D177
CD66
CD64 CD144
ROLL STEERING H 10 21 ROLL STEERING
11
PITCH STEERING J 11 20 PITCH STEERING
STEERING COMMON F 12 17 STEERING COMMON
190-01102-06
190-01102-06
NOTES:
3. AT THE GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS THAN 3.0 ".
CONNECT OTHER SHIELD GROUNDS TO AIRCRAFT GROUND WITH AS SHORT A CONDUCTOR AS PRACTICAL.

6. FOR DUAL-GDU 620 INSTALLATIONS, CONNECT TO GDU #1 ONLY. THESE PINS ARE NOT CONNECTED ON GDU #2.
7. SEE SEPARATE DRAWING FOR RADIO COUPLER WIRING.
8. SPLICE BOTH WIRES TOGETHER INTO PIN B OF CD33 TO AMP.
9. USE TRIAD TRANSFORMER P/N TY-141P OR EQUIVALENT.
10. THE CENTURY IV REQUIRES AN ISOLATION DIODE TO BE INSTALLED ON THE LOCALIZER SWITCHING INPUT AS SHOWN:
AUTOPILOT
Sheet 4 of 4
GARMIN CENTURY
GDU 620 CD66
P6203 P1
ILS/GPS APPROACH 46 44 LOC SWITCH
1N4444 OR
EQUIV.
11. REMOVE EXISTING FLIGHT DIRECTOR WIRING FROM ATTITUDE INDICATOR AND STOW NEAR THE PILOT’S GDU 620 P6201.
12. THE 5 kHz EXCITATION SIGNAL IS NEEDED ONLY FOR AC AUTOPILOTS.

13. FOR CENTURY 2000 AUTOPILOTS THAT DO NOT HAVE THE ALTITUDE PRESELECTOR INSTALLED, ROUTE PROVISIONAL WIRES FROM CD189
AND STOW NEAR P6201 ON BACK OF THE PILOT’S GDU 620.
Rev. 2
Page F-33
Rev. 2
Page F-34
AUTOPILOT
GDU 620 PFD/MFD or AUTOPILOT
COLLINS
GDU 620 #1 PFD/MFD COMPUTER
AP-106/107 APC-65/65B/65C/65E/
APC-65A/65G 65F/65H/65J,
161H-1 913K-1/1A FGC-65( ), FYD-65
J1 J1 J2 J1 J2 J3 J1 J2 J3
P6203
A/P HEADING ERROR HI 18 - 25 - 7 - - 7 - - HDG ERROR HI
A/P HEADING ERROR LO 40 - 24 - 6 - - 6 - - HDG ERROR LO
s
A/P COURSE ERROR HI 19 41 21 - 34 - - 34 - - CRS DATUM HI

A/P COURSE ERROR LO 41 37 22 - 30 - - 30 - - CRS DATUM LO
s
LATERAL +LEFT OUT 52 42 - - - - 54 - - 54 LAT DEV +LT
LATERAL +RIGHT OUT 53 38 - - - - 53 - - 53 LAT DEV +RT
s
VERTICAL +UP OUT 56 7 - - - - 41 - - 41 GS DEV +UP
VERTICAL +DOWN OUT 57 11 - - - - 44 - - 44 GS DEV +DN
LATERAL +FLAG OUT 54 30 - 23 - - - - - 4 NAV LL FLAG +

LATERAL -FLAG OUT 55 34 - 20 8 - - - - - 1 NAV LL FLAG -
s
VERTICAL +FLAG OUT 58 - 1 - - - - - - 12 GS HL FLAG +
Sheet 1 of 4
VERTICAL -FLAG OUT 59 - 2 - - - - - - 9 GS HL FLAG -
s
14
LATERAL SUPERFLAG OUT 60 - - - - - 4 - - 4 NAV LL FLAG +

N/C - - - - - - - - 1 NAV LL FLAG -
VERTICAL SUPERFLAG OUT 61 - - - - - 12 - - 12 GS HL FLAG +

N/C - - - - - - - - 9 GS HL FLAG -
ILS/GPS APPROACH 46 2 27 - 35 - - 35 - - LOC FREQ GND

9 9
- - - - 41 - - 41 - 26 VAC 400 HZ REF I

A/P AC REF HI 20 - 29 - 26 - - 26 - - 26 VAC 400 HZ REF II
A/P AC REF LO 42 - 26 - - - - - - - 26 VAC IN LO
s
AIRCRAFT 400 HZ AC
REFERENCE VOLTAGE
190-01102-06
Sheet 2 of 4

190-01102-06 Rev. 2
Sheet 3 of 4

Rev. 2 190-01102-06
Sheet 4 of 4

190-01102-06 Rev. 2
Sheet 1 of 4

Rev. 2 190-01102-06
Sheet 2 of 4

190-01102-06 Rev. 2
Sheet 3 of 4

Rev. 2 190-01102-06
FLIGHT DIRECTOR PROVISIONS
TO GDU 620 #2 IN DUAL INSTALLATIONS

MODE
10 CONTROLLER
190-01102-06
CESSNA
300IFCS 400IFCS 800IFCS
S530A S530A S530A
J3/P18 J3/P18 J3/P18
J J J ADI CMD BAR LEFT
TO GDU 620 K K K ADI CMD BAR COMMON
(GDU 620 #1 IN DUAL INSTALLATIONS)
10 L L L ADI CMD BAR RIGHT

NOTES:
3. AT THE GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS THAN 3.0 ". CONNECT
OTHER SHIELD GROUNDS TO AIRCRAFT GROUND WITH AS SHORT A CONDUCTOR AS PRACTICAL.
Sheet 4 of 4
6. FOR DUAL-GDU 620 INSTALLATIONS, CONNECT TO GDU #1 ONLY. THESE PINS ARE NOT CONNECTED ON GDU #2.
7. JUMPER IS REQUIRED FOR DC HEADING/COURSE ERROR SIGNALS.
8. THE ILS/GPS APPROACH DISCRETE OUTPUT MUST ALSO BE CONNECTED TO THE BACK COURSE RELAY – REFER TO MANUFACTURER’S
DOCUMENTATION FOR ADDITIONAL DETAILS.
9. USE TRIAD TRANSFORMER P/N TY-141P OR SIMILAR. THIS TRANSFORMER IS NOT REQUIRED FOR THE CESSNA 1000 IFCS INPUTS.
10. STOW PROVISIONAL FLIGHT DIRECTOR WIRING NEAR P6201 OF THE GDU 620. FOR DUAL-GDU 620 SYSTEMS, SPLICE WIRING AND STOW
NEAR P6201 OF EACH GDU 620.
11. TUNE RESISTANCE POTS ON HEADING ERROR HI AND COURSE ERROR HI TO END OF TRAVEL IN ORDER NOT TO AFFECT THE HEADING AND
COURSE ERROR SIGNALS.
12 MAINTAIN EXISTING CONNECTION BETWEEN AUTOPILOT COMPUTER AND MODE SELECTOR.

13 OTHER COMPATIBLE FLIGHT DIRECTOR ADI’S MAY BE UTILIZED.
14 FLIGHT DIRECTOR WIRING TO EXISTING ADI MUST BE DISCONNECTED IF THIS INDICATOR IS USED AS A STANDBY INSTRUMENT FOR THE
GDU 620 – THE DISPLAY OF THE FLIGHT DIRECTOR MUST BE DISABLED IN THIS CASE. IF THIS INDICATOR IS BEING RELOCATED TO THE
COPILOT’S SIDE, WIRING MAY BE CONNECTED IN PARALLEL TO THIS ADI AND THE FLIGHT DIRECTOR MAY BE ENABLED. THE WIRING TO
THIS ADI MUST BE CONNECTED IN ACCORDANCE WITH THE MANUFACTURER’S INSTRUCTIONS. THIS ADI MUST BE LOCATED IN
ACCORDANCE WITH SECTION 2.5.11.8.
15 TERMINATE SIGNAL WIRE TO SHIELD AND AIRFRAME GROUND. CONNECT GROUND WITH AS SHORT A CONDUCTOR AS PRACTICAL.
Rev. 2
Page F-41
GDU 620 PFD/MFD or
GARMIN PS Engineering
Bendix/King AUDIO PANEL
GDU 620 #1 PFD/MFD
SL15 GMA 340 GMA 347 PMA6000 PMA8000 KMA 24 KMA 26
8 SL15M PMA7000 KMA 28
P6201
Bottom J1 J3471 Bottom J1 Bottom P261
7
HI 28 T 31 54 T 31 T 14 HI UNSWITCHED
AUDIO OUT
LO 29 Gnd Lug 32 55 Gnd Lug 32 Gnd Lug 31 LO AUDIO IN
s
AUDIO INHIBIT IN* 3 4 6
AUDIO ACTIVE OUT* 23 5 6
MIXING AUDIO SIGNALS USING RESISTORS 7
BEFORE MODIFICATION AFTER MODIFICATION
EXISTING LRU AUDIO PANEL EXISTING LRU R AUDIO PANEL
AUDIO OUT HI UNSWITCHED AUDIO OUT HI UNSWITCHED

LO AUDIO IN LO AUDIO IN
R
GDU 620
AUDIO OUT
s
NOTES:
3. AT GDU 620, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS THAN 3.0
".
4. USE THE AUDIO INHIBIT IN* DISCRETE INPUT TO INHIBIT GDU 620 AURAL ALERTS WHEN A HIGHER PRIORITY SYSTEM IS
PLAYING AUDIO MESSAGES.
5. USE THE AUDIO ACTIVE OUT* DISCRETE OUTPUT TO INHIBIT AURAL ALERTS FROM LOWER PRIORITY SYSTEMS
WHENEVER THE GDU 620 IS PLAYING AUDIO MESSAGES.
6. FUNCTION NOT CURRENTLY IMPLEMENTED.
7. IF AUDIO PANEL DOES NOT HAVE AN AVAILABLE UNSWITCHED INPUT, AUDIO FROM GDU 620 MUST BE MIXED WITH AN
EXISTING AUDIO SOURCE USING RESISTORS TO ISOLATE THE AUDIO OUTPUT FROM EACH LRU. A TYPICAL VALUE FOR
MIXING RESISTORS IS 390Ω ¼ W. THE AUDIO LEVELS OF EXISTING AUDIO SOURCES WILL HAVE TO BE RE-EVALUATED
AFTER MIXING RESISTORS ARE INSTALLED.
8. FOR DUAL GDU G20 INSTALLATIONS, ONLY CONNECT THE AUDIO OUTPUT AND ASSOCIATED DISCRETES FROM GDU #1.
LEAVE THE AUDIO OUTPUT AND DISCRETES FROM GDU #2 UNCONNECTED.
Figure F-15. Audio Interconnect

Rev. 2 190-01102-06
Figure F-16. GDL 69/69A Interconnect

190-01102-06 Rev. 2
Sheet 1 of 2

Rev. 2 190-01102-06
Sheet 2 of 2

190-01102-06 Rev. 2
NOTE
The GDU 620 does not accept XYZ ADF inputs.
Figure F-18. ADF Interconnect

Rev. 2 190-01102-06
Figure F-19. External Switches (GPSS)

190-01102-06 Rev. 2
Sheet 1 of 2

Rev. 2 190-01102-06
Sheet 2 of 2

190-01102-06 Rev. 2
Sheet 1 of 2

Rev. 2 190-01102-06
NOTES:
1. ALL WIRES 22 AWG UNLESS OTHERWISE SPECIFIED.
3. POWER WIRES SHALL BE TWISTED PAIR WITH NO MORE THAN 6 INCHES UNTWISTED AT EITHER END.
4. THE UNIT’S LIGHTING INPUT MUST BE CONFIGURED FOR THE CORRECT LIGHTING BUS VOLTAGE (28 VDC, 14
VDC, 5 VDC). PLEASE SEE INSTALLATION MANUAL FOR SWITCH SELECTION OPTIONS, MID-CONTINENT
INSTRUMENTS MANUAL NUMBER 9016182.
5. IF THERE IS MORE THAN ONE ESSENTIAL BUS, THE BACKUP ADI AND G500 MUST BE INSTALLED ON SEPARATE
ESSENTIAL BUSES.
6. INSTALLER MUST SELECT 5V, 14V OR 28V LIGHTING ON THE MD421 BATTERY MODULE. PLEASE SEE
INSTALLATION MANUAL FOR SWITCH SELECTION OPTIONS, MID-CONTINENT INSTRUMENTS MANUAL NUMBER
9016391.
7. MAY BE USED INSTEAD OF CONNECTING PITOT AND STATIC PORTS. A GROUND ON PIN 18, WHEN THE
AIRCRAFT IS IN FLIGHT, WILL ALLOW FOR FULL AUTOMATIC BACKUP POWER WHEN AIRCRAFT POWER IS LOST.
SEE INSTALLATION MANUAL FOR CONFIGURATION REQUIREMENTS, MID-CONTINENT INSTRUMENTS MANUAL
NUMBER 9016391.
8. REFER TO SECTION 2.4.2.1 FOR PART NUMBERS AND TABLE K-2 IN APPENDIX K FOR AIRCRAFT MODEL SPECIFIC
INFORMATION. ALTERNATELY, THE FUSE MAY BE INSTALLED ON THE GROUND SIDE OF THE TVS. TVS2/F2 IS
NOT REQUIRED FOR ALL AIRCRAFT MODELS. REFER TO SECTION 3.4.3 FOR INFORMATION ON INSTALLING
TVS1/F1. REFER TO SECTION 3.4.4 FOR INSTRUCTIONS ON CREATING THE TVS2 ASSEMBLY. CONNECT TVS’S
AT STANDBY ADI AND ESSENTIAL BUS AS SHOWN:
MD420
1 ESSENTIAL BUS
5A
FUSE 10A
F2 12" (MAX)
WIRE SHALL BE 18
AWG OR LARGER TVS2
+
ASSY
-
STANDBY ADI MS311E8-4P CONNECT TO

AIRFRAME
6" GROUND
C
FUSE
F1 4A
6" (MAX)
Cut TVS leads to 0.5" (2PL) +
+ve side (cathode) TVS1 -
CONNECT TO
AIRFRAME
GROUND
9. THE MD420 POWER SUPPLY MUST BE MOUNTED WITHIN THE INSTRUMENT PANEL AREA IN NON-METALLIC
AIRCRAFT. IN PRESSURIZED AIRCRAFT, THE MD420 MUST BE MOUNTED IN PRESSURIZED AREA.

Sheet 2 of 2

190-01102-06 Rev. 2
NOTE
This feature is currently not implemented. However, provisional wiring for the interface
defined above may be installed. If installing provisional wiring, ensure that existing
display still controls the Stormscope.
Figure F-22. Stormscope Provisions Interconnect

Rev. 2 190-01102-06
NOTE
Weather radar functionality is only available with GDU 620 version 3.00 and later.

Sheet 1 of 2

190-01102-06 Rev. 2
Sheet 2 of 2

Rev. 2 190-01102-06
Figure F-24. Serial Altitude Output Interconnect

190-01102-06 Rev. 2
Figure F-25. Autopilot/Flight Director Interconnect – Sperry
Sheet 1 of 4

Rev. 2 190-01102-06
190-01102-06
FLIGHT DIRECTOR – SINGLE GDU INSTALLATIONS
AUTOPILOT
SPERRY
SPZ-200 SPZ-500
FZ-500 FZ-500
4" ADI 8 SPERRY J1A J1B J1A J1B

(on copilot’s side) HZ-444
2 - 2 - +V OUTPUT
P1 10 31 - 31 - ROLL BIAS OUT OF VIEW
FD WARN FLAG (+) GG
FD WARN FLAG (-) HH 5 - 5 - -V OUTPUT
10 - 29 - 29 PITCH BIAS OUT OF VIEW
ROLL CMD PTR (+) s
ROLL CMD PTR (-) t N/C 60 - 60 - HI
9 ROLL PTR
61 - 61 - LOW GAIN SEL
PITCH CMD PTR (+) p 62 - 62 - COMM
PITCH CMD PTR (-) q
(OPTIONAL) N/C - 11 - 11 HI
PITCH PTR
Sheet 2 of 4
9 - 12 - 12 LOW GAIN SEL
- 13 - 13 COMM
GARMIN
GDU 620 - 48 - 48 LOW LEVEL FDC VALID
P6201 1 - 1 - SIGNAL GROUND
FD ENABLE IN 9 - 47 - 47 +28 FDC VALID
FD ROLL LEFT 34 29 - 29 - ROLL FD COMMAND +

FD ROLL RIGHT 35 30 - 30 - ROLL FD COMMAND -
s
FD PITCH DOWN 16 - 30 - 30 PITCH FD COMMAND +
FD PITCH UP 15 - 31 - 31 PITCH FD COMMAND -
s
Figure F-25. Autopilot/Flight Director Interconnect - Sperry
Rev. 2
Page F-57
Rev. 2
Page F-58
FLIGHT DIRECTOR - DUAL GDU INSTALLATIONS
SPERRY
AUTOPILOT
SPZ-200 SPZ-500
GARMIN FZ-500 FZ-500
J1A J1B J1A J1B
GDU 620 #2 P6201
7 2 - 2 - +V OUTPUT
FD ENABLE IN 9 10 31 - 31 - ROLL BIAS OUT OF VIEW
FD ROLL LEFT 34 5 - 5 - -V OUTPUT

FD ROLL RIGHT 35 10 - 29 - 29 PITCH BIAS OUT OF VIEW
s
FD PITCH DOWN 16 N/C 60 - 60 - HI
9 ROLL PTR
FD PITCH UP 15 61 - 61 - LOW
Sheet 3 of 4
s
GAIN SEL
62 - 62 - COMM
N/C - 11 - 11 HI
9 PITCH PTR
GARMIN - 12 - 12 LOW GAIN SEL
GDU 620 #1 - 13 - 13 COMM
P6201
s s 11
FD ENABLE IN 9 - 47 - 47 +28 FDC VALID
FD ROLL LEFT 34 29 - 29 - ROLL FD COMMAND +

FD ROLL RIGHT 35 30 - 30 - ROLL FD COMMAND -
s
FD PITCH DOWN 16 - 30 - 30 PITCH FD COMMAND +
FD PITCH UP 15 - 31 - 31 PITCH FD COMMAND -

s
190-01102-06
Sheet 4 of 4

190-01102-06 Rev. 2
Sheet 1 of 2

Rev. 2 190-01102-06
Sheet 2 of 2

190-01102-06 Rev. 2
Rev. 2
Page F-62
AUTOPILOT – Attitude Source Replacement (was 3" ADI)
GARMIN AUTOPILOT
GAD 43 HONEYWELL (BENDIX/KING)
4 KAP 100/150 KAP 200
KFC 150 KFC 200 KFC 225 KFC 275
KC 290 KC 295
KC 19X MC FC KC 225 KCP 220
P431 P19X1 P19X2 P2902 P2952 P2251 P2252 P2201 P2202 P2203
PITCH AC OUT HI 24 Y - - y 50 - 19 - - PITCH ATTITUDE HI
PITCH AC OUT LO 42 - - - - 52 - 1 - - PITCH/ROLL ATTD LO
s
5
ROLL AC OUT HI 23 21 - - CC 51 - 18 - - ROLL ATTITUDE HI
ROLL AC OUT LO 25
s
9
Sheet 1 of 7
10VAC REF IN HI - - - w 38 - 43 36 - VG EXCITATION
10VAC REF IN LO 10 - - - s 39 - - 42 - VG REF
either or
10VAC REF IN HI 9 - C - - - - - - - VG EXCITATION
10VAC REF IN LO 10 Z - - - - - - - - VG REF
s - 1 - - - - - - - PWR REF
14
- B D - 9 - - 1 - AP DISC
13
6
NO 3
ATTITUDE VALID REFER TO AUTOPILOT IF THE GAD 43 IS UTILIZED TO PROVIDE ATTITUDE INFORMATION TO
NC 4
RELAY DISCONNECT DIAGRAM THE AUTOPILOT COMPUTER, THE AUTOPILOT DISCONNECT SIGNAL
COM 20 FOR EACH AUTOPILOT MUST GO THROUGH THE GAD 43 TO ALLOW THE GAD 43 TO
MODEL DISCONNECT THE AUTOPILOT WHEN REQUIRED.
190-01102-06
Sheet 2 of 7

190-01102-06 Rev. 2
Sheet 3 of 7

Rev. 2 190-01102-06
Sheet 4 of 7

190-01102-06 Rev. 2
Sheet 5 of 7

Rev. 2 190-01102-06
AUTOPILOT – Baro-Correction Replacement
GARMIN AUTOPILOT
GAD 43
190-01102-06
4 HONEYWELL (BENDIX/KING)
KAP 150
KAP 140 KFC 150 KFC 225 KFC 275
KC 140
(-7xxx only) KAS 297B KC 225 KAS 297C
P1401 P1402 P297B1 P2251 P2252 P297C1
18 P431
N/C 37 4 36 4
YAW RATE / BARO CORR. OUT 19 - 16 7 - 35 7 BARO SET (IN)
9 - BARO/XPDR REFERENCE 10
YAW RATE / BARO CORR. GND 40 35 3 - 29 3
s

Sheet 6 of 7
AUTOPILOT – Rate Gyro Replacement (was KRG 331)
GARMIN AUTOPILOT
GAD 43
4 HONEYWELL (BENDIX/KING)
KFC 200 KFC 250 KFC 300
KC 296 KCP 299 KAC 325
Yaw Comp Flight Comp Autopilot Comp
P431 P2961 P2962 P2991 P2992 TP BP
YAW RATE / BARO CORR. OUT 19 2 - - 35 - 43 YAW RATE (HIGH)
18 YAW RATE / BARO CORR. GND 40 C - - 29 - 44 YAW RATE (LO)
s

NO 22 - - - - 10 - AP INTERLOCK
6 AP INTERLOCK RELAY NC 21 N/C
COM 5
13
Rev. 2
Page F-67
NOTES:
Rev. 2
Page F-68
3. AT GAD 43, CONNECT SHIELD GROUNDS TO THE CONNECTOR BACKSHELL -- THE SHIELD LEADS MUST BE LESS THAN 3.0 ". CONNECT OTHER SHIELD
GROUNDS TO AIRCRAFT CHASSIS WITH AS SHORT A CONDUCTOR AS PRACTICAL.
4. FOR GAD 43 SETUP ITEMS REFER TO SECTION 5.5.11.
5. WIRING SHOWN FOR PITCH/ROLL AC AND 10VAC REF IN IS RECOMMENDED. HOWEVER, IT IS ACCEPTABLE TO USE EXISTING WIRING FROM THE GYRO
INSTALLATION.
6. RELAY CONTACTS SUPPORT A MAXIMUM OF 2 AMPERES SWITCHING AND 2 AMPERES CONTINUOUS CURRENT.
7. INSTALL EXTERNAL AP DISCONNECT RELAY INTO AP DISCONNECT CIRCUIT AS SHOWN. EXTERNAL AP DISC RELAY CONTACTS MUST SUPPORT THE MAXIMUM
CURRENT THROUGH THE AP DISCONNECT WIRING.
8. ALL WIRES FROM RELAY TO AP DISC INPUT MUST BE OF THE SIZE SPECIFIED IN THE AUTOPILOT INSTALLATION MANUAL TO SUPPORT THE CURRENT LOAD
FROM THE DISCONNECT CIRCUIT.
9. THE YAW RATE SETTING MUST BE “NONE” TO SUPPORT BARO CORRECTION OUTPUT.
10. IF THE ENCODING ALTIMETER IS BEING REPLACED, A BLIND ENCODER MUST BE USED TO SUPPLY GRAY CODE ALTITUDE TO THE AUTOPILOT.
11. POWER TO THE SONALERT MUST NOT BE INTERRUPTED BY THE EXTERNAL GAD 43 AP DISC RELAY.
12. IF DUAL AP DISC/TRIM INTRPT SWITCHES ARE INSTALLED, INSTALL THE GAD 43 EXTERNAL RELAY BETWEEN THE KCP 220 AND FIRST AP DISC/TRIM INTRPT
SWITCH.
13. THE GAD 43 INTERNAL RELAY ‘NO’ CONTACT (P431-3 / 22) IS CONNECTED TO THE ‘COM’ CONTACT (P431-20 / 5) WHEN THE GAD 43 ATTITUDE OUTPUT IS VALID,
AND OPEN OTHERWISE.
14. IF THE GAD 43 IS USED TO REPLACE THE ADI AND THE WIRING TO THE EXISTING ADI IS REMOVED, ENSURE THAT GROUND REFERENCE PINS REMAIN
Sheet 7 of 7
JUMPERED AS SHOWN.
15. P431-21 (RELAY CONTACT NC) MAY BE LEFT OPEN WHEN INTERFACING TO THE KFC 250 AUTOPILOT, BUT MUST BE GROUNDED AS SHOWN WHEN
INTERFACING TO THE KFC 325.
16. IF IT IS DESIRED TO UTILIZE ANOTHER 26 VAC REFERENCE INSTEAD OF THE GAD 43, CONNECT AS SHOWN BELOW. THE 26 VAC SOURCE THAT IS UTILIZED
MUST PRODUCE A SINUSOIDAL, LOW-NOISE WAVEFORM – A SQUARE WAVE IS NOT ACCEPTABLE.
GAD 43 P431 AUTOPILOT GAD 43 P431 AUTOPILOT

26 VAC OUT HI 18 N/C 26 VAC OUT HI 18 N/C
26 VAC REF IN HI 39 26 VAC REF HI or 26 VAC REF IN HI 39 26 VAC REF HI
26 VAC LO 34 26 VAC REF LO s
s 26 VAC LO 34
115VAC REF IN HI 38 N/C 115VAC REF IN HI 38 N/C
115VAC REF IN LO 37 N/C TO AIRCRAFT 26 VAC 115VAC REF IN LO 37 N/C TO AIRCRAFT 26 VAC
REFERENCE REFERENCE

17. WHEN INSTALLING THE GAD 43 AS AN ATTITUDE SOURCE IN AN INSTALLATION UTILIZING THE KA 141 AUTOPILOT MONITOR, THE GAD 43 PITCH AND ROLL
OUTPUTS ARE CONNECTED TO THE KA 141 AND NOT DIRECTLY TO THE FLIGHT COMPUTER, AS SHOWN. ALL OTHER CONNECTIONS TO THE KA 141 ARE
RETAINED AS-IS.
18. THIS OUTPUT CAN ONLY BE USED TO PROVIDE BARO-CORRECTION INFORMATION OR YAW RATE INFORMATION, AND NOT BOTH SIMULTANEOUSLY.
190-01102-06
190-01102-06
GARMIN AUTOPILOT
GAD 43 COLLINS 4
5
APC-65/65A/65E/65H/65J
FGC-65( ), FYD-65
P431
J1 J2
PITCH DATA X 31 10 - PITCH DATA II X
PITCH DATA Y 15 38 - PITCH DATA II Y
PITCH DATA Z 45 59 - PITCH DATA II Z
S
- 45 PITCH DATA I X

- 49 PITCH DATA I Y
ROLL DATA X 30 2 - ROLL DATA II X

ROLL DATA Y 14 3 - ROLL DATA II Y
ROLL DATA Z 44 23 - ROLL DATA II Z
S
- 50 ROLL DATA I X
- 46 ROLL DATA I Y
Sheet 1 of 2
YAW RATE OUT + 19 - 48 YAW RATE SIG+
YAW RATE OUT - 40 - 52 YAW RATE SIG-
s
ATTITUDE VALID OUT 3 13 - GYRO VALID+
+26VDC OUT 6 TO
ATTITUDE VALID COMMON 20 GDU 620
- 41 26 VAC 400 HZ REF I

26 VAC REF IN HI 39 26 - 26 VAC 400 HZ REF II
7 -

26 VAC REF IN LO 34 - 26 VAC IN LO
s
AIRCRAFT 26 VAC 400 HZ

REFERENCE VOLTAGE 6 7
Rev. 2
Page F-69
Sheet 2 of 2

Rev. 2 190-01102-06
Figure F-29. GAD 43 – Synchro Heading Interconnect

190-01102-06 Rev. 2
Sheet 1 of 4

Rev. 2 190-01102-06
Sheet 2 of 4

190-01102-06 Rev. 2
Rev. 2
Page F-74
FLIGHT DIRECTOR – DUAL GDU INSTALLATIONS
EXISTING WIRE AND FD SWITCH
(must be retained)
OFF
GARMIN
GDU 620 #2 P6201 28VDC
10
FD ENABLE IN 9 ON
9 FLIGHT
FD ROLL RIGHT 35 DIRECTOR
FD ROLL LEFT 34
s 13
FD PITCH UP 15
FD PITCH DOWN 16
s AUTOPILOT
Bendix M-4D
Sheet 3 of 4
5536F w/
GARMIN 4007463-0501
FD Adapter
GDU 620 #1 P6201 P1 P2
s s
FD ENABLE IN 9 39 - FD ENG
FD ROLL RIGHT 35 - 35 FD ROLL CMD + RT

FD ROLL LEFT 34 - 36 FD ROLL CMD + LT
s
FD PITCH UP 15 - 38 FD PITCH CMD + UP

FD PITCH DOWN 16 - 37 FD PITCH CMD + DN
s
12
190-01102-06
Sheet 4 of 4

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix G Magnetic Interference Survey PC Software
G.1 Introduction
The following items are required to complete the magnetic interference survey.
Laptop or PC
A laptop or PC is required to run the GMU 44 Location Survey Tool software. This laptop or PC
must meet the following requirements:
Operating System Windows 2000 SP4*, XP
Processor Speed 850 MHz
Hard Drive Free Memory 500 MB
RAM Memory 256MB
Screen Resolution 1024 x 768
CD-ROM Drive
USB to RS-232 Converter Required only if the laptop or PC does not have a serial port.
WinZip® (or equivalent application) is required to extract downloaded file.
*Installation software may require user to install the latest version of Windows Installer which
can be downloaded from www.microsoft.com.
NOTE
The user must have administrative rights on the PC in order to install the GMU 44
Location Survey Tool software.
Magnetic Interference Survey Test Cable
A test cable fabricated by the installer is required to perform the magnetic interference survey (refer
to Section G.2 for details on manufacturing this cable).
GMU 44 Location Survey Tool Software P/N 006-A0240-00
GMU 44 Location Survey Tool software P/N 006-A0240-00 is required to perform the magnetic
interference survey. This software is supplied as an installation package P/N 006-A0241-00 (refer
to Section G.3 for details on downloading and installing this software).
DC Power Supply
A DC power supply capable of supplying 12 VDC/200 mA is required to supply power to the GMU
44 Magnetometer during magnetic interference survey.
RS-485 to RS-232 Converter (not required in most cases)
An RS-485 to RS-232 converter may be required to connect the magnetometer to the laptop or PC.
Usually a converter is not required, but may be needed if using older laptops or PCs. A suitable
converter is B&B Electronics Model 422LP9R (or equivalent).
Stopwatch or Watch with a Second Hand
A stopwatch or watch with a second hand is required measure the times for turning equipment on
and off during the survey test sequence.
G500 AML STC Installation Manual Page G-1

190-01102-06 Rev. 2
G.2 Test Cable Requirements
Fabricate a test cable in accordance with one of the following drawings. The cable shown in Figure G-1
should work in most cases; however, if the laptop or PC is not able to communicate with the GMU 44 an
RS-485 to RS-232 converter will be required and the cable shown in Figure G-2 should be fabricated.
Figure G-1. Magnetic Interference Survey Setup with Direct Connection to PC
Figure G-2. Magnetic Interference Survey Setup using RS-485 to RS-232 Converter
Page G-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
G.3 GMU 44 Location Survey Tool Software Installation Instructions
This installation package will install the GMU 44 Location Survey Tool P/N 006-A0240-00 software on a
PC. The laptop or PC used to run the GMU 44 Location Survey Tool software.
To install the software perform the following steps:
In the newly opened Explorer window, double-click in the “install.bat” file to begin the setup process.
The following window will open and indicate the progress of the installation.
NOTE
The installation of the Matlab Runtime environment may take several minutes.

190-01102-06 Rev. 2
For some installations a Windows Installer error message may appear as shown below. Before
proceeding, the installation software requires that the user install the latest version of Windows Installer,
which can be downloaded from www.microsoft.com.
When the Runtime environment is ready to be installed, an InstallShield Wizard window will appear.
NOTE
The procedure for installing the MATLAB runtime environment depends upon whether or
not the runtime environment has been previously installed. Proceed to the applicable
section.
G.3.1 For New MATLAB Installations:

NOTE
The window below only appears if the MATLAB Runtime environment has not previously
been installed. If MATLAB was previously installed, proceed to Existing MATLAB
Installations.
Click ‘Next: and follow the setup instructions.

Rev. 2 190-01102-06
For some installations a MATLAB Runtime error message may appear as shown in the following figure.
The Garmin GLS tool does not require the software listed in the error message. Click ‘OK’ to continue
installation. The Install Wizard will complete the setup of the MATLAB Runtime and the following screen
will appear.
Select ‘Finish’. After several moments the setup wizard will continue and install the GMU 44 Location
Survey Tool software.

190-01102-06 Rev. 2
Click ‘Next’ and follow the final setup instructions. The final screen will appear.
Select ‘Finish’ to complete the installation. A shortcut for the GLS Tool software will be created on your
the desktop.
The GLS Tool software is now ready to use. Proceed to Section G.4.

Rev. 2 190-01102-06
G.3.2 For Existing MATLAB Installations:
NOTE
Follow the instructions below if the MATLAB Runtime environment has previously been
installed.
Click ‘Next’ and the following window will appear:
Leave Modify selected and click ‘Next’, ‘Next’ and ‘Install’ to install the required components.

190-01102-06 Rev. 2
For some installations a MATLAB Component Runtime error message may appear as shown in the
following figure.
The Garmin GLS tool does not require the software listed in the error message. Click ‘OK’ to continue
installation. The Install Wizard will complete the setup of the MATLAB Runtime and the following screen
will appear.
Select ‘Finish’. After several moments the setup wizard will continue and install the GMU 44 Location
Survey Tool software.

Rev. 2 190-01102-06
Click ‘Next’ and follow the final setup instructions. The final screen will appear.
Select ‘Finish’ to complete the installation. A shortcut for the GLS Tool software will be created on your
the desktop.
The GLS Tool software is now ready to use. Proceed to Section G.4.

190-01102-06 Rev. 2
G.4 Conducting the GMU 44 Location Survey with the GLS Tool
CAUTION
Do not permanently install the GMU 44 prior to successfully completing the magnetic
survey. It is possible that the location will fail the survey and a new location will be
required.
NOTE
The GLS Tool is designed to identify transient magnetic disturbances. In rare instances
the GLS Tool magnetic survey will pass but the installation will fail the magnetometer
calibration during the post installation checkout. This is usually due to a constant
magnetic field present in the aircraft (e.g. the structure is magnetized). Contact Garmin
for assistance if this occurs.
Place the GMU 44 on the desired installation location and secure in place using a non-ferrous material.
With the aircraft leveled, ensure that the GMU 44 is within five degrees of level – the actual tilt of the
GMU 44 can be confirmed when the survey is completed. Do not use clamps or other devices that are
ferrous or magnetic. It is preferable to have the GMU 44 forward direction aligned to the aircraft
heading, but not required.
Prepare a detailed test sequence list with precise start and stop times for exercising all items in the aircraft
which are likely to affect the operation of the GMU 44 magnetometer. The list of relevant items varies
from aircraft to aircraft. An example of a test sequence is given in Table G-1. This sequence contains
items that will not be applicable to every installation and should be tailored to each particular installation
– additional items may have to be added when doing so.
Connect the test equipment as shown in Figure G-1.

Rev. 2 190-01102-06
Table G-1. Example Detailed Sequence
A/C Reg. : ___________ Magnetometer Survey Data File: __________________________
Elapsed Elapsed
Time Since Time Since
Action
Start of Test Start of Test
(secs) (min:secs)
0 0:00 Test begins (Calibration Period – no activity permitted)
20 0:20 Calibration Period Ends
30 0:30 Aileron full right
40 0:40 Aileron full left
50 0:50 Aileron level
60 1:00 Rudder full right
70 1:10 Rudder full left
80 1:20 Rudder neutral
90 1:30 Elevators full up
100 1:40 Elevators full down
110 1:50 Elevators neutral
120 2:00 Flaps down
140 2:20 Flaps up
160 2:40 Landing gear up
180 3:00 Landing gear down
190 3:10 Speed brake up
200 3:20 Speed brake down
210 3:30 Navigation lights on
220 3:40 Navigation lights off
230 3:50 Landing lights on
240 4:00 Landing lights off
250 4:10 Taxi lights on
260 4:20 Taxi lights off
270 4:30 Air conditioning on
280 4:40 Air conditioning off
290 4:50 Landing + Taxi lights on
300 5:00 Landing + Taxi lights off
310 5:10 Strobes on
320 5:20 Strobes off
330 5:30 Recognition lights on
340 5:40 Recognition lights off
Turn on all wing-tip lights simultaneously (typically will include
350 5:50
navigation lights, recognition lights and strobe)
360 6:00 Turn off all wing-tip lights simultaneously
370 6:10 Beacon on
380 6:20 Beacon off
390 6:30 Autopilot engaged in a pitch and roll mode (to engage servo clutches)
400 6:40 Autopilot disengaged.
410 6:50 Pitot heat on
420 7:00 Pitot heat off
430 7:10 End of test

190-01102-06 Rev. 2
G.4.1 Data Collection
Open the Garmin GLS tool by double-clicking on the shortcut to the Garmin GLS Tool.
NOTE
It may be necessary to adjust your screen settings in order to display the tool screen
properly on your laptop or PC. Consult your operating software instruction manual for
instructions on how to change screen settings.
Once the test software is open, pull down the File menu and select ‘Sources’. Select the appropriate COM
port and select ‘OK’. This step is only required for the initial setup and does not need to be completed for
subsequent use of the GLS Tool software.
NOTE
The Garmin GLS tool will start displaying received data from the GMU 44 as soon as
power is applied to the GMU 44 (assuming correct test harness interconnect).
Connect the test harness to the appropriate COM port on the laptop and open the test software. Limit
current to 200 mA and apply 12V to the GMU 44.

Rev. 2 190-01102-06
NOTE
To get accurate results from the survey, ensure that the standard power architecture in
the aircraft is ON during the first 20 seconds of the survey.
Before beginning the survey, power up the aircraft with the standard power architecture ON (master
switch, avionics bus if applicable, etc.) With test sequence in hand, start the survey by selecting ‘F4 Strt
Suvy’ or pressing the F4 key on the keyboard and start the stopwatch simultaneously. Perform the test
sequence making sure to follow the timeline for all actions. Ensure that for the first 20 seconds the
aircraft is not disturbed, i.e. no movement of flight controls or use of instrumentation, etc.
When the operator has completed the actions specified in the test sequence, stop the test software by
selecting ‘F5 Stop Suvy’ or pressing the F5 key. Select ‘F6 Save Data’ or press the F6 key on the
keyboard to save the file. Record file name on the test sequence sheet.

190-01102-06 Rev. 2
G.4.2 Data Analysis
To analyze the data select the ‘F11 Rvw Data’ or press the F11 key on the keyboard.
A window will open asking for the file name of the data to be analyzed. Select the saved file for the
appropriate test and select ‘Open’.
After selecting ‘Open’ the following DOS window will appear while the data is being analyzed. The
analysis may take several minutes, depending upon how much data was recorded.
When the analysis is complete, the test results will be displayed in a graph format. Two plots will be
displayed – the magnetic survey field results and the magnetometer tilt measurements. The plots of the
magnetic interference results and magnetometer tilt will be automatically saved as bitmap (.bmp) files in
the same directory as the source data file, with the same name as the source data file – these can be used
for future reference.

Rev. 2 190-01102-06
Select the magnetometer tilt measurements window (MagTilt).
Verify that the X Tilt (Roll) and Y Tilt (Pit) are within the range -5° < X/Y Tilt < 5°. If the tilt is not
within 5° of level the temporary GMU 44 installation must be corrected to level the GMU 44, and the
survey must be repeated before proceeding.
If the tilt is within the acceptable range, select the magnetic survey field results (MagField) window.
Verify that there are no electromagnetic anomalies during the first 20 seconds of the test in which the
aircraft was not disturbed.
The Graph will show the electromagnetic boundary limits for each axis (X, Y and Z) for information
only. The message on top right of the screen will show if the survey has ‘Passed’ or ‘Failed’.

190-01102-06 Rev. 2
If the survey displays that the survey has failed, use the zoom options to determine the time of
occurrence.

Rev. 2 190-01102-06
Correlate the time of occurrence of the failure with the action performed on the detailed test sequence and
correct the source of the interference. Refer to Section 6.1 for additional information on troubleshooting
and correcting a GMU 44 magnetometer installation. If the magnetic interference cannot be remedied,
another location should be chosen and tested.
If the test fails, the location should be considered unreliable until the source of the magnetic interference
is identified, remedied and the location is retested and passes the test.
If the test passes, the location is considered reliable for the installation of the GMU 44.
The following example is a result from a survey with ideal passing results:
When done, the data analysis windows can be closed by closing the three windows individually, or by
returning to the DOS window shown below and pressing the <Enter> key.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix H Miscellaneous Instrument Panel Installations
H.1 Panel Patches for GDU 620 and Accommodation of Oversize Indicators
In some installations, once the cutout is made for the GDU 620, there is insufficient material remaining
on the instrument panel on which to affix nut plates. If at least four nut plates have sufficient material for
attachment directly to the instrument panel, it is acceptable to use patch plates for the remaining one or
two nut plates. Patch plates may be installed as described in Figure H-1.
In some installations, once the cutout is made for the GDU 620, there is no material remaining between
adjacent instrument cutouts. This usually occurs for oversize indicators, such as the King KI 256. If this
occurs for one instrument, it is acceptable to install angle brackets or custom adapter plate, as described in
Figure H-1.
G500 AML STC Installation Manual Page H-1

190-01102-06 Rev. 2
INSTRUMENT PANEL
MODIFIED 115-01009-00
TRIM PLATE
EXISTING INSTRUMENT
GDU 620 DISPLAY
NEW LOCATION
FOR KI-256
DESIRED RESULT
INADEQUATE MATERIAL
TO MOUNT CORNER
NUTPLATE FOR GDU 620
DISPLAY
NEW CUTOUT
INSTRUMENT PANEL FOR KI-256
MATERIAL BREAK
FRONT VIEW, CUTOUT EXAMPLE
MS21073-06 NUTPLATE SEE CORNER NUTPLATE

MS20426AD3-X RIVET DETAIL
(2X) FARSIDE THRU PANEL
AND ADAPTER MS21071-06 NUTPLATE
MS20426AD3-X RIVET (2X)
2X, (OR EQUIVALENT)
2 CUSTOM KI-256
ADAPTER PLATE
MS21071-06 NUTPLATE
MS20426AD3-X RIVET
(1X) FARSIDE THRU PANEL
AND ADAPTER
REAR VIEW, ADAPTER PLATE EXAMPLE
MS21071-06 NUTPLATE
MS20426AD3-X RIVET (2X)
(OR EQUIVALENT)
MODIFIED ALUMINUM ANGLE

(SEE ANGLE DETAIL)
MODIFIED ALUMINUM ANGLE
(SEE ANGLE DETAIL)
TWO ANGLES ARE RIVETED TOGETHER 1
(EQUAL GAP DISTANCE)
REAR VIEW, ANGLE SUPPORT EXAMPLE

NOTES:
1. RECOMMENDED RIVET HARDWARE TO MOUNT ANGLES IS MS20426AD3-X IF FLUSH IS
REQUIRED OR MS20470AD3-X IF HEAD CLEARS OTHER ITEMS.
2. FABRICATE CUSTOM ADAPTER PLATE FOR KI-256. PLATE MUST UTILIZE AT LEAST TWO OF THE
GDU 620 MOUNTING LOCATIONS AND HAVE PROVISIONS TO SECURE THE KI-256 TO THE PANEL.
ADDITIONAL ATTACHMENTS TO THE PANEL (I.E. RIVETS) IS RECOMMENDED FOR EASE OF
INSTALLATION. MATERIAL IS 0.125" MIN. THICKNESS 6061-T6 OR 2024-T3 ALUMINUM.
Figure H-1. Instrument Panel Patches

(Sheet 1 of 2)
Page H-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
RIVET GAP IS 0.75" ± 0.25"
2 CORNER PATCH PLATE
RIVET (2X) THRU PATCH PLATE AND PANEL 1 2
RIVET (1X) THRU PATCH PLATE AND NUTPLATE
RIVET (1X) THRU PATCH PLATE, NUTPLATE, AND PANEL
INSTRUMENT PANEL
(VIEW LOOKING AFT)
GDU620 FASTENER
LOCATION (HOLE FOR #6 SCREW)
EXISTING CUTOUT
RIVET GAP IS 0.75" ± 0.25"
INTERIOR EDGE OF
115-01009-00
MIN. TO EDGE = 0.25"
TRIM PLATE
TYPICAL
1 NUTPLATE
NEARSIDE CORNER NUTPLATE DETAIL
INTERIOR EDGE OF
115-01009-00 115-01009-XX
TRIM PLATE TRIM PLATE INSTRUMENT PANEL
NOTES: (VIEW LOOKING AFT)
RIVETS MS20426AD3-X
NUTPLATES (M)F5000-06; (M)K1000-06; (M)K2000-06; OR F2000-06
2. A PATCH PLATE MAY BE REQUIRED FOR ANY GDU620 FASTENING LOCATION DEPENDING UPON
THE RAW OPENING OF THE INSTRUMENT PANEL MATERIAL. THE MATERIAL OF THE PATCH PLATE
SHOULD BE 0.063" MIN. THICKNESS ALUMINUM 2024-T3. TRIM THE PATCH PLATE TO AVOID
CONTACT WITH EXISTING INSTRUMENTS AND MATCH THE PATCH INNER EDGE TO THE OPENING
OF THE TRIM PLATE. THREE RIVETS SHOULD PENETRATE AND SECURE THE PATCH PLATE TO THE
PANEL. FOLLOW THE DIMENSIONAL GUIDELINES PROVIDED.
3. CORROSION COAT FABRICATED PARTS WITH ZINC CHROMATE PRIMER ALL SURFACES.
0.098 DIA THRU HOLE (FOR EITHER MS20470AD3-X 0.098 DIA THRU HOLE (FOR EITHER
OR MS20426AD3-X RIVET) CSK Ø 0.172 X 100° MS20470AD3-X OR MS20426AD3-X RIVET)
(FOR MS20426AD3-X RIVET ONLY) TYPICAL (QTY A/R TO MEET LENGTH)
TYPICAL (QTY A/R TO MEET LENGTH)
DIM. A DIM. A
DIM. A DIM. B DIM. A DIM. B
0.15 MIN. Ø 0.098 THRU HOLE

0.098 DIA HOLE (FOR MOUNTING ANGLE TO PANEL
0.15 MIN. WITH MS20426AD3-X RIVET)
4X
0.38 MIN.
6061-T6 ALUMINUM ANGLE

(AND10133-XXXX) 0.06 THK, NUTPLATE MOUNTING PATTERN
LEG LENGTH MAY VARY 6061-T6 ALUMINUM ANGLE AND MATERIAL CLEARANCE A/R
(AND10133-XXXX) 0.06 THK, (FOR #6-32 SCREW)
LEG LENGTH MAY VARY
ANGLE DETAIL ANGLE DETAIL

KI-256 SIDE GDU 620 SIDE

MIN. MAX.
RIVETS 0.25" 0.50" 0.5" < DIM B < 1.75"
SCREWS 0.30" 0.50" 0.5" < DIM B < 1.75"
Figure H-1. Instrument Panel Patches

(Sheet 2 of 2)

190-01102-06 Rev. 2
H.2 Bolster Modification for Standby Instruments
In some installations there is unused space in the bolster immediately below the instrument panel. If the
location meets the requirements for the location of 3 1/8” Standby Instruments (refer to Section 2.5.11.2),
it may be desirable to install one or more standby instruments in the bolster. It is acceptable to rework the
bolster and cut holes in the subpanel as shown in Figure H-2.
AVAILABLE AVAILABLE SUB-PANEL

DRAFT DRAFT
DEPTH OF SUB-PANEL
TO BOLSTER EDGE
DEPTH OF SUB-PANEL
TO BOLSTER EDGE
CLOSEOUT VIEW LOOKING DOWN

DESIRED RESULT
EDGE OF BOLSTER PHYSICAL DISTANCE MAY BE LIMITED

BY ADJACENT EQUIPMENT
LIMITING PHYSICAL
PARAMETERS
FINAL TRIMMED CLOSEOUT

EDGE OF BOLSTER
VIEW LOOKING FORWARD

DESIRED RESULT
NOTES:
1. WHEN A SUB-PANEL IS CREATED FOR USE IN A BOLSTER, TO SUSTAIN ADEQUATE VISIBILITY, IT IS IMPORTANT
TO MAKE THE CUT-OUT ON THE BOLSTER LARGER THAN THE SUB-PANEL SURFACE AREA. THIS WILL CREATE A
DRAFT ANGLE IN THE FIBERGLASS CLOSEOUT PART. ACTUAL PHYSICAL SIZE OF THE CUT-OUT WILL DEPEND UPON
VARIOUS COCKPIT FACTORS, PRIMARILY WHAT OTHER DEVICES ARE ADJACENT TO THE SELECTED LOCATION AND
THE DEPTH DIFFERENCE BETWEEN THE SUB-PANEL AND BOLSTER.
FIXTURE PLATE WITH INSTRUMENT

MOUNTING HOLES. SHOWN ON
PACKAGING (RELEASE) TAPE SUB-PANEL.
COATED WITH
MOLD RELEASE WAX.
7.34
2.48 2.48 Ø .151 THRU 8X
EXISTING AIRCRAFT
SUB-PANEL
BEHIND THE 2.48 4.0
BOLSTER. BOLSTER
TRIM LINE ON BOLSTER. R 2.0

(REMOVE MATERIAL TO CREATE 0.94
OPENING FOR CLOSEOUT.)
EXAMPLE FIXTURE PLATE
ISO VIEW MATERIAL: .13" ALUMINUM PLATE OR .38-.50" PLYWOOD.
(DEVELOPMENT OF CLOSEOUT AND SUB-PANEL) EXAMPLE SHOWN IS FOR TWO 3.125" INSTRUMENTS.
DIMENSIONS SHOWN FOR REF ONLY. ACTUAL
DIMENSIONS WILL DEPEND UPON INSTRUMENTS USED.
NOTES:
1. BOLSTER IS INSTALLED IN AIRCRAFT FOR THIS OPERATION.

2. FABRICATE A FIXTURE PLATE THAT CONTAINS THE MOUNTING HOLE PATTERN(S) FOR THE INSTRUMENT(S) TO BE
MOUNTED IN THE BOLSTER.
3. TRIM BOLSTER TO PROVIDE DESIRED DRAFT ANGLE IN CLOSEOUT PART. TEMPORARILY AFFIX THE FIXTURE
PLATE ONTO THE EXISTING AIRCRAFT SUB-PANEL FORWARD OF THE BOLSTER. CENTRALLY LOCATE THE PLATE TO
THE CUTOUT IN THE BOLSTER.
4. MATCH DRILL THE INSTRUMENT MOUNTING HOLES FROM THE FIXTURE PLATE ONTO THE SUB-PANEL.
5. REMOVE THE FIXTURE PLATE. ADD RELEASE TAPE AND MOLD RELEASE WAX TO THE SUB-PANEL AND FIXTURE
PLATE.
Figure H-2. Bolster Modification for Standby Instruments

(Sheet 1 of 2)

Rev. 2 190-01102-06
2 OR 3 PLY CLOTH
FOR CLOSEOUT PART
EXISTING AIRCRAFT
SUB-PANEL STRUCTURE
BEHIND THE DASH BOLSTER.
BOLSTER
FIXTURE PLATE
#6 SCREW, NUT
8X
ISO VIEW
(DEVELOPMENT OF CLOSEOUT AND SUB-PANEL)
NOTES:
1. LAY DOWN 2 OR 3 PLY CLOTH IN PLACE. CLOTH ON SUB-PANEL SHOULD BE LYING FLAT. PERFORATE CLOTH AT SUB-PANEL
HOLE LOCATIONS FOR INSTRUMENTS. INSERT FIXTURE PLATE. FASTEN WITH SCREWS THAT ARE PRE-COATED WITH MOLD
RELEASE WAX.
2. TRIM EDGES OF CLOTH SO ONE CAN TAPE THE WET CLOTH DOWN TO THE FIRST TAPE LAYER ON BOLSTER TO PREVENT THE
GLASS CLOTH FROM SAGGING. PULL THE GLASS OUTWARD TO CREATE A GOOD FORM WITHOUT WRINKLES OR SAGS. TAPE
THE RESULTANT CLOTH SECURELY TO HOLD THE SHAPE AS IT CURES. CURE IN PLACE.
FINAL TRIMMED CLOSEOUT
3
ISO VIEW
(DEVELOPMENT OF CLOSEOUT AND SUB-PANEL)
NOTES:
1. USING AIR PRESSURE BETWEEN THE NEW CLOSEOUT AND THE BOLSTER, GENTLY REMOVE THE NEWLY FORMED PART.
2. PEEL OFF ALL THE TAPE FROM THE BOLSTER AND SUB-PANEL. CLEAN ALL PARTS.
3. IN THE SUB-PANEL AND CLOSEOUT PART CUT OUT THE LARGE HOLES REQUIRED FOR EACH INSTRUMENT. TEMPORARIILY INSTALL
THE INSTRUMENTS TO VALIDATE THE OPENINGS ARE SATISFACTORY.
4. USE BODY AND GLAZING PUTTY FOR FILLING SURFACES ON THE CLOSEOUT. FINISH THE SURFACES AND EDGES WITH SAND
PAPER UNTIL A SMOOTH FINISH IS ACCOMPLISHED (WITH 220 GRIT PAPER).
5. PRIME AND PAINT THE CLOSEOUT TO MATCH THE BOLSTER COLOR.
Figure H-2. Bolster Modification for Standby Instruments

(Sheet 2 of 2)
190-01102-06 Rev. 2

Rev. 2 190-01102-06
Appendix I
Appendix J Lightning Zoning
J.1 Purpose
This appendix provides lightning zoning diagrams for various types of aircraft to facilitate correct
placement of the GMU 44 and GTP 59. Additional restrictions related to the placement of the GMU 44
and GTP 59 can be found in Sections 0 and 2.5.11.7, respectively.
J.2 Severity of Lightning Zones
The zoning levels correspond to the severity of lightning strikes and probability of occurrence on the
aircraft. The order of severity starting with the safest zone is Zone 3, 2A, 2B, 1C, and 1A / 1B. The
GMU 44 and GTP 59 must not be installed in Zones 1A, 1B, 1C or 2B.
J.3 Aircraft Zoning Diagram
All diagrams in this appendix use the legend shown in Figure J-1. The zoning described herein is split
into wings, fuselage and empennage. For the particular airframe, the applicable wings, fuselage and
empennage zoning should be merged to get a complete zonal definition. The zoning figures applicable to
any particular model are found in Table K-1 in Appendix K. If there is a region of overlapping zones, the
more severe zone should always be applied (e.g., if Zone 2A and 1A overlap in a region, then the
overlapping region should be considered Zone 1A). For a list of the order of severity of zones see
Section J.2. Examples of complete lightning zoning diagrams can be found in Section J.4.
Figure J-1. Lightning Zoning Legend

J.3.1 Wings
The different zoning for wingtips and wings are contained in the following subsections.
J.3.1.1 Wingtips
J.3.1.1.1 Aircraft Not Limited to VFR Operation
NOTE
This zoning section is applicable to those aircraft models that are not limited to VFR
operation only in Table K-1 in Appendix K. For zoning of models limited to VFR
operation only refer to Section .
Zoning of various types of wingtips is shown in Figure J-2.
Figure J-2A shows zoning for straight wingtips.
Figure J-2B shows zoning for curved wingtips. The zones are similar to those of straight wingtips. The
main difference is that Zone 1 extends from the outboard edge of the wing past the tangent point of the
chord and 0.5m inboard.
Figure J-2C shows zoning for winglets. Note that the winglet figure is showing a flattened winglet.
Winglet classifications are very similar to those of curved wingtips. The main difference is that Zone 1
extends from the outboard edge of the wing past the tangent point of the winglet and 0.5m inboard.
Figure J-2D shows zoning for tip tanks. The rule that applies to tip tanks is very similar to that of the
curved wing. The main difference is that Zone 1 extends 0.50m past the inboard edge of the tip tank.
G500 AML STC Installation Manual Page J-1

190-01102-06 Rev. 2
A (Straight Wingtip) B (Curved Wingtip)
C (Winglet) D (Tip Tanks)

Figure J-2. Zoning for Wingtips for Aircraft Not Limited to VFR Operation
J.3.1.1.2 Aircraft Limited to VFR Operation
NOTE
This zoning section is applicable to those aircraft models that are limited to VFR
operation only in Table K-1 in Appendix K. For zoning of models that are not limited to
VFR operation only refer to Section J.3.1.1.1.
NOTE
The aircraft must have a position light in the wing tip area as a pre-requisite for this STC.
If there is no position light on the wing, then no Zone 3 exists and the GTP 59 cannot be installed on this
particular aircraft.
For those aircraft identified as VFR in Table K-1 in Appendix K the following criteria is used to
determine the zone 3 area:
a. Zone 1A/1B finishes as shown in Figure J-2 OR 0.5m inboard from the inboard edge of the
position light which ever is the greater distance from the outboard edge of the wing tip as shown in
Figure J-3.
b. Zone 2A/2B extends a total of 2.1m inboard of zone 1A/1B.
c. Zone 3 extends inboard of zone 2A/2B from the wing tip and stops at another zone 1A/1B or 2A/2B
determined from other areas of Section J.3.1.2 and Section J.3.2.
Page J-2 G500 AML STC Installation Manual
Rev. 2 190-01102-06
2.1m
Position Light 0.5m
0.15m
A (Straight Wingtip) B (Curved Wingtip)
2.1m
Position Light 0.5m
Tangent Point
0.15m
C (Winglet) D (Tip Tanks)

Figure J-3. Zoning for Wingtips for Aircraft Limited to VFR Operation
J.3.1.2 Landing Gear

The landing gear is considered Zone 1A. The struts that connect the landing gear to the wings are
Zone 2A. Each side of landing gear is zoned individually. If there is a single strut connecting the landing
gear to the wing, then the inboard and outboard edges of the landing gear should be used for zoning
instead of using the connection point of the wing and the strut. In addition to the zoning shown in
Figure J-4, the zoning described for the fuselage and wings also applies. The floats for a float-mounted
fuselage have not been zoned because they do not influence the zoning of the bottom of the fuselage.
Neither the GTP 59 nor the GMU 44 can be mounted on landing gear, including floats, or its struts.
0.6m 0.6m 0.6m 0.6m
Figure J-4. Zoning for Wings as Affected by Landing Gear

190-01102-06 Rev. 2
J.3.2 Fuselage
This section describes the zoning for several different types of fuselages. Only the fuselage and
sometimes the wings are pictured in these diagrams - the empennage is zoned in Section J.3.3. Aft of
every Zone A is a 0.15m Zone B (e.g. Zone 2A is followed by a 0.15m Zone B). Although these Zone B
areas are marked on the diagrams, sometimes their widths are not defined (0.15m should be used in these
cases). The horizontal stabilizer of the tail is NOT zoned because neither the GTP 59 nor the GMU 44 can
be mounted there. In addition, neither the GTP 59 nor the GMU 44 can be mounted within 0.5m of the
rear-most point of the fuselage. Section J.3.3 explains the conditions under which the GTP 59 or GMU 44
can be mounted on the vertical stabilizer. Although all diagrams show low wing aircraft, the same zoning
can be applied to high wing aircraft. The values d1 and d2 are defined as follows:
d1 = 1.3m (51.2”)
d2 = 2.6m (102.4”)
J.3.2.1 Single Propeller Aircraft
Zoning of low or high wing aircraft with single propellers is shown in Figure J-5. The area of the nose
immediately aft of the propeller is Zone 3. The 0.6m distance should be measured from the outboard-most
edge of the fuselage or the tip of the propeller, whichever is longer. Figure J-5A shows the case where the
propeller is longer while Figure J-5B shows the case where the propeller is shorter than the width of the
fuselage. Figure J-7 shows the case of an aircraft with a curved fuselage. The portion of the fuselage that
extends 1.3m aft of the propeller blades is Zone 1C. However, the bottom centerline is Zone 2A, and it is
acceptable to mount the GTP 59 there.
A (Prop is longer than width of fuselage)
B (Fuselage is wider than length of prop)
C (Side View)
Figure J-5. Zoning for a Low- or High-Wing Single Prop
Rev. 2 190-01102-06
A
B
Figure J-6. Zoning for a Low- or High-Wing Canard with a Rear-Mounted Propeller
0.6m
d1
d2
d1
0.15m
TOP (VIEW LOOKING DOWN)
BOTTOM (VIEW LOOKING UP)
0.6m
B
NOTE
The bottom centerline is Zone 2A, and it is acceptable to mount the GTP 59 there.
Figure J-7. Zoning for a Low- or High-Wing Aircraft with a Curved Lower Fuselage

190-01102-06 Rev. 2
J.3.2.2 Aircraft with Multiple Propellers
Zoning of low or high wing aircraft with twin propellers is shown in Figure J-8. The text below assumes
the aircraft fuselage and wing are constructed of metal. Note that Zone 2A can overlap onto the nacelles
if they are within 0.6m outboard of the fuselage.
Zoning of low or high wing aircraft with rear-mounted twin propellers is shown in Figure J-9. The text
below assumes the aircraft fuselage and wing are constructed of metal.
For an empennage with a third engine the GTP 59 cannot be located in the empennage. Therefore the
zoning for this third engine area has been omitted from the diagrams below. The GTP 59 and GMU 44 for
this aircraft should be located in Zone 3 or Zone 2A on the bottom of the fuselage and wings.
B
Figure J-8. Zoning for a Low- or High-Wing Twin Prop – Front Mounted Propellers

Rev. 2 190-01102-06
A
B
Figure J-9. Zoning for a Low- or High-Wing Twin Prop – Rear Mounted Propellers
NOTE
Although the engine nacelles are shown as Zone 3, they may be Zone 2A if the engine
falls within the Zone 2 area of the wing (within 0.6m outboard from fuselage edge).

190-01102-06 Rev. 2
A
B
NOTE
Nothing can be mounted in the tail boom of the aircraft.
Figure J-10. Zoning for a Low- or High-Wing with a Front Mounted Prop and a Rear Mounted
Prop

Rev. 2 190-01102-06
A
d2
d1
45°
0.15m
45°
0.15m
d1
d2
Figure J-11. Zoning for a High-Wing with a Front-Mounted Propeller and a Rear-Mounted
Propeller Mounted Above Fuselage
A
d2
d1
.15m
.5m
B
Figure J-12. Zoning for a Low- or High-Wing Twin Jet Engine Canard

190-01102-06 Rev. 2
J.3.2.3 Biplanes
Figure J-13 shows how biplanes can be classified using the figures from above. The top and bottom of
both wings will be zoned using Figure J-2 while the fuselage and the mid-sections of the wing can be
zoned using Figure J-5.
Figure J-13. Zoning for a Biplane Single Prop

J.3.3 Empennage
If the GTP 59 and GMU 44 cannot be mounted in other areas of the aircraft that are Zone 3 locations, it is
acceptable for metal aircraft with one of the three traditional empennages shown in Figure J-14 to mount
the GTP 59 or GMU 44 in the Zone 2A area of the tail. However, the GTP 59 or GMU 44 cannot be
mounted on/under any non-conducting surfaces. If the complete empennage of the aircraft being
considered does not match those shown in Figure J-14 then it should be mounted in allowed areas defined
for the fuselage and wings. If only portions of the empennage shown below match then the same rule
applies and the GTP 59 or GMU 44 cannot be installed in the empennage. Note that it is allowable for
only the horizontal stabilizer tips to differ from those shown in Figure J-14. The GTP 59 cannot be
located in the horizontal stabilizer of the empennage. Neither the GTP 59 nor the GMU 44 can be
mounted in the tail of a composite empennage.
0.5m
A B C
Figure J-14. Zoning for Empennages

Rev. 2 190-01102-06
J.4 Example Lightning Zoning Diagrams
This section contains sample lightning zoning diagrams for typical aircraft.
Figure J-15. Example Lightning Zoning for Single Engine Aircraft

190-01102-06 Rev. 2
Figure J-16. Example Lightning Zoning for Twin Engine Aircraft

Rev. 2 190-01102-06
Appendix K Model Specific Information
This appendix provides the following information for every model listed on the Approved Model List.
• Whether or not an electric standby attitude indicator can be used in a particular aircraft model.
• The lightning zoning figures from Appendix J that are applicable to a particular aircraft model.
• Suitable lightning zones for installation of the GTP 59 Temperature Probe and GMU 44 Magnetometer in a particular aircraft model.
• Any notes related to a particular aircraft model.
In addition, if Table K-1 states that additional lightning protection is required for a particular model, details of the protection required for each particular aircraft
model can be found in Table K-2.
Table K-1. Aircraft Model Specific Information

Lightning Zone Type
Aircraft Make (refer to Appendix J)
Standby GTP 59 GMU 44
(TCDS Holder) Aircraft Model Designation Wing Fuselage Empennage Notes
ADI Location Location
[common name or previous make] Figure Figure Figure
No. No. No.
Aermacchi S.p.A Zone 3, Zone 3,
F.260, F.260B, F.260C, Electric Or
(Aermacchi S.p.A) J-2, J-4 J-5 J-15 Zone 2A Zone 2A
F.260D, F.260E, F.260F Pneumatic
[Siai Marchetti] [1], [2] [5]
Aermacchi S.p.A S.205-18/F, S.205-18/R, Zone 3, Zone 3,
Electric Or
(Aermacchi S.p.A) S.205-20/F, S.205-20/R, J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic
[Siai Marchetti] S.205-22/R, S.208, S.208A [1], [2] [5]
Zone 3, Zone 3,
Aero Commander Electric Or
10, 10A, 100, 100A, 100-180 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Dynac Aerospace Corp) Pneumatic
[1], [2] [5]
Aeromere Zone 3,
Zone 3 INSTALLATION APPROVED FOR
(Aeromere S.A.) Falco F.8.L Pneumatic J-3, J-4 J-5 J-15 Zone 2A
[4] VFR OPERATION ONLY
[Falco] [6]
Aeronautica Macchi Aerfer
Zone 3, Zone 3,
(Aeronautica Macchi S.p.A. and Electric Or
AM-3 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Aerfer-Industrie Aerospaziali Pneumatic
[1], [2] [5]
Meridionali S.p.A.)
Alexandria Aircraft
Electric Or Not Zone 2A Zone 2A
(Alexandria Aircraft LLC) 17-30, 17-31, 17-31TC J-5 J-15
Pneumatic Allowed [1], [3] [5]
[Bellanca]
Alexandria Aircraft
Electric Or Not Zone 2A Zone 2A
(Alexandria Aircraft LLC) 17-30A, 17-31A, 17-31ATC J-5 J-15
Pneumatic Allowed [1], [3] [5]
[Bellanca]
310, 310A (USAF U-3A),
310B, 310C, 310D, 310E
(USAF U-3B), 310F, 310G, Zone 3, Zone 3,
Cessna Electric Or
310H, E310H, 310I, 310J, J-2, J-4 J-8 J-15 Zone 2A Zone 2A
(Cessna Aircraft Company) Pneumatic
310J-1, E310J, 310K, 310L, [1], [2] [5]
310N, 310P, T310P, 310Q,
T310Q, 310R, T310R
G500 AML STC Installation Manual Page K-1

190-01102-06 Rev. 2
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
Cessna 172M, 172N, 172P, 172Q, Electric Or
J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Cessna Aircraft Company) 172R, 172S Pneumatic
[1], [2] [5]
180, 180A, 180B, 180C, 180D, Zone 3, Zone 3, Refer to Section 2.5.11.3 for
Cessna Electric Or
180E, 180F, 180G, 180H, J-2, J-4 J-5 J-15 Zone 2A Zone 2A information regarding possible yoke
180J, 180K [1], [2] [5] replacement.
182, 182A, 182B, 182C, 182D,
182E, 182F, 182G, 182H,
Zone 3, Zone 3, Refer to Section 2.5.11.3 for
Cessna 182J, 182K, 182L, 182M, Electric Or
J-2, J-4 J-5 J-15 Zone 2A Zone 2A information regarding possible yoke
(Cessna Aircraft Company) 182N, 182P, 182Q, 182R, Pneumatic
[1], [2] [5] replacement.
182S, 182T, R182, T182,
TR182, T182T
Zone 3, Zone 3,
Cessna Electric Or
172RG, R172K J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Cessna T-50 (AT-17, UC-78 Series; Not Not Zone 2A Zone 2A
Pneumatic J-8
(Cessna Aircraft Company) JRC-1) Allowed Allowed [1], [3] [5]
210, 210A, 210B, 210C, 210D,
210E, 210F, T210F, 210G,
T210G, 210H, T210H, 210J,
Zone 3, Zone 3,
Cessna T210J, 210K, T210K, 210L, Electric Or
(Cessna Aircraft Company) T210L, 210M, T210M, 210N, Pneumatic
[1], [2] [5]
P210N, T210N, 210R, P210R,
T210R, 210-5 (205),
210-5 (205A)
Cessna 185, 185A, 185B, 185C, 185D, Electric Or
J-2, J-4 J-5 J-15 Zone 2A Zone 2A information regarding possible yoke
(Cessna Aircraft Company) 185E, A185E, A185F Pneumatic
320, 320A, 320B, 320C, 320D, Zone 3, Zone 3,
Cessna Electric Or
320E, 320F, 320-1, 335, 340, J-2, J-4 J-8 J-15 Zone 2A Zone 2A
340A [1], [2] [5]
Zone 3, Zone 3,
Cessna Electric Or
FR172K J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Zone 3, Zone 3,
Cessna Electric Or
177, 177A, 177B J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Zone 3, Zone 3,
Cessna Electric Or
207, 207A, T207, T207A J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Zone 3, Zone 3,
Cessna Electric Or
177RG J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Page K-2 G500 AML STC Installation Manual

Rev. 2 190-01102-06
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
Cessna Electric Or Not
336 J-2, J-4 10 Zone 2A Zone 2A
(Cessna Aircraft Company) Pneumatic Allowed
[1], [2] [5]
Zone 3, Zone 3,
Cessna Electric Or
T-303 J-2, J-4 J-8 J-15 Zone 2A Zone 2A
[1], [2] [5]
206, P206, P206A, P206B,
P206C, P206D, P206E,
TP206A, TP206B, TP206C,
TP206D, TP206E, U206,
Zone 3, Zone 3,
Cessna U206A, U206B, U206C, Electric Or
(Cessna Aircraft Company) U206D, U206E, U206F, Pneumatic
[1], [2] [5]
U206G, TU206A, TU206B,
TU206C, TU206D, TU206E,
TU206F, TU206G, 206H,
T206H
337, 337A, (USAF 02B) 337B,
T337B, 337C, 337E, T337E,
Zone 3, Zone 3,
Cessna T337C, 337D, T337D, M337B Electric Or Not
J-2, J-4 10 Zone 2A Zone 2A
(Cessna Aircraft Company) (USAF 02A), 337F, T337F, Pneumatic Allowed
[1], [2] [5]
337G, T337G, 337H, P337H,
T337H, T337H-SP
Zone 3, Zone 3,
Cessna Electric Or
190, 195, 195A, 195B J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Cessna
LC40-550FG, LC41-550FG, Electric Or Zone 3 Zone 3 Requires lightning protection. Refer to
(Cessna Aircraft Company) J-2, J-4 J-5 J-15
LC42-550FG Pneumatic [4] [6] Table K-2 for additional details.
[Columbia or Lancair]
Requires lightning protection. Refer to
Cirrus Design Corporation Electric Or Zone 3 Zone 3 Table K-2 for additional details. Refer to
SR20, SR22 J-2, J-4 J-5 J-15
(Cirrus Design Corporation) Pneumatic [4] [6] Section H.2 for information on Bolster
Modification for standby instruments.
CPAC, Inc. Zone 3, Zone 3,
112, 112TC, 112B, 112TCA, Electric Or
(CPAC, Inc.) J-2, J-4 J-5 J-15 Zone 2A Zone 2A
114, 114A, 114B, 114TC Pneumatic
[Commander] [1], [2] [5]
Zone 3, Zone 3,
Cub Crafters, Inc. Electric Or Requires lightning protection. Refer to
CC18-180, CC18-180A J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Cub Crafters, Inc.) Pneumatic Table K-2 for additional details.
[1], [3] [5]
Zone 3, Zone 3,
deHavilland DHC-2 Mark I, DHC-2 Mark II, Electric Or
(Viking Air Limited) DHC-2 Mark III Pneumatic
[1], [2] [5]

190-01102-06 Rev. 2
Lightning Zone Type
No. No. No.
Zone 3,
DA 40 , DA 40F
Zone 2A INSTALLATION APPROVED FOR
Diamond VFR Version (With no lightning Zone 3
Pneumatic J-3, J-4 J-5 J-15 (fuselage VFR OPERATION ONLY if Diamond
(Diamond Aircraft Industries GmbH) protection per SB OSB 40- [4]
only) SB OSB 40-004/3 is not incorporated.
004/3)
[6]
- Must have Diamond SB OSB 40-004/3
Diamond Zone 3 Zone 3 incorporated.
DA 40 , DA 40F Pneumatic J-2, J-4 J-5 J-15
(Diamond Aircraft Industries GmbH) [4] [6] - Requires lightning protection. Refer to
Table K-2 for additional details.
Zone 3,
Zone 2A
Diamond Zone 3 INSTALLATION APPROVED FOR
DA 20-A1, DA 20-C1 Pneumatic J-3, J-4 J-5 J-15 (fuselage
(Diamond Aircraft Industries Inc.) [4] VFR OPERATION ONLY
only)
[6]
Zone 3,
Zone 2A
Diamond Electric Or Zone 3 Requires lightning protection. Refer to
DA 42 J-2, J-4 J-8 J-15 (fuselage
(Diamond Aircraft Industries GmbH) Pneumatic [4] Table K-2 for additional details.
only)
[6]
Zone 3, Zone 3,
Dornier Electric Or
Do 27 Q-6 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Dornier-Werke G.m.b.H.) Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
Dornier-Werke GmbH Electric Or
Do 28 A-1, Do 28 B-1 J-2, J-4 J-8 J-15 Zone 2A Zone 2A
(Dornier-Werke G.m.b.H.) Pneumatic
[1], [2] [5]
EADS-PZL “Warszawa-Okęcie” PZL-104 WILGA 80, Zone 3, Zone 3,
Electric Or
(EADS-PZL “Warszawa-Okęcie” PZL-104M WILGA 2000, J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic
S.A.) PZL-104MA WILGA 2000 [1], [2] [5]
EADS-PZL “Warszawa-Okęcie” Zone 3, Zone 3,
PZL-KOLIBER 150A, Electric Or
(EADS-PZL “Warszawa-Okęcie” J-2, J-4 J-5 J-15 Zone 2A Zone 2A
PZL-KOLIBER 160A Pneumatic
S.A.) [1], [2] [5]
Extra
EA-300, EA-300/L, EA-300S, Electric Or Not
(Extra Flugzeugproduktions- und J-5 J-15 Zone 2A Zone 2A
EA-300/200 Pneumatic Allowed
Vertriebs- GmbH) [1], [3] [5]
Extra Zone 3, Zone 3,
Electric Or Requires lightning protection. Refer to
(Extra Flugzeugproduktions- und EA-400 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic Table K-2 for additional details.
Vertriebs- GmbH) [1], [3] [5]
Zone 3, Zone 3,
Found Brothers Electric Or
FBA Centennial “100” J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Found Brothers Aviation Limited) Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
Found Aircraft Canada, Inc. FBA-2C, FBA-2C1, FBA-2C2, Electric Or
(Found Aircraft Canada, Inc.) FBA-2C3 Pneumatic
[1], [2] [5]

Rev. 2 190-01102-06
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
Gippsland Aeronautics Electric Or
GA8 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Gippsland Aeronautics Pty. Ltd.) Pneumatic
[1], [2] [5]
Zone 3,
Zone 2A
Grob Electric Or Zone 3 Requires lightning protection. Refer to
G120A J-2, J-4 J-5 J-15 (fuselage
(Grob-Werke) Pneumatic [4] Table K-2 for additional details.
only)
[6]
Zone 3,
G115, G115A, G115B, G115C, Zone 2A
Grob Zone 3 INSTALLATION APPROVED FOR
G115C2, G115D, G115D2, Pneumatic J-3, J-4 J-5 J-15 (fuselage
(Grob-Werke) [4] VFR OPERATION ONLY
G115EG only)
[6]
Zone 3, Zone 3,
Gulfstream American Electric Or
G-44, G-44A, SCAN Type 30 J-2, J-4 J-8 J-15 Zone 2A Zone 2A
(Gulfstream American Corporation) Pneumatic
[1], [2] [5]
Zone 3,
FFT-GmbH (FFT Gesellschaft fur Zone 2A
Not Zone 3 INSTALLATION APPROVED FOR
Flugzeug - & Faserverbund- SC01 B-160 Pneumatic J-3, J-4 J-6 (fuselage
Allowed [4] VFR OPERATION ONLY
Technologie mbH) only)
[6]
35-33, 35-A33, 35-B33, Not Allowed for V-Tail models
35-C33, 35-C33A, E33, E33A,
J-15 Zone 3, Zone 3,
Hawker Beechcraft E33C, F33, F33A, F33C, G33, Electric Or
J-2, J-4 J-5 (see note Zone 2A Zone 2A Refer to Section 2.5.11.3 for information
(Hawker Beechcraft Corporation) H35, J35, K35, M35, N35, Pneumatic
column) [1], [2] [5] regarding instrument panel
P35, S35, V35, V35A, V35B,
36, A36, A36TC, B36TC replacement.
95, B95, B95A, D95A, E95,
95-55, 95-A55, 95-B55,
Zone 3, Zone 3,
Hawker Beechcraft 95-B55A, 95-B55B (T-42A), Electric Or
(Hawker Beechcraft Corporation) 95-C55, 95-C55A, D55, D55A, Pneumatic
[1], [2] [5]
E55, E55A, 56TC, A56TC, 58,
58A
Zone 3, Zone 3,
Hawker Beechcraft 45 (YT-34), A45 (T-34A) or Electric Or
(Hawker Beechcraft Corporation) (B-45), D45 (T-34B) Pneumatic
[1], [2] [5]
19A, B19, M19A, 23, A23, Zone 3, Zone 3,
Hawker Beechcraft Electric Or
A23A, A23-19, A23-24, B23, J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Hawker Beechcraft Corporation) Pneumatic
C23, A24, A24R, B24R, C24R [1], [2] [5]
Zone 3, Zone 3,
76 J-2, J-4 J-8 J-15 Zone 2A Zone 2A
[1], [2] [5]

190-01102-06 Rev. 2
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
Hawker Beechcraft D17S (Army UC43, UC43B, Electric Or Requires lightning protection. Refer to
J-2, J-4 14 J-15 Zone 2A Zone 2A
(Hawker Beechcraft Corporation) Navy GB-1, GB-2), SD17S Pneumatic Table K-2 for additional details.
[1], [3] [5]
Zone 3, Zone 3,
Hawker Beechcraft Electric Or Requires lightning protection. Refer to
G17S J-2, J-4 14 J-15 Zone 2A Zone 2A
(Hawker Beechcraft Corporation) Pneumatic Table K-2 for additional details.
[1], [3] [5]
Hawker Beechcraft 35, A35, B35, C35, D35, E35, Electric Or Not
J-2, J-4 J-5 Zone 2A Zone 2A information regarding instrument panel
(Hawker Beechcraft Corporation) F35, G35 Pneumatic Allowed
Zone 3, Zone 3,
77 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Zone 3, Zone 3,
Helio Electric Or
HST-550, HST-550A J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Helio Aircraft, LLC) Pneumatic
[1], [2] [5]
H-250, H-295, HT-295, H-391, J-2, J-4 Zone 3, Zone 3,
Helio Electric Or The 800 cannot mount the GTP or GMU
H-391B, H-395, H-395A, (see note J-5 J-15 Zone 2A Zone 2A
(Helio Aircraft, LLC) Pneumatic on the wings
H-700, H-800 column) [1], [2] [5]
DGA-15P (Army UC-70, Navy
Zone 3, Zone 3,
Howard GH-1, GH-2, GH-3, NH-1), Electric Or Requires lightning protection. Refer to
(Howard Aircraft Foundation) DGA-15J Pneumatic Table K-2 for additional details.
[1], [3] [5]
(Army UC-70B), DGA15W
Interceptor Zone 3, Zone 3,
200, 200A, 200B, 200C, 200D, Electric Or
(Prop-Jets, Inc.) J-2, J-4 J-5 J-15 Zone 2A Zone 2A
400 Pneumatic
[Meyers] [1], [2] [5]
Liberty Electric Or Not Zone 3 Zone 3 Requires lightning protection. Refer to
XL-2 J-2, J-4 J-15
(Liberty Aerospace Incorporated) Pneumatic Allowed [4] [6] Table K-2 for additional details.
Zone 3, Zone 3,
Lovaux Ltd. Not Not
OA7 Optica Series 300 Pneumatic J-2, J-4 Zone 2A Zone 2A
(FLS Aerospace (Lovaux) Ltd.) Allowed Allowed
[1], [2] [5]

Rev. 2 190-01102-06
Lightning Zone Type
No. No. No.
Bee Dee M-4, M-4, M-4C,
M-4S, M-4T, M-4-180C,
M-4-180S, M-4-180T, M-4-210,
M-4-210C, M-4-210S,
M-4-210T, M-4-220,
M-4-220C, M-4-220S,
M-4-220T, M-5-180C,
M-5-200, M-5-210C,
M-5-210TC, M-5-220C,
M-5-235C, M-6-180, M-6-235,
M-7-235, MX-7-235, Zone 3, Zone 3,
Maule Electric Or Requires lightning protection. Refer to
MX-7-180, MX-7-420, J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Maule Aerospace Technology, Inc.) Pneumatic Table K-2 for additional details.
MXT-7-180, MT-7-235, [1], [3] [5]
M-8-235,MX-7-160,
MXT-7-160, MX-7-180A,
MXT-7-180A, MX-7-180B,
M-7-235B, M-7-235A,
M-7-235C, MX-7-180C,
M-7-260, MT-7-260,
M-7-260C, M-7-420AC,
MX-7-160C, MX-7-180AC,
M-7-420A, MT-7-420,
M-4-180V
Micco Aircraft Co., Inc. Zone 3, Zone 3,
MAC-125C, MAC-145, Electric Or
(MICCO Aircraft Company, Inc.) J-2, J-4 J-5 J-15 Zone 2A Zone 2A
MAC-145A, MAC-145B Pneumatic
[Meyers] [1], [2] [5]
Zone 3, Zone 3,
Mooney Electric Or
M22 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Mooney Aircraft Corporation) Pneumatic
[1], [2] [5]
M20, M20A, M20B, M20C,
Zone 3, Zone 3,
Mooney M20D, M20E, M20F, M20G, Electric Or
(Mooney Airplane Company, Inc.) M20J, M20K, M20L, M20M, Pneumatic
[1], [2] [5]
M20R, M20S, M20TN
Rallye 100S, Rallye 150ST,
Rallye 150T, Rallye 235E,
Zone 3, Zone 3,
Morane Saulnier Rallye 235C MS880B, MS885, Electric Or
(SOCATA - Groupe Aerospatiale) MS894A, MS893A, Pneumatic
[1], [2] [5]
MS892A-150, MS892E-150,
MS893E, MS894E
Zone 3, Zone 3,
Moravan Electric Or Requires lightning protection. Refer to
ZLIN 526L J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Moravan National Corporation) Pneumatic Table K-2 for additional details.
[1], [3] [5]

190-01102-06 Rev. 2
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
Moravan a.s. Electric Or
ZLIN Z-242L, Z-143L J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Moravan a.s.) Pneumatic
[1], [2] [5]
Nardi Zone 3, Zone 3,
Electric Or Not
(Nardi S.A) FN-333 J-2, J-4 J-7 Zone 2A Zone 2A
Pneumatic Allowed
[Siai Marchetti] [1], [2] [5]
Navion (L-17A), Navion A
Zone 3, Zone 3,
Navion (L-17B or L-17C), Navion B, Electric Or
(Sierra Hotel Aero, Inc.) Navion D, Navion E, Navion F, Pneumatic
[1], [2] [5]
Navion G, Navion H
Zone 3, Zone 3,
Piaggio Electric Or
P.136-L, P.136-L1 J-2, J-4 J-9 J-15 Zone 2A Zone 2A
(Piaggio & C.) Pneumatic
[1], [2] [5]
PC-6, PC-6-H1, PC-6-H2,
PC-6/350, PC-6/350-H1,
PC-6/350-H2, PC-6/A, Zone 3, Zone 3,
Pilatus Electric Or
PC-6/A-H1, PC-6/A-H2, J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Pilatus Aircraft Ltd) Pneumatic
PC-6/B-H2, PC-6/B1-H2, [1], [2] [5]
PC-6/B2-H2, PC-6/C-H2,
PC-6/C1-H2
Zone 3, Zone 3,
Pilatus Electric Or
PC-7 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Pilatus Aircraft Ltd.) Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
Piper Aircraft, Inc. PA-46-310P, PA-46-350P, Electric Or
(Piper Aircraft, Inc.) PA-46-500TP Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
Piper Aircraft, Inc. PA-23, PA-23-160, PA-23-235, Electric Or
(Piper Aircraft, Inc.) PA-23-250, PA-E23-250 Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
Piper Aircraft, Inc. PA-24, PA-24-250, PA-24-260, Electric Or
(Piper Aircraft, Inc.) PA-24-400 Pneumatic
[1], [2] [5]
PA-28-140, PA-28-150,
PA-28-151, PA-28-160,
PA-28-161, PA-28-180,
PA-28-235, PA-28S-160, Zone 3, Zone 3,
Piper Aircraft, Inc. Electric Or
PA-28R-180, PA-28S-180, J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Piper Aircraft, Inc.) Pneumatic
PA-28-181, PA-28R-200, [1], [2] [5]
PA-28R-201, PA-28R-201T,
PA-28RT-201, PA-28RT-201T,
PA-28-201T, PA-28-236

Rev. 2 190-01102-06
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
PA-44-180, PA-44-180T J-2, J-4 J-8 J-15 Zone 2A Zone 2A
[1], [2] [5]
Zone 3, Zone 3,
PA-30, PA-39, PA-40 J-2, J-4 J-8 J-15 Zone 2A Zone 2A
[1], [2] [5]
PA-32-260, PA-32-300,
PA-32S-300, PA-32R-300,
PA-32RT-300, PA-32RT-300T,
Zone 3, Zone 3,
Piper Aircraft, Inc. PA-32R-301(SP), Electric Or
(Piper Aircraft, Inc.) PA-32R-301(HP), Pneumatic
[1], [2] [5]
PA-32R-301T, PA-32-301,
PA-32-301T, PA-32-301FT,
PA32-301XTC
Zone 3, Zone 3,
Piper Aircraft, Inc. PA-34-200, PA-34-200T, Electric Or
(Piper Aircraft, Inc.) PA-34-220T Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
PA-38-112 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
[1], [2] [5]
Polskie Zaklady Lotnicze Spolka
Zone 3, Zone 3,
zo.o Electric Or
PZL M26 01 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Polskie Zaklady Lotnicze Spolka Pneumatic
[1], [2] [5]
zo.o.)
Quartz Mountain Aerospace Inc. Zone 3, Zone 3,
Electric Or
(Quartz Mountain Aerospace, Inc.) 11E J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic
[Luscombe] [1], [2] [5]
BC-1A, AT-6 (SNJ-2),
Rockwell International AT-6A (SNJ-3), AT-6B, Zone 3, Zone 3,
Electric Or
(Rockwell International Corporation) AT-6C (SNJ-4), J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic
[North American] AT-6D (SNJ-5), [1], [2] [5]
AT-6F (SNJ-6), SNJ-7, T-6G
Zone 3, Zone 3,
(Sky International) A-1, A-1A, A-1B, A-1C-180, Electric Or Requires lightning protection. Refer to
[Aviat] A-1C-200 Pneumatic Table K-2 for additional details.
[1], [3] [5]
Zone 3,
Zone 2A
Slingsby Aviation Ltd. Zone 3 INSTALLATION APPROVED FOR
T67M260, T67M260-T3A Pneumatic J-3, J-4 J-5 J-15 (fuselage
(Slingsby Aviation Ltd.) [4] VFR OPERATION ONLY
only)
[6]
STOL Zone 3, Zone 3,
Electric Or
(Sky Enterprises, Inc.) RC-3 J-2, J-4 J-7 J-15 Zone 2A Zone 2A
Pneumatic
[Republic Sea-Bee] [1], [2] [5]

190-01102-06 Rev. 2
Lightning Zone Type
No. No. No.
Zone 3, Zone 3,
SOCATA TB 9, TB 10, TB 20, TB 21, Electric Or
(SOCATA - Groupe Aerospatiale) TB 200 Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
SOCATA, S.A. Electric Or
GA-7 (Cougar) J-2, J-4 J-8 J-15 Zone 2A Zone 2A
(SOCATA, S.A.) [Grumman] Pneumatic
[1], [2] [5]
Symphony Aircraft Industries
Zone 3, Zone 3,
Inc.
OMF-100-160, SA 160 Pneumatic J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Symphony Aircraft Industries Inc.)
[1], [2] [5]
[OMF]
Zone 3, Zone 3,
TKEF Electric Or
Model 44 J-2, J-4 J-9 J-15 Zone 2A Zone 2A
(The King’s Engineering Fellowship) Pneumatic
[1], [2] [5]
Zone 3, Zone 3,
Trident Electric Or
TR-1 J-2, J-4 J-7 J-15 Zone 2A Zone 2A
(Viking Air, Ltd.) Pneumatic
[1], [2] [5]
True Flight Holdings LLC Zone 3, Zone 3,
Electric Or
(True Flight Holdings LLC) AA-1, AA-1A, AA-1B, AA-1C J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic
[American General] [1], [2] [5]
True Flight Holdings LLC Zone 3, Zone 3,
Electric Or
(True Flight Holdings LLC) AA-5, AA-5A, AA-5B, AG-5B J-2, J-4 J-5 J-15 Zone 2A Zone 2A
Pneumatic
[American General] [1], [2] [5]
STOL Zone 3, Zone 3,
Electric Or
(STOL Aircraft Corporation) UC-1 J-2, J-4 J-7 J-15 Zone 2A Zone 2A
Pneumatic
[Republic Twin-Bee] [1], [2] [5]
Vulcanair S.p.A. Zone 3, Zone 3,
P68, P68B, P68C, P68C-TC, Electric or
(Vulcanair S.p.A.) J-2, J-4 J-8 J-15 Zone 2A Zone 2A
AP68TP 300 "Spartacus" Pneumatic
[Partenavia] [1], [2] [5]
Vulcanair S.p.A. P68 “Observer”, Zone 3, Zone 3,
(Vulcanair S.p.A.) P68 TC “Observer”, Pneumatic J-2, J-4 J-8 J-15 Zone 2A Zone 2A
[Partenavia] P68 “Observer 2” [1], [2] [5]
Zone 3, Zone 3,
WACO Electric Or Requires lightning protection. Refer to
YMF J-2, J-4 14 J-15 Zone 2A Zone 2A
(The WACO Aircraft Company) Pneumatic Table K-2 for additional details.
[1], [3] [5]
WSK "PZL-Mielec" OBR Zone 3, Zone 3,
Electric Or
(WSK PZL Mielec and OBR SK PZL M20 03 J-2, J-4 J-8 J-15 Zone 2A Zone 2A
Pneumatic
Mielec) [1], [2] [5]
Zone 3, Zone 3,
Zenair Electric Or
CH2000 J-2, J-4 J-5 J-15 Zone 2A Zone 2A
(Zenair Ltd.) Pneumatic
[1], [2] [5]

Rev. 2 190-01102-06
[1] The GTP 59 cannot be installed on Zone 2A composite areas.
[2] The GTP 59 must be bonded to the aluminum skin. Refer to Section 3.2.6.1 for details.
[3] The GTP 59 must be bonded to the metallic tube structure. Refer to Section 3.2.6.2 for details.
[4] The GTP 59 must be isolated from the aircraft ground plane. Refer to Section 3.2.6.3 for details.
[5] The GMU 44 must be bonded to the aircraft ground plane. Refer to Section 3.2.4.2 for details.
[6] The GMU 44 must be isolated from the aircraft ground plane. Refer to Section 3.2.4.2A for details.

190-01102-06 Rev. 2

Rev. 2 190-01102-06
Table K-2 below provides detailed information about the lightning protection components that are
required for a particular aircraft model. Only non-metallic models are listed. A ‘Y’ in the LRU column
indicates that a TVS and fuse combination is required for that LRU; a ‘N’ indicates that the TVS and fuse
combination is not required. The interconnect diagrams showing how the TVS and fuse are connected for
a particular LRU are found in Appendix F. If an electric Standby ADI is utilized, it may require one or
two TVS/fuse combinations, depending upon the aircraft model. These TVS components are listed as
TVS1 and TVS2, and correspond to the reference designators called out on the Standby ADI interconnect
diagram in Appendix F.
NOTE
Aircraft models that are limited to VFR operation only are not required to have TVSs and
associated fuses installed. Consequently, these models do not appear in Table K-2.
Table K-2. Lightning Protection Requirements

Aircraft Make TVS Req'd on LRU Power Input?
(TCDS Holder) Aircraft Model Designation STBY ADI Notes
[common name or previous make] GDU GRS GDC GAD
TVS1 TVS2
Cessna
LC40-550FG,
(Cessna Aircraft Company) Y Y Y Y Y Y
LC41-550FG, LC42-550FG
[Columbia or Lancair]
Cirrus Design Corporation
SR20, SR22 Y Y Y Y Y Y
(Cirrus Design Corporation)
TVS1/F1is not req'd on GDU
Cub Crafters, Inc.
CC18-180, CC18-180A Y N N Y Y Y TVS2/F2 is not req'd for
(Cub Crafters, Inc.)
electric STBY ADI
Diamond
DA 40 , DA 40F (IFR) Y Y Y Y Y Y
(Diamond Aircraft Industries GmbH)
Diamond
DA 42 Y Y Y Y Y Y
(Diamond Aircraft Industries Inc.)
Extra TVS1/F1is not req'd on GDU
(Extra Flugzeugproduktions- und EA-400 Y N N Y Y Y TVS2/F2 is not req'd for
Vertriebs- GmbH) electric STBY ADI
Grob
G120A Y Y Y Y Y Y
(Grob-Werke)
Hawker Beechcraft D17S (UC43, UC43B,
Y N N Y Y Y TVS2/F2 is not req'd for
(Hawker Beechcraft Corporation) GB-1, GB-2), SD17S
electric STBY ADI
Hawker Beechcraft
G17S Y N N Y Y Y TVS2/F2 is not req'd for
(Hawker Beechcraft Corporation)
electric STBY ADI
DGA-15P (Army UC-70,
Howard Navy GH-1, GH-2, GH-3,
(Howard Aircraft Foundation) NH-1), DGA-15J
electric STBY ADI
(Army UC-70B), DGA15W
Liberty
XL-2 Y Y Y Y Y Y
(Liberty Aerospace Incorporated)

190-01102-06 Rev. 2
Table K-2. Lightning Protection Requirements
Aircraft Make TVS Req'd on LRU Power Input?
(TCDS Holder) Aircraft Model Designation STBY ADI Notes
[common name or previous make] GDU GRS GDC GAD
TVS1 TVS2
Bee Dee M-4, M-4, M-4C,
M-4S, M-4T, M-4-180C,
M-4-180S, M-4-180T,
M-4-210, M-4-210C,
M-4-210S, M-4-210T,
M-4-220, M-4-220C,
M-4-220S, M-4-220T,
M-5-180C, M-5-200,
M-5-210C, M-5-210TC,
M-5-220C, M-5-235C,
M-6-180, M-6-235,
Maule M-7-235, MX-7-235,
(Maule Aerospace Technology, Inc.) MX-7-180, MX-7-420,
electric STBY ADI
MXT-7-180, MT-7-235,
M-8-235, MX-7-160,
MXT-7-160, MX-7-180A,
MXT-7-180A, MX-7-180B,
M-7-235B, M-7-235A,
M-7-235C, MX-7-180C,
M-7-260, MT-7-260,
M-7-260C, M-7-420AC,
MX-7-160C, MX-7-180AC,
M-7-420A, MT-7-420,
M-4-180V
Moravan
ZLIN 526L Y N N Y Y Y TVS2/F2 is not req'd for
(Moravan National Corporation)
electric STBY ADI
(Sky International) A-1, A-1A, A-1B,
[Aviat] A-1C-180, A-1C-200
electric STBY ADI
WACO
YMF Y N N Y Y Y TVS2/F2 is not req'd for
(The WACO Aircraft Company)
electric STBY ADI

Rev. 2 190-01102-06

G 500

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G500

AML STC Installation

190-01102-06 November 2009 Rev. 2

Garmin International, Inc.

G500 AML STC Installation Manual Page A

Page B G500 AML STC Installation Manual

G500 AML STC Installation Manual Page C

Page D G500 AML STC Installation Manual

G500 AML STC Installation Manual Page i

Page ii G500 AML STC Installation Manual

G500 AML STC Installation Manual Page iii

Page iv G500 AML STC Installation Manual

G500 AML STC Installation Manual Page v

Page vi G500 AML STC Installation Manual

G500 AML STC Installation Manual Page vii

Page viii G500 AML STC Installation Manual

G500 AML STC Installation Manual Page ix

G500 AML STC Installation Manual Page xi

G500 AML STC Installation Manual Page xiii

Page xiv G500 AML STC Installation Manual

G500 AML STC Installation Manual Page xv

Page xvi G500 AML STC Installation Manual

G500 AML STC Installation Manual Page xvii

Page xviii G500 AML STC Installation Manual

G500 AML STC Installation Manual Page 1-1

Page 1-2 G500 AML STC Installation Manual

No. 1 GPS/WAAS Navigator

No. 2 GPS/WAAS Navigator

No. 1 VOR/Localizer/GS XM WX/Entertainment

No. 2 VOR/Localizer/GS Weather Radar

Autopilot/Flight Director Existing Equipment

**Audio panel connection to GDU 620

*** Installation of the Mid-Continent

Figure 1-1. G500 System Overview – Single GDU

G500 AML STC Installation Manual Page 1-3

AHRS Pilot PFD/MFD Display Copilot PFD/MFD Display AHRS

Temperature Probe Temperature Probe

Audio Panel No. 1 GPS/WAAS Navigator

No. 2 GPS/WAAS Navigator

Figure 1-2. G500 System Overview – Dual GDUs

GMU 44: The GMU 44 magnetometer senses magnetic field information.

G500 AML STC Installation Manual Page 1-5

GNS 480: The GNS 480 unit is a panel-mount WAAS/GPS navigator

Page 1-6 G500 AML STC Installation Manual

ARINC 429 (NAV)*

ARINC 429 (Autopilot)

No. 2 GPS/WAAS Navigator Nav Receiver

*If an SL30 is used, the ARINC 429

Figure 1-3. G500 Interfaces – Single GDU

TYPICAL INSTRUMENT PANEL BEFORE MODIFICATION

* CLOCK MAY BE REMOVED TO MAKE SPACE FOR ANOTHER INSTRUMENT

TYPICAL INSTRUMENT PANEL AFTER G500 INSTALLATION

G500 AML STC Installation Manual Page 1-9

Unit Weight w/Rack

[1] Diameter of GMU 44 is 3.35 inches (8.51 cm), including flange.

Page 1-10 G500 AML STC Installation Manual

1.6.1.1 GDU™ 620

Table 1-5. Other Reference Documentation

Table 1-6. Optional Garmin System Reference Documentation

Table 1-6A. Non-Garmin System Reference Documentation

Page 1-12 G500 AML STC Installation Manual

1.8.1 Basemap Database

G500 AML STC Installation Manual Page 1-13