Instalacion G3X

Garmin G3X Touch
Electronic Flight Instrument System

Part 23 AML STC Installation Manual
190-02472-01 2019 Revision 2

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Installation Manual 190-02472-01

G3X Touch EFIS Part 23 AML STC Page i Revision 2
RECORD OF REVISIONS
Rev Revision Date Description
1 02/11/2019 Initial Release
Added STC number, LRU mod status, mounting kit part numbers,
2 03/14/2019 EIS requirements, minimum SW version, GTX 325, Piper
autopilots, updated App. B, D, and G

G3X Touch EFIS Part 23 AML STC Page ii Revision 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 may not be exported, released or disclosed to foreign nationals inside or
outside the United States without first obtaining an export license. A violation of the EAR may be
subject to a penalty of up to 10 years imprisonment and a fine of up to $1,000,000 under section
2410 of the Export Administration Act of the 1979. The preceding statement/notice must be
included on all reproductions in whole or in part of this manual.
The information on this document is subject to change without notice. For updates and
supplemental information regarding the operation of Garmin products visit www.fly.garmin.com.

G3X Touch EFIS Part 23 AML STC Page iii Revision 2
SOFTWARE LICENSE AGREEMENT FOR GARMIN AVIATION PRODUCTS
BY USING THE DEVICE, COMPONENT OR SYSTEM MANUFACTURED OR SOLD BY GARMIN (“THE
GARMIN PRODUCT’), YOU AGREE TO BE BOUND BY THE TERMS AND CONDITIONS OF THE
FOLLOWING SOFTWARE LICENSE AGREEMENT. PLEASE READ THIS AGREEMENT CAREFULLY.
Garmin Ltd. and its subsidiaries (“Garmin”) grants you a limited license to use the software embedded in
the Garmin Product (the “Software”) in binary executable form in the normal operation of the Garmin
Product. Title, ownership rights, and intellectual property rights in and to the Software remain with Garmin
and/or its third-party providers. You acknowledge that the Software is the property of Garmin and/or its
third-party providers and is protected under the United States of America copyright laws and international
copyright treaties. You further acknowledge that the structure, organization, and code of the Software are
valuable trade secrets of Garmin and/or its third-party providers. You agree not to reproduce, decompile,
disassemble, modify, reverse assemble, reverse engineer, or reduce to human readable form the
Software or any part thereof or create any derivative works based on the Software. You agree not to
export or re-export the Software to any country in violation of the export control laws of the United States
of America.

G3X Touch EFIS Part 23 AML STC Page iv Revision 2
WARNING, CAUTION, and NOTE DEFINITIONS
WARNING
A warning is used to bring to the installer’s immediate attention not only damage
to the equipment, but personal injury may occur if the instruction is disregarded.
CAUTION
A caution means damage to equipment is possible if procedural step is not followed.
NOTE
A note provides additional information.
WARNING
This product, its packaging, and its components contain chemicals known to the State of
California to cause cancer, birth defects, or reproductive harm. This Notice is being provided
in accordance with California's Proposition 65. If you have any questions or would like
additional information, please refer to our web site at www.garmin.com/prop65.
WARNING
Perchlorate Material – special handling may apply. Refer to
www.dtsc.ca.gov/hazardouswaste/perchlorate.
WARNING
Failure to properly configure the EIS gauges per the POH/AFM and other approved data could
result in serious injury, damage to equipment, or death.
NOTE
All screen shots used in this document are current at the time of publication. Screen shots
are intended to provide visual reference only. All information depicted in screen shots,
including software file names, versions and part numbers, is subject to change and may not
be up to date.
NOTE
Ensure no dust or grit accumulates at the bottom of the display glass. The GDU 4X0 display
uses invisible infrared beams for touch detection, this makes it very important to keep the
screen clean, especially along the edges.

G3X Touch EFIS Part 23 AML STC Page v Revision 2
TABLE OF CONTENTS
PARAGRAPH PAGE
1. GENERAL ........................................................................................................................... 1
1.1 Introduction ................................................................................................................... 1
1.2 STC Applicability ........................................................................................................... 1
1.3 Acronyms and Abbreviations ......................................................................................... 1
1.4 System Overview .......................................................................................................... 3
1.5 Reference Documents................................................................................................... 4
1.6 Equipment Description .................................................................................................. 6
1.7 System Architecture Example ......................................................................................16
2. LIMITATIONS ....................................................................................................................18
2.1 Installation Limitations ..................................................................................................18
2.2 Operational Limitations.................................................................................................20
3. PREPARATIONS ...............................................................................................................21
3.1 Materials and Parts ......................................................................................................21
3.2 Test Equipment ............................................................................................................23
3.3 G3X Installation Requirements .....................................................................................24
3.4 Selection of G3X System Components ........................................................................28
3.5 Installation Consideration .............................................................................................31
3.6 Electrical Load Analysis ...............................................................................................37
3.7 Cable and Wiring Consideration ...................................................................................48
4. INSTALLATION .................................................................................................................51
4.1 Wire Routing and Installation........................................................................................51
4.2 Equipment Bonding ......................................................................................................63
4.3 Panel Mounted Displays ...............................................................................................71
4.4 Remote LRU’s ..............................................................................................................82
4.5 GSU 25D ADAHRS ......................................................................................................83
4.6 GDL 50R/51R/52R Datalink .........................................................................................91
4.7 GEA 24 Engine Airframe Adapter .................................................................................95
4.8 GMU 11 Magnetometer ................................................................................................99
4.9 GAD 29B ....................................................................................................................107
4.10 GAD 27 ......................................................................................................................112
4.11 GTP 59 Temperature Probe .......................................................................................117
4.12 GPS Antenna .............................................................................................................120
4.13 EIS Sensors ...............................................................................................................124
4.14 Weight and Balance ...................................................................................................133
5. SYSTEM CONFIGURATION ............................................................................................134
5.1 System Configuration Overview .................................................................................134
5.2 Wire Harness Mounting, Continuity and Power Checks..............................................134
5.3 Software Loading Information.....................................................................................135
5.4 Configuration Mode & Data Entry ...............................................................................138
5.5 System Information Page ...........................................................................................140
5.6 System Options Page.................................................................................................141
5.7 LRU Configuration Page ............................................................................................141
G3X Touch EFIS Part 23 AML STC Page vi Revision 2
5.8 ADAHRS (Air Data Attitude/Heading Reference System) Calibration Page ................142
5.9 Magnetometer Calibration Page .................................................................................146
5.10 Autopilot Configuration Page ......................................................................................147
5.11 Flight Director Page ...................................................................................................148
5.12 ESP Configuration Page ............................................................................................148
5.13 Trim Configuration Page ............................................................................................148
5.14 Aircraft Configuration Page ........................................................................................148
5.15 Weight & Balance Configuration Page .......................................................................151
5.16 Units Configuration Page ...........................................................................................154
5.17 Display Configuration Page ........................................................................................155
5.18 Backlight Configuration Page .....................................................................................158
5.19 Sound Configuration Page .........................................................................................160
5.20 RS-232 Configuration Page........................................................................................160
5.21 ARINC 429 Configuration Page..................................................................................162
5.22 PFD Configuration Page ............................................................................................162
5.23 GPS Receiver Configuration Page .............................................................................163
5.24 Navigation Configuration ............................................................................................163
5.25 Audio Panel Configuration Page ................................................................................164
5.26 COM Radio Configuration Page .................................................................................164
5.27 Transponder Configuration Page ...............................................................................165
5.28 Data Link Configuration Page.....................................................................................166
5.29 Data Log Configuration Page .....................................................................................166
5.30 Engine Information System Configuration Page .........................................................167
5.31 Save & Reboot Button ................................................................................................178
5.32 Database Loading & Updates.....................................................................................179
5.33 Activation of GDL 51R/52R SiriusXM Radio and Weather ..........................................181
5.34 External Interface Configuration .................................................................................182
6. POST INSTALLATION CHECKOUT PROCEDURES ......................................................183
6.1 Recommended Test Equipment .................................................................................183
6.2 Initial Power On and Configuration Ground Checks ...................................................183
6.3 Altimeter Check ..........................................................................................................185
6.4 Transponder Check ....................................................................................................185
6.5 Pitot-Static and Airspeed Tape Settings Checks ........................................................186
6.6 GPS Receiver Check .................................................................................................187
6.7 NAV Receiver Check..................................................................................................189
6.8 ADS-B Traffic Interface Check ...................................................................................189
6.9 TIS-A Traffic Interface Check .....................................................................................190
6.10 WX-500 Stormscope Interface Check ........................................................................191
6.11 FIS-B Weather via ADS-B In ......................................................................................191
6.12 GDL 51R/52R SXM Weather Check...........................................................................191
6.13 GDL 51R/52R SXM Audio Interface Check ................................................................192
6.14 EIS Check ..................................................................................................................192
6.15 ADAHRS and Magnetometer Ground Checks ............................................................195

G3X Touch EFIS Part 23 AML STC Page vii Revision 2
6.16 Garmin GFC 500 Autopilot Interface Check ...............................................................202
6.17 Non-Garmin Autopilot Interface Check .......................................................................202
6.18 G5 Miscompare Check ...............................................................................................205
6.19 Placards and Switch Labeling Check .........................................................................205
6.20 EMI / RFI Check .........................................................................................................206
7. DOCUMENTATION CHECKS ..........................................................................................209
7.1 Airplane Flight Manual Supplement (AFMS) ...............................................................209
7.2 Instructions for Continued Airworthiness ....................................................................209
APPENDIX A CONNECTORS AND PIN FUNCTIONS ........................................................ A-1
A.1 GAD 27 ...................................................................................................................... A-1
A.2 GAD 29B .................................................................................................................... A-4
A.3 GDL 5XR.................................................................................................................... A-6
A.4 GDU 4X0.................................................................................................................... A-7
A.5 GEA 24 .................................................................................................................... A-11
A.6 GMU 11.................................................................................................................... A-17
A.7 GSU 25D.................................................................................................................. A-18
A.8 GTP 59 .................................................................................................................... A-20
APPENDIX B INTERCONNECT DIAGRAMS...................................................................... B-1
B.1 G3X Interconnect Notes ............................................................................................. B-2
B.2 G3X Power and Ground Connections ........................................................................ B-3
B.3 GAD 27 Installation (14V aircraft only) ....................................................................... B-5
B.4 Single GDU Baseline.................................................................................................. B-6
B.5 Dual GDU Baseline .................................................................................................... B-7
B.6 CAN Bus Connection ................................................................................................. B-8
B.7 GDU RS-232 Connections ......................................................................................... B-9
B.8 Transponder Connections ........................................................................................ B-10
B.9 Transponder (GTX 345(R)) Connections .................................................................. B-11
B.10 GTS 8XX (TCAS) Connections ................................................................................ B-12
B.11 GDL 5XR RS-232 Connections ................................................................................ B-12
B.12 WX-500 RS-232 Connection .................................................................................... B-12
B.13 GNC 300XL/GPS155XL connection ......................................................................... B-13
B.14 GDL 5XR Coax Cables ............................................................................................ B-14
B.15 Audio Connections ................................................................................................... B-15
B.16 VHF NAV/COM RS-232 Connection ........................................................................ B-16
B.17 Single GPS/VHF NAV with Single/Dual GDU Interface ............................................ B-17
B.18 Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces ................................ B-19
B.19 Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces .......................... B-21
B.20 Engine Temperature Sensors (CHT K-Type) ............................................................ B-23
B.21 CHT Sensor Interconnect (J-type) ............................................................................ B-25
B.22 EGT, CHT, TIT Splice .............................................................................................. B-26
B.23 Fuel, Oil and Manifold Pressure Transducer Interconnects ...................................... B-27
B.24 Fuel Quantity Sensor Interconnects ......................................................................... B-28
B.25 Fuel Resistor Detailed Buildup ................................................................................. B-29
B.26 Miscellaneous Sensor Interconnects ........................................................................ B-30
G3X Touch EFIS Part 23 AML STC Page viii Revision 2
B.27 P-lead Resistor Detailed Buildup .............................................................................. B-32
B.28 Century II, IIB, III Autopilot Systems Interface to GAD 29B ...................................... B-33
B.29 Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B ................................... B-34
B.30 Cessna Autopilot Interface to GAD 29B.................................................................... B-35
B.31 Honeywell (Bendix/King) Autopilot Interface to GAD 29B ......................................... B-37
B.32 S-Tec Autopilot Interface to GAD 29B ...................................................................... B-38
B.33 Piper Autopilot Interface to GAD 29B ....................................................................... B-39
APPENDIX C EQUIPMENT COMPATIBILITY AND CONFIGURATION ............................. C-1
C.1 GPS/VHF Nav Interfaces ........................................................................................... C-1
C.2 GPS NAV Interface .................................................................................................... C-4
C.3 VHF NAV/COM Interface ........................................................................................... C-5
C.4 Traffic and Weather Source........................................................................................ C-6
C.5 Non-Garmin Autopilot Systems .................................................................................. C-8
C.6 Audio Panel.............................................................................................................. C-10
C.7 EIS Sensors ............................................................................................................. C-11
C.8 Antennas .................................................................................................................. C-14
APPENDIX D LIGHTNING PROTECTION .......................................................................... D-1
D.1 Lightning Zones for GTP 59 and GMU 11 .................................................................. D-1
D.2 Example Lighting Zoning Diagrams ............................................................................ D-9
APPENDIX E GARMIN G5 AS STANDBY FLIGHT DISPLAY ............................................ E-1
E.1 Purpose...................................................................................................................... E-1
E.2 G5 Interface ............................................................................................................... E-1
E.3 Installation Guidance .................................................................................................. E-2
E.4 Electrical Bonding and Connections ........................................................................... E-2
E.5 Configuration .............................................................................................................. E-3
APPENDIX F MAGNETIC INTERFERENCE SURVEY ....................................................... F-1
F.1 Introduction ................................................................................................................ F-1
F.2 Required Materials ..................................................................................................... F-1
F.3 Conducting the GMU 11 Location Survey................................................................... F-2
F.4 GDU Data Analysis .................................................................................................... F-4
APPENDIX G MODEL SPECIFIC DATA .............................................................................G-1

G3X Touch EFIS Part 23 AML STC Page ix Revision 2
LIST OF ILLUSTRATIONS
FIGURE PAGE
Figure 1-1 – GDU 470 (Single PFD with MFD in split mode) ...................................................... 7
Figure 1-2 – Dual GDU 470 (PFD & MFD, EIS Optional) ........................................................... 7
Figure 1-3 – GDU 460 (PFD & MFD, EIS Optional) .................................................................... 9
Figure 1-4 – GDU 460 with GDU 470 (PFD & MFD, EIS Optional) ............................................. 9
Figure 1-5 – GSU 25D (ADAHRS) ............................................................................................10
Figure 1-6 – GMU 11 (Magnetometer) ......................................................................................10
Figure 1-7 – GTP 59 (Temperature Probe) ...............................................................................10
Figure 1-8 – GAD 27 (Electronic Adapter Unit)..........................................................................11
Figure 1-9 – GAD 29B (ARINC 429 Adapter) ............................................................................11
Figure 1-10 – GEA 24 (Engine Indicating System) ....................................................................12
Figure 1-11 – GDL 52R .............................................................................................................14
Figure 1-12 – GPS Antenna ......................................................................................................15
Figure 1-13 – Example G3X Architecture ..................................................................................16
Figure 3-1 – Ammeter Placement for Current Measurement .....................................................40
Figure 3-2 – Example of Completed Electrical Load Tabulation Form Page 1 of 2 ....................44
Figure 3-3 – Example of Completed Electrical Load Tabulation Form Page 2 of 2 ....................45
Figure 3-4 – Example of Completed Emergency Power Operation Calculation .........................47
Figure 3-5 – CAN Bus Backbone ..............................................................................................48
Figure 3-6 – Correct CAN Bus Wiring Example and Node Connections ....................................49
Figure 3-7 – Incorrect CAN Bus Topographies ..........................................................................49
Figure 4-1 – Shield Termination Methods..................................................................................53
Figure 4-2 – Jackscrew Backshell Assembly .............................................................................59
Figure 4-3 – Insulation/contact Clearance .................................................................................60
Figure 4-4 – Jackscrew Backshell Assembly (Potted Configuration Module) .............................61
Figure 4-5 – Pan Head Screw Ground Stud Buildup .................................................................62
Figure 4-6 – Countersunk Screw Stud Buildup ..........................................................................63
Figure 4-7 – Electrical Bonding Preparation – Nutplate .............................................................64
Figure 4-8 – Electrical Chassis Bonding Preparation – Bolt/nut shown (Nutplate similar) ..........65
Figure 4-9 – Electrical Bonding Preparation – Bolt/Nut Joint .....................................................65
Figure 4-10 – Electrical Bonding Preparation – Terminal Lug....................................................65
Figure 4-11 – Fiberglass Insulation for Carbon Fiber Material ...................................................66
Figure 4-12 – Aluminum Tape Joint ..........................................................................................67
Figure 4-13 – Aluminum Tape Ground Termination ..................................................................68
Figure 4-14 – Aluminum Tape Installation .................................................................................68
Figure 4-15 – Instrument Panel Bonding ...................................................................................69
Figure 4-16 – Bonding strap Backshell Buildup .........................................................................71
Figure 4-17 – GDU Clearance for Connectors (GDU 460 and 470) ...........................................72
Figure 4-18 – 7” Portrait PFD ....................................................................................................72
Figure 4-19 – 10.6” Landscape PFD/MFD.................................................................................73
Figure 4-20 – 7” Portrait MFD ...................................................................................................73
Figure 4-21 – 10.6” Landscape MFD.........................................................................................73

G3X Touch EFIS Part 23 AML STC Page x Revision 2
Figure 4-22 – PFD Location Relative to Existing Standby Instruments ......................................74
Figure 4-23 – PFD Location Relative to G5 Standby Display ....................................................75
Figure 4-24 – GDU 460 Bezel Width (in Inches)........................................................................76
Figure 4-25 – GDU 460 Behind-Panel Depth (in Inches) ...........................................................77
Figure 4-26 – GDU 460 Panel Cutout (Not to Scale) .................................................................77
Figure 4-27 – GDU 460 Assembly.............................................................................................78
Figure 4-28 – GDU 470 Bezel Width (in Inches)........................................................................79
Figure 4-29 – GDU 470 Bezel and LRU Depths (in Inches).......................................................79
Figure 4-30 – GDU 470 Panel Cutout Drawing (Not to Scale) ...................................................79
Figure 4-31 – GDU 470 Panel Installation with Hardware .........................................................80
Figure 4-32 – VFR Placard Installation (10.6” – GDU Example, 7” GDU Similar) ......................81
Figure 4-33 – GSU 25 Outline Drawing .....................................................................................83
Figure 4-34 – GSU 25D Mounting to GDU 470 .........................................................................85
Figure 4-35 – GSU 25D Mounting to GDU 460 .........................................................................85
Figure 4-36 – Alternate GSU 25D Mounting ..............................................................................87
Figure 4-37 – GSU 25D Mounting Options (View 1 of 2) ...........................................................88
Figure 4-38 – GSU 25D Mounting Options (View 2 of 2) ...........................................................89
Figure 4-39 – Pitot-Static Connections for ADAHRS Installation ...............................................91
Figure 4-40 – GDL 5XR Dimensions .........................................................................................92
Figure 4-41 – GDL 5XR Mounting Hardware, GDL52R Shown, Use for GDL50R and GDL51R 93
Figure 4-42 – GDL 50R, 51R, and 52R LRU and D-Sub Connector ..........................................94
Figure 4-43 – GDL 50R, 51R, and 52R Connections ................................................................94
Figure 4-44 – GEA 24 Dimensions ............................................................................................96
Figure 4-45 – GEA 24 Mounting Hardware ...............................................................................97
Figure 4-46 – GEA 24 and D-Sub Connectors ..........................................................................98
Figure 4-47 – GMU 11 Dimensions .........................................................................................100
Figure 4-48 – GMU 11 Pitch and Roll Requirements ...............................................................101
Figure 4-49 – GMU 11 Heading Alignment Requirement ........................................................101
Figure 4-50 – GMU 11 Mounting Hardware.............................................................................103
Figure 4-51 – GMU 11 Install Breakdown................................................................................104
Figure 4-52 – GMU 11 Overbraid Installation ..........................................................................106
Figure 4-53 – GMU 11 Overbraid Termination ........................................................................107
Figure 4-54 – GAD 29B Dimensions .......................................................................................109
Figure 4-55 -- GAD 29B Mounting Hardware ..........................................................................110
Figure 4-56 – GAD 29B Install Breakdown ..............................................................................111
Figure 4-57 – GAD 29B Autopilot Transformer Mounting ........................................................112
Figure 4-58 – GAD 27 Dimensions..........................................................................................114
Figure 4-59-- GAD 27 Mounting Hardware ..............................................................................115
Figure 4-60 -- GAD 27 Install Breakdown ................................................................................116
Figure 4-61 – GTP 59 OAT Probe Dimensions .......................................................................117
Figure 4-62 – GTP Installation (Aircraft with Metallic Skin Example) .......................................118
Figure 4-63 – GTP 59 Installation Composite Aircraft (Non-conductive Access Panel) ...........119
Figure 4-64 – GTP 59 Installation Composite Aircraft (Conductive Access Panel) ..................120

G3X Touch EFIS Part 23 AML STC Page xi Revision 2
Figure 4-65 – GPS Antenna Dimensions.................................................................................121
Figure 4-66 – GPS Antenna (Screw-mounted Installation Example) .......................................122
Figure 4-67 – GPS Antenna (Hook & Loop Installation Example) ............................................123
Figure 4-68 – Carburetor Air Temperature Sensor Mounting...................................................125
Figure 4-69 – Pressure Sensor, Coupling Mount Type ............................................................127
Figure 4-70 – Fuel Flow Installation Configurations .................................................................128
Figure 4-71 – Fuel Flow Transducer Installation Example .......................................................130
Figure 4-72 – Fuel Flow Overbraid Installation Part 1..............................................................131
Figure 4-73 – Fuel Flow Overbraid Installation Part 2..............................................................131
Figure 4-74 – Fuel Flow Overbraid final assembly ..................................................................132
Figure 5-1 – Update Software Window ....................................................................................138
Figure 5-2 – Configuration Mode Pages ..................................................................................139
Figure 5-3 – Data Field Display ...............................................................................................139
Figure 5-4 – Pop-up Keyboard ................................................................................................140
Figure 5-5 – Data Entry Slider Bar ..........................................................................................140
Figure 5-6 – Systems Information Page ..................................................................................141
Figure 5-7 – Systems Options Page........................................................................................141
Figure 5-8 – LRU Configuration Page .....................................................................................142
Figure 5-9 – ADAHRS Calibration Page ..................................................................................143
Figure 5-10 – GSU 25D Orientation Pull-down List .................................................................144
Figure 5-11 – GSU 25D Orientation Selection .........................................................................144
Figure 5-12 – Aircraft Level Attitude ........................................................................................145
Figure 5-13 – Pitch/Roll Offset Calibration in Progress............................................................145
Figure 5-14 – Pitch/Roll Offset Completion Status ..................................................................146
Figure 5-15 – Magnetometer Calibration Page ........................................................................147
Figure 5-16 – Magnetometer Orientation Pull-down List..........................................................147
Figure 5-17 – Aircraft Configuration Page ...............................................................................149
Figure 5-18 – Never Exceed Speed (Vne)...............................................................................150
Figure 5-19 – PFD G Meter Configuration ...............................................................................151
Figure 5-20 – Weight & Balance Configuration Page ..............................................................152
Figure 5-21 – Stations Window ...............................................................................................152
Figure 5-22 – Delete Station ...................................................................................................153
Figure 5-23 – Display Options Tab ..........................................................................................154
Figure 5-24 – Envelope Data Window .....................................................................................154
Figure 5-25 – Display Configuration ........................................................................................155
Figure 5-26 – Transponder Status Window .............................................................................165
Figure 5-27 – Data Log Configuration .....................................................................................167
Figure 5-28 – EIS Display (Engine Bar) ..................................................................................168
Figure 5-29 – Fuel Calibration Input Window ..........................................................................172
Figure 5-30 – Shunt Calibration Window .................................................................................176
Figure 5-31 – Data Link Page .................................................................................................181
Figure 6-1 – Transponder Setup Page (Normal Mode)............................................................185
Figure 6-2 – Magnetometer Interference Test On-screen Instructions.....................................196

G3X Touch EFIS Part 23 AML STC Page xii Revision 2
Figure 6-3 – Magnetometer Interference Test Progress ..........................................................196
Figure 6-4 – Magnetometer Interference Test Status ..............................................................196
Figure 6-5 – Compass Rose Starting Position .........................................................................198
Figure 6-6 – Magnetometer Calibration On-Screen Instructions ..............................................199
Figure 6-7 – Magnetometer Calibration Progress ....................................................................199
Figure A-1 – J271 on the GAD27 ............................................................................................ A-1
Figure A-2 – TB273 on the GAD27 ......................................................................................... A-3
Figure A-3 – J291 on the GAD 29B ......................................................................................... A-4
Figure A-4 – J292 on the GAD 29B ......................................................................................... A-4
Figure A-5 – J5X1 on the GDL 5XR ........................................................................................ A-6
Figure A-6 – P4X01 Connector on the GDU 4X0 .................................................................... A-7
Figure A-7 – P4X02 Connector on the GDU 4X0 .................................................................... A-8
Figure A-8 – GPS Connector on the GDU 4X0........................................................................ A-9
Figure A-9 –J241 Connector on the GEA24 .......................................................................... A-11
Figure A-10 – J242 Connector on the GEA24 ....................................................................... A-12
Figure A-11 – J243 Connector on GEA24 ............................................................................. A-13
Figure A-12 – J244 Connector on GEA24 ............................................................................. A-14
Figure A-13 – J111 on GMU 11 ............................................................................................ A-17
Figure A-14 – J251 on GSU 25D .......................................................................................... A-18
Figure A-15 – J252 on GSU 25D .......................................................................................... A-19
Figure A-16 – GTP 59 ........................................................................................................... A-20
Figure B-1 – G3X Interconnect Notes ..................................................................................... B-2
Figure B-2 – Power and Ground Connections Page 1 ............................................................. B-3
Figure B-3 – Power and Ground Connections Page 2 ............................................................. B-4
Figure B-4 – GAD27 Installation (14V aircraft only) ................................................................. B-5
Figure B-5 – Single GDU Baseline .......................................................................................... B-6
Figure B-6 – Dual GDU Baseline Option ................................................................................. B-7
Figure B-7 – CAN Bus connection........................................................................................... B-8
Figure B-8 – GDU RS-232 connections .................................................................................. B-9
Figure B-9 – Transponder Connections ................................................................................ B-10
Figure B-10 – Transponder (GTX 345(R)) Connections ........................................................ B-11
Figure B-11 – GTS 8XX (TCAS) Connections ....................................................................... B-12
Figure B-12 – GDL5XR RS-232 connections ........................................................................ B-12
Figure B-13 – WX-500 RS-232 connection ........................................................................... B-12
Figure B-14 – GNC 300XL/GPS 155XL Connection .............................................................. B-13
Figure B-15 – GDL5XR coax cables ..................................................................................... B-14
Figure B-16 – Audio connections .......................................................................................... B-15
Figure B-17 – VHF NAV/COM RS-232 connection................................................................ B-16
Figure B-18 – Single GPS/VHF NAV with Single/Dual GDU Interfaces ................................. B-17
Figure B-19 – Single GPS/VHF NAV with Single/Dual GDU Interfaces Notes ....................... B-18
Figure B-20 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces ....................... B-19
Figure B-21 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interface Notes .............. B-20
Figure B-22 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces ................. B-21

G3X Touch EFIS Part 23 AML STC Page xiii Revision 2
Figure B-23 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interface Notes ........ B-22
Figure B-24 – Engine Temperature Sensors (CHT K-Type) .................................................. B-23
Figure B-25 – Engine Temperature Sensors (CHT K-Type) notes......................................... B-24
Figure B-26 – CHT sensor interconnect (J-type) ................................................................... B-25
Figure B-27 – EGT, CHT, TIT splice ..................................................................................... B-26
Figure B-28 – Fuel, Oil, and Manifold Pressure Transducer Interconnects ............................ B-27
Figure B-29 – Fuel Quantity Sensor Interconnects ................................................................ B-28
Figure B-30 – Fuel Resistor Detailed buildup ........................................................................ B-29
Figure B-31 – Miscellaneous Sensor Interconnects – Page 1 ............................................... B-30
Figure B-32 – Miscellaneous Sensor Interconnects – Page 2 ............................................... B-31
Figure B-33 – P-lead Resistor Detailed Buildup .................................................................... B-32
Figure B-34 – Century II, IIB, III Autopilot Interface to GAD 29B ........................................... B-33
Figure B-35 – Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B .......................... B-34
Figure B-36 – Cessna Autopilot Interface to GAD 29B .......................................................... B-35
Figure B-37 – Cessna Autopilot Notes Interface to GAD 29B ................................................ B-36
Figure B-38 – Honeywell (Bendix/King) Autopilot Interface to GAD 29B ............................... B-37
Figure B-39 – S-Tec Autopilot Interface to GAD 29B............................................................. B-38
Figure B-40 – Piper Autopilot Interface to GAD 29B .............................................................. B-39
Figure D-1 – Wingtip Zoning – Not Limited to VFR Operation ................................................. D-2
Figure D-2 – Wingtip Zoning – Limited to VFR Operation ........................................................ D-3
Figure D-3– Wing Zoning – Affected by Landing Gear ............................................................ D-4
Figure D-4 – Zoning for a Single Propeller (Low or High Wing) ............................................... D-5
Figure D-5 – Fuselage Zoning – Canard with a Rear Mounted Propeller ................................ D-5
Figure D-6 – Fuselage Zoning – Curved Lower Fuselage ....................................................... D-6
Figure D-7 – Fuselage Zoning – Single, Rear Mounted Propeller Above Fuselage ................. D-7
Figure D-8 – Empennage Zoning ............................................................................................ D-8
Figure D-9 – Zoning for Biplane .............................................................................................. D-8
Figure D-10 – Single Propeller Aircraft Zoning Example ......................................................... D-9
Figure E-1 – G5 Standby Display Installation Guidance .......................................................... E-2
Figure F-1 – Magnetic Interference Test Harness ................................................................... F-2
LIST OF TABLES
TABLE PAGE
Table 1-1 – Garmin Installation Manuals and References .......................................................... 5
Table 1-2 – Technical References.............................................................................................. 5
Table 1-3 – GDL 5XR Data Link Features and Functions ..........................................................14
Table 3-1 – G3X System Kits and Optional LRUs .....................................................................21
Table 3-2 – Equipment Connector & Installation Kits.................................................................22
Table 3-3 – Power Distribution Bussing Requirements..............................................................24
Table 3-4 – Circuit Breakers Names and Ratings......................................................................24
Table 3-5 – EIS Gauges Engine Bar Display Space Usage.......................................................26
Table 3-6 – Features dependent on EIS Gauges ......................................................................27
Table 3-7 – Aircraft Eligibility Checklist .....................................................................................28
G3X Touch EFIS Part 23 AML STC Page xiv Revision 2
Table 3-8 – Compatible Non-Garmin Autopilots ........................................................................34
Table 3-9 – LRU Current Draw..................................................................................................37
Table 3-10 – Example Load Calculation ....................................................................................38
Table 3-11 – Electrical Load Tabulation Form Page 1 of 2 ........................................................42
Table 3-12 – Electrical Load Tabulation Form Page 2 of 2 ........................................................43
Table 4-1 – GMU 11 (P111), GSU 25D (P251), GDU 4X0 (P4X01), GAD 29B (P291), GEA 24
(P241) 9 Pin Connector Parts ............................................................................................54
Table 4-2 – GDL5XR (P5X1) 15 Pin Connector Parts ...............................................................55
Table 4-3 – GEA24 (J242) and GAD 29B (P292) 25 Pin Connector Parts.................................56
Table 4-4 – GEA 24 P242 Connector Parts 37 Pin Connector ..................................................57
Table 4-5 – GDU4X0 (P4X02), GEA24 (P244), and GAD27 (P271) 50 Pin Connector Parts ....58
Table 4-6 – PN 010-12253-01 GDU configuration module kit parts ...........................................59
Table 4-7 – GDU configuration module installation parts...........................................................60
Table 4-8 – Bonding Strap Part Numbers..................................................................................70
Table 4-9 – GDU 460 Weight ....................................................................................................76
Table 4-10 – GDU 470 Weight and Dimensions ........................................................................78
Table 4-11 – GSU 25D Weight ..................................................................................................83
Table 4-12 – Support Bracket/Shelving Hardware .....................................................................86
Table 4-14 – GDL 5XR Weight and Dimensions .......................................................................93
Table 4-16 – GEA 24 Weight ....................................................................................................96
Table 4-18 – GMU 11 Weight..................................................................................................100
Table 4-19 – Support Bracket/Shelving Hardware ...................................................................108
Table 4-20 – GAD 29B Weight ................................................................................................110
Table 4-21 – Support Bracket/Shelving Hardware ...................................................................113
Table 4-22 – GAD 27 Weight ..................................................................................................114
Table 4-23 – GPS Antenna Weight .........................................................................................121
Table 4-24 – Weight & Balance Calculations Example ............................................................133
Table 5-1 – Post-Install Calibration Procedure Summary for ADAHRS Calibration Page ........143
Table 5-2 – Post-Install Calibration Procedure Summary for Magnetometer Calibration Page 146
Table 5-3 – ARINC 429 Transmitted Labels ............................................................................162
Table 5-4 – COM Radio Supported Functions .........................................................................164
Table 5-5 – GTX RS-232 Port Configuration Options ..............................................................166
Table 5-6 – Fuel Flow K-Factor ...............................................................................................174
Table 5-7 – Record Mode Selections ......................................................................................178
Table 6-1 – LRU Status Indicators ..........................................................................................184
Table 6-2 – Airspeed Test Points ............................................................................................187
Table 6-3 – Magnetometer Interference Test Sequence Example ...........................................197
Table 6-4 – Heading Verification – ADAHRS Check ...............................................................201
Table 6-5 – EMI Victim/Source Matrix .....................................................................................208
Table C-1 – Compatible Equipment – GPS/VHF Nav Interfaces ............................................. C-1

G3X Touch EFIS Part 23 AML STC Page xv Revision 2
Table C-2 – Compatible Equipment – GPS NAV ..................................................................... C-4
Table C-3 – Compatible Equipment – VHF NAV/COM ............................................................ C-5
Table C-4 – Compatible Traffic and Weather Sources ............................................................ C-6
Table C-5 – Compatible Equipment – Autopilots ..................................................................... C-8
Table C-6 – Compatible EIS Sensors.................................................................................... C-11
Table C-7 – Supported GPS & SXM Antennas...................................................................... C-14
Table C-8 – GPS or GPS/WAAS Antenna Minimum Requirements ...................................... C-15
Table C-9 – SXM Satellite Radio Antenna Minimum Requirements ...................................... C-15
Table D-1 – Lightning Zoning Legend ..................................................................................... D-1
Table E-1 – G5 Standby Equipment ........................................................................................ E-1
Table F-1 – Example Survey Sequence .................................................................................. F-3
Table G-1 –Aircraft Model Specific Data .................................................................................G-1

G3X Touch EFIS Part 23 AML STC Page xvi Revision 2
1. General
1.1 Introduction
This manual is intended for use by those authorized to perform avionics installations on certified
aircraft. It includes installation data and checkout procedures for the G3X Touch Electronic
Flight Instrument System (EFIS) and refers to standards described in Title 14 CFR Part 43.
Installation personnel must be familiar with the contents of this manual prior to performing
modifications to the aircraft. For technical support contact Garmin Aviation Product Support at
913-397-8200 (toll free 1-866-739-5687) or by using the around-the-world contact information
on www.fly.garmin.com.
1.2 STC Applicability

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

AC: Advisory Circular AFM: Airplane Flight Manual
OR
Aircraft AFMS: Airplane Flight Manual Supplement
ADAHRS: Air data, Attitude and Heading AGL: Above Ground Level
Reference System. AHRS: Attitude and Heading Reference System
ADC: Air Data Computer ALT: Altitude Preselect
ADF: Automatic Direction Finder AML: Approved Model List
ADI: Attitude Directional Indicator AOPA: Aircraft Owners and Pilots Association
ADS-B: Automatic Dependent Surveillance - AP: Autopilot
Broadcast
ARINC: Aeronautical Radio, Incorporated
ADS-R: Automatic Dependent Surveillance -
Rebroadcast ARP: Aerospace Recommended Practice
AFCS: Aircraft Flight Control System ASI: Airspeed Indicator

G3X Touch EFIS Part 23 AML STC Page 1 Revision 2
ASTM: American Society for Testing and GPS: Global Positioning System
Materials
GPSS: GPS Roll Steering
AWG: American Wire Gauge
GTOW: Gross Takeoff Weight
BNC: Bayonet Neill–Concelman
HDG: Heading (mode)
CAN: Controller Area Network
HP: Horsepower
CAS: Crew Alerting System
HSDB: High Speed Data Bus
CB: Circuit Breaker
HSI: Horizontal Situation Indicator
CDI: Course Deviation Indicator
IAT: Induction Air Temperature
CDT: Compressor Discharge Temperature
ICA: Instructions for Continued Airworthiness
CDU: Control Display Unit
ID: Identifier
CFR: Code of Federal Regulations
IEL: Indirect Effects of Lightning
CG: Center of Gravity
IFR: Instrument Flight Rules
CHT: Cylinder Head Temperature
ILS: Instrument Landing System
CI: Course to Intercept
ISO: International Organization for Standards
CO: Carbon Monoxide
LNAV: Lateral Navigation
COM: Communication Radio
LOC: Localizer
CRS: Course
LRU: Line-Replaceable Unit
DC: Direct Current
LVL: Level (mode)
DDM: Difference in Depth of Modulation
MFD: Multi-Function Display
DG: Directional Gyro
MFR: Manufacturer
DME: Distance Measuring Equipment
MMO: Mach Max Operating
DMM: Digital Multi Meter
MTOW: Maximum Takeoff Weight
EEPROM: Electrically Erasable Programmable
Read-Only Memory NASA: National Aeronautics Space
Administration
EFIS: Electronic Flight Instrument System
NAV: Navigation (mode)
EGT: Exhaust Gas Temperature
NMEA: National Marine Electronics Association
EIS: Engine Indication System
OAT: Outside Air Temperature
ELA: Electric Load Analysis
OBS: Omni Bearing Selector
EMC: Electromagnetic Compatibility
PFD: Primary Flight Display
EMI: Electro-Magnetic Interference
PICP: Post Installation Checkout Procedures
ES: Extended Squitter
PMA: Parts Manufacturer Approval
ESP: Electron Stability Protection
POH: Pilot’s Operating Handbook
FAA: Federal Aviation Administration
RF: Radio Frequency
FADEC: Full Authority Digital Engine Control
RFI: Radio Frequency Interference
FD: Flight Director
RPM: Revolutions per Minute
FF: Fuel Flow
RTCA: Radio Technical Commission for
FIKI: Flight into Known Icing Aeronautics
FIS-B: Flight Information Service Broadcast RX: Receive
GA: Go-Around SAE: Society of Automotive Engineers
GND: Ground SD: SanDisk Memory
GPH: Gallons per Hour STC: Supplemental Type Certificate

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

The Garmin G3X Touch is an Electronic Flight Instrument System (EFIS) which provides an
intuitive touchscreen user interface with a wide array of standard and optional features. The
system is approved to replace most of the primary flight instruments, navigation instruments,
and engine instruments found in typical piston single engine airplanes. Refer to section 2 for
limitations and exceptions that may require a subset of existing instruments to be retained in
some installations. The G3X system is capable of providing the following functionality:
• Primary Flight Display (PFD)
• Multi-Function Display (MFD)
• Optional Engine Indicating System (EIS)
• Optional Traffic and Weather Receiver (ADS-B In)
• Optional SiriusXM Weather and Radio (subscription required)
A G3X system installed per this STC may consist of one of the following display configurations:
1. Single 7-inch GDU 470 (portrait orientation) PFD with the capability to be split into a
PFD/MFD configuration but with no support for EIS.
2. Single 10.6-inch GDU 460 with PFD/MFD split capability and EIS supported.
3. Dual 7-inch GDU 470 (portrait orientation), one configured as PFD and the other as
MFD, with EIS only supported on the MFD.
4. Single 7-inch GDU 470 (portrait orientation) as PFD and a single 10.6-inch GDU 460 as
MFD with the EIS only supported on 10.6-inch MFD.
5. Single 10.6-inch GDU 460 as PFD and a single 7-inch GDU 470 (portrait orientation) as
MFD, with the EIS supported in either the PFD or MFD.

When two GDUs are installed, one as PFD and the other as an MFD, failure of one display unit
will cause the system to automatically revert to a reversionary format. In the reversionary
format, primary flight information, radio tuning information and EIS (if installed) are displayed on
the remaining GDU. Additionally, a multi-function pane can be displayed if the “split”
touchscreen button is selected.
Each of the above display configurations require the following LRUs and equipment as part of
the installation:
• GSU 25D Air Data Computer, Aircraft Heading and Reference System (ADAHRS)
• GMU 11 Magnetometer
• GTP 59 Temperature Probe
• GPS Antenna
• GAD 27 Electronic Adapter Unit (required for 14-volt aircraft with EIS and optional for
14-volt aircraft without EIS).
Standby attitude, airspeed, and altitude instruments are required if a G3X display unit is
installed as the primary flight display (PFD) in IFR installations. The standby instruments may be
a Garmin G5 or existing pneumatic instruments.
The G3X system is composed of several sub-units or Line Replaceable Units (LRUs). The LRUs
have a modular design and can be installed directly behind the instrument panel or mounted
directly on the panel in the case of a GDU, or in a separate location. Each LRU has a particular
function, or set of functions, as described in their applicable sections.
A GPS antenna is required for G3X installations. The GDU contains an internal WAAS GPS
receiver which supports VFR navigation only. IFR navigation requires a compatible certified
navigator that can interface to the G3X system and display flight plan and guidance on the
GDU. Alternatively, navigation equipment that is not compatible with G3X can retain their
separate external indicator to maintain IFR capability. The external indicator installation is
outside the scope of this STC.
G3X systems using optional SiriusXM (SXM) or ADS-B receivers require dedicated antennas
which are not installed under this STC.
1.5 Reference Documents

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

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

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

1.6 Equipment Description
1.6.1 GDU 470
The Garmin Display Unit (GDU) 470 is a 7-inch LCD portrait-oriented panel mounted control
and display unit with a GPS receiver. The GDU features a high-resolution infrared touchscreen
user interface augmented by a set of dual-concentric knobs and dedicated buttons for
commonly used functions. The GDU 470 is mounted flush to the aircraft instrument panel on
the left side within the pilot’s primary field of view. Below is a list of some of the functions
provided by the GDU 470. Many of the listed functions depend on optional equipment
interfaces and/or subscription services.
PFD Functions
• Primary attitude, heading, and air data information
• Slip/skid and rate-of-turn indication
• Synthetic Vision including Pathways and Flight Path Marker
• Horizontal Situation Indicator (HSI)
• Flight Director display with GFC500 autopilot modes and alerts
• Clock and timer
MFD Functions
• Moving map with VFR flight planning function
• Charts and SafeTaxi
• Traffic display and alerting
• Terrain and obstacle display and alerting
• Datalink weather
• Display of flight plan and navigation from an external Garmin GPS navigator
• Display of navigation from an external VOR/ILS NAV radio
• Control and display of Transponder and Com radios
• Engine Information System (EIS) (if installed)
System Interfaces
• Wireless Bluetooth transceiver that can communicate with tablet computers and other
Garmin devices that support Connext interface protocol. Refer to G3X Touch Pilot’s
Guide for Certified Aircraft (190-02472-00) for guidance in using Connext Bluetooth
connections.
• CAN and RS-232 interfaces to communicate with Garmin LRUs and other devices. Refer
to the appropriate sections in APPENDIX B and section 5 for interconnect and
configuration information.
• BNC connector for GPS antenna (only required on PFD)
One GDU 470 may be installed as a single PFD configuration (see Figure 1-1) or two GDU 470s
as a dual PFD and MFD configuration (reference Figure 1-2). EIS is only supported on a GDU
470 configured as an MFD in a dual display system. A GDU 470 may also be installed with a
GDU 460 in a dual display configuration (see Figure 1-4).
The display on a 7” GDU 470 when configured as an MFD does not have split format
functionality in normal mode but is available in reversionary mode if the PFD fails.

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

PFD Functions
• Primary attitude, heading, and air data information
• Slip/skid and rate-of-turn indication
• Synthetic Vision including Pathways and Flight Path Marker
• Horizontal Situation Indicator (HSI)
• Flight Director display with GFC500 autopilot modes and alerts
• Clock and timer
MFD Functions
• Moving map with VFR flight planning function
• Charts and SafeTaxi
• Traffic display and alerting
• Terrain and obstacle display and alerting
• Datalink weather
• Display of flight plan and navigation from an external Garmin GPS navigator
• Display of navigation from an external VOR/ILS NAV radio
• Control and display of Transponder and Com radios
• Engine Information System (EIS) (If installed)
System Interfaces
• Wireless Bluetooth transceiver that can communicate with tablet computers and other
Garmin devices that support Connext interface protocol. Refer to G3X Touch pilot guide
for guidance in using Connext Bluetooth connections.
• CAN and RS-232 interfaces to communicate with Garmin LRUs and other devices. Refer
to the appropriate sections in APPENDIX B and section 5 for interconnect and
• BNC connector for GPS antenna (only required on PFD)
One GDU 460 may be installed as a single PFD configuration (see Figure 1-3) or with a GDU
470 in a dual display configuration (see Figure 1-4).

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

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

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

1.6.6 GAD 27 Electronic Adapter Unit (Required for 14-Volt aircraft with EIS)
The GAD 27 provides a stabilized 12V power output to keep avionics online during low voltage
events, such as engine start with a low battery. The GAD 27 is required for airplanes with a 14-
volt electrical system that install the G3X EIS option.
If the G3X display without EIS reboots during an engine start, troubleshoot the aircraft per
guidance in the G3X Touch EFIS Part 23 AML STC Maintenance Manual contains ICA (p/n 190-
02472-02). If troubleshooting does not reveal any anomalies in the battery or electrical system,
the GAD 27 may be optionally installed to address the issue.
CAUTION
Do not use the GAD 27 in 28-Volt installations.
Figure 1-8 – GAD 27 (Electronic Adapter Unit)

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

1.6.8 GEA 24 Engine Adapter (Optional)
The GEA 24 is an input/output system used to monitor and power engine and airframe sensors.
The GEA 24 can monitor and display engine data for single engine aircraft with up to 6
cylinders.

Figure 1-10 – GEA 24 (Engine Indicating System)
NOTE
Reference section 2.1 for EIS limitations and section 3.3.5 for installation requirements of EIS.
1.6.8.1 Sensors
Reference Table C-6 for a complete list of sensor part numbers that are installed and/or
interfaced with this STC. Sensors that are installed by this STC are described in this section.
1.6.8.1.1 Oil Pressure Sensors
This STC provides data to install an oil pressure sensor that is a piezoresistive (PRT)
transducer in a brass housing with a 0 to 150 PSI operating range.
1.6.8.1.2 Oil Temperature Sensors

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

This STC provides data to install a manifold pressure sensor that is a piezoresistive (PRT)
transducer in a brass housing with a 0 to 30 PSI operating range.
1.6.8.1.4 Carburetor Air Temperature Sensors
This STC provides data to install a carburetor air temperature probe that is a type K
thermocouple with an operating temperature range of -45º C to +160º C (-50º F to +320º F). Use
appropriate copper crush gasket with this probe.
1.6.8.1.5 Fuel Pressure Sensors

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

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

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

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

1.6.10 GPS Antenna
The glareshield-mounted GPS antenna (Garmin part number 011-04036-00) feeds a GPS
receiver inside the GDU which provides position, velocity, and time data to support various
display functions. The GPS data is also passed on to the GSU 25D to provide improved AHRS
performance.
A GPS antenna must be connected to the PFD. In a dual display G3X installation the PFD will
pass GPS data to the MFD. A second GPS antenna is not required but may optionally be
installed and connected to the MFD for redundancy.
There are other GPS antennas which are compatible with the GDUs, reference Table C-7 for
more information.
Figure 1-12 – GPS Antenna

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

1.7 System Architecture Example
The G3X system can be interfaced with other avionics equipment and aircraft systems. An
example block diagram showing an integration of G3X with various equipment and systems is
shown below in Figure 1-13.
G3X Touch AML STC Avionics System
RS-232
GFC500
GAD 27 Aircraft Aircraft
GTP 59 Static Pitot
GDL 5xR
4 (ADS-B In and/or
(Optional) OAT GMC 507
SXM) GSA 28
(Opt ional) A/P Controller Yaw Servo
14 V 14 V 14 V (Optional) (Optional)
to S A P
GEA24 S P
GDU 4x0 GSU 25 G5 GSA 28 GSA 28 GSA 28
1 Trim Servo
PFD RS-232 ADAHRS Standby Pitch Servo Roll Servo
(Backup (Optional) (Optional) (Opt ional) (Optional)
ADAHRS)
RS-232
RS-232
CAN BUS
RS-232 2 2
RS-232 RS-232
Traffic
RS-232
GMU 11 (Backup EIS) GEA 24
GTS 8XX GTX GDU 4x0
EIS
TAS/TCAS A429 Transponder MFD 14 V from
(Optional)
(Optional) (Optional) Stereo (Optional) GAD27
Audio
RS-232
Connext WX-500 RS-232
(Flt Plan
Storm Engine/
Xfer)
2 scope
RS-232 Airframe
HSDB
(Optional)
Sensors
RS-232
RS-232 (ADS-B) RS-232
Mono MapMx MapMx
Audio
3
No. 1 GPS/COM
A429 Optional)
(NAV)
A429
RS-232
(GPS)
GAD 29B
A429
Data (Air Data)
Concentrator 3
(Optional) A429 No. 2 GPS/COM
(NAV) (Optional)
A429
(GPS) KEY:
Sta ndard
Analog
G3X Equip
CRS & HDG
Audio Panel
Optional
G3X Equip
Non-Garmin
Autopilot Garmin COM or
3 Inte rfa cing
(Optional) NAV/COM Equip
(Optional)
Figure 1-13 – Example G3X Architecture

Notes:
(1) Backup instruments for a G3X PFD installation may be either a G5 ADI or pneumatic instruments
(vacuum AI, airspeed indicator, altimeter). If GFC500 is installed with a G3X PFD, a G5 is not required if
a Sonalert is installed.
(2) HSDB & RS232 Connext interfaces are only applicable with GTX 345() to support FIS-B weather &
TIS-B traffic display on GTN & GDUs.
(3) Maximum of two (2) COM/NAV units installed.
(4) GAD 27 required for 14v airframes with EIS and may optionally be connected to PFD and GSU 25D
in 14v airframes without EIS.
GDU 232 Ports:
GDUs have six RS-232 ports. Except as noted below, the ports can be connected to any compatible LRU
and if multiple GDUs are installed they will share the data between them on the CAN bus. The RS-232
architecture shown above is only an example configuration.
The port on the P4x01 connector is only compatible with the GSU 25D or GEA24. The five ports on
P4x02 can be configured for any supported interface (including GSU 25D and GEA 24).
When two external navigators are connected, the #1 Nav must be connected to a lower numbered RS-
232 port on the PFD, and the #2 Nav connected to either a higher numbered port on the PFD or any 232
port on the MFD.
GTN Connext interface must be connected to PFD1.
Weather data is not shared between GDUs, therefore the traffic/weather receiver (GTX 345() or GDL
5xR) should be connected via RS-232 to each GDU. If both SXM and ADS-B In are desired in a fully
optioned single GDU installation (PFD, EIS, and dual Garmin navigators), a GDL 52R should be used for
232 port availability considerations (the 52R sends both SXM and FIS-B/TIS-B on one RS-232 bus).
Note however that the GDL 5xR is not compatible with the GTN, so if ADS-B traffic & weather display is
desired on both G3X and GTN it must be sourced from a GTX 345() per Note 2 (alternatively, the GTN
could use GDL 88 or GDL 69, but these are incompatible with G3X).
GTX 335R/345R:
RS-232 port 1 on the GTX335R/345R must be used to connect to the GSU 25D.

2. Limitations
2.1 Installation Limitations

It is the installer’s responsibility to ensure the installation will meet the requirements in this
manual prior to modification of the aircraft.
As installed by this STC, the G3X Touch EFIS:
1. is NOT approved in FAA certified aircraft that:
• have a gross take-off weight more than 6000 lbs.
• have more than 6 seats, including pilot/copilot seats
2. must be installed in an aircraft with an electrical power generating system capable of
supplying 14 VDC or 28 VDC. Aircraft with 14 VDC electrical systems with EIS must
install a GAD 27.
3. must be installed in an instrument panel constructed of aluminum with a minimum
thickness of .063 inches.
Only equipment or aircraft systems with interfaces approved by this STC can be connected to
the G3X Touch EFIS. Separate airworthiness approval is required for installation of equipment
that is not on this STC’s equipment list.
IFR Aircraft (i.e. aircraft not placarded VFR Only and not specified as VFR Only on the
Type Certificate Data Sheet (TCDS)):
• Standby instruments for attitude, airspeed, and altitude are required. Standby
instruments may be either a single G5 (Attitude Directional Indicator) or the existing
pneumatic altimeter, airspeed indicator and vacuum attitude gyro indicator.
• Standby instruments must be located next to the Pilot’s PFD as described in section
4.3.1.
• If a G5 standby instrument is installed it cannot be connected to a GPS antenna
mounted externally to the airframe and cannot use the same GPS source as the G3X
PFD and AHRS. Reference Appendices C.8 and E.2.3 for more information.
• Installations of G3X Touch System in aircraft that do not have a compatible navigator
must retain the existing CDI or HSI connected to the navigator to maintain IFR capability.
Aircraft placarded VFR Only:
• Standby instruments are not required. G3X Touch PFD can replace the altimeter,
airspeed indicator and attitude gyro indicator instruments with no standby instruments
required.
Standby Instruments
Installation of G3X Touch EFIS will require rearrangement of existing aircraft instruments to
make room for the display(s).
• This STC defines the location of standby instruments but does not include data for
installation. Data used for the installation of those instruments should be based on the
equipment or aircraft manufacturer data.
• Relocated instruments must use the existing approved lighting system. Instrument
panels that use lighting overlay must use manufacturer data to modify the overlay if
required or replace it with a lighting system approved under the aircraft type design data
TC, applicable STC, or other acceptable means.

Non-stabilized Magnetic Compass
The existing non-stabilized magnetic compass must be retained and recalibrated once the G3X
system is installed and configured.
Airspeed Tapes
The GDU 4X0 must be configured such that displayed airspeed tapes convey all operating
limitations that were previously conveyed to the pilot by the approved type design airspeed
indicator and limitations published in the aircraft POH/AFM. In some cases, it may be
acceptable to use a placard to depict airspeed limitations that cannot be displayed by G3X.
Refer to section 5.14 for more information.
Airspeed Warning System
The airspeed warning system must continue to function after a G3X system installation in
aircraft that have a speed warning system. Certain aircraft are required to have an airspeed
warning system in accordance with 14 CFR §23.1303(e). The G3X system does not generate
aural airspeed warnings.
Navigation
The G3X Touch EFIS must interface with a compatible Garmin GPS or VHF navigator listed in
APPENDIX C to support IFR navigation.
The G3X Touch EFIS only provides VFR navigation capabilities without an approved external
Garmin navigator connected.
Non-Garmin Autopilot
Non-Garmin autopilot systems interfacing to the G3X system will only receive Course (CRS)
and heading (HDG) output functions from the G3X.
The G3X system does not support mode annunciation for Non-Garmin Autopilots. Alternative
means to provide annunciation of the autopilot modes is beyond the scope of the G3X STC.
G3X Engine Indicating System (EIS)
EIS is not approved in a G3X installation with a single GDU 470 (7” portrait) display. In a dual
GDU installation with a GDU 470 (7” portrait) PFD, the EIS must be configured to appear on the
MFD in normal mode (reversionary display of EIS on the 7” PFD is acceptable if the MFD fails).
The existing engine gauges may be replaced by the G3X Touch Engine Indicating System (EIS)
only if the functionality, markings, and operational limits of the original gauges can be depicted
on the EIS display presentation.
All markings, low fuel warnings, and placards shall be preserved when the aircraft engine
instruments are replaced with EIS display(s) and instrument markings, limitations, and alerts
shall remain functionally equivalent.
If the G3X Touch EIS includes gauges with limitation markings in the POH, they must be
displayed on the Engine Bar (i.e. they cannot appear only on the Engine Page).
If the G3X Touch EIS includes fuel quantity gauges (up to four can be configured), they must all
be displayed on the Engine Bar (i.e. they cannot appear only on the Engine Page).
NOTE
It is the installer’s responsibility to verify that all required gauges will fit on the Engine Bar.
Reference section 3.3.5 for Engine Bar requirements and limitations prior to beginning a G3X
EIS installation.

The original gauge must not be removed if any operating parameter, marking, or annunciation
required by aircraft type design, engine type design, or aircraft POH/AFM (or similar) cannot be
displayed on the GDU or an appropriate placard cannot be installed.
The G3X EIS does not currently support aircraft with:
1. Turbine engines.
2. Radial engines.
3. Piston engines with more than six cylinders.
4. Multiple engines.
5. Engines with FADEC or electronic ignition systems
6. CDT, IAT, DIFF engine indications.
7. Indications for more than one ammeter and more than one voltmeter (e.g. engine with
dual alternators).
8. Turbochargers that have an oil system separate from the engine oil system and have
turbocharger oil pressure or temperature gauge(s)
9. Some aircraft which have a certification basis that includes 14 CFR 23.954 (Fuel System
Lightning Protection) with fuel tanks located in non-conductive wood or composite wings
cannot have resistive fuel probes connected to the GEA 24. Only fuel probes which
contain wiring outside the fuel tank or bladder (isolated from any contact with the fuel)
can be interfaced to the GEA 24 on these aircraft. Refer to the Notes column of
APPENDIX G for more information about applicable airframes.
TAWS
If an external terrain warning system is installed on the aircraft, the G3X must be configured to
disable SVX-Terrain aural alerts.
2.2 Operational Limitations

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

3. Preparations
3.1 Materials and Parts

Equipment sourced from Garmin and commercially available parts are required for installation of
G3X system. This section provides a description of equipment and installation kits available
from Garmin and commercially available parts and their requirements.
3.1.1 Garmin
G3X system components and applicable installation kits are supplied by Garmin. When the
components for a specific aircraft installation have been determined, refer to the Aviation Price
Catalog on the Garmin Dealer Resource Center website for further information. Reference
Table 3-1 and Table 3-2 for G3X Touch EFIS LRUs, installation, and connector kits. Reference
Table C-6 for a list of compatible EIS sensors.
Table 3-1 – G3X System Kits and Optional LRUs

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

The following table lists installation kits and connector part numbers to support the installation of
the equipment described in this section.
Table 3-2 – Equipment Connector & Installation Kits

LRU Installation Kit Part Connector Kit
Number Part Number
GDU 470 – 7” Display 010-12150-07 011-01921-15*
011-01921-27*
GDU 460 – 10.6” 010-12150-05 011-01921-15*
Display 011-01921-25*
GMU 11 - 011-04349-90 011-03002-00*
Magnetometer
GSU 25D – ADAHRS N/A 011-03002-04
GAD 27 – Power N/A 011-03877-01
Conditioner
GEA 24 – Engine / N/A 011-02886-01
Sensor Interface
GAD 29B - ARINC N/A 011-03271-00
429 Adapter
GDL 50R/51R/52R – N/A 011-04170-00
Data Link
GPS Antenna, N/A 330-01754-00
Glareshield Mount (TNC/BNC Adaptor)
*Connector Kit and Mounting Kit are included in the Installation Kit
3.1.2 Materials Required but Not Supplied
• SanDisk brand SD card, 8GB or smaller
• Insulated stranded wire (MIL-W-22759/34, MIL-W-22759/35 (24 AWG only) MIL-W-
22759/16)
• Shielded wire (MIL-C-27500 cable utilizing M22759/34 wire (SD) and ETFE jacket or
MIL-C-27500 cable utilizing M22759/16 wire (TE) and ETFE jacket)
• Push/pull manually resettable circuit breakers qualified to MS26574 specifications or
Garmin P/N 355-00010-XX.
• Aircraft with 14 VDC electrical systems and with GAD 27 installed require the following
circuit breaker:
o MS3320-15, GAD 27 (Klixon P/N 2TC2-15)
• Cable ties (MS3367) or lacing cord A-A-52080 (MIL-T-43435)
• MS25036 or M7928 ring terminals
• Shield terminators (AS83519/1-X, AS83519/2-X or equivalent)
• Heat shrink tubing (M23053/5, X=color)
o M23053/5-104-X for single conductor wire
o M23053/5-105-X for insulating twisted-pair wire
o M23053/5-106-X for insulating triple conductor wire or RG-400 coax
• Silicone fusion tape, A-A-59163 (MIL-I-46852C or equivalent)
• Environmental splice (AS81824/1-X, where X=size, or equivalent)
• Flat or tubular braid, 1/16” for the GMU (AA59569F36T0062, AA59569R36T0062, or
equivalent) and 0.171” and to be round or tubular for fuel flow transducer overbraid if
required (e.g. QQB575R36T171, AA59569R36N171, or equivalent).
• Tubing and fittings are required to connect pitot and static air to the GSU 25D. Pitot and
Static plumbing parts are aircraft specific.
• Fuses qualified to MIL-F-15160 size 3AG (i.e. F02A, F03A, F03B)
• Fuse holders qualified to MIL-PRF-19207 (FHN series holders)
• Current shunts qualified to A-A-55524
• 50Ω coax cable (MIL-DTL-17, i.e. RG-400)
• K-type or J-type Thermocouple extension wire (150°C or higher, stranded AWG 20,
colored per ASTM E 230, and tested in accordance with at least one of these STDS:
ASTM E 207, ASTM E 220, or AMS 2750, non-shielded.)
• Fiberglass sleeving qualified to MIL-I-3190/6
• 400kΩ (±10%), 0.5W minimum resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN70C4023BB14)
• 1 kΩ (±1%), 0.5W resistors qualified to MIL-R-10509 or MIL-PRF-26 (i.e.
RN70C1001FRE15)
• Adel clamps of various sizes for routing new wiring in the engine cowl
(MS21919WDGXX)
• Connector, BNC/TNC Coaxial, male, crimp (MIL-PRF-39012)
• 120Ω CAN bus wire Carlisle IT P/N CAN24TST120
The following materials (or equivalents) are required to install the GMU 11 in a non-metallic
wingtip:
• Tinned copper flat braid, 1/4”, QQB575F36T0250
• Electrical tie-down strap, adjustable, MS3367-(1, 2, or 7)-X
• Terminal lug, #10, uninsulated, MS25036-108
• Terminal stud, #10
• Terminal lug, #8, uninsulated, MS25036-153
3.2 Test Equipment

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

• Plumb Bob
• Aircraft Jack Set
3.3 G3X Installation Requirements

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

LRU Bus Requirements
PFD • Essential Bus
MFD • Avionics Bus
GAD 29B • Same bus as installed IFR GPS navigator or
non-Garmin autopilot
GDL 5XR • Avionics Bus
GEA 24 • Essential Bus
GSU 25D, GTP 59, GMU11 • Essential Bus
GAD 27 • Essential Bus
The circuit breakers installed by this STC must be mounted in a location that is readily
accessible to the pilot. Circuit breakers and switches added as part of a G3X system installation
must be labeled as shown in Table 3-4. Labels must be readable in all lighting conditions.
Ambient flood lighting is acceptable.
Table 3-4 – Circuit Breakers Names and Ratings

Description Label CB Value
14V System 28V System
GDU 470 as PFD PFD 3 3
GDU 470 as MFD MFD 3 3
GDU 460 as PFD PFD 5 3
GAD 29B GAD 1 1
GAD 27 GAD PWR 15 N/A

Description Label CB Value
GDL 5XR DATALINK 1 1
GEA 24 ENG SNSR 1 1
GMU 11, GSU 25D, GTP 59 ADAHRS 1 1
3.3.2 GPS
The GDU includes a connection for an external antenna which must be connected on the PFD.
GPS position data is shared between GDU displays via the CAN bus in dual GDU installations.
For a list of GPS antennas supported by the GDU displays refer to section C.8 GPS data is
also shared with the ADAHRS for improved performance. Multiple GPS antennas may be used
in systems with multiple GDUs to create a redundant GPS navigation system if desired.
3.3.3 Standby Instruments
Unless an aircraft is placarded as VFR Only, installations of a G3X PFD require standby
attitude, airspeed, and altimeter instruments. A Garmin G5 configured as an Attitude Directional
Indicator (ADI) can be used as the standby instrument. Alternatively, the existing pneumatic
instruments can be retained for use as standby instruments. However, they must be located
next to the PFD as described in section 4.3.1.
The existing non-stabilized magnetic compass must be retained and recalibrated once the G3X
system is installed and configured.
3.3.4 Display Lighting Control
Lighting on the GDU 4X0 display and keys can be controlled by either the GDU main menu,
lighting bus, or the GDU’s built-in light sensor (photocell). The preferred default method can be
selected in configuration mode.
3.3.5 Engine Indication System (EIS)
Installation of the EIS must maintain compliance with the minimum number of gauges required
by 14 CFR 91.205 for the type of flight allowed by the aircraft’s Type Certificate. In addition, the
aircraft must have the minimum number of gauges required by the aircraft POH/AFM, TCDS, or
other aircraft model specific data. Each EIS gauge must be shown full time on the Engine Bar if
it has a limitation marking (i.e. yellow and red) in the POH/AFM, TCDS, or other aircraft model
specific data.
The number of engine gauges that can be displayed on the Engine Bar is dependent on the
GDU and type of gauges installed. Use the following guidance to determine whether all gauges
required by the EIS limitations in section 2.1 can be displayed on the Engine Bar.
For GDU 460 (10.6” display) the following gauge combinations can be displayed on the
Engine Bar:
a. With manifold pressure – Two round gauges (RPM and MAP) and six bar graphs.
b. Without manifold pressure – One round gauge (RPM) and eight bar graphs.
For GDU 470 (7” display) the following gauge combinations can be displayed on the
Engine Bar):
a. With manifold pressure: Two round gauges (RPM and MAP) and seven bar graphs.
b. Without manifold pressure: One round gauge (RPM) and nine bar graphs.
Table 3-5 shows the space usage requirement for each EIS gauge:

Table 3-5 – EIS Gauges Engine Bar Display Space Usage
EIS Item Engine Bar Space Requirement
Manifold Pressure Round Gauge
RPM Round Gauge
Percent Power None
Oil Pressure 1 Bar Graph

Oil Temperature 1 Bar Graph
Fuel Gauge Matching Pair* 1 Bar Graph
(Only possible on 10.6”)
Fuel Gauge 1 Bar Graph
(Single)
EGT 1 Bar Graph
CHT 1 Bar Graph
EGT/CHT Combo 2 Bar Graphs
(Only possible on 10.6”)
Fuel Pressure 1 Bar Graph
Fuel Flow 1 Bar Graph
Volts 1 Bar Graph
Amps 1 Bar Graph
*Left and right fuel quantity gauges with identical configuration will be displayed side by
side.
NOTE
If installed, the RPM, Manifold Pressure, Oil Pressure, Oil Temperature, and Fuel Quantity
gauges will automatically be displayed on the Engine Bar. All other gauges can be configured
to appear on the Engine Bar (provided there is adequate room) or be hidden. Hidden gauges
only appear on the Engine page. Reference the Display Option configuration setting in
section 5.30.1 for more information.
The following are additional considerations for an EIS installation:

1. Do not install EIS in aircraft with aspects that are not supported per Section 2.1.
2. Parameters not displayed by the EIS must remain on the original gauge and location.
3. EIS gauges that are not currently installed in the aircraft may be added as approved in
this STC.
4. No indication/parameter on the EIS display may be duplicated by any other installed
indicator.
5. Ensure the engine sensors will fit and can be installed.
6. Do not replace an existing gauge if the G3X EIS will not provide the functions and
markings required by the POH/AFM, TCDS, or other aircraft model specific data. If the
EIS gauges cannot be configured as noted in the POH/AFM, the installation does not
qualify for EIS unless alternate airworthiness approval is obtained.
7. Annunciator lights including alternator/generator annunciators operated by a sensor or
switch independent of the existing gauge must remain operative and independent from
the G3X EIS. If an annunciator is operated by a gauge that might be replaced by the
G3X EIS, the associated annunciator can be deactivated only if the G3X can be
configured to provide an alert that activates for the same condition as the original

annunciator. The G3X alert is provided on the PFD. However, if the new G3X EIS
gauge does not support an alert for the same condition, the existing gauge and
annunciator must remain installed.
8. If an annunciator is replaced by the G3X EIS, deactivate the existing annunciator so it
does not illuminate and install a placard over the deactivated lens or as close as
practical within view of the pilot stating: XXXX ANNUN DISABLD. Replace XXXX with a
description of the decommissioned annunciator(s). The annunciator may also be
removed from the panel. Modification of the existing annunciator panel is outside the
scope of this STC.
9. All placards that were associated with any/all gauges being replaced (non-limitation
data) must remain in the proximity of the EIS display.
10. Reused sensors must function through the sensors entire range. For example, fuel tank
floats may have worn resistive elements, which will result in performance issues with the
EIS display.
11. If the aircraft POH or AFM has a fuel flow limit (i.e. redline), the installer must verify fuel
flow accuracy ±10% at a cruise power setting and adjust the K-Factor if necessary.
Refer to section 3.4.4 for fuel flow verification procedure and section 5.30.1.10.1 for
post-installation K-Factor adjustment.
12. Some optional features in the G3X system are dependent upon data provided by specific
EIS gauges. If a gauge is not installed and configured, the associated feature(s) will not
be available. Refer to Table 3-6 for a list of gauges and their dependent features.
Table 3-6 – Features dependent on EIS Gauges

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

3.4 Selection of G3X System Components
3.4.1 Aircraft Eligibility Checklist
The aircraft must meet the requirements for the G3X system installation set forth by this STC.
The following checklist is used as a guide to identify if those requirements are satisfied.
Complete the checklist below before the aircraft is modified. Special considerations for specific
systems are discussed below the checklist.
Table 3-7 – Aircraft Eligibility Checklist
Completed Item Reference
General
☐ Verify the aircraft is on the Approved Model List (AML). AML STC
SA01899WI
☐ Select the G3X system equipment that will be installed. Section 1.6
☐ Identify the equipment that will be interfaced and verify Section 3.3, 3.4
each interface is approved.
☐ Determine if the STC limitations applicable to the aircraft Section 2

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

instrument panel is not more than the total mass of the
equipment being removed from the panel.
Equipment
☐ Determine the ADAHRS location for remotely mounted Section 4.5

units.
☐ Determine the GMU mounting location if used and Sections 4.8, &
complete the magnetic survey of the aircraft. APPENDIX F

Completed Item Reference
☐ Determine the GTP 59 OAT probe location for remotely Section 4.11
mounted units.
EIS
☐ Determine which parameters will be displayed on the EIS Sections 3.3.5 &
and verify that they can be displayed on the GDU 4X0. 5.30
☐ Determine the location of all gauges that must be retained Section 3.3.5
and verify the operating limits for each.
☐ Determine the GEA location. Section 4.7
☐ Select engine sensors for parameters determined to be Section 1.6.8.1,

displayed on the EIS. Table C-6
3.4.2 Displays
Adequate space availability in the instrument panel needs to be verified before installation of the
GDUs. Ensure the GDU display and display control knobs do not interfere with the control yoke
when operated through its full range of movements or with the installation of any control locking
devices.
3.4.3 ADAHRS
ADAHRS function is provided by the GSU 25D. Ensure that adequate space and routing of
pneumatic lines from pitot and static ports exists for the installation of the GSU. When possible,
a remote mounted GSU 25D should be mounted to a rigid part of the aircraft structure to ensure
optimal performance of the AHRS. Routing and attachment of pneumatic lines may influence
this system installation. Reference section 4.5 for detailed installation information.
3.4.4 GEA 24 EIS
EIS sensor options and configurations are presented in section 5.30.1 and Table C-6. Select
the sensors required to support the EIS gauges. Specific sensors are discussed in this
subsection.
EGT/CHT
One CHT probe and one EGT probe is required for each cylinder. Compatible probes are listed
in Appendix C.7. If the aircraft has an EGT gauge with a limit marking (red line) and the EGT
probe is installed in the exhaust manifold (i.e. heated by more than one cylinder), that gauge
must be retained. If the exiting gauge does not have a limit marking or the POH does not
include operational limitations based on that gauge, it can be removed and replaced by the G3X
Touch EGT/CHT.
All thermocouple lead wires must match the thermocouple type (K or J-Type). Do not crimp
connector pins to a single-conductor thermocouple wire; only use a multi-strand lead wire for
connector pins. Copper wire must never be used for thermocouples.
Oil Temperature Sensor

Use the engine manufacturer’s guidance for probe length and location. Verify the supplied
sensor is compatible with the engine. Shorter probes are available from UMA. Appendix C.7
lists alternate probes that can be interfaced to G3X touch.
Fuel Pressure Sensor
Two sensor options are available depending on aircraft fuel system pressure ranges.
Some fuel injected engines use a single fuel pressure sensor to indicate fuel pressure and flow.
When replacing such a sensor, individual fuel flow and fuel pressure sensors must be installed
to support the individual indications on G3X Touch EIS.
Fuel Quantity Sensor
The fuel quantity sensors must be resistive float sensors with a resistance range between 0 to
620 Ω or CiES probes (digital or analog). Extension splices are permissible.
Installation of fuel quantity probes requires additional approval that is beyond the scope of this
STC.
This STC does not approve alteration of any fuel system or component grounding provisions. It
does not approve alteration of component or wiring inside the fuel tank.
Fuel Flow Sensors
Select a fuel flow sensor interface listed in Appendix C.7 and suitable for the engine horsepower
and aircraft fuel supply type:
1. Electronics International FT-60 (Red Cube) - For aircraft with up to 350 HP and an
engine driven fuel pump.
2. Electronics International FT-90 (Gold Cube) - For aircraft with 350-550 HP or with gravity
fed fuel systems.
If the aircraft POH/AFM has a fuel flow limit (i.e. yellow or red marking), the installer must verify
fuel flow accuracy ±10% at cruise power setting by conducting a post-installation checkout. The
checkout will require fuel flow values from the engine or aircraft manufacturer’s manuals. If fuel
flow values are not available, conduct a pre-installation ground run as follows; allow the engine
to warm up, set to 70% maximum RPM at full-rich for at least 30 seconds and record the
average indicated fuel flow.
The fuel flow sensor will introduce a small pressure drop. Reference APPENDIX G to
determine if a fuel pressure test is required for a specific aircraft model. If required, the installer
must perform the minimum inlet pressure test as documented in AC 23-16A to ensure the
minimum inlet fuel pressure and a safety margin are available. Reference AC 23-16A,
paragraph 23.955(a) for additional information and procedures.
If the AFM/POH has an operating limitation based only on fuel flow, the fuel flow must be
accurate within 10% to ensure the limitation is maintained, refer to section 5.30.1.10 for the fuel
flow check procedure if it is required.
RPM Sensor
Methods for RPM sensing appropriate to the engine should be selected as follows:
1. P-lead sensor - one per magneto or two per dual magneto. Resistors must be installed in
accordance with Figure B-33.
2. Magneto vent mounted sensor - Not compatible with geared engines. One sensor for
each engine on non-pressurized magnetos (e.g. Bendix -20, -21, -200, 1200 series, and
Slick 6000, 4000 series).

Shunt
The EIS configuration setting must match the shunt rating and type. The shunt rating is the
maximum current and is typically marked on the shunt. The type is the voltage between the
shunt posts at maximum current rating. The shunt rating and type may also be found in the
aircraft data.
If the shunt rating cannot be determined by part markings or the aircraft data, the following
procedure may be used for 50mV shunts.
1. With no ground-power applied, the aircraft power ON and with a minimal electrical load,
measure the millivolts between the shunt terminals using a calibrated voltmeter. Record
the millivolt measurement (V1).
2. Apply an electrical load (L1) as follows:
a. If an alternator load meter is installed, the shunt will measure the charging
current from the alternator to the main bus. With the engine running, apply an
electrical load and measure the current (L1) from the alternator using a calibrated
ammeter. Measure and record the new shunt millivolt value (V2).
b. If a battery ammeter is installed, the shunt will measure the current from the
battery to the main bus. Without the engine running, apply an electrical load and
measure the current (L1) from the battery using a calibrated ammeter. Measure
and record the new shunt millivolt value (V2).
3. Record the millivolt change (V change) between step 1 and 2. V change = V2 - V1.
4. Determine the shunt rating using the following calculation.
If the shunt value cannot be determined, retain the existing gauge(s) or install an appropriately
rated compatible 50 mV shunt. Shunt installation is outside the scope of this STC and must be
approved using another means.
3.5 Installation Consideration

Information in this section provides details for interfacing to equipment not installed by the G3X
STC. The information provided must be reviewed when these interfaces are considered.
3.5.1 Navigation Receiver
Basic VFR GPS navigation with the G3X system is performed by the GDU displays, using their
internal navigation databases in conjunction with GPS data from GDU GPS receivers. Flight
plan entry and modification is also performed via the GDU displays. For VFR operations, no
other source of navigation data is required.
The G3X system also supports up to two external navigation sources. A GAD 29B is required to
interface to select external GPS navigators. Supported external navigation sources include IFR
GPS, VHF NAV, and GPS/NAV receivers.
Lateral and vertical deviation (CDI/VDI) and status data from external navigators is displayed on
the GDU displays, as well as external GPS navigator flight plan information. On-screen controls
allow switching the current source of navigation data between multiple external sources, as well
as to the G3X system’s internal flight plan for VFR navigation.

The Garmin GTN 6XX/7XX, GNS 4XX(W)/5XX(W), and GNC 300XL/GPS 155XL IFR GPS
navigators are supported by the G3X system, including WAAS approach capability with the
GNS/GTN navigators. GPS navigation data is provided to the G3X system via one RS-232 input
and one ARINC 429 input for each GTN/GNS unit. The G3X system sends flight data and
selected course information back to the external GPS navigator via an ARINC 429 output using
GAD 29B adapter.
The G3X system uses an additional ARINC 429 input to receive VOR, localizer, and glideslope
deviation information from a Garmin GTN 650/750 or GNS 430/480/530 IFR GPS/NAV receiver.
VOR, localizer, and glideslope information from a Garmin GNC 255 or SL30 VHF NAV receiver
is also supported. These radios connect to the G3X system via an RS-232 connection to a GDU
display.
When two external navigation sources are connected to the G3X system, the determination of
which source is #1 and which is #2 is determined by the ordering of the RS-232 connections to
the GDU displays.
The #1 navigation source should be connected to a lower-numbered RS-232 port on the PFD1
GDU, and the #2 navigation source should be connected either to a higher-numbered RS-232
port on the PFD, or to any RS-232 port on the MFD (if installed).
The G3X Touch system can send basic flight plan data to a GTN or GNS WAAS navigator,
allowing VFR flight plans to be created on the G3X system and uploaded to the IFR navigator.
The GDU 4X0 display in a G3X Touch system can also act as a relay between the GTN/GNS
navigator and a tablet computer, via Bluetooth. Flight plan transfer capability requires a second
RS-232 connection between the PFD GDU and the #1 GTN/GNS navigator, using the “Connext”
RS-232 format.
If a G5 standby display instrument is installed, data from the external navigation source selected
on the G3X PFD is also displayed on the G5. If G3X GDUs fail, the G5 will display data from the
#1 navigation source.
For detailed information on connecting external navigators to a G3X system, reference
APPENDIX B.
For configuration interface of external navigators with G3X, reference APPENDIX C.
3.5.2 Course Deviation Indicators
The G3X PFD displays lateral and vertical deviation from the GPS source(s) and navigation
receiver(s). The GDU can be used as the sole display of all CDI information and the existing
standalone CDI removed from aircraft with G3X-compatible Garmin navigators. Refer to section
2.1 for limitations.
3.5.3 Autopilot
Garmin GFC 500 autopilot system and various non-Garmin autopilot systems listed on Table
3-8 can be interfaced to the G3X system. Compatibility of the non-Garmin autopilot system with
G3X must be verified before installation. This STC does not include installation data for
autopilot systems. The autopilot must be installed per aircraft or autopilot system manufacturer
data. These autopilots are typically connected either via RS-232 output from a G3X GDU that
provides data in NMEA 0183 format or via various connections to a Garmin navigator. Table
3-8 below shows a listing of known compatible non-Garmin autopilots and interfaces to G3X
Touch EFIS.
Integration with these non-Garmin autopilots requires interfacing with the GAD 29B. Reference
C.5 for interface configuration with G3X.

Integration of the G3X display with the Garmin GFC 500 autopilot requires a Sonalert (installed
by GFC 500 AML STC Installation Manual 190-02291-00) or a G5 for backup autopilot
annunciation.

Table 3-8 – Compatible Non-Garmin Autopilots
Autopilot Manufacturer Autopilot Model
Century Century 1C388*
Century 1C388M*
Century 1C388C*
Century 1C388MC*
Century 1C388-2*
Century 1C388-3*
Century 2000
Century 21
Century 31
Century 41
Century IV
* Radio Coupler P/N indicated and based on aircraft installation
could be interfaced in a Century II(B) or III.
Cessna Cessna 300, 400 & 800 IFCS

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

3.5.4 Attitude Director Indicator
Equivalent mode annunciations must be provided as part of the G3X system installation in
aircraft with an ADI that provides autopilot mode annunciations. This STC does not define
provisions for such autopilot mode annunciations.
G3X cannot replace an ADI (or gyro) in attitude-based autopilots that use an existing ADI or a
remote gyro for attitude information. A vacuum ADI can be retained and used as a standby
instrument if the flight director presentation has been disabled.
An ADI with an electric-driven gyro used by the autopilot must be relocated to the co-pilot’s side
and a suitable unit installed as a standby on the pilot’s side. Any gyro required for proper
operation of the ADI (e.g., for a KCI 310 ADI) must be retained. Remote gyros, such as the
KVG 350, must be retained for proper autopilot function.
3.5.5 Autopilot Turn Coordinator
A turn coordinator that interfaces to the existing non-Garmin autopilot must be retained. Space
constraints may require the turn coordinator to be relocated. In some circumstances the turn
coordinator may have to be blind mounted, which requires separate installation approval. Refer
to the turn coordinator installation manual for details.
3.5.6 Transponders
The GSU 25D can provide altitude data to Garmin transponders via a serial interface. See
APPENDIX B for detailed interface requirements.
The G3X system can interface to any TSO Garmin transponder with a digital interface (all
models except the GTX 320). The transponder code, operating mode, and flight ID can all be
displayed and controlled via the GDU displays.
A panel-mount transponder such as the GTX 325, 327, 328, 330, 335 and 345 can be controlled
either from the GDU displays or via the transponder’s front-panel interface. Remote-mount
transponders such as the GTX 32, 33, and GTX 335R/345R lack front-panel controls and are
controlled only via the GDU displays. The transponder connects via RS-232 to the GSU 25D
ADAHRS unit, which relays transponder data to the rest of the G3X system via the CAN bus.
The ADAHRS provides pressure altitude data to the transponder, so a separate altitude encoder
is not required.
In a G3X system with a transponder and a GTN, the transponder is typically controlled by the
G3X system, not the GTN. The transponder cannot be controlled by both the GTN and G3X.
The GTX 33ES, 330ES, 335/335R and GTX 345/345R are Mode S transponders with extended
squitter capability. When provided with a GPS position source that meets the TSO performance
requirements specified in 14 CFR 91.227, these transponders are an acceptable method of
complying with the requirements for ADS-B Out. Compliant GPS position sources include the
GTN, GNS WAAS units, or the internal WAAS GPS contained in certain models of the GTX
335(R)/345(R). The GDU GPS receiver does not meet the TSO GPS requirements, thus it is not
sufficient to provide position data to a transponder for ADS-B Out compliance.
Certain transponders support ADS-B or TIS-A traffic data, and/or FIS-B weather data. See
below for information on traffic (Section 3.5.7) and weather (Section 3.5.8) interface capabilities.
For information on connecting and configuring a transponder with the G3X system, refer to
APPENDIX B and Section 5.27. Refer to Section 6 for information on performing periodic tests
of the transponder.
For information on installing remote transponders, refer to the appropriate installation manual.

NOTE
When interfacing a GTX 335R/345R to G3X, a configuration module should not be installed in
the GTX 3X5R. In lieu of using the PC Tool described in the GTX 3XX Part 23 AML STC
Installation Manual, all necessary configuration settings on the transponder are performed via
the G3X system (reference sections 5.27 and C.4 for more information).
3.5.7 Traffic
The G3X system supports a variety of airborne traffic data sources:
A G3X Touch system with GDU 4X0 displays can receive traffic data from a GDL 50R ADS-B
receiver or 52R dual ADS-B/SXM receiver via the same connection method used for FIS-B
weather data.
A G3X Touch system with GDU 4X0 displays can receive ADS-B traffic data from GTX
345/345R transponders via the same RS-232 connection used for FIS-B weather data. These
transponders can also simultaneously provide ADS-B traffic data to a GTN or GNS WAAS
navigator.
The GTS 8XX active traffic system is compatible with the G3X system. The GTS interface to the
G3X system requires an RS-232 connection to a GDU display. TCAS-capable GTS 8XX units
also require an ARINC 429 connection to the GTX transponder.
TIS-A traffic data can be provided by GTX 33, 330, and GTX 335/335R transponders. Traffic
data is provided to the G3X system via the CAN bus from the ADAHRS unit, to which the
transponder is connected.
Traffic data from various non-Garmin devices that emulate the Garmin TIS-A format is
supported via an RS-232 connection from the traffic device to a GDU display.
For any of the above data sources, traffic data is shared between GDU displays via the CAN
bus. If multiple sources of traffic data are available, the best source is selected automatically.
Refer to the Pilot’s Guide for further information on traffic data source selection.
In an installation that includes a GTN/GNS navigator and transponder with ADS-B or TIS-A
traffic capability, traffic data is provided to the GTN/GNS via an ARINC 429 or HSDB (High
Speed Data Bus) connection. For further information, refer to APPENDIX B, C.4 and the
transponder installation manual.
3.5.8 Weather Data
The G3X Touch EFIS supports a variety of airborne weather data sources:
The G3X Touch system can receive FIS-B weather data from GTX 345/345R transponders via
an RS-232 connection from the GTX to each GDU display. These transponders can also
simultaneously provide FIS-B weather data to GTN WAAS navigator when connected via
HSDB.
A G3X Touch system with GDU 4XX displays is also compatible with the GDL 50R ADS-B
receiver, GDL 51R SXM receiver, and the GDL 52R dual ADS-B/SXM receiver. The GDL
50R/51R/52R provide FIS-B weather data to each GDU 4X0 display via an RS-232 connection,
or wirelessly to portable electronic devices via Bluetooth.
A WX-500 or similar lightning detector can be used with the G3X Touch system via an RS-232
connection to a GDU 4X0 display. The G3X system displays lightning strike or cell data and
provides heading data output to the lightning detector.

For any of the above data sources, weather data is displayed only on the GDU displays that are
connected to the weather source via a RS-232 connection. Weather data is not shared between
GDU displays via the CAN bus.
On a GDU display that has access to multiple sources of weather data simultaneously, the pilot
may switch between available weather sources at any time.
3.5.9 External TAWS
If an external terrain warning system is installed on the aircraft, the G3X must be configured to
disable SVX-Terrain aural alerts. Only one system that generates aural and visual
annunciations is permitted on an aircraft to prevent conflicting aural and visual annunciations.
3.5.10 Pitot Static Connections
When making pitot-static system connections:
• The GSU 25D (ADAHRS) must be connected to pitot-static lines that were previously
connected to the pilot's instruments (primary source). Reference section 4.5.3 for
detailed pitot static connection of the GSU 25D.
• In aircraft with a single pitot-static system:
o The standby instruments can be connected to the same pitot-static source as
the pilot's instruments,
• For aircraft equipped with a dual pitot-static system:
o The standby instruments must be connected to the pitot-static source that is
independent from the pilot’s instruments.
NOTE
Aircraft must retain the alternate static source selector switch if it was previously equipped.
3.6 Electrical Load Analysis

An Electrical Load Analysis (ELA) must be completed before the G3X system is installed to
verify that the aircraft electrical system is adequate. The purpose of the ELA is to show
compliance with 14 CFR 23.1351 and 23.1353(h) by demonstrating that the maximum electrical
system demand does not exceed 80% of the alternator data plate rating and the aircraft battery
is capable of providing electrical power to equipment essential for continued safe flight and
landing in the event of a complete loss of the primary electrical system. Satisfactory completion
of the ELA must be recorded on FAA Form 337.
NOTE
Certain operating requirements (e.g., 14 CFR Part 135) may impose additional requirements
in the event of electrical power loss. It is the installer’s responsibility to ensure that the aircraft
meets the additional requirements if used for these operations.
Table 3-9 – LRU Current Draw

LRU Current Draw – Maximum Amps
Typical Max Typical Max
GAD 27 0.1A 0.1A N/A N/A
GAD 29B 0.1A 0.2A 0.1A 0.1A
GDL 50R 0.1A 0.3A 0.1A 0.1A

LRU Current Draw – Maximum Amps
Typical Max Typical Max
GDL 51R 0.1A 0.2A 0.1A 0.1A
GDL 52R 0.2A 0.3A 0.1A 0.2A
GDU 460 1.0A 2.0A 0.5A 1.0A
GDU 470 0.6A 1.3A 0.4A 0.7A
GEA 24 0.2A 0.4A 0.1A 0.2A
GSU 25D, 0.25A 0.35A 0.125A 0.175A
GMU11, GTP 59
Note that typical amperages are estimated and are based on listed maximums and common
duty cycles. Display amperages measured with 100% backlighting.
Net change to the electrical load with the G3X system installed must be determined. Net
decrease in electrical load requires no further analysis, assuming that the electrical system is
within limits. This is likely to occur when existing equipment is removed, or older systems are
replaced with newer equipment that requires less power to operate. The amended electrical
load calculation documenting load reduction should be filed with other aircraft permanent
records.
A sample net electrical load calculation is shown for a 28V aircraft in Table 3-10.
Table 3-10 – Example Load Calculation

Equipment Removed Equipment Added
Item Load Item Load
KI 227 ADF Indicator 0.0A GDU 460 1.0A
KI 525A NAV HSI 0.4A GEA 24 0.2A
KA 51B Slaving Acc. 0.0A GSU 25D 0.1A
KI 256 Horizon Indicator 0.8A GAD 29B 0.1A
MD 200-206 VOR/LOC/GS Indicator 0.3A
KG 102A Gyro 3.0A
ADC 200 1.3A
Subtotal 5.8A Subtotal 1.4A
NET CHANGE -4.8A
A complete electrical load analysis must be performed to show adequate capacity of the
alternator / generator if the electrical load is increased with a G3X system installed. ASTM F
2490-05, Standard Guide for Aircraft Electrical Load and Power Source Capacity Analysis offers
guidance on preparing an ELA. Alternatively, electrical loads under different operating
conditions can be measured, as discussed below.
3.6.1 Measurement of Electrical Loads
It must be shown that the maximum electrical demand for each alternator does not exceed 80%
of the alternator data plate rating. Discussed in this section is the ELA for a single
alternator/single battery electrical system determined by load measurement. It must be
modified accordingly for aircraft with multiple batteries or alternators. During measurement,

applied electrical system loads must account for combinations and durations for probable
aircraft operations.
NOTE
Circuits must be protected and LRU circuit breaker ratings must meet specifications in section
3.1.2. Additionally, follow guidelines in AC 43.13-1B, chapter 11, section 4.
CAUTION
To avoid damage to equipment, the ammeter must be capable of handling the anticipated
load.
The current measurement is best accomplished with an in-circuit or clamp-on calibrated
ammeter with 0.5 Amp or better precision. Continuous rate as indicated on the alternator and
the battery data plate/nameplate must be noted.
The tabulation form provided in Table 3-11 and Table 3-12 can be used to compile a list of
electrical loads on the aircraft. Typically, the list is comprised of existing circuit breakers and
circuit breaker switches as shown by the example in Figure 3-2 and Figure 3-3. Continuous
(e.g., GSU) or intermittent (e.g., COM, beacon light) loads must be identified.
Use the worst-case flight condition and identify which phase of flight each particular load is used
in for normal flight operation. Certain loads are mutually exclusive and will not be turned ON at
the same time such as pitot heat and air conditioning; use only the worst-case load conditions
for each phase of flight.
NOTE
Emergency operation is when the primary electrical power generating system is inoperative.
Use the worst-case flight condition and identify which phase of flight each load is used in for
emergency flight operation. At a minimum, the list of equipment must include:
• PFD
• ADAHRS
• COM radio #1
• GPS #1
• Audio panel
• Stall warning system (if applicable)
• Pitot heat
• Landing light (switched on during landing only)
• Instrument panel lighting
• Landing gear indication lights (if applicable)
• Navigation lights
• Strobe lights
If the landing gear warning or stall warning audio requires the audio panel, then the audio panel
must be included, otherwise the audio panel is not essential for continued safe flight and landing
and may be omitted.

CAUTION
The pitot heat must be switched on long enough to take the current measurement and then
switched off. As the pitot probe may get hot ensure the probe cover is removed. Care must
be taken to avoid burns or damage to the unit.
The following steps are to be performed at the aircraft:
1. The ammeter must be connected in line between the external power source and the
master relay circuit, as shown in Figure 3-1. This will eliminate errors due to the
charging current drawn by the battery.
Figure 3-1 – Ammeter Placement for Current Measurement

2. With all circuit breakers closed, external power must be applied to the aircraft, and
voltage set to the nominal alternator voltage (usually 13.8 VDC or 27.5 VDC).
3. The battery master switch must be turned on. Do not measure intermittent electrical
loads. It is assumed that any additional current required beyond alternator capability will
be supplied by the battery.
4. The following lighting settings must be applied during the entire electrical load
measurement:
a. All instrument panel and flood lights set to maximum brightness.
b. The GDU 4X0 backlight set to 50% brightness.
c. All other backlit displays, including GPS navigator, set to 50% brightness.
5. Switch on all continuous electrical loads that are used for the taxiing phase of flight and
record the current that is measured by the ammeter (ELA tabulation form in column 1,
Table 3-11). The autopilot circuit breaker must be closed but the autopilot must not be
engaged during the measurement.
6. Switch on all continuous electrical loads that are used for the normal takeoff/landing
phase of flight and record the current that is measured by the ammeter (ELA tabulation
form in column 2, Table 3-11). Measurements must be taken with the landing lights ON
and OFF. The autopilot circuit breaker must be closed, and the autopilot must not be
engaged.
7. Switch on all continuous electrical loads that are used for the normal cruise phase of
flight and record the current that is measured by the ammeter (ELA tabulation form
column 3, Table 3-11). The autopilot circuit breaker must be closed, and the autopilot
must be engaged.
8. Switch on all continuous electrical loads that are used for the emergency cruise phase of
flight and record the current that is measured by the ammeter (ELA tabulation form
column 4, Table 3-11). Measurements must be taken with the landing lights ON and
OFF.

9. Switch on all continuous electrical loads that are used for the emergency landing phase
of flight and record the current that is measured by the ammeter (ELA tabulation form
column 5, Table 3-11). Measurements must be taken with the landing lights ON and
OFF.
The aircraft electrical system is capable of supporting the G3X system if the maximum electrical
system demand, as documented on the tabulated ELA form, does not exceed 80% of the
alternator capacity. It is permissible for the electrical load to exceed 80% of the alternator
capacity when the pitot heat and landing light are both switched on during the takeoff/landing
phase of flight. In this case the electrical load must not exceed 95% of the alternator capacity.
If the pitot heat is on and the landing light is off, the electrical load may not exceed 80% of the
alternator capacity.
NOTE
The Electrical Load Analysis for this installation is only valid for modifications performed under
this STC. Subsequent changes to the aircraft electrical system will require a new load
analysis.

Table 3-11 – Electrical Load Tabulation Form Page 1 of 2
ELECTRICAL LOAD TABULATION FORM
DATE: TAIL NUMBER: Phase(s) of Flight During Which Circuit/System is Used

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

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

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

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

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

Figure 3-3 – Example of Completed Electrical Load Tabulation Form Page 2 of 2
3.6.2 Battery Capacity Analysis
The capacity of the aircraft battery must be verified if the G3X system installation increases the
load on the aircraft electrical system. The capacity of the existing battery is adequate if it
supports loads essential to the continued safe flight and landing for a minimum of 30 minutes.
For aircraft with a maximum service ceiling greater than 25,000ft and certified with 14 CFR
23.1353(h) at amendment 23-62, the battery must support 60 minutes of continued safe flight.
Otherwise the battery must be replaced with a battery that has sufficient capacity. Refer to
ASTM F 2490-05, Standard Guide for Aircraft Electrical Load and Power Source Capacity
Analysis, for more information.

Verification of the battery capacity can be accomplished following these steps:
1. Battery Capacity (de-rated). 75% of the battery capacity (as indicated on battery
nameplate) is assumed available. This value has units of Amp Hours, or Ah. Ensure the
value is converted to Amp Minutes, or A-min.
2. Normal Operation Load. Worst case cruise condition, cruise at night, during normal
operation is assumed with five minutes given to the pilot to shed non-essential loads.
Any automatic load-shedding can be considered immediate and does not need to be
considered in the calculations. Multiply the normal operation load (Amps) by t1 (mins)
[t1 = 5 min].
3. Emergency Landing Load. Electric load during the approach and landing with failed
generator or alternator. This load is assumed to drain the battery for 10 minutes and
needs to be determined. Multiply the emergency landing operation load (Amps) by t2
(mins) [t2 = 10 min]
4. Emergency Cruise Load. Minimum load necessary to maintain flight in cruise after the
generator or alternator has failed needs to be determined.
The following equation determines the battery capacity for emergency cruise expressed as time
(t3):
Battery Capacity - Normal Operation - Emergency Landing (1) - (2) - (3)
t3 = =
Emergency Cruise Load (4)
The duration of the entire emergency flight on battery power is:

t = t1 + t2 + t3
t = 5 min + 10 min + t3
t = 15 min + t3
An Emergency Power Operation Calculation example is shown in Figure 3-4 below.

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

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

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

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

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

3.7.2.2 CAN Bus Wiring
3.7.2.2.1 CAN Bus Wiring Guidelines
CAN bus wiring must only be connected to Garmin LRUs. If no CAN bus wiring exists on the
aircraft, all CAN bus wiring must be P/N CAN24TST120. The shields for each CAN bus wire
segment must be interconnected, forming a continuously connected shield from one end of the
CAN bus to the other end of the CAN bus. The CAN bus shield must always be grounded to the
device connector backshells on all devices connected to the CAN bus.
3.7.2.2.2 Aircraft with Existing CAN Bus Wiring
If the aircraft has already existing Garmin LRUs connected to a CAN bus, some of this existing
CAN bus wiring may be maintained. Use the following guidance to determine if the wiring can
be maintained:
a. Measure the current length of the CAN bus wiring
b. Determine the part number of the CAN bus wiring

c. If the wire part number is M27500, only 60 FT of the existing wiring may be maintained
with the installation of the G3X. Shorten length of installed wiring as necessary to
support the installation of the G3X system.
d. If the wire is part number CAN24TST120, then all the wiring may be maintained
Once existing wire installation has been prepared with the above guidance, use wire P/N
CAN24TST120 for all new CAN bus wiring installed with the G3X. The shields for each CAN
bus wire segment must be interconnected, forming a continuously connected shield from one
end of the CAN bus to the other end of the CAN bus. The CAN bus shield must always be
grounded to the device connector backshells.
3.7.2.3 CAN Bus Termination
At each of the two extreme ends of the CAN bus backbone, a 120 Ω resistor is installed to
terminate the bus. Separate resistors are not required in the G3X system. Instead, termination
resistors are provided within the GDUs, GAD 29B and GAD 27, and a Garmin terminator, P/N
011-02887-00 is used to terminate all other G3X LRUs.
Both ends of the CAN bus backbone must be terminated as shown in Figure 3-6, but devices
that are not at the ends of the CAN bus must not be terminated.
3.7.2.4 CAN Bus Installation Guidelines
For maximum reliability of the CAN bus, the following guidelines must be followed:
• The CAN bus backbone must be a single linear path with exactly two distinct ends.
CAN bus connections must be “daisy-chained” from device to device. Avoid “star”
and “Y” topologies, and do not use a hub device. Reference Figure 3-6.
• The overall length of the bus must not exceed 100 feet.
• Do not connect more than one device to the CAN bus backbone at the same point.
Instead, daisy-chain the CAN bus backbone from one device to the next.
• Observe proper wiring, shielding, and grounding requirements as described above.
• Terminate the CAN bus at the two extreme ends of the bus, as described above.
• When adding a new device to the CAN bus, evaluate proposed modifications to the
CAN bus wiring connections to ensure compliance with all above requirements.

4. Installation
4.1 Wire Routing and Installation

G3X system electrical connector definitions and pin functions are defined in APPENDIX A of this
document. G3X system installation requires fabrication of electrical wire harnesses. When
fabricating and installing each harness perform the following:
1. Construct the wiring harness in accordance with the information contained in this and the
following sections. Mark wire in accordance with AC 43.13-1B Chapter 11 Section 16.
Strip and insert the wire into the contact and crimp with the recommended (or
equivalent) crimping tools. Insert the contacts into the connector as specified by the
interconnect diagrams in APPENDIX B. Verify the contacts are properly engaged into
the connector by gently tugging on the wire. Mark harness connectors in accordance
with AC 43.13 1B Chapter 11 Section 17.
2. Refer to the equipment manufacture for any specific shield requirements or follow
guidance in this manual if none exist.
3. For all existing wiring that is overbraided, the overbraid must be maintained. Any new
wire (shielded or unshielded) added between the G3X system and this existing system
shall be overbraided. The overbraid shall be terminated in a similar manner to how the
existing overbraid is terminated.
4. Ensure the wiring does not directly contact sources of heat or RF/EMI interference
(power sources) and is not routed near moving components of aircraft controls or other
systems. Wire routing must preclude accidental impact or damage.
5. Provide adequate space for the LRU or sensor connector(s), include additional wire
length to create a service loop for maintenance where appropriate.
6. Shield terminations must be as short as possible and not to exceed 3.0 inches unless
otherwise specified. Shields may be connected to the metal connector backshell when
the backshell is grounded to the metal equipment chassis unless otherwise specified by
equipment manufacturer. Alternately, the shield termination may be directly connected
to the airframe ground.
7. The G3X wiring should be routed close to metallic structures and away from windows
whenever possible.
8. Intermediate connections must be minimized to maintain certified electromagnetic
compatibility. All shields must have continuity at intermediate connections (i.e.,
bulkhead connectors, terminal blocks, splices, etc.). If intermediate connectors are
installed, unless otherwise specified, the shield must be terminated at both sides of the
intermediate connector backshells (if metal connector) or to airframe ground on both
sides of the intermediate connectors.
NOTE
Shielding requirements for other LRU connectors are met by their specific interconnect
drawings. Interconnect diagrams in this manual only show end to end connections and do not
show intermediate connections that may be present in an aircraft.
9. Equipment that require bonding shall be bonded in accordance with the guidance in
section 4.2.

4.1.1 Shielded Cable Preparation
Prepare all shielded wires using one of the shield termination methods shown in Figure 4-1
Keep the shield drains as short as practical (3” max total length). See Table 4-1 through Table
4-5 regarding numbers in parentheses in the following procedure.
1. Strip 2.5 inches (maximum) (2.0 inches maximum for 9-pin connectors) of the jacket to
expose the shield braid.
2. Remove the exposed braid.
3. Carefully score the jacket 1/4 to 5/16 inches and remove the jacket to leave the braid
exposed.
4. Slide a shield terminator (1) onto the exposed shield braid and insert shield braid drain
(14) into shield terminator. Secure the shield terminator and braid drain to the shield
using a heat gun approved for use with solder sleeves.
5. Strip the signal wires approximately 0.17 inches.
6. Crimp socket contacts (2) on to the signal wires.
7. Crimp ring terminals (4) on to the shield drain wires.
8. Repeat steps 1 through 7 as needed for the remaining shielded wires.
9. Insert the signal wire socket contacts into the appropriate locations in the D-sub
connector (5).
10. Attach the shield drain ring terminals to the connector backshell shield block using the
supplied screws and washers (11)(12)(13).
11. Wrap the wiring harness with silicone fusion tape (3) at the point where the strain relief
clamp (7) and connector backshell (6) will contact the wiring harness.
12. Attach the strain relief clamp (7) to the connector backshell (6) using the supplied screws
(8).
NOTE
Only two ring terminals should be attached to each screw on the connector backshell shield
ground. It is preferred that only two wires be terminated in each ring terminal. This will
necessitate the use of a ring terminal, #8, insulated, 14-16 AWG (MS25036-153). If only a
single wire is left or if only a single wire is needed for this connector a ring terminal, #8,
insulated, 18-22 AWG (MS25036-149) can be used. If more wires exist for the connector than
two per ring terminal, it is permissible to terminate three wires per ring terminal.
13. Install the connector backshell cover (9) using the supplied screws (10).

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

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

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

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

Table 4-4 – GEA 24 P242 Connector Parts 37 Pin Connector
336-00022-02 2
0.375" OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
1. AS83519/1-X and braid are the preferred method for shield termination. Alternately,

Table 4-5 – GDU4X0 (P4X02), GEA24 (P244), and GAD27 (P271) 50 Pin Connector Parts
336-00022-02 2
0.375" OD
14 Flat Braid, 1/16” AA59569F36T0062 1
Notes:
2. Garmin Part Number included in kit P/N 011-01921-15 (GDU4X0), 011-02886-01
(GEA24), and 011-03877-01 (GAD27).

Figure 4-2 – Jackscrew Backshell Assembly
4.1.3 Configuration Module Installation
GDU connector assemblies serve as housings for configuration modules. This section lists
configuration module assembly and installation procedure for the GDUs.
Table 4-6 – PN 010-12253-01 GDU configuration module kit parts

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

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

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

1 Potted Module (w/EEPROM) 011-03702-00 1
2 Contact, Socket, Size 20, 26-30 AWG 336-00022-01 1

3 4 Conductor. Config. Module Harness 325-00122-00 1
4 Pan head screw 211-60232-07 1
Notes:
2. Part is included in GDU connector kit P/N 011-01921-15.

Figure 4-4 – Jackscrew Backshell Assembly (Potted Configuration Module)
4.1.5 Ground Stud Buildup
New ground studs for equipment grounding may be required for the G3X installation. See Figure
4-5 or figure 4-6 for the parts required and the buildup sequence for each ground stud
installation. Use the surface preparation steps provided in section 4.2. The pan head screw is
the preferred ground stud buildup. If a ground stud is required in a restricted area, or if installed
on an instrument panel, the countersunk screw buildup can be used to maintain the aesthetic of
the panel. Clean and prepare one side of the sheet metal surface in accordance with section
4.2.

Figure 4-5 – Pan Head Screw Ground Stud Buildup

Figure 4-6 – Countersunk Screw Stud Buildup
4.2 Equipment Bonding

The G3X LRUs require bonding according to one of two methods described below:
1) Following equipment shall be bonded via its chassis mounting:
GAD 29B, GAD 27, GEA 24, and GSU 25D
NOTE
When a GSU 25D is mounted on the back of a GDU 4X0, no separate bonding is required for
the GSU; GDU bonding strap is sufficient for both LRUs.
2) Following equipment shall be bonded via bonding strap to its connector backshell per
section 4.2.3:
GDU 4X0, GMU 11, and GDL 5XR
For each LRU a bonding value of 2.5 milliOhms shall be achieved, when measured with a
calibrated 4 wire milliohm meter.
Brackets installed with four or more rivets can provide sufficient electrical bond to allow
equipment chassis or install rack to be bonded to the bracket. For the best results when creating
an electrical bond, contact locations between the supporting structure and brackets should be
cleaned and prepared for bond. The following steps are an acceptable method for bonding
aluminum surfaces:
1. Clean grounding location with solvent.
2. Remove non-conductive films or coatings from the grounding location using a bonding
brush or equivalent tool.
3. Apply a chemical conversion coat such as Alodine 1200 to the bare metal.
4. Once the chemical conversion coat is dry, clean the area.
5. Install brackets to supporting structure.
6. All areas must be refinished to the original finish specifications.
NOTE
The radius of the cleaned area must be 0.125” larger than the radius of the fastener head.
Ensure that there is no non-conductive finish under the head of the fastener.
After satisfactory electrical bond is achieved, when it has been necessary to remove any
nonconducting finish, the area from which the coating has been removed should be refinished
with the same finish as is on the rest of the part within 24 hours. In cases where the parts come
in with certain areas spot-faced, or if the there is no finish on the part (bare metal), apply
conformal coating over the bond joint and hardware per MIL-I-46058 or clear lacquer per
TT-L20-A in order to facilitate future inspection. Refer to the model specific Aircraft Maintenance
Manual or Standard Practices Manual for surface protection requirements applicable to affected
areas. The correct material finish is important when mating untreated or bare dissimilar metals.
They should be galvanically compatible. When corrosion protection is removed to make an
electrical bond, any exposed area after the bond is completed should be protected again.
Additional guidance can be found in AC 43.13-1B and SAE ARP 1870A. Typical electrical
bonding preparation examples are shown in Figure 4-7, Figure 4-9, and Figure 4-10.
Figure 4-7 – Electrical Bonding Preparation – Nutplate

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

The instrument panel must be of metal construction providing a ground path for instrument
panel installations. For metal and tube and fabric aircraft the ground path is inherently achieved
through the metallic airframe structure. For composite aircraft a ground plane or reference must
be used to achieve a comparable ground.
The face sheet on honeycomb shelves must be metal when equipment is mounted to the shelf.
The honeycomb material between the face sheets is not conductive and care must be taken to
ensure proper bonding of the equipment. The top and bottom face sheets must be grounded to
each other and at least one of face sheets must be grounded to the airframe.
Electrical equipment, connectors with shields connected to backshell, and supporting brackets
shall be electrically bonded. The electrical bond shall achieve a direct current (DC) resistance of
2.5 mΩ or less between faying surface, shelves, and the aircraft structure. Compliance shall be
verified by inspection.
4.2.1 Non-metallic Aircraft
NOTE
Carbon reinforced composite (with or without mesh) or fiberglass with mesh is considered to
be conductive. Wood, Kevlar and fiberglass without mesh is considered to be non-conductive.
If the equipment is mounted in the metallic instrument panel then the bonding must be
accomplished following guidance in Section 4.2. For composite areas of the aircraft the LRUs
must be electrically bonded to the metallic instrument panel either directly through the unit
remote install/mounting rack or with heavy-duty dead soft aluminum tape such as 3M Heavy
Duty Aluminum Foil Tape 438. The following guidance should be used for locating and bonding
the LRU:
1. Identify a location for the LRU which is close to the instrument panel or the grounding
structure for the instrument panel.
2. Identify a route between the LRU location and the instrument panel ground that will
accommodate a strip of aluminum tape with a width of at least four inches and a length-
to-width ratio of 7:1.
3. If the tape will come in contact with carbon composite material, the tape must be
electrically isolated from the carbon composite material to prevent corrosion due to
dissimilar materials. Secure a thin layer of fiberglass cloth to the carbon fiber with
fiberglass resin as shown in Figure 4-11
Figure 4-11 – Fiberglass Insulation for Carbon Fiber Material

4. Identify a grounding location. The ground must be a bare metal surface on the
instrument panel or grounding structure for the instrument panel. If it is impractical to
reach a grounding location with aluminum tape, then:
a. The tape shall meet a 5:1 length to width ratio.
b. The bond strap shall be one inch wide and no longer than five inches.
5. Prepare the aluminum surface at the ground location outlined in Section 4.2 or identify a
ground stud to which the braid can be attached. Any new ground stud shall also be
prepared for electrical bonding.
6. Route the tape between the LRU mount and the grounding location for the instrument
panel. If needed to maintain the 7:1 length-to-width ratio, the tape can be overlapped in
more than one strip.
7. If two pieces of tape need to be joined end-to-end, they can be joined as illustrated in
Figure 4-12.
Figure 4-12 – Aluminum Tape Joint
8. Fold the end of the tape over twice for added thickness at the prepared grounding
location. Refer to Figure 4-13. Apply 3-inch wide tape over the seam as shown.
9. The tape shall not have any tears in the joint or along the length of the tape as tears will
degrade the bonding performance.
10. Electrical bond preparation for all aluminum-to-aluminum interfaces per SAE ARP1870A
section 5.1 and 5.5.
11. If a bonding strap will be used to reach the grounding location, secure the end of the
tape to the secondary composite surface as shown in Figure 4-13. Note that the
procedure for installing mounting bolts applies only to secondary aircraft structures, not
to structural load-carrying members. The tape shall meet 5:1 length to width ratio if a
bonding strap is used. The bonding strap shall be one inch wide and no longer than five
inches. Refer to Figure 4-13.
12. Terminate both ends of the bonding strap with MS20659-130 terminal lugs.
13. Install AN960C10 washer between the terminal lug and the mating metal surface and
secure with a #10 steel bolt. Ensure that the lug and washer are centered and in full
contact with the mating surface with no overhang when secured.
14. Secure the end of the tape in place using a 0.063” piece of aluminum using three bolts
and nuts. Refer to Figure 4-13.
15. Secure the aluminum tape to the LRU or mounting rack as shown in Figure 4-14 (GAD
29B is shown as an example installation).
16. Verify that the resistance between tape and the local grounding location does not
exceed 2.5 mΩ.

Figure 4-13 – Aluminum Tape Ground Termination
Figure 4-14 – Aluminum Tape Installation

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

4.2.2.1 Instrument Panel Bonding Materials
The following items are required but not supplied:
• Tinned copper flat braid, 3/4", AA59569F36T781 (recommended)
OR
• Tinned copper tubular braid, 7/16", AA59569R30T0437
• Terminal lug, 5/16", uninsulated, MS20659-131
• Bolt, AN5-XA
• Locknut, 5/16", AN363-524
• Lock washer, 5/16", NASM35338-45 Figure 4-15, washer 1)
• Flat washer, 5/16", NAS1149F0532P (Figure 4-15, washer 2)
• Flat washer, 0.063" thick NASM970-5 (AN970-5) (Figure 4-15, washer 3)

4.2.3 G3X LRU Connector Bonding Strap
For each equipment that cannot be electrically bonded through its mount), a bonding strap (less
than10 inches in length) must be connected from the backshell to a #10 ground stud. The
bonding strap must be connected to the backshell of the power connector (See APPENDIX B
for which connectors are connected to circuit breakers). Below is a list of approved metal braids
with their accompanying terminal rings that can be used to create these bonding straps.
Table 4-8 – Bonding Strap Part Numbers

Bonding strap part numbers
Braid Part Number Ring Terminal Part Braid Part Number Ring Terminal Part
Number Number
QQB575*36*375 MS25036-112 (#10) AA59569*36*0375 MS25036-112 (#10) or
or MS25036-156 (#8) MS25036-156 (#8)
QQB575*34*375 MS25036-112 (#10) AA59569*34*0375 MS25036-112 (#10) or
or MS25036-156 (#8) MS25036-156 (#8)
QQB575*32*375 MS25036-112 (#10) AA59569*32*0375 MS25036-112 (#10) or
or MS25036-156 (#8) MS25036-156 (#8)
QQB575*30*375 MS25036-115 AA59569*30*0375 MS25036-115
QQB575*30*473 MS25036-116 AA59569*36*0500 MS25036-115
QQB575*36*500 MS25036-115 AA59569*34*0500 MS25036-115
QQB575*34*500 MS25036-115 AA59569*32*0500 MS25036-115
QQB575*32*500 MS25036-115 AA59569*32*0500 MS25036-119
QQB575*30*500 MS25036-119
Create the bonding strap using the following instructions:
1. Cut an appropriate length of a metal braid listed in the table (maximum 10 inches)
2. Terminate both ends with the stated MS25036 terminal
3. Find a location on structure to create or re-use an existing ground stud that is size #10
for connection to this bonding strap from the LRU backshell.
4. If creating a new ground stud, create a #10 ground stud in accordance with the
instructions stated in section 4.1.5. Hole to be Ø0.201.
5. If using a #8 ring terminal for connection to the backshell, reference Figure 4-2 for
hardware buildup using ring terminal bonding strap part numbers listed in Table 4-8.
6. If using a #10 ring terminal for connection to the backshell, use the following method to
connect the #10 terminal to the LRU backshell, create the following hardware buildup as
shown below in Figure 4-16:
7. Torque hardware buildup to 11-17 in-lbs.

Figure 4-16 – Bonding strap Backshell Buildup
4.3 Panel Mounted Displays

The G3X GDUs are designed to mount in the aircraft instrument panel and replace the existing
primary instruments. For all G3X installations, the instrument panel must be constructed from
aluminum.
The G3X GDU must be electrically bonded to the aircraft instrument panel with a direct current
(DC) resistance specified in section 4.2.
The G3X GDU must be located such that the screen is entirely viewable and within reach of the
pilot. It is preferable for the display to be located as far up the instrument panel as practical.
The GDU display(s) position must not interfere with any existing equipment including, but not
limited to: flight controls, control lock devices, engine controls, switches or annunciators.
Consider the depth of the GDU displays as well as the electrical and pneumatic connections
when selecting a location. See Figure 4-17 illustrates the required space needed behind the
instrument panel for a GDU 470 install, the same depth is required for a GDU 460 installation.

Figure 4-17 – GDU Clearance for Connectors (GDU 460 and 470)
The location of the GDU display on the instrument panel in relation to the centerline of the
control wheel depends on the display size and configuration. When measured from the
centerline of the control wheel, the display centerline must be located as defined in Figure 4-18,
Figure 4-19, Figure 4-20, or Figure 4-21.
NOTE
GDU location must not affect the readability of any existing or added switches under all
lighting conditions including switches that maybe blocked from the instrument flood lights.
Figure 4-18 – 7” Portrait PFD

Figure 4-19 – 10.6” Landscape PFD/MFD
Figure 4-20 – 7” Portrait MFD
Figure 4-21 – 10.6” Landscape MFD

Previously installed pneumatic ADI/Attitude Indicator, Airspeed Indicator, and Altimeter can be
used as standby instruments. This STC does not approve the installation for electric/electronic
standby indicators.
CAUTION
If the original pneumatic airspeed indicator displays aircraft operating limits that vary with
altitude (such as barber pole type airspeed indicators), the original pneumatic airspeed
indicator capable of replicating the variable limit must be used as the standby instrument.
It must be verified that the original airspeed indicator is not part of an existing airspeed
warning system when considering instrument removal or replacement. If it is part of the
airspeed warning system, this system must continue to operate following the installation of the
G3X system.
4.3.1 Standby Instruments

Standby instruments must be located within 2.0 inches of the GDU 4X0. Positions above, below,
or on either side of the display are acceptable. In dual display installations the standby
instruments are required to be installed next to the PFD only.
Standby instruments can be arranged in any order. Preferred order, from top to bottom when
positioned vertically, or from left to right when positioned horizontally, is:
• Attitude Indicator (Top or Left)
• Airspeed Indicator (Middle or Center)
• Altimeter (Bottom or Right)
Figure 4-22 and Figure 4-23 show a GDU460 display; the relative location of the standby
instruments is the same if installing a GDU470.
Figure 4-22 – PFD Location Relative to Existing Standby Instruments

A single G5 indicator can be used as the required backup in place of the attitude, airspeed, and
altitude indicator, reference APPENDIX E for details. If used, the G5 must be positioned above,
below, to the right, or to the left of the PFD. Figure 4-23 shows a GDU460, the relative location
of the G5 is the same if installing a GDU470.
Figure 4-23 – PFD Location Relative to G5 Standby Display

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

1. Use the same material type, thickness (not less than 0.063 inch), and corrosion
protection as the original instrument panel.
o 2024-T3 aluminum per AMS-QQ-A-250/5, or 6061-T6 aluminum per AMS
4025, AMS 4027, or AMS-QQ-A-250/11 must be used if existing instrument
panel material is not known.
o Corrosion protection must be in accordance with aircraft model specific
standard practices manual or per MIL-DTL-5541.
2. Be manufactured using methods and procedures defined in an aircraft standard
practices manual, maintenance manual, or structural repair manual. Methods,

techniques, and practices defined in AC 43.13-1B chapter 4, section 4 Metal Repair
Procedures are acceptable.
3. Maintain the form of the existing instrument panel, including the location of fasteners,
and retain all elements of the instrument panel structure (if comprised of multiple parts
assembled together), such that every feature of the instrument panel is preserved or
duplicated.
4. Retain the lighting for all previously installed instrument(s) that will be re-installed.
4.3.2 GDU 460 Display Aspects
The GDU 460 10.6-inch displays may be configured to display a combination of PFD, MFD, and
EIS data in separate, distinct sections on the display. The EIS data can be configured to be
displayed on either the left or right edge of the screen.
Table 4-9 – GDU 460 Weight

Unit weight Weight of Unit + Connectors
4.60 lbs 4.81 lbs.*
* - Weight includes nut plates.
NOTE
The GSU 25D ADAHRS unit may be installed on the back of the GDU. The total weight of the
new equipment installed in the instrument panel (GDU 4X0 and optionally attached ADAHRS)
must not exceed the total weight of the equipment that was removed from the instrument
panel.
Figure 4-24 – GDU 460 Bezel Width (in Inches)

Figure 4-25 – GDU 460 Behind-Panel Depth (in Inches)
The GDU 460 can be mounted using the included 115-01725-01 nut plate ring, see Figure 4-26
for details. Alternatively, 4 nutplates may installed on the instrument panel.
Figure 4-26 – GDU 460 Panel Cutout (Not to Scale)

Figure 4-27 – GDU 460 Assembly
4.3.3 GDU 470 Display Aspects

The GDU 470 seven-inch display may be configured to display a combination of PFD, MFD, and
EIS data in separate, distinct sections on the display. The GDU 470 works in a portrait
orientation. The EIS data when configured, is only displayed on the upper edge of the screen.
Table 4-10 – GDU 470 Weight and Dimensions

Unit weight Weight of Unit + Connectors
2.66 lbs 2.93 lbs
NOTE
The GSU 25D ADAHRS unit may be installed on the back of the GDU. The total weight of the
new equipment installed in the instrument panel (GDU 4X0 and optionally attached ADAHRS)
must not exceed the total weight of the equipment that was removed from the instrument
panel.

Figure 4-28 – GDU 470 Bezel Width (in Inches)
Figure 4-29 – GDU 470 Bezel and LRU Depths (in Inches)
Figure 4-30 – GDU 470 Panel Cutout Drawing (Not to Scale)

The GDU 470 can be mounted using the included 115-01725-03 nutplate ring. Alternatively, 4
nutplates may installed on the instrument panel. See Figure 4-31 for details.
Figure 4-31 – GDU 470 Panel Installation with Hardware
4.3.4 Placards and Switch Labeling

Installation and placement of the required placards and limitations must be in accordance with
the applicable aircraft data and aircraft type TCDS.
If any placards were relocated due to a display installation, verify the following:
• The font size of the new placard is identical to the old placard it is replacing.
• The color of the new placard is identical to the color of the placard it is replacing.
• The text on the new placard is identical to the text on the placard which it is replacing
(it can be arranged differently as required by space constraints, but the wording must
be the identical).
• The placard must be legible and not obscured to the pilot by the glare shield, in all
flight control positions, or by any other component in the flight deck.

If the new switch labels were added due to G3X installation, verify the following:
• The font size and labeling is legible from the pilot’s seat.
• The labels are legible in all ambient light conditions. In particular, the labels are
legible with ambient flood lighting in darkness.
• The switch label must be legible and not obscured to the pilot by the glare shield, in
all flight control positions, or by any other component to include the switch position.
Refer to section 6.19 for additional details.
Some aircraft models listed on the AML currently have insufficient data to substantiate IFR
operations, therefore the G3X installations in these models are limited to VFR operation only.
The following may apply for such installations:
• Standby instruments are not required.
No additional placard is required if the aircraft is already limited to VFR operation prior to
installation of the G3X system, otherwise the installation of the G3X system limited to VFR
operation must include the following placard:
• The text on the placard must read “AIRCRAFT LIMITED TO VFR”
• The font size must be a minimum of 0.25-inch-high (minimum 18-point font)
• The placard must be located in plain view near the pilot PFD (pilot side instrument
panel).
Figure 4-32 – VFR Placard Installation (10.6” – GDU Example, 7” GDU Similar)

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

4.5 GSU 25D ADAHRS
The GSU 25D ADAHRS has three 1/8-27 ANPT female thread pressure ports which require
matching male fittings to connect to the aircraft pitot and static pressure sources. See Section
4.5.3 for pneumatic connection details.
Figure 4-33 – GSU 25 Outline Drawing
Table 4-11 – GSU 25D Weight

LRU Weight incl. d-sub connector
Lbs. (kg)
GSU 25D 0.68 lbs.

4.5.1 Panel Mounting (Back of GDU)
The GSU 25D may be installed on the back of a GDU. The GDU 460 and the GDU 470 both
have mounting holes for installation of a GSU 25, see
Figure 4-34 and Figure 4-35.
NOTE
The GSU 25D should not be mounted on a GDU installed in a shock-mounted instrument
panel. Even when the instrument panel is not shock-mounted, some panels may not be
sufficiently rigid to provide a stable platform for acceptable AHRS performance. If in doubt
about the suitability of panel mounting, the GSU 25D should be mounted remotely on a rigid
shelf per section 4.5.2.
It is required that the GSU 25D is mounted parallel to the centerline of the aircraft. Depending
on the chosen mounting orientation, one side of the GSU 25D must be aligned within 1° of
either the longitudinal or lateral axis of the aircraft for proper heading performance. The GSU
25D must also be level within 8° of the aircraft longitudinal axis (pitch) and 4° of aircraft lateral
axis (roll.)
Also, the GSU 25D must be mounted;
• No more than 6.5 feet laterally from the aircraft center of gravity.
• No more than 13 feet longitudinally from the midpoint of the aircraft center of gravity.
• Farther than 1 inch from magnetically mounted antennas, speaker magnets, or other
emitters of a strong magnetic fields.
• Near the aircraft pitot and static lines to reduce the length of added pneumatic lines.
• Such that it is not prone to severe vibration.

Figure 4-34 – GSU 25D Mounting to GDU 470
Figure 4-35 – GSU 25D Mounting to GDU 460

4.5.2 Shelf Mounting
If the instrument panel is not sufficiently rigid or other requirements in section 4.5.1 cannot be
met for a GSU 25D to be mounted to a GDU, the GSU 25D can be mounted on an existing or
fabricated shelf. The GSU 25D can be mounted in any of the 24 orientations shown in Figure
4-37 and Figure 4-38. In any of these orientations, it is required that the GSU 25D is mounted
parallel to the centerline of the aircraft. Depending on the chosen mounting orientation, one
side of the GSU 25D must be aligned within 1° of either the longitudinal or lateral axis of the
aircraft for proper heading performance. The GSU 25D must also be level within 8° of the
aircraft longitudinal axis (pitch) and 4° of aircraft lateral axis (roll.) The GSU 25D unit orientation
is stored in the configuration module.
Additionally, the mounting location for the GSU 25D must be:
• No more than 6.5 feet laterally from the aircraft center of gravity.
• No more than 13 feet longitudinally from the midpoint of the aircraft center of gravity.
• Farther than 1 inch from magnetically mounted antennas, speaker magnets, or other
emitters of a strong magnetic field.
• Near the aircraft pitot and static lines to reduce the length of pneumatic lines
• In an area that is not prone to severe vibration.
• Electrically bonded to the airframe per section 4.2.
In order to satisfy the structural mounting requirements for the GSU 25D, the following
conditions must be met:
1) Any supporting structure must be rigidly connected to the aircraft structure capable of
supporting the added loads.
2) Mounting platform shall not span greater than 12" in width or length without direct
attachment to structure. If mounting platform does span greater than 12", add necessary
stringers, doublers, bulkhead flange reinforcements, etc., to provide adequate support.
Existing honeycomb core sandwich panels with aluminum face sheets are adequate and
do not require additional reinforcement.
3) A minimum of 3" between the connector end of the GSU 25D and any object must be
maintained to ensure clearance for the wire harness and pneumatic connections.
4) If a support bracket or shelf needs to be fabricated, it should be fabricated and attached
to the aircraft structure in accordance with the methods outlined in AC 43.13-2B Chapter
1 and 2, AC 43.13-1B Chapter 4, and the following requirements:
o Material shall be 2024-T3 aluminum alloy sheet per AMS-QQ-A-250/5 or
extrusion per AMS-QQ-A-200/3.
o Material shall be minimum 0.032 inch thick.
o Material shall have some type of corrosion protection (primer, Alodine, etc.)
Any newly installed bracket or shelf shall be attached to the aircraft with 4 fasteners as shown in
Table 4-12.
Table 4-12 – Support Bracket/Shelving Hardware

Hardware Specifications
Rivets MS20470ADX (3/32 diameter or larger)
*Pan Head Screws MS35206-XXX (#6-32 or #8-32) or MS35207-XXX (#10-32)
*Countersunk Screws MS24693-SXX (#6-32 or larger)

*Use of mil-spec nuts and washers or nutplates are required.
When not mounted to the back of a GDU, the GSU 25D must be mounted to an existing or
fabricated shelf with the hardware shown in Figure 4-36. If the countersunk screws are used,
the hardware must be oriented with the head of the screw on the mounting shelf and the washer
and nut on the GSU 25D.
211-00090-05
Bolts Or
AN3-XA
212-00035-10
Washers Or
NAS1149F0363P
#10 Nutplates Standard Part; Any MS
(Mil-Spec) Part Number
Nuts MS21044N3 or
Rivets MS20426AD3-X
Countersunk Screws #10 MS24693-XXX

212-00035-10
Washers Or
NAS1149F0363P
Nuts MS21044N3
Figure 4-36 – Alternate GSU 25D Mounting

Figure 4-37 – GSU 25D Mounting Options (View 1 of 2)
Figure 4-38 – GSU 25D Mounting Options (View 2 of 2)
4.5.3 GSU Pitot Static Connections
The GSU 25D has three 1/8-27 ANPT female ports, labeled PITOT, STATIC, and AOA. The
pitot and static lines must be connected to the aircraft system using 1/8-27 ANPT male fittings.
The ports are labeled on the unit as to what their described purpose is. GSU 25D pneumatic
plumbing has specific installation requirements and guidance beyond that of the GSU LRU.
These requirements are as follows:
• The AOA port must be connected to the static line using a 1/8-27 ANPT male fitting to
avoid damage to internal pressure sensors during static system tests, see Figure
4-39.
• Determine the hose/connection material that best interfaces with the existing aircraft
installation. Reference the appropriate aircraft parts manual to determine the current
part numbers associated with the installation of hose and connections used in the
pitot/static system.
• Do not confuse pitot, static, and AOA plumbing between the ports on the aircraft and
the GSU 25D. Use of different colored labels is recommended for pitot and static
plumbing to avoid plumbing connection errors. AOA and static plumbing may be the
same color as they are linked to a common static pressure port.
• The GSU 25D should not be at the low point of the pneumatic plumbing lines to
avoid moisture or debris collecting at the unit.
• Do not route lines near moving components of the aircraft control systems, other
systems with moving components, or sources of heat including high temperature
lines.

• Reference the aircraft manufacturer standard practices manual or equipment
manufacturer documentation for guidance. Methods, techniques, and practices
defined in AC 43.13-1B chapter 12, section 4 Pitot/Static Systems are acceptable.
• Ensure that no deformations of the airframe surface have been made that would
affect the relationship between static air pressure and true ambient static air
pressure for any flight condition.
• Use care to avoid getting fluids or particles anywhere within the pneumatic lines
connected to the GSU 25D.
• Seal the threads of pneumatic fittings at the connector ports. Use caution to ensure
there are no pneumatic leaks.
NOTE
Aircraft must retain the alternate static source selector switch if it was previously equipped.
• The positive drainage of the pitot/static system including the performance of existing
static drains must remain unaffected by connected equipment.
• Pitot and static ports mounted on the aircraft surface must not be changed or
relocated. Ensure aircraft surface where these ports are located is free of
deformation and defects.
When making pitot-static system connections:
• The ADAHRS must be connected to pitot-static lines that were previously connected
to the pilot's instruments (primary source).
• In aircraft with a single pitot-static system:
o The standby instruments can be connected to the same pitot-static source as
the pilot's instruments,
• For aircraft equipped with a dual pitot-static system:
o The standby instruments must be connected to the pitot-static source that is
independent from the pilot’s instruments.
CAUTION
Verify sealant/tape is not present inside the plumbing upon assembly. Use care to avoid
getting fluids or particles inside the pneumatic lines or GSU 25D ports.
NOTE
Check connections for errors before operating the equipment. An incorrect connection can
result in equipment damage.

Figure 4-39 – Pitot-Static Connections for ADAHRS Installation
4.6 GDL 50R/51R/52R Datalink

The GDL 5XR products provide ADS-B and/or SXM data to the G3X display system. The GDLs
also offer built-in Bluetooth wireless technology to create Connext connections to portable
display devices. Bluetooth performance is dependent on the installation location and may not
work at all in some locations of the aircraft. For optimal wireless performance it is best to mount
the unit in front of the instrument panel with the connectors facing aft.
If use of the Bluetooth features is not desired, the GDL 5X/5XR can be mounted in any
orientation in the aircraft fuselage.
The mounting location should be more than 12 inches from a compass or similar magnetic
measuring device. The GDL 5XR cannot be mounted in the engine compartment.
Whether or not the Bluetooth functions are desired, the GDL 5XR must be mounted to a surface
known to have sufficient structural integrity to withstand additional inertial forces imposed by the
LRU weight. The unit must be attached to the surface with 4 fasteners as shown in Figure 4-41.
Structural mounting requirements for the GDL 5XR are as follows:
• Support structure must be rigidly attached to aircraft structure to properly support
equipment loads.
• Mounting platforms spanning greater than 12" in width or length require direct
attachment to structure. Stringers, doublers, bulkhead flange reinforcements, etc.,
shall be used to provide proper attachment to aircraft structure. Existing honeycomb
core sandwich panels with aluminum face sheets are adequate and do not require
additional reinforcement.
• A minimum of 3" between the connector end of the GDL 5XR and any obstruction for
proper wire harness routing.
• Fabricated brackets or shelving should be attached to the aircraft structure in
accordance with the methods outlined in AC43.13-2B Chapter 1 and 2, AC43.13-1B
Chapter 4, and the following requirements:
o Application of some type of common corrosion protection (primer, Alodine,
etc.) is required.
o It shall be attached to aircraft structure with a minimum of four fasteners listed
in Table 4-13.
Refer to section C.8 for information on antennas that correspond with GDL 5XR installations.
*Counter Sunk Screws MS24693-SXX (#6-32 or larger)
Figure 4-40 – GDL 5XR Dimensions

Table 4-14 – GDL 5XR Weight and Dimensions
LRU Weight Including d-sub Connector (Lbs.)
GDL 50R/51R 0.90 lbs.
GDL 52R 0.90 lbs.
The GDL 5XR must be mounted to the aircraft structure with the hardware shown in Figure
4-41. If the countersunk hardware is used, the hardware must be oriented with the head of the
screw on the mounting shelf and the washer and nut on the GDL 5XR.
Screws MS35206-XX
Washers NAS1149FN632P
Standard Part; Any MS

#6 Nutplates
(Mil-Spec) Part Number
Nuts MS21044N06 or
Rivets MS20426AD3-X
Nuts MS21044N06
Figure 4-41 – GDL 5XR Mounting Hardware, GDL52R Shown, Use for GDL50R and
GDL51R

Figure 4-42 – GDL 50R, 51R, and 52R LRU and D-Sub Connector
Figure 4-43 – GDL 50R, 51R, and 52R Connections

4.7 GEA 24 Engine Airframe Adapter
The GEA 24 can be mounted in any orientation in the aircraft fuselage. The GEA 24 cannot be
mounted in the engine compartment. See Figure 4-44 and Table 4-16 for unit dimensions and
weight.
The GEA 24 must be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the LRU weight.
Structural mounting requirements for the GEA 24 are as follows:
• The mounting structure, existing or new, must be electrically bonded to the airframe
per section 4.2.
• Support structure must be rigidly attached to the aircraft structure to properly support
equipment loads.
attachment to aircraft structure. Stringers, doublers, bulkhead flange reinforcements,
etc., shall be used to provide proper attachment to aircraft structure. Existing
honeycomb core sandwich panels with aluminum face sheets are adequate and do
not require additional reinforcement.
• A minimum of 3" between the connector end of the GEA 24 and any obstruction for
• The unit should be mounted in the aircraft so that the unit face containing the
connectors and status LED is positioned so that the LED may be viewed.
• A CAN bus terminator may be required per interconnection of G3X system
components. Refer to sections B.6 and 3.7.2 for further guidance.
o Material shall be 2024-T3 aluminum alloy sheet per AMS-QQ-A-250/4 or Clad
2024- T3 aluminum alloy sheet per AMS-QQ-A-250/5.
etc.) is required.
o It shall be attached to the aircraft structure with a minimum of four fasteners
listed in Table 4-15.

*Pan Head Screws MS35206-XXX (#6-32 or #8-32) or MS35207-XXX (#10-
32)

Figure 4-44 – GEA 24 Dimensions
Table 4-16 – GEA 24 Weight
LRU Weight incl. d-sub connector Lbs.
GEA 24 1.6 lbs.

The GEA 24 must be mounted with the hardware shown in Figure 4-45. If the countersunk
screws are used, the hardware must be oriented with the head of the screw on the mounting
shelf and the washer and nut on the GEA 24.
Screws MS35207-XX (#10-32)

Washers NAS1149F0363P
#10 Standard Part; Any MS
Nuts MS21044N3 or Nutplates (Mil-Spec) Part Number
Rivets MS20426AD3-X

Washers NAS1149F0363P
Nuts MS21044N3
Figure 4-45 – GEA 24 Mounting Hardware

Figure 4-46 – GEA 24 and D-Sub Connectors
NOTE
Figure 4-46 shows the optionally installed CAN termination d-sub which may or may not be
needed depending on how the GEA 24 is integrated with the G3X system. Reference
sections B.6 and 3.7.2 for guidance on this aspect of the GEA 24 installation.

4.8 GMU 11 Magnetometer
The GMU 11 has specific installation requirements due to the nature of its functionality. This
section describes basic mechanical guidelines for locating the GMU 11 in the aircraft. Section
6.20 details guidelines to ensure proper performance of the GMU 11 based on nearby
equipment restrictions.
Wing mounting of the GMU 11 magnetometer is preferred where possible. Fuselage mounting
is less desirable due to potential magnetic disturbance sources in the aircraft.
Use of typical aircraft-grade non-magnetic materials and methods for rigid mounting of
components is acceptable, so long as adequate measures are taken to ensure a stiffened
mounting structure.
Align the GMU 11 to within 3.0° of the in-flight level cruise attitude. Align the long axis of the
GMU 11 to within 2.0° (0.5° preferred) of the longitudinal or lateral axis of the aircraft, (4
possible orientations). See Figure 4-49.
Use of non-ferrous tools (e.g. beryllium, copper, or titanium) is recommended when installing or
servicing the GMU 11. Do not use a screwdriver with a magnetic tip. Do not use a powered
screwdriver.
Consider the following when selecting a mounting location for the GMU 11:
• See APPENDIX G for allowed locations.
• The mounting location must satisfy the alignment requirements shown in Figure 4-48
and Figure 4-49.
• Any supporting structure must be rigidly connected to the aircraft structure through
structural members capable of supporting substantial loads.
• Mounting platform shall not span greater than 12" in width or length without direct
attachment to structure. If mounting platform does span greater than 12", add
necessary stringers, doublers, bulkhead flange reinforcements, etc., to provide
adequate support. Existing honeycomb core sandwich panels with aluminum face
sheets are adequate and do not require additional reinforcement.
• A minimum of 3" between the connector end of the GMU 11 and any object must be
maintained to ensure clearance for connector and wire harness.
• If a support bracket or shelf needs to be fabricated, it should be fabricated and
attached to the aircraft structure in accordance with the methods outlined in AC
43.13-2B Chapter 1 and 2, AC 43.13-1B Chapter 4, and the following requirements:
o Material shall have some type of corrosion protection (primer, Alodine, etc.)
o It shall be attached to aircraft structure with a minimum of 4 non-ferrous
fasteners or rivets from Table 4-17.
MS51957-XX (#6-32 or #8-32) or MS51958-XX
*Pan Head Screws (Stainless Steel)
(#10-32)
*Counter Sunk Screws (Stainless Steel) MS24694C-XXX (#6-32 or larger)

*Use of stainless-steel mil-spec nuts and washers are required.
Figure 4-47 – GMU 11 Dimensions
Table 4-18 – GMU 11 Weight

Lbs.
GMU 11 0.30 lbs.

Figure 4-48 – GMU 11 Pitch and Roll Requirements
Figure 4-49 – GMU 11 Heading Alignment Requirement

A magnetic survey of appropriate GMU 11 installation locations needs to be performed to
ensure adequate separation of the GMU 11 from sources of electromagnetic interference. The
following steps are to be performed in order to accomplish the magnetic survey:
1. Temporarily place the GMU 11 in the proposed mounting location maintaining orientation
as described in Figure 4-48 and Figure 4-49.
2. Secure in place using tape if needed. Do not use clamps or other devices that are
ferrous or magnetic.

3. Run the magnetic interference survey in accordance with the guidance presented in
APPENDIX F. The location is considered reliable for the installation of the GMU 11 if the
survey passes.
If the test fails, the location should be considered unreliable until the source of the magnetic
interference is identified, remedied and the location is retested with a passing result. If the
magnetic interference cannot be remedied, another location should be chosen and tested.
CAUTION
Care should be taken when tightening the mounting screws of the GMU 11. Excessive
tightening may damage the mounting flange or break the screws. Fasteners should be
tightened until snug plus one quarter-turn.
The GMU should not be mounted in a composite wing. It may be mounted in a wing
constructed of metal so long as any hardware used to attach the GMU or its bracket do not
penetrate the fuel tank. For installation in a composite wing tip of a metal wing, see section
4.8.1.

*211-60207-12
Screws Or
MS51957-XX
*212-00024-06
Washers Or
NAS1149CN632R
*210-10008-08
Nuts Or
MS21044C06

*212-00024-06
Washers Or
NAS1149CN632R
*210-10008-08
Nuts Or
MS21044C06
*Part of GMU 11 Installation Kit 011-04349-90
Figure 4-50 – GMU 11 Mounting Hardware

Figure 4-51 – GMU 11 Install Breakdown
4.8.1 GMU 11 Mounting in Non-metallic Wingtip

4.8.1.1 Overview
In some installations it is desirable to mount the GMU 11 magnetometer in the wingtip of a
metal aircraft that has non-metallic (e.g. fiberglass) wingtip covers. If this is the case, the
following requirements must be met:
• The aircraft must have wingtip navigation lights installed.
• Heavy overbraid must be installed over the wiring from the GMU to where the wiring
exits the wingtip.
• The overbraid must be terminated at this wingtip exit point using a #10 terminal lug and
stud.
• The GMU 11 must be mounted to a metal rib that does not enclose a fuel bay.
• There must be at least one intermediate rib between the rib that encloses the fuel bay
and the rib on which the GMU 11 is installed.
• The GMU 11 mounting bracket must be electrically bonded to the wing using fasteners
or rivets.
4.8.1.2 Materials Required but Not Supplied
Reference 3.1.2 for materials required but not provided for installation.
4.8.1.3 Overbraid Fabrication and Installation
The length of overbraid required is approximately equal to the length of the GMU 11 service
loop (measured from the wing rib to the collar of P111) plus 4 inches.
Refer to Figure 4-52 and Figure 4-53 while completing the following overbraid installation
procedure:
NOTE
It is recommended this procedure is completed prior to terminating wires to connector P111. If
this procedure is completed before assembly of P111, proceed to step 3.

1. Disconnect P111 from the GMU 11.
2. De-pin wires from P111 to facilitate placing overbraid over wire bundle.
3. Slide the overbraid over wire bundle extending from wing rib.
4. Terminate the end nearest the metal wing rib with the overbraid in accordance with one
of the two methods in Section 4.8.1.4 using a #8 terminal lug.
5. Secure the overbraid pigtail to the shield block when assembling P111 (Refer to Section
4.1.2).
6. Terminate the end nearest the GMU with the overbraid in accordance with one of the
two methods in Section 4.8.1.4 using a #10 terminal lug.
7. Secure the overbraid pigtail to a #10 terminal stud. Refer to Section 4.8.1.5 for stud
location instructions.

4.8.1.4 Overbraid Termination Methods
Overbraid must be terminated with an appropriate lug by one of the two following approved
methods. Whichever method is used, overbraid pigtail length must not exceed six inches. Refer
to Figure 4-52.
Method A
1. Carefully separate overbraid wire strands by hand to create an opening in the overbraid
for passage of the GMU 11 connector and cables.
CAUTION
Do not cut an opening in the overbraid strands. Loose overbraid wire ends can chafe the
cable and cause the GMU 11 to malfunction.
2. Trim the overbraid pigtail to a maximum length of two inches.
3. Terminate the braid pigtail in an appropriate terminal lug.
Method B
1. Comb out a maximum of two inches of overbraid pigtail.
2. Twist the pigtail and terminate it in an appropriate terminal lug.
4.8.1.5 Overbraid Terminal Bonding
Electrical bond preparation for all aluminum-to-aluminum interfaces must be done in accordance
with SAE ARP1870A section 5.1 and re-finished in accordance with section 5.5. The overbraid
terminal lug must be electrically bonded to a #10 stud installed in accordance with AC43.13-1B
Section 11-189, as well as the following restrictions:
1. If possible, use an existing tooling hole to install the stud.
2. If no suitable tooling hole exists, use an existing fastener (#10 or larger).
3. If there is no suitable fastener, install a new #10 stud as follows:
a. When adding a new stud hole to the rib, the center of the hole must be located a
minimum of one inch away from any existing, non-stiffened rib hole.
b. The new stud hole must be located such that the terminal lug face, neck, or
attaching hardware will not intrude into the flange bend radius of any rib edge or
stiffened rib hole. Refer to SAE AS25036 for terminal lug dimensions.
4. Verify overbraid terminal bonding by checking resistance between the overbraid and the
rib. Resistance should be less than 2.5 mΩ.
5. If the overbraid length is less than 10-inches, no additional bonding strap per Section 4.2
is required. For installations with overbraid length in excess of 10-inches refer to Section
4.2 for electrical bonding requirements.
Figure 4-52 – GMU 11 Overbraid Installation

NOTES:
[1] Install #10 grounding hardware in accordance with AC 43.13-1B, section 11-189. If
there is an existing hole located in an appropriate area it may be utilized for the
grounding hardware. If there is no existing hole usable for this purpose, then drill and
de-burr a 0.196”-0.206” hole.
[2] MS25036-103 terminal lug (or equivalent).
[3] Terminal lug face or connecting hardware must not interfere with bend radius of rib
edge or stiffened holes. Stud hole must be located a minimum 1” from unstiffened
holes. Refer to SAE AS25036for lug dimensions.
[4] If the overbraid length is less than 10-inches, no additional bonding strap per Section
4.2 is required. For installations with overbraid length in excess of 10-inches refer to
Section 4.2 for electrical bonding requirements.
[5] The exposed cable not having overbraid in the wing tip areas must be 6 inches or
less.
Figure 4-53 – GMU 11 Overbraid Termination
4.9 GAD 29B

The GAD 29B can be mounted in any orientation in the aircraft fuselage. See Table 4-20 and
Figure 4-54 for unit dimensions and weight.
The GAD 29B should be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the LRU weight. The unit must be attached to the
surface with 4 fasteners as shown in Figure 4-55.
Structural mounting requirements for the GAD 29B are as follows:
per section 4.2.
• Any supporting structure must be rigidly connected to the aircraft structure capable of
• A minimum of 3" between the connector end of the GAD 29B and any obstruction for
etc.) is required. It shall be attached to aircraft structure with a minimum of
four fasteners or rivets listed in Table 4-19.

*Use of mil-spec nuts and washers are required.

Figure 4-54 – GAD 29B Dimensions

Table 4-20 – GAD 29B Weight
Lbs.
GAD 29B 0.65 lbs.
The GAD 29B must be mounted to the aircraft structure with the hardware shown in Figure 4-55
If the countersunk hardware is used, the hardware must be oriented with the head of the screw
on the mounting shelf and the washer and nut on the GAD 29B.
Screws #8 MS35206-XXX
Standard Part; Any MS
#8 Nutplates
Nuts MS21044N08 or (Mil-Spec) Part Number
Rivets MS20426AD3-X

Nuts MS21044N08
Figure 4-55 -- GAD 29B Mounting Hardware

Figure 4-56 – GAD 29B Install Breakdown
4.9.1 GAD 29B Interface Requirements (Optional)
For GAD 29B installations interfacing with certain Century and Cessna autopilots, an inline
transformer may be required. Refer to 3.5.3 and APPENDIX B for further information on
specific autopilots.
Solder transformer leads to the appropriate wire per SAE AS4461 and cover with heat shrink
that extends the entire lead of the transformer and at least 0.5 inch of the insulated wire. Do

this for each transformer lead, and then cover the entire assembly with heat shrink, extending at
least one inch past the solder connections.
This assembly must then be secured to the existing aircraft wiring harness near the GAD 29B to
reduce strain on the components. Secure using a minimum of two cable ties, one over the body
of the transformer, and one near the solder joints.
Figure 4-57 – GAD 29B Autopilot Transformer Mounting
4.10 GAD 27
The GAD 27 can be mounted in any orientation in the aircraft fuselage. The GAD 27 must be
mounted near the circuit breaker, as the power wire to the circuit breaker cannot exceed 7 feet.
The GAD 27 should be mounted to a surface known to have sufficient structural integrity to
withstand additional inertial forces imposed by the LRU weight.
If the GAD 27 is mounted such that the unused connector is facing up, install P/N 115-03134-00
cover over unused connector as illustrated in Figure 4-59.
Structural mounting requirements for the GAD 27 are as follows:
per section 4.2.
• Any supporting structure must be rigidly connected to the aircraft structure capable of
• A minimum of 3" between the connector end of the GAD 27 and any obstruction for

etc.) is required.
Shelving supports shall be attached to aircraft structure with a minimum of four fasteners listed
in Table 4-21

Pan Head Screws MS35206-XXX (#6-32 or #8-32) or MS35207-XXX (#10-32)
Countersunk Screws MS24693-SXX (#6-32 or larger)

Figure 4-58 – GAD 27 Dimensions
Table 4-22 – GAD 27 Weight

Lbs.
GAD 27 0.65 lbs.
The GAD 27 must be mounted to the aircraft structure with the hardware shown in Figure 4-59.
If the countersunk hardware is used, the hardware must be oriented with the head of the screw
on the mounting shelf and the washer and nut on the GAD 27.

Screws MS35206-XX (#8-32)
#8 Nutplates Standard Part; Any MS
Nuts MS21044N08 or (Mil-Spec) Part Number
Rivets MS20426AD3-X

Nuts MS21044N08
Figure 4-59-- GAD 27 Mounting Hardware

Figure 4-60 -- GAD 27 Install Breakdown

4.11 GTP 59 Temperature Probe
An effective location for the GTP 59 OAT Probe is on or near an access panel on the bottom of
the wing, or in areas where it would mostly be shaded in straight and level flight. A typical
installation example is shown in Figure 4-62.
The GTP 59 probe has no icing protection. Temperature measurements may be incorrect if ice
accumulates on the probe, which in turn may affect computations of true airspeed, delta-ISA, or
other data that depend on the measurement of air temperature.
The GTP 59 cannot be mounted on or near a control surface. Control surfaces include but are
not limited to ailerons, elevators, rudder, trim tabs and speed brakes.
Figure 4-61 – GTP 59 OAT Probe Dimensions
GTP 59 Probe installation in Metal and Tube-and-Fabric Aircraft

For metal and tube-and-fabric aircraft, the electrical bond between GTP 59 and nearby aircraft
metallic structure (tubular structure in the case of tube and fabric aircraft) must achieve a direct
current (DC) resistance less than or equal to 2.5 mΩ with the remote end connector
disconnected. The GTP 59 can only be installed in lightning zones 2A or 3, per APPENDIX G.
For tube and fabric aircraft it may be necessary to use a bonding strap from the doubler plate
shown in Figure 4-62 to electrically bond the probe. The bonding strap must:
1. Have the cross-sectional area greater than 0.016 square inches (approx. 20,800 circular
mils). QQB575R30T437 7/16” tubular braid (24,120 circular mils) or QQB575F36T781
3/4” flat braid (20,800 circular mils) meet this requirement.
2. Be as short as possible, not to exceed 6 inches. When installed, the strap must not loop
back on itself.
3. Use MS20659-130 lug and #10 stud (or larger) attached to local aircraft metallic
structure with minimum thickness of 0.032 inches.
4. Use a 5/16 stud size terminal lug connected directly to GTP 59 probe.
For metal, and tube-and-fabric aircraft, if the GTP 59 is installed in an access panel in Lightning
Zone 2A, the access panel must be at least 0.032-inch thick aluminum or, if the access panel is
less than 0.032-inch thick aluminum, a doubler that is at least 0.032-inch thick aluminum (per
Figure 4-62) must be installed.
GTP 59 Probe installation in Metallic Airframes

For aircraft with metallic airframes, a doubler is required when the GTP 59 probe is installed in
the skin. The doubler must be a minimum of 2 inches in diameter, with a minimum thickness of
0.032 inches and at least one gauge thicker than the skin. The doubler material and installation
must be provisioned by the aircraft structural repair manual or standard practices manual, or
alternatively:
1. Use the same material as the aircraft skin. If the material used in the construction of the
aircraft skin is not known, 2024-T3 aluminum per AMS-QQ-A-250/5 can be used.
2. If corrosion protection methods are not specified by the model-specific aircraft standard
practices manual, the doubler material must be chemical conversion coated per MIL-
DTL-5541 Type II or MIL-DTL-81706 Type II and primed with a high-solids chemical and
solvent resistant epoxy primer per MIL-PRF-23377, Class N.
CAUTION
The GTP 59 probe must not be mounted in a fuel tank area (wet or dry). An air scoop or
ducted inlet is an adequate location for the GTP 59 probe. The probe must be located no
closer to the inlet edge than the width of its narrowest opening.
It is recommended the GTP 59 probe is installed in Lightning Zone 3, although Zone 2A may be
an acceptable location for certain aircraft, refer to APPENDIX G.
Figure 4-62 – GTP Installation (Aircraft with Metallic Skin Example)

GTP 59 Probe installation in Composite Aircraft
For composite aircraft, the GTP 59 probe cannot be mounted on the fuselage and must be
mounted on an access panel or inspection cover, in a zone 3 area of the aircraft per APPENDIX
D. If the access panel or inspection cover is conductive, a non-conductive doubler must be used
and a minimum 0.5 inches of clearance maintained between the GTP 59 probe/terminal lug and
any conductive element of aircraft structure. A typical installation examples are shown in Figure
4-63 and Figure 4-64.
For composite aircraft, the GTP 59 probe must be installed in Lightning Zone 3 and installed
such that it is electrically isolated. For aircraft model-specific information regarding acceptable
lightning zones for the GTP 59, refer to APPENDIX G. Refer to APPENDIX D for lightning zone
details.
Regardless of location, the probe must protrude into the air flow when the aircraft is in flight and
be kept away from direct sources of heat (e.g., engine exhaust, direct sunlight, cabin exhaust,
etc.) to provide an accurate air temperature measurement.
Figure 4-63 – GTP 59 Installation Composite Aircraft (Non-conductive Access Panel)

Figure 4-64 – GTP 59 Installation Composite Aircraft (Conductive Access Panel)
4.12 GPS Antenna

The GPS antenna (p/n 011-04036-00) is designed for installation on top of an existing
instrument panel glareshield. The selected location must offer good visibility of the sky through
the windshield.
Installation of the GPS antenna cannot obstruct or limit the pilot’s vision (even though the
antenna has a low profile). The optimal antenna position is horizontal, or as close to horizontal
as practical given the shape of the glareshield.
Fastener holes for screw-mounted antenna installation, as depicted in Figure 4-66, must not
penetrate through the ventilation or defrost channels built into the glareshield, if present. If the

glareshield is part of the instrument panel structure, fastener holes may only be drilled if
provisioned by the aircraft maintenance manual or structural repair manual.
A TNC/BNC Adaptor (p/n 330-01754-00) is required to connect the GPS antenna to the GDU.
Table 4-23 – GPS Antenna Weight

Lbs.
GPS Antenna 0.20
Figure 4-65 – GPS Antenna Dimensions

Figure 4-66 – GPS Antenna (Screw-mounted Installation Example)

Figure 4-67 – GPS Antenna (Hook & Loop Installation Example)

4.13 EIS Sensors
The aircraft must retain all engine indications for engine and aircraft operations within the limits
defined in the pilot’s operating handbook or other approved manual. Only the EIS sensors
specified in this section are approved for installation as part of this G3X Touch EFIS AML STC.
Installation of other sensors requires separate airworthiness approval from the cognizant
authority. The following sections contain information applicable to EIS sensor installation:
• Installation requirements and component selection- 3.3.5 and 3.4.4
• List of compatible sensors – C.7
• Sensor configuration – 5.30.1 and Table C-6.
• Interconnect diagrams of sensor connections to the GEA 24 – APPENDIX B.
NOTE
This STC does not approve any modifications to the engine firewall.
The installation of each probe/sensor and wire must be accomplished in accordance with the
sensor manufacturer’s instructions or as recommended by the engine manufacturer in addition
to the data in this manual. Wire routing and clamping must follow procedures defined in the
aircraft maintenance manual or standard practices manual. Practices defined in Chapter 11,
Electrical Systems of advisory circular AC 43.13-1B, “Aircraft Inspection and Repair”, are
acceptable.
Sensors must be connected using hoses and fittings approved as part of the aircraft or engine
type certificated design or standard aircraft parts (AN/MS).
Sensors must not be mounted directly to the engine or engine baffle unless otherwise instructed
in this manual.
CAUTION
Check hose routing for sharp bends. Check sensors and fittings for leaks during engine run-
up and correct any leaks prior to flight.
4.13.1 Carburetor Air Temperature
The carburetor air temperature sensor installation and location will vary for different carburetors.
This STC provides the basis for airworthiness approval only for the temperature sensor installed
in the existing port with 0.2500-28UNF-2A thread.
Refer to the engine or carburetor manufacturer data for temperature sensor location, if required.

Figure 4-68 – Carburetor Air Temperature Sensor Mounting
CAUTION
Fuel and air passages must remain free of contaminants during work near and around the
carburetor.
4.13.2 Oil Temperature
When installing the oil temperature sensor, the unbroken side of the crush washer must face the
sensor flange. The sensor is torqued finger tight plus ½ turn and safety wired in accordance
with practices defined in Section 7, “Safetying” of Chapter 7, “Aircraft Hardware, Control Cables
and Turnbuckles” of advisory circular AC 43.13-1B, Aircraft Inspection and Repair.

4.13.3 Pressure
The manifold pressure, oil pressure, and fuel pressure sensors all have similar installation
requirements and processes. Refer to Figure 4-69 for the pressure sensor part number and
installation example.
When replacing existing sensors/instruments:
• Do not remove fittings with small orifices that are installed in existing hoses or
plumbing. It may limit fluid loss and fire damage in the event of a hose failure.
• If the sensors/instruments were installed on the cold side of the firewall, reuse the
lines and fittings. This STC does not approve the routing of new fuel or oil lines into
the cockpit.
• Do not remove previously installed devices designed to absorb pressure shock/surge
such as a snubber.
• Reuse manifold tubing if it has a vent hole and install the manifold pressure sensor
so it is not at the low point in the line.
• Inspect the condition of all existing tubes, hoses, and fittings that are being reused
and replace as necessary.
• Replace the fuel and oil hoses with new hoses if they are used by the sensors
installed under this STC and located in the engine compartment.
• In pressurized aircraft, new pressure sensors must be installed in the same
compartment as the sensor being replaced with respect to pressurization. This
ensures the same reference pressure is used.
When installing pressure sensors:
• Fuel and oil hoses installed in the engine compartment must meet TSO-C53a Type
C or D for fire resistance. Only use approved aircraft fittings (e.g. AN/AS-spec or Mil-
spec) and hoses (e.g. Aeroquip 303 or Aeroquip AE 466). All hoses must be rated
for the pressure, temperature, and be compatible with the fuel or oil.
• Do not install sensors directly below fittings or components that may leak flammable
fluid.
• Thread sealant or tape must be used for the NPT threads. To reduce the risk of
system contamination, minimal amount of sealant should be applied leaving at least
2 threads at the end of the fitting clear of sealant/tape.
• Sensor hoses must be routed as far away from the aircraft exhaust system as
practical and no closer than 6 inches.
• Line fittings, routing, alignment, bonding, and support spacing must be installed as
defined in the aircraft maintenance manual or section 8-31 of AC 43.13-1B, Aircraft
Inspection and Repair.

Figure 4-69 – Pressure Sensor, Coupling Mount Type
4.13.4 Fuel Flow
Reference Figure 4-70 to determine the fuel flow transducer installation for the specific aircraft
fuel system.

Figure 4-70 – Fuel Flow Installation Configurations
The fuel flow transducer can be mounted using a bracket or clamping the hoses connected to
the transducer. If mounting with clamps the unit placement must be no further than 6 inches
from the clamp to the nearest face of the transducer.
• The transducer can be installed in the following orientations:
o With the wires pointing up.
o The cap with five bolts pointing up.
o The output port pointing up.
o Or any combination thereof.
• The flow must follow the direction marked on the ports.
• The hose connected to the IN port should be straight for a minimum of 4 inches.
• The length of hose connected to the OUT port should be level or slope up. It must not
slope down more than 4 inches per foot.
A bracket must be fabricated if the transducer needs to be bracket mounted. The bracket can
be fastened at the top of the engine using the existing engine block fasteners. The amount of
available space between the top of the engine and the engine cowling needs to be considered

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

Figure 4-71 – Fuel Flow Transducer Installation Example
4.13.5 Fuel Flow EMI
NOTE
The installation of EI FT-60/90 fuel flow sensors must be checked for EMI in accordance with
the procedure defined in section 6.20.
If Fuel flow gauge fluctuates during the EMI checkout procedure (ref. section 6.20), of EI FT-60
or EI FT-90 fuel flow sensor, install an EMI shield and wire overbraid as follows.
1. Fabricate the U-shaped EMI shield as shown in Figure 4-71, item 7.
2. Determine length of transducer wire to be overbraided and add 4-inches for the ring
terminal lead. Use overbraid with a minimum internal diameter of 0.171” that is round or
tubular (e.g. QQB575R36T171, AA59569R36N171). Cut the overbraid to length.

3. Using a scribe, establish an access hole for the wire to enter the overbraid
approximately 3 inches from one of the overbraid ends.
4. Insert the wire ends from the fuel flow meter into the access hole in the braid until the
wires protrude from the other end of the overbraid as shown in Figure 4-72.
5. Crimp an appropriately sized ring terminal to the overbraid. The braid may be folded or
twisted to fit in the terminal for proper crimping, do not trim braid strands.
6. Wrap the end of the braid in fusion tape to prevent fraying. Maximum distance of
uncovered wire is 0.2 inches as shown in Figure 4-72.
7. Install the EMI shield using the fuel flow sensor mounting holes and hardware shown in
Figure 4-71. Fasten the overbraid ring terminal using the EMI Shield mounting bolt.
Figure 4-72 – Fuel Flow Overbraid Installation Part 1

8. Using a scribe establish an access hole approximately 1 inch from the second end of the
braid and feed the transducer wires through the hole.
9. Wrap fusion tape over the access hole in the overbraid to prevent fraying.
Figure 4-73 – Fuel Flow Overbraid Installation Part 2

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

Figure 4-74 – Fuel Flow Overbraid final assembly
4.13.6 Engine RPM
There are two options for connecting the GEA 24 for engine RPM: direct connection to magneto
p-leads or a hall effect sensor.
For direct connection the GEA 24 can use the electrical signal generated by the primary
magneto coils or “P-Lead” to display RPM. The connection is made at the ignition switch if the
magneto does not have a ring terminal stud. Otherwise the connection can be made at the
magneto, or at the ignition switch, whichever minimizes the length of wire required to connect
the GEA 24. The wire length between the P-Lead connection and the resistors must not exceed
six inches. Shielded wires must be used as shown in section B.27.
The P-Lead electrical stud nut on TCM/Bendix magnetos should be torqued to between 15 and
17 in. lbs. The P-Lead electrical stud nut on Slick magnetos should be torqued to between 13
and 15 in-lbs.
Following the installation of the P-Lead signal wires, verify the continuity of each magneto P-
Lead to ground while the ignition key is OFF. If there is evidence of discontinuity in the magneto
P-Lead grounding circuit it must be corrected before further engine maintenance or checks.
Continuity can only be measured if the magneto points are open or the wire is disconnected
from the magneto. Use a magneto timing light to ensure the ohmmeter will not measure false
continuity through the points or coil windings.
CAUTION
Do not turn the propeller and stay clear of the propeller arc when installing the P-Lead signal
wires.
The P-Lead sensor wiring must include the resistors as shown in APPENDIX B. The resistors
prevent magneto shut-off in the event of a shorted RPM P-Lead wire. The resistors must not
exceed six inches from the P-lead connection near either the magneto or the ignition switch.
This STC only provides interface approval to magnetic pickup RPM sensors; it does not provide
installation approval for magnetic pickup sensors. For TCM/Bendix magnetos, the magnetic
pickup must be installed in the vent hole furthest from the distributor cap. Hall effect sensor
connections are made with triple twisted shielded wire from the GEA24 to the hall effect sensor
on the magneto. Reference APPENDIX B for specific interconnect information.
4.13.7 CHT & EGT Probes
Garmin offers certain probes to simplify the EIS sensor ordering process. Sensor part numbers
are cross-referenced with Alcor STC SA522SW part numbers. The G3X STC does not provide

installation approval for CHT and EGT probes; however, the data in STC SA522SW is adequate
for most installations.
4.14 Weight and Balance

The aircraft weight and balance record must be updated after the G3X system is installed by
following the procedures typically in the aircraft maintenance manual. Practices defined in
Chapter 10, Section 2 Weighing Procedures of AC 43.13-1B, “Aircraft Inspection and Repair”,
are acceptable.
The aircraft equipment list must be updated to include items that are added, removed, or
relocated. The updated list should be dated, include the name (and certificate number) of the
person that updated the list, and be retained with aircraft records. A sample calculation is shown
in Table 4-24 below.
Table 4-24 – Weight & Balance Calculations Example

5. System Configuration
5.1 System Configuration Overview

This section contains instructions for configuration and calibration of the G3X system. Once the
G3X system components are installed on the aircraft, the system must be configured for
operation. It is assumed that the person performing these checks is familiar with the aircraft, has
a working knowledge of typical avionics systems, and has experience using the test equipment
defined in this section.
Due to the numerous layout options of the G3X system, not all information contained in this
section may be applicable to every installation. A summary of the steps for system configuration
and calibration are as follows:
1. Verify the GDU software level is current with this STC (reference section 5.3.1 for
information about the latest software version from the Garmin website).
2. Configure the G3X Touch system for the particular installation.
3. Perform necessary system calibrations, as specified in sections 5, 6, and APPENDIX C.
4. Load required and optional databases, as specified in section 5.32.
5. Perform the ground checks applicable to the installation, beginning in section 6.
6. Verify all placards installation as necessary, as specified in section 6.18.
7. Update the aircraft documentation, as specified in section 7.
NOTE
For error message troubleshooting specific to the G3X Touch System installation, refer to the
Garmin System G3X STC Maintenance Manual contains ICA, p/n 190-02472-02.
5.1.1 SD Card Options

The GDU 4X0 has one SD card slot that can be used for various tasks. The following list shows
what tasks can be performed via the SD card slot with an SD card installed:
• Update databases
• Software updates
• Data Logging; see section 5.29
5.2 Wire Harness Mounting, Continuity and Power Checks

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

5.3 Software Loading Information
All software files are certified by Garmin and are considered part of FAA-approved Type Design
data. System software version 8.00 and later are approved for this STC.
The installer shall create a software loader card by downloading the latest approved software
image in accordance with Section 5.3.1.
NOTE
Garmin recommends SanDisk brand 8GB SD cards or smaller for use with the G3X system.
5.3.1 Software Loader Card Creation

The software image is an executable self-extracting file which builds the correct file structure
onto an SD card for use in loading software to the G3X Touch system. To obtain the current
file, follow the procedures outlined below:
1. Go to www.garmin.com/G3XTouchCertified and click on the ‘Software’ link. Do not
download software from the Experimental Aircraft web page.
2. Insert a FAT32-formatted (empty) into the card reader.
3. Double-click the .exe file to download the self-extracting update file onto the hard drive.
A window similar to the image below will pop-up while extracting.
NOTE
When the extraction begins, the program automatically deletes all current files on the SD card
and copies the selected files to it, regardless of the file format on the SD card. Ensure files are
not necessary or card is empty before proceeding.
4. When extraction is complete, a window similar to one below will appear on the screen.
Verify “GDU 4xx” is correct and an SD card is in the card reader, and then select “Next”.
Follow instructions provided by the installer application.

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

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

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

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

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

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

BATTERY CHARGER AS AN EXTERNAL POWER SOURCE. Power loss during a software
upgrade may cause an LRU to become corrupted and unresponsive requiring replacement.
2. Power on the PFD in normal mode, then insert the properly formatted SD card into the
SD card slot.
NOTE
It is also acceptable to insert the SD card before powering on the unit.
3. A Software update window will appear on the screen; select YES to begin the update.
Figure 5-1 – Update Software Window

4. The unit will reboot, then GDU software update will begin automatically.
5. Ensure power is not removed while the update is being performed. The screen will
display progress of the software load.
6. The unit will reboot again after the update is complete.
NOTE
When the PFD screen goes blank during reboot, hold the MENU button down until the screen
indicates Configuration Mode. Select the System Information page to see the software load
status of other G3X LRUs. Once all LRUs have been updated it is safe to remove power or
reboot the display to normal mode.
7. Repeat steps 1 through 5 on the MFD (if installed).
5.3.2.1.1 LRU Software Loading Information
G3X LRUs (except for GDUs) will automatically receive software updates from the PFD
following a GDU software update. This process may take up to ten minutes for all LRUs
connected to the high-speed CAN bus. The GDL 5XR is connected via RS 232 and may take
up to 30 minutes to update SW. Progress of LRU software updates can be monitored using the
System Information page in configuration mode. Functionality provided by an LRU will be
unavailable during a software update, therefore, all LRU software updates should be allowed to
complete before flight after a GDU software update.
The current LRU software versions included with a GDU software update can be found in the
Change History on the software download page.
5.4 Configuration Mode & Data Entry

5.4.1 Entering Configuration Mode

All configuration settings are performed in the configuration mode. To enter configuration mode,
hold down the MENU key while powering on the GDU 4X0, until the Configuration Mode page
appears.
After all configuration changes have been made, use the Save & Reboot (Section 5.31) button
to save all changes and return to normal mode.
Figure 5-2 – Configuration Mode Pages

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

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

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

3. Press anywhere on the Touch Panel (other than the slider bar) or the “BACK” key to
update the selection.
5.4.4 Configuration Pages
In configuration mode (Section 5.4.1), use the Touch Panel or a Move Selector Knob to select
and view the various configuration pages. Selection of individual items on each configuration
page are also made using the Touch Panel or a Move Selector Knob. The knobs on the Move
Selector on either side of the GDU 460 or one knob on the right side of the GDU 470 are used
to navigate the configuration mode pages, pressing on the inner knob makes the selection.
Sections 5.5 through 5.31 describe available configuration pages functions and how to configure
them.
5.5 System Information Page

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

Figure 5-6 – Systems Information Page
5.6 System Options Page

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

Advanced User Setup: Select “Disabled” for all STC installations.
5.7 LRU Configuration Page

The LRU configuration page is used to configure which optional LRUs are connected to the
system. If a particular LRU is not installed, or a particular LRU function is not desired, change
that setting on the LRU configuration to "Disabled".

• ADAHRS 1: Select “Enabled” for the following: ADAHRS 1, Magnetometer 1 and OAT 1.
Select “Disabled” for AOA 1 (not supported by this STC).
• ADAHRS 2: Select “Disabled” (only one GSU 25D is supported by this STC).
• The Engine Interface item is used to configure which numbered EIS LRU(s) should be
used. G3X Touch EFIS AML STC only approves a single GEA 24 as an optional
installation, therefore if installed, EIS 1 should be selected.
• The Autopilot Servos –
o For aircraft equipped with Garmin GFC 500 autopilots, refer to GFC 500
Autopilot with ESP Part 23 AML STC Installation Manual Garmin p/n 190-02291-
00.
o For non-Garmin autopilots: on the Autopilot LRU Configuration section select
“NONE” under Garmin Autopilot Servos, then select “Enabled” under Analog
Autopilot Interface.
• Electrical Control System: If the GAD 27 is installed, select “Enabled” to allow automatic
software loading from the GDU when updates are available.
NOTE
When Electrical Control System tab is configured as ‘Enabled’ the following pages and tabs
that are not supported by this STC will be displayed:
• External Lights Configuration page
• Cockpit Lighting Configuration page
• GAD 27 tab on EIS Configuration page.
Figure 5-8 – LRU Configuration Page
5.8 ADAHRS (Air Data Attitude/Heading Reference System) Calibration Page

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

Figure 5-9 – ADAHRS Calibration Page
See Section 5.3 (SW loading procedure) and the following sections (Post Installation Calibration
Procedures) for further information regarding the ADAHRS Calibration Page.
After mechanical and electrical installation of the GSU 25D ADAHRS has been completed, prior
to operation, a set of post-installation calibration procedures must be carried out.
The calibration procedures (Sections 0 – 5.8.2) may require that certain status boxes on the
ADAHRS Calibration Page (configuration mode) indicate a positive state (green check marks)
before starting the procedure.
Table 5-1 describes the ADAHRS calibration procedures:
Table 5-1 – Post-Install Calibration Procedure Summary for ADAHRS Calibration Page
Procedure Name Procedure Description Installation requiring Procedure
Unit Orientation Configure the ADAHRS Required for all ADAHRS installations.
installation orientation
Pitch/Roll Offset Level Aircraft Required for initial installation verification.

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

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

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

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

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

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

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

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

Page
Procedure Name Procedure Description Installation requiring Procedure
Unit Orientation Configure the magnetometer’s Required for all GMU 11 installations.
installation orientation
Required for initial installation verification.
This test should be repeated to verify all subsequent electrical
changes associated with devices within 10 feet of the GMU.
Such changes include, but are not limited to, wiring, shielding,
or grounding changes to any light, strobe, beacon, or other
electrical device located near or on the same wing as the GMU
Magnetic Interference Validate no magnetic interference magnetometer.
Test (ref Section 6.15.1) with GMU magnetometer Likewise, this test should also be repeated to verify all
subsequent changes to materials within 10 feet of the GMU.
Such changes include, but are not limited to, addition, removal,
or modification of ferrous or electrically conductive materials
located near or in the same wing as the GMU magnetometer
unit. This includes stainless steel.
Required for all installations.

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

1. Select the Magnetometer Calibration Page.
2. Select the Magnetometer 1 tab.
3. Select Unit Orientation.

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

5. Read the description of the selected orientation to ensure the proper orientation has
been selected, then select the Save button to store the orientation.
The Magnetic Interference Test must be performed according the procedure described in
Section 6.15.1. A GPS position fix is not required to complete the interference test.
The Magnetometer Calibration must be performed according to the procedure described in
Section 6.15.2. Note that valid GMU 11, Attitude Data and GPS Data must be present as
indicated by green checkmarks on the Magnetometer Calibration page in order to complete the
calibration procedure.
CAUTION
A repeat of the Pitch/Roll Offset Compensation (Section 5.8.2) requires a repeat of the
Magnetometer Calibration (Section 6.15.2).
5.10 Autopilot Configuration Page

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

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

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

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

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

Figure 5-17 – Aircraft Configuration Page
Aircraft: the configurable items under the aircraft tab are described below:
Aircraft identifier: enter the aircraft registration number. The aircraft’s registration
number is used in the data log page.
Map symbol: The aircraft symbol that is displayed on the Map page can be selected
from different vehicles that are stored internally to the unit. Additional vehicles may be
downloaded from www.garmin.com/vehicles.
NOTE
To use a downloaded .srf aircraft symbol, create a ‘Vehicle’ directory on the SD card(s), then
copy the .srf file to the new ‘vehicle’ directory. For installations with multiple GDUs, the .srf file
must be present on each SD card inserted into each of the GDUs. If the file is not present the
GDU will use the default black-and-white airplane symbol.
Flight planning fields: adjust the default values, using the aircraft’s Type Data such
as POH or AFM to enter fuel flow, and cruise speed used in normal mode for flight
planning calculations (ETE, Leg Fuel, etc.).
Reference Speed: using the aircraft’s POH/AFM, enter the applicable V-speeds. To properly
configure the airspeed tape to be representative of the existing removed ASI, the v-speeds must
be entered in accordance with aircraft data.
For Sink Rate at Vg: From the aircraft Pilot’s Operating Handbook, enter the Best Glide, Sink
Rate in feet per minute. This value is used to compute and display a Glide Range Ring on the
moving map. If a Sink Rate at Vg cannot be determined by the POH, the value should be left at
zero and a Glide Range Ring will not be displayed.
The aircraft's maximum speed limit can be configured in three different ways. All aircraft have a
maximum indicated airspeed limit (VNE) which is configured using the VNE - Indicated field.
This airspeed is marked on the PFD airspeed tape with a red line and does not change with
altitude. In this example, the value for VNE has been entered as 205 knots indicated airspeed.
The aircraft is below the never-exceed speed any time its indicated airspeed is below 205 knots.

Figure 5-18 – Never Exceed Speed (Vne)
For certain aircraft types, maximum airspeed is additionally limited by true airspeed (TAS). A
secondary airspeed limit expressed as true airspeed may optionally be configured using the
VNE - True field. This airspeed is marked on the PFD airspeed tape (in normal mode) with a
second red color band which shows the equivalent indicated airspeed at which the aircraft's true
airspeed will exceed the configured true airspeed limit value. At low altitudes where true and
indicated airspeed are similar, the PFD airspeed tape will show only the indicated VNE limit. At
higher altitudes where true airspeed increases a second red color band will begin to appear on
the PFD airspeed tape to indicate the point where the aircraft will exceed the true airspeed limit
at the current pressure altitude.
In Figure 5-18 above, the aircraft's VNE values have been configured as 205 knots indicated
airspeed, and 270 knots true airspeed. At high altitudes, the aircraft can reach the true airspeed
limit even if its indicated airspeed is below the normal indicated VNE "red line". The second red
band on the PFD airspeed tape alerts the pilot to this condition.
A third way to configure the aircraft's maximum airspeed limit is to enter a value for Maximum
Operating Mach Number (MMO). As with TAS-based VNE, the value for MMO will be displayed
on the PFD airspeed tape using a second red band that shows the equivalent indicated
airspeed at which the aircraft's Mach number will exceed the configured maximum Mach
number. At high altitudes the aircraft can reach the maximum Mach limit even if its indicated
airspeed is below the normal indicated VNE "red line". The second red band on the PFD
airspeed tape alerts the pilot to this condition.
WARNING
Some aircraft have maximum speed limitations defined in the POH/AFM that cannot be fully
depicted by a fixed VNE redline on the Airspeed Indicator. These aircraft may have a placard
which specifies any such additional speed limitations. If G3X cannot be configured to clearly
depict all airspeed limitations, the placard must be retained in the location specified by the
aircraft manufacturer. If that location is not available, the placard must be placed near the
PFD’s airspeed tape.
PFD G Meter: The G-meter may be displayed at any time via the PFD Setup page. Not
entering any values, or clearing the values, disables the G-Meter entirely. Any values entered
must be in accordance with the aircraft manufacturer’s specifications in the POH/AFM.

Figure 5-19 – PFD G Meter Configuration
• Gauge G Max – The Gauge G Max field allows for setting the maximum G values
displayed on the PFD G-meter.
• Gauge G Min – The Gauge G Min field allows for setting the minimum G values
displayed on the PFD G-meter.
• Auto Display – The Auto Display setting (On) allows the G-Meter to appear in place of
the HSI when G-loads on the aircraft exceed a fixed threshold (setting Auto Display to
Off disables Auto Display of the G-Meter)
• Color Lines – When set to Enabled, this option allows the green, red, and yellow bands
and the red and yellow radial markings to appear on the G-Meter.
• Positive G Red Line – This sets the point at which the red line appears for positive G
values displayed on the PFD G-meter.
• Positive G Yellow Line – This sets the point at which the yellow line appears for
positive G values displayed on the PFD G-meter.
• Negative G Yellow Line – This sets the point at which the yellow line appears for
negative G values displayed on the PFD G-meter.
• Negative G Red Line – This sets the point at which the red line appears for negative G
values displayed on the PFD G-meter.
5.15 Weight & Balance Configuration Page

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

NOTE
The Pilot Operation Handbook (POH) for the aircraft being configured is required to configure
the weight and balance page.
Figure 5-20 – Weight & Balance Configuration Page

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

To create a new station, press the Add button, enter the name, units, max weight, and arm, then
select the OK Button.
Each station listed in the Station window has an editable name and arm location. This allows
the setting of the units of measure used for that station (weight, or units of fuel). An optional
maximum value can be set for a particular station (e.g. a fuel tank might have a max capacity of
50 gallons) or the max can be set to zero so that no maximum will be imposed.
To edit or delete a station, select “Edit”; an “Edit Station” window will appear. To delete a
station, with the “Edit Station” window displayed, press the menu button once and a delete
station button will appear on the bottom right corner of the screen. Select “Yes” to delete the
station, when prompted.
Figure 5-22 – Delete Station

Loading Limit Window
Simple Envelope Type: allows for a basic loading envelope using minimum and maximum
center of gravity and weights for a particular aircraft. The Loading Limits window contains fields
for the entry of minimum and maximum aircraft weight, and the minimum and maximum CG
location.
Advanced Envelope Type: allows for a more complex weight vs. CG loading graph that mirrors
the loading envelope graph on the aircraft’s POH. When “Advanced” is selected the loading
window changes to “Loading Envelope – Weight vs. CG”.
NOTE
As many stations may be entered as required to accommodate various aircraft loading and
seating configurations.
To edit the envelope in “Advanced” envelope type mode, select “Edit Envelope”. The following
tabs will be displayed:
Display options: allows for configuring the display of the envelope as desired. Up to
four loading envelopes may be entered. Select data and add the category under name
as desired. If the aircraft is certified in two categories, one would be entered under
“Envelope Number 1” and the other under “Envelope Number 2”.

Figure 5-23 – Display Options Tab
Envelope Data:
The values must be entered in sequential order either clockwise or counterclockwise
around the outline of the envelope, using the values on the aircraft’s POH loading
envelope graph. Input data as necessary and select “Save” to return to the Weight and
Balance Configuration page.
NOTE
If the POH loading graph is provided as a “Moment vs. Weight” envelope, it is necessary to
calculate the CG for each point on the envelope in order to configure it in G3X. If in doubt
about how to properly configure the envelope and verify that it is correct, the Weight &
Balance function should not be used.
Figure 5-24 – Envelope Data Window
5.16 Units Configuration Page

The Units Configuration Page allows selection of the desired displayed units for the listed items
in the Units Configuration window. The settings accessed on this page include:
Distance Direction Display Altitude
Ground Speed Air Temperature Vertical Speed
Air Speed Engine Temperature Baro Pressure

Fluid Pressure Fuel Economy Power
Fluid Volume Weight
The units should be configured according to those used in the POH/AFM. Note that the
Engine Temperature setting is applied to all EIS instruments such as EGT, CHT, Oil
Temperature, and Carb Temperature.
5.17 Display Configuration Page

The Display Configuration Page allows setting the parameters for general display configuration.
Figure 5-25 – Display Configuration

The following display parameters may be configured:
Screenshot: Select “Disabled”. Not approved for use with this STC.
PFD Startup Display Mode: Controls the screen layout the PFD assumes upon power up. The
user may then toggle between full-screen and split modes by the “Full/Split” mode button on the
top corner of data bar (in normal mode).
• User Selected (default setting): Allows the pilot/user to select/change PFD layout in
normal mode from the Display Setup page on the main menu.
• Auto: PFD powers on as a full-screen PFD display when in a dual display system
and not in reversionary mode. Display mode is then user-selectable.
• Split Screen: PFD powers on in split-screen mode. Display mode is then user-
selectable.
PFD Split Screen Side: Controls the side multi-function pane is displayed when split screen is
selected (applies to GDU 460 only).
• User Selected (default setting): Allows the pilot/user to select the desired location in
• Left: The multi-function pane will be displayed on the left side of the screen when
split screen is selected.
• Right: The multi-function pane will be displayed on the right side of the screen when
PFD Mode Button Screen Side: Controls where the split/full screen mode button is located on
the display.
• User Selected (default setting): Allows the pilot/user to select the desired location of the
split/full screen mode button in normal mode from the Data Bar page on the main menu.
• Auto: when set to “Auto” the system automatically places the split/full screen mode
button on either the left or right corner of the data bar, and the selection cannot be
changed by user/pilot.
• Left: The split/full screen mode button will be displayed on the upper left corner of the
display’s data bar.
• Right: The split/full screen mode button will be displayed on the upper right corner of the
display.
MFD Startup Display Mode: Controls the screen layout the MFD assumes upon power up.
The user may then toggle between full-screen and split modes by the “Full/Split” mode button
on the top corner of data bar (in normal mode).
• User Selected (default setting): Allows the pilot/user to select/change MFD layout in
• Auto: MFD powers on as a full-screen MFD display when in a dual display system
and not in reversionary mode. Display mode is then user-selectable.
• Split Screen: MFD powers on in split-screen mode. Display mode is then user-
selectable.
MFD Split Screen Side: Controls the side multi-function pane is displayed on the MFD when
split screen is selected. Not applicable to GDU 470; the multi-function pane will default to the
lower half of the screen.
normal mode from the Display Setup page in the main menu.
• Left: The multi-function pane will be displayed on the left side of the screen when
• Right: The multi-function pane will be displayed on the right side of the screen when
MFD Mode Button Screen Side: Controls where the split/full screen mode button is located on
the display. Applicable to GDU 460 when configured as an MFD.
• User Selected (default setting) – Allows the pilot/user to select the desired location in
• Auto: when set to “Auto” the system automatically places the split/full screen mode
button on either the left or right corner of the data bar, and the selection cannot be
changed by user/pilot.
• Left: The split/full screen mode button will be displayed on the upper left corner of the
display.
• Right: The split/full screen mode button will be displayed on the upper right corner of the
display.

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

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

The Backlight Configuration Page allows setting the parameters for display backlight and
display options configuration.

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

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

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

Each GDU 4X0 has five configurable RS-232 channels on the P4x02 connector. The optional
settings for each RS-232 channel are:
None: Select when port is not used.
Aviation In: The proprietary format used for input to the G3X (baud rate of 9600) from an FAA
certified Garmin panel mount unit. Allows the G3X to display a Go To or route selected on the
panel mount unit, which eliminates the need to enter the destination on both units. If the
external GPS navigator supports both the Aviation In and MapMX formats, Garmin recommends
using the preferred MapMX format.
Aviation In/NMEA & VHF Out: Receives aviation data and transmits out both NMEA data, at
9600 baud, and VHF frequency tuning information to a Garmin Nav/Comm radio.
CO Detector: Receives data from a non-Garmin carbon monoxide detector.
Connext 38400 baud (GTN Connext 2): Used for connecting a GDU 4X0 display to a GTN
6XX/7XX for performing Connext functions such as flight plan transfer.
Connext 57600 baud: Connext datalink source at 57600 baud. Used to receive ADS-B traffic
and weather data or SXM weather if connected to a compatible receiver such as the GDL 5XR
or GTX 3X5(R).
Garmin Data Transfer – Not used in this STC.
Garmin HSDB - Not used in this STC.
Garmin Instrument Data - Used for connecting to compatible Garmin LRU’s such as the GEA
24 or GSU 25D.
Garmin VHF Comm: Outputs frequency tuning data to an SL40 and receives radio status data
for on-screen radio display.
Garmin VHF Nav/Comm: Outputs frequency tuning and VOR radial selection data to an SL30
nav/comm radio. Receives lateral/vertical NAV deviation signals and radio status data for
onscreen radio display.
GTS Instrument Data: this setting is used exclusively to communicate with GTS series
products.
GTX TIS-A In: Receives TIS A-data from a Garmin Mode-S panel-mount transponder. If the
transponder is connected to the ADAHRS 1 LRU it is not necessary to connect its output to a
GDU RS-232 port.
GTX TIS-A In/NMEA & VHF Out: Receives TIS-A data and transmits out both NMEA data, at
9600 baud, and VHF frequency tuning information to a Garmin Nav/Comm radio. Note that if a
transponder is connected to the ADAHRS 1 LRU it is not necessary to select TIS-A In, as the
transponder data is received via the ADAHRS 1 LRU.
Lightning Detector: Receives lightning strike data and transmits heading data to a non-Garmin
lightning detector.
MapMX: Receives flight plan and navigation data from a Garmin IFR GPS navigator, and
optionally outputs frequency tuning data and receives radio status data for on-screen radio
display. The preferred data source when interfacing with an external navigator and is only
available from Garmin units with a WAAS GPS receiver. When MapMX data is received, the
G3X display can show more accurate information about the external navigator flight plan (e.g.
DME, arcs, and holding patterns).

NMEA Out: Supports the output of standard NMEA 0183 version 3.01 data at user selectable
baud rate of either 4800 or 9600. The GDU outputs data from the selected GPS source
(internal GPS or external GPS1/ GPS2) via NMEA sentences.
A setting that allows switching the NMEA output between "Normal" and "Fast" speeds is
accessed by pressing the MENU Key on the Comm Page (at least one output must be set to
NMEA Out) which enables a ‘Configure NMEA Output’ button to appear. Pressing this button
displays a pop-up window which allows the selection of the Lat/Lon format and the output rate.
These settings affect all RS-232 ports that are configured to output NMEA data. The selected
speed is displayed following the baud rate now for all ports configured for NMEA output. This
feature is useful for sending data to devices that require the full set of NMEA sentences at a
slower pace.
Fast (every second): GPBOD, GPRMB, GPRMC, PGRMH, PGRMZ
Normal (every two seconds): GPAPB, GPBOD, BPBWC, GPGGA, GPGLL, GPGSA, GPGSV,
GPRMB, GPRMC, GPRTE, GPVTG, GPWPL, GPXTE, PGRME, PGRMH, PGRMM, PGRMZ
Text Out: Selecting Text Out enables a ‘Configure Text Output’ button to appear when the
Menu key is pressed while on the COM Configuration Page. Pressing this button displays a
pop-up menu that allows setting three selections (Attitude/Air Data, Engine/Airframe Data, and
GPS Position/Velocity) to ON or OFF.
5.21 ARINC 429 Configuration Page

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

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

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

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

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

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

The navigation configuration page allows for configuring the VNAV Deviation Scale and
Powerup FPL source.
VNAV Deviation Scale
Set the VNAV deviation scale as either +/- 500 feet or +/- 1000 feet.
Powerup FPL Source
This is used to select the GPS source to be available during power-up or between power
cycles. The two choices are ‘Retain Previous Source’ or ‘Select Internal GPS’. This setting
controls whether the user's choice to use the internal or external GPS navigation source will
be retained between power cycles or if the system should always return to using the GDU’s
internal GPS navigation source at power-up.

5.25 Audio Panel Configuration Page
There are no remote audio panels approved by this STC.
Verify that ‘NONE’ is selected under Audio Panel Type in the audio panel configuration page.
5.26 COM Radio Configuration Page

The GDU 4X0 supports on-screen control of up to two VHF communication radios (COM 1 and
COM 2).
Connection: The Connection setting informs the system how each of the two supported com
radios is connected. It is used to select which connection the communication radio is connected
to.
• Select “None” if on-screen radio control for a particular radio is not desired or no radio is
installed.
NOTE
GTR 20 and GTR 200 are not installed/supported by this STC.
• If an RS-232 format that supports remote COM radio data has been configured,
additional RS-232 connection methods will appear in the list (for example, PFD RS-232
4 (GNC 255)). On-screen COM radio control is supported by the following RS-232
formats: Garmin VHF Comm, Garmin VHF Nav/Com, and MapMX.
• The specific radio functionality that can be controlled via an RS-232 connection depends
on the features supported by the software version used by the COM radio, reference
Table 5-4.
On-screen Controls: this setting is used to show or hide COM radio controls on the GDU.
Table 5-4 – COM Radio Supported Functions

Garmin Connection Com G3X Touch Interface Functions Supported
Com Radio to GDU 4X0 Radio
S/W Display Active Tune Swap Change Toggle Toggle
Version & Standby Standby Com Com Com MON
Com Freq. Com Freq. Freq. Volume Squelch Mode
SL30 / SL40 RS-232 All X X
GTR 225 / RS-232 2.10 or X X X X X X

GNC 255 higher
Other X
versions
GTN 635 / RS-232 6.00 or X X X X X X

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

GNS 5XX
Active Frequency: Displays the active frequency currently tuned on for the selected
communication radio.

5.27 Transponder Configuration Page
The Transponder Configuration Page allows selection of the installed Garmin Transponder.
Select the appropriate Transponder Type in the Remote Transponder section.
Configurable items are as follows (note that available configurable items differ by model):
Mode S Address Type: Select the applicable Mode S Address. Can be set to either US Tail #,
Octal, or Hex, as applicable. A valid Mode S Address will be indicated by a green check mark by
the selected Transponder in the status box, as seen below. An invalid Mode S address or other
invalid Mode S configuration data is indicated by a red X in the status box.
Figure 5-26 – Transponder Status Window

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

Table 5-5 – GTX RS-232 Port Configuration Options
Selection Description
None GTX RS-232 port not used
ADS-B+ GPS GPS position input from a TSO GPS source (9600 baud)
Connext Format 1 (GTX 345 only) Connext weather and traffic data for a G3X Touch
system
Connext Format 3 (GTX 345 only) Connext weather and traffic data for a Flightstream
110/210 (Not approved in G3X STC)
GNS (GTX 345 only) Weather data to / GPS position input from a GNS
PFD Page Controls: Can be set to Show or Hide the transponder controls on the PFD as
desired for a panel-mounted transponder.
ADS-B Transmit: Sets Automatic Dependent Surveillance-Broadcast (ADS-B) to DISABLE,
ENABLE, or PILOT SET. DISABLE is the default. When ADS-B is set to DISABLE the BDS
(refer to the applicable transponder installation manual for BDS information) items that are
marked “ES Enabled Units Only” are not active (no extended squitter). When ADS-B is set to
PILOT SET, ADS-B transmissions are active at power-on.
ADS-B Receive Capability: UAT should be enabled (green indicator) if the aircraft is equipped
with a receiver that provides ADS-B In capability using the 978 MHz UAT frequency, such as
the GDL 50R or 52R.
1090ES should be enabled (green indicator) if the aircraft is equipped with a receiver that
provides ADS-B In capability using the 1090 MHz frequency, such as the GDL 50R or 52R.
Position Integrity: This selection is only available for GTX 33ES units. Position Integrity is
automatically configured for GTX 335R/345R units. Refers to the integrity level of the separate
TSO WAAS GPS input that can be connected to the transponder. For the GTX 33ES set to 1E-7
when a certified GNS/GTN/GPS unit is providing ADS-B Out+ to the transponder. Set to "VFR
GPS" if none of these devices (certified GNS/GTN/GPS unit) are connected to the transponder.
NOTE
A "Configuration Error" indication is most commonly the result of one or more items on the
transponder configuration page which have been left un-configured. For proper transponder
operation, all items on this page must be properly configured.
5.28 Data Link Configuration Page

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

The Data Log Configuration page enables the storage of flight data as .csv files to the
"data_log" folder on an SD card. If data logging is enabled the files are automatically written to
the SD card after it is inserted into the card slot. These files can be opened in Excel or imported
into Google Earth for viewing using the Garmin Flight Log Conversion tool. The tool and
instructions needed to import the files into Google Earth are available from the G3X Product
Page found on the Garmin website www.garmin.com.
1. Select the Data Log Configuration Page and make the following selections:
Figure 5-27 – Data Log Configuration

SD Card Data Logging: set to Enabled or Disabled.
Max SD Card Log Files: allows for storage of a desired maximum number of log files to
be set. Select the desired maximum number of files to be stored. Selecting the Clear
button will display “----”, and this setting will store an unlimited number of files.
Internal Data Log: allows the user to export the internally stored flight data to the
“fdr_log” folder on an SD card. Selecting “Copy To SD Card” button allows the high
frequency internally stored flight data to be exported to an SD card if one is inserted into
the card slot. To export flight data on to the SD card, perform the following:
- Ensure SD card is inserted on the SD card slot.
- Select Copy “To SD Card Data”.
- Wait for the system to finish exporting the data to the SD card (text will
change to “Export Complete”), press Cancel to terminate if desired.
- These files can be opened in Excel for viewing.
2. Press the Back key to return to the Configuration Mode page when finished.
5.30 Engine Information System Configuration Page

The Engine Information System Configuration section of the Engine and Airframe Configuration
Page allows enabling/disabling and customization of the engine/airframe input options that
make up the EIS display (Engine Bar) and the Engine Page.
5.30.1 GEA Inputs
Each of the sensors must be installed and configured in accordance with this STC. The engine
inputs being monitored are displayed in normal mode as gauges on the Engine Bar (Figure
5-28) and/or on the Engine Page.

Figure 5-28 – EIS Display (Engine Bar)
If the G3X Touch EIS includes gauges with limitation markings in the POH, they must be
displayed on the Engine Bar.
When a field under “GEA Inputs” tab is selected, the specific sensor page will be displayed with
the following four configurable tabs/fields:
1. Input Configuration: The specific installed or interfaced engine/airframe sensor
connected to the GEA 24 is selected in the input configuration tab.
All gauge options except Engine Time and Total Time have configurable Gauge Marking
and a Gauge Display Range section.
2. Gauge Markings: Set the gauge markings to match the POH, if applicable. If the
existing aircraft gauges that are being replaced do not match the AFM/POH or other
approved data, the installer must resolve the discrepancy. Gauges that are being added
by G3X may require references other than the AFM/POH for markings, for example the
engine or propeller TCDS or operating manual.
The ‘Yellow Range + Alert’ and ‘Red Range + Alert’ settings will issue a CAS (Crew
Alerting System) on-screen alert anytime the value is within that range. The ‘Red Range
+ Alert’ settings will issue a CAS audible and on-screen alert anytime the value is within
that range.
The following are the available gauge marking options:

White Range Cyan Range Green Range Yellow Range
Yellow Range +Alert Red Range Red Range + Alert Tick Mark
White Line Cyan Line Green Line Yellow Line
Red Line
3. Gauge Display Range: The Gauge Display Range allows for setting the minimum and
maximum values of each gauge. Set the gauge range to match the POH, if applicable. If
the existing aircraft gauges that are being replaced do not match the AFM/POH or other
approved data, the installer must resolve the discrepancy.
4. Display Option: Use the Auto setting for each gauge to ensure an acceptable gauge
layout is provided on the Engine Bar. Only use the Hide setting to make room for a
required gauge on the Engine Bar. A gauge with Hide selected, will be displayed on the
Engine Page but it is removed from the Engine Bar.
CAUTION
Do not select “Hide” for any required engine gauge.
Input Calibration: Fuel Quantity, Fuel Flow, and Current require calibration to convert from raw
input values. Complete the calibration procedures for each of the installed or interfaced sensors
which require calibration.
5.30.1.1 RPM 1
1. Select the installed sensor for RPM 1 input on the input configuration tab:
o UMA T1A9 Magneto Port (4- cylinder)
Or
o UMA T1A9 Magneto Port (6-cylinder)
Or
o Left Magneto P-lead input (see Appendix C.7 for pulse/rev setting)
2. Configure the “Gauge Display Range” and “Gauge Markings”.
5.30.1.2 RPM 2
1. If P-Lead RPM input is used, select:
o Right Magneto P-Lead input (see Appendix C.7 for pulse/rev setting)
2. Select “Save” once configuration is complete.
5.30.1.3 Manifold Pressure
1. Select the installed sensor for Manifold Pressure input on the GEA 24:
o Kavlico P4055-5020-1 – for Garmin 011-04202-00 (0-30 PSI)
Or
o UMA T1EU50A
5.30.1.4 Oil Pressure
1. Select the installed sensor for the Oil Pressure input on the GEA 24:
• Kavlico P4055-5020-4 – for Garmin 011-04202-30 (0-150 PSI)
Or
• Beech 102-389017 – for both Beech 102-389017-1 and 102-389017-3

Or
• UMA T1EU150G
3. Select “Save” once configuration is complete
5.30.1.5 Oil Temperature
1. Select the installed sensor for the Oil Temperature input to the GEA 24:
• Type K Thermocouple – for Garmin 494-70009-00 (Type K thermocouple), UMA
T3B3, UMA T3B3A, UMA T3B3-2.5 and any other Type K thermocouple.
Or
• MS28034
5.30.1.6 Cylinder Head Temperature (CHT)
1. Select the installed sensors for the CHT inputs on the GEA 24:
• Type K – for Garmin 494-70008-00 (Alcor 86252) and any other Type K
thermocouple.
Or
• Type J – for any Type J thermocouple
3. Select “Save” once configuration is complete
5.30.1.7 Exhaust Gas Temperature (EGT)
1. Select the installed sensors for the EGT inputs on the GEA 24. Optionally, select Lean
Assist "Enabled" in the Display Options section of the Edit Input page.
NOTE
Lean Assist is a feature that monitors and detects peak temperatures for EGT or TIT as the
pilot leans the engine's air/fuel mixture. When configuring EGT or TIT inputs, Lean Assist can
be enabled or disabled. If Lean Assist is enabled, the LEAN softkey will appear on the ENG
page in normal mode. Lean Assist should be disabled for engines that do not have pilot-
controllable air/fuel mixture.
• Type K – for Garmin 494-70001-00 (Alcor 86255) any other Type K
thermocouple.
5.30.1.8 Fuel Pressure
1. Select the installed sensor for the Fuel Pressure input to the GEA 24:
• Kavlico P4055-5020-3 – for Garmin 011-04202-20 (0-75 PSI).
Or
• Kavlico P4055-5020-2 – for Garmin 011-04202-10 (0-15 PSI)
Or
• UMA T1EU35G
Or
• UMA T1EU70G
5.30.1.9 Fuel Quantity
1. Select the installed fuel quantity probe: Resistive, Voltage, or Digital.
The GEA 24 supports four fuel quantity inputs (FUEL 1 through 4), any of which can be
used with an analog or digital fuel quantity sensor. Reference Table C-6 for input selection
nomenclature for approved interfaces.
NOTE
All fuel quantity gauges must be displayed on the Engine Bar. Reference section 2.1 EIS
Limitations for other required gauges and section 3.3.5 for Engine Bar requirements and
limitations to ensure all required gauges will fit on the Engine Bar prior to replacing an
aircraft’s existing fuel gauges with G3X EIS interfaces.
2. Select the fuel quantity configuration to match the POH and existing nomenclature (i.e.
Fuel Quantity or Main Fuel):
• Fuel 1 – Fuel Quantity 1/L, Main Fuel 1/L
• Fuel 2 - Fuel Quantity 2/R, Main Fuel 2/R
• Pos 3/GP 3/ Fuel 3 - Aux Fuel 1/L
• Pos 4/GP 4/ Fuel 4 - Aux Fuel 2/R
3. Configure “Gauge Display” and “Gauge Markings”.
4. Calibrate all fuel quantity inputs in accordance with section 5.30.1.9.1.
NOTE
It is advised to back up calibration data to an SD card after performing fuel quantity
calibration. Changing the configuration for a fuel quantity input may reset calibration data.
5.30.1.9.1 Fuel Quantity Calibration
Calibration of fuel quantity sensors requires adding a known fuel quantity. Use a
calibrated/verified fueling system.
Two fuel calibration curves are supported: the standard ‘in-flight’ or normal flight attitude
calibration curve and an optional ‘on-ground’ or ground/taxi attitude calibration curve. The
ground/taxi calibration curve can be used for aircraft that have a significantly different attitude
when on the ground such as tailwheel aircraft. If no calibration data is entered for the
ground/taxi curve the normal flight calibration curve will be used when the aircraft is in flight and
on the ground. The calibration curve being used to display fuel quantity switches automatically
and is determined by GPS groundspeed, indicated airspeed, and height above ground.

Figure 5-29 – Fuel Calibration Input Window
Buttons on the calibration page are used to switch between the normal flight and the ground/taxi
calibration curves. Since the ground/taxi attitude calibration is optional and only available when
the normal flight attitude calibration data has been entered, the ‘GROUND’ button is greyed out
(unavailable) until calibration points are entered for the normal flight attitude curve.
NOTE
It is recommended that the fuel tank be lightly ‘thumped’ or ‘tapped’ several times after fuel is
added before entering each calibration point. This is performed to aid in overcoming the
friction of the float. This is especially important for resistive senders.
To perform the Fuel Quantity calibration:
1. Drain all fuel from the tank.
2. Orient the aircraft appropriately for the calibration curve (normal flight or ground/taxi)
being performed.
• For the normal flight curve, level the aircraft in accordance with the procedure in
the aircraft maintenance manual.
• For the ground/taxi curve, ensure the aircraft is sitting in a normal ground attitude
on a level surface.
3. Press the Calibrate button to display the Calibration Page for the selected fuel probe.
4. Add unusable fuel. This must be the amount defined by the aircraft manufacturer and is
typically available in the POH.
5. Manually vibrate the area near the fuel sensor to prevent the float from sticking and to
improve the sensor response. Select Store Calibration Point to set the first point with 0.0
gal of usable fuel.
6. At least 5 calibration points are required. Add a known quantity of fuel (e.g. 5.0 gallons)
into the fuel tank. Enter that same quantity in the Actual Fuel Quantity field.
7. Note the resulting sensor value displayed in the Input Voltage (or Input Frequency) field
should change when fuel is added.
8. Manually vibrate the area near the fuel sensor to prevent the float from sticking and wait
at least two minutes for the reading to stabilize.
9. Press the Store Calibration Point button.
10. Repeat steps 6-9 until the fuel tank is full or until the input voltage/frequency is no longer
changing when fuel is added (the float may reach its upper limit of travel before the tank
is completely full). Verify at least 5 calibration points were used.
11. Select “Save” once calibration is complete.
A yellow line on the graph indicates potentially incorrect/invalid info.
Fuel quantity inputs configured for digital sensing are calibrated in the same manner as resistive
senders except that the resulting frequency in kHz from the sensor is displayed instead of the
voltage. Frequencies up to 50 kHz are supported.
To delete a calibration value, highlight the desired data point in the list, and press the Delete
Button.
Fuel Quantity Calibration Data Backup: This option allows the user to back up fuel calibration
data to an SD card placed in the SD card slot of the PFD. Access the Read/Write Calibration
File menu by pressing the Menu key when displaying the Fuel Quantity Calibration Page.
Write Calibration File: Stores fuel quantity calibration data to a file on the SD card.
Calibration data is saved to the /Garmin/cal/ directory on the card. This data storage must
be repeated for each calibrated tank if backup is desired.
Read Calibration File: Reads the stored fuel quantity calibration data from the SD card and
saves it as the calibration curve for the selected Fuel Quantity input.
5.30.1.10 Fuel Flow Configuration
1. Select the installed sensor(s) for the Fuel Flow input to the GEA 24:
• EI FT-60 – for Garmin P/N 494-10001-00
Or
• EI FT-90 – for Garmin P/N 494-10001-01
Or
• Beech 102-389012
Or
• Floscan 201B-6 – for JPI 700900-1 (201) and Floscan 201B-6.
Or
• Floscan 231 – for JPI 700900-2 (231) and Floscan 231
3. Select “Calibrate” and configure/calibrate using guidance of Section 5.30.1.10.1 and
5.30.1.10.2.
4. Select “Save” once the configuration/calibration is complete.
Select the FUEL FLOW 2 if a return Fuel Flow transducer was installed, and repeat steps 1
through 4 to configure FUEL FLOW 2.

If both fuel flow inputs are configured, the displayed fuel flow will be FUEL FLOW 1 (feed) minus
FUEL FLOW 2 (return).
5.30.1.10.1 Fuel Flow Calibration
Enter the ‘K’ factor (pulses per gallon) for the fuel flow sensor. Refer to Table 5-6 for the
nominal K-factor values.
Table 5-6 – Fuel Flow K-Factor
Item Sensor K-Factor
1 EI FT-60 (Red Cube) 68,000
2 EI FT-90 (Gold Cube) 33,800
3 Floscan 201B-6 (1)
4 Floscan 231 (1)
5 JPI 700900-1 (201) (1)
6 JPI 700900-2 (231) (1)
7 Textron Aviation (Beech) 102-389012-11 84,949
Notes:
(1) Use the tag attached to transducer for K-Factor value. Data must be entered as XX,
XXX. For example, if the value is XX.XX, multiply the K-factor value from the tag by
1000 and enter XX, XXX.
The K-Factor represents the number of electrical pulses output by the sensor per gallon of fuel
flow. Aspects unique to each installation will affect the accuracy of the initial K-Factor, and as a
result, the K-Factor must generally be adjusted up or down to increase the accuracy of the fuel
flow calibration.
If the fuel usage reported by the G3X differs from the actual fuel usage, as measured at the fuel
pump or other trusted method of measurement, use the following formula to calculate a
corrected K-Factor which can then be used to calibrate the fuel flow.
Corrected K-Factor = ([G3X reported fuel used] x [previous K-factor]) / [actual fuel used].
If FUEL FLOW 2 is utilized, adjust FUEL FLOW 1 only.
5.30.1.10.2 Fuel Calculator Configuration
The Fuel Flow calibration page is used to configure the fuel calculator. Refer to the G3X Touch
Pilot’s Guide for Certified Aircraft (190-02472-00) for information on operation of the fuel
calculator.
Full Fuel: Sets the Full Fuel quantity for the fuel computer. Set according to the fuel tank
capacity; set to zero if not used.
Partial Fuel 1 & 2: The Partial Fuel values may be used if the fuel tanks have ‘tabs’ or some
other method of putting in a known quantity of fuel other than completely full tanks. If the Partial
Fuel function is not applicable or not desired, these settings can be left blank or set to zero.

Fuel Used Reset: This setting is used to select what resets the fuel calculator “Fuel Used”
value to zero. If the Manual setting is used the Fuel Used value is reset manually by the pilot
via the Engine page. If the Auto setting is used, the Fuel Used value is reset automatically at
the start of a new flight per each power cycle of the display. The fuel-used value can still be
reset or changed manually by the pilot via the Engine page (if the Auto setting is used).
Fill Threshold: This setting is used to determine if the fuel quantity should be confirmed upon
system power up. During power-up the system compares the current fuel quantity to the fuel
quantity recorded when the system was last shut down. If the current fuel quantity exceeds the
previous fuel quantity by more than the fill threshold amount, the system will assume that fuel
has been added, and will pop up a reminder page prompting the pilot to confirm the quantity of
fuel on-board.
5.30.1.11 Voltage (Volt 1 or Volt 2) Configuration
The GEA 24 has provisions to monitor bus voltage from two different sources. Bus voltage can
be connected directly to the GEA LRU input pins for internal measurement or communicated
from another data source.
Voltage Inputs: The VOLTS 1 and VOLTS 2 input pins on the GEA 24 can be configured to
monitor a directly connected bus voltage. VOLTS 1 can be configured either as "Bus 1" or
"Main Bus" and VOLTS 2 can be configured either as "Bus 2" or "Aux Bus". The only difference
is the text labels used to display the voltage gauges in the Engine Bar and Engine Page.
EIS Power Input: The GEA 24 can use, as an alternative to the normal input pin, the
AIRCRAFT POWER pins on the GEA LRU. Configure the VOLTS 1 input to "EIS Power Input 1
Volts" to monitor AIRCRAFT POWER 1 and configure the VOLTS 2 input to "EIS Power Input 2
Volts" to monitor AIRCRAFT POWER 2.
1. Select Volt 1 and Volt 2 as applicable
2. Select the proper configuration to match the POH (if applicable to the POH) and
configure the gauge display range.
5.30.1.12 Shunt (Current) Configuration
The GEA 24 has provisions to monitor bus current using a shunt.
Shunt Sensors: Shunt sensors are connected to the SHUNT 1 and SHUNT 2 inputs on the
GEA 24. The SHUNT 1 input can be configured to display either "Bus 1 Amps" or "Main Bus
Amps". The SHUNT 2 input can be configured to display either "Bus 2 Amps" or "Essential Bus
Amps".
1. Select Shunt 1 and Shunt 2 as applicable,
2. Select the proper configuration to match the POH (if applicable to the POH) and
configure the gauge display range and markings.
3. Select “Calibrate” and perform Amp calibration using guidance in section 5.30.1.12.1
below.
5.30.1.12.1 Current Calibration
The two electrical current inputs can be calibrated as detailed below.
Scale Factor: Select milliVolts per Amp (mV/Amp) for the installed shunt sensor. To determine
the mV/Amp value of the specific sensor being used, divide the milliVolts value by the Amp
value to get the scale factor value. For example, the scale factor for a 50mV/100Amp sensor is
0.5.
Amps Offset: The Amps Offset calibration can be performed to compensate for any residual
current readings that cannot be “zeroed out”. For example, if the Amps gauge reads +0.2 Amps
with no current being drawn, an Amps Offset of -0.2 should be entered and saved. This will
correct the Amps gauge reading to 0.0 Amps. If no compensation is needed, calibration is not
necessary, and the default value of 0.0 will be used.
Zero Deadband: Sets a range of values that will be displayed as zero on the gauge.
Enter 0.5 in the “Zero Deadband (Amps)” field. In the example shown in the following
screenshot, any readings from -0.5 to +0.5 will be displayed as zero.
Figure 5-30 – Shunt Calibration Window

Sensor Value (Amps): Displays the actual or ‘raw’ current value as measured by the sensor.
Calibrated Amps: Value shown will be displayed on current gauge. This value is derived from
the Sensor Value plus any adjustments made by the Scale Factor, Amps Offset, and Zero
Deadband settings. The measured current is first multiplied by the scale factor, then the offset
value is added. If the resulting current value is less than the deadband value, the displayed
current will be zero.
5.30.1.13 Carburetor Air Temperature
1. Select the installed sensor to monitor carburetor air temperature on the following GEA
24 inputs:
• Pos 6/GP 6/ Misc Temp 1 input, or
• Pos 7/GP 7/ Misc. Temp 2 input
2. Select one of the following installed sensors:
• Carb Temp (Type K Thermocouple) – for Garmin 494-70010-00 (T3B10-SG) and
any other Type K thermocouples
Or
• Carb Temp (MS28034)
5.30.1.14 Turbine Inlet Temperature
One or two Type K thermocouples can be connected for turbine inlet temperature monitoring,
using inputs for TIT 1 and TIT 2 on the GEA 24.

1. Select “Pos 6/GP 6/Misc Temp 1” and/or “Pos 7/GP 7/Misc Temp 2 inputs for TIT 1 and
TIT 2 respectively.
2. Select the installed sensor(s) for the TIT inputs on the GEA 24:
• Turbine Inlet Temp 1 or 2 (Type K Thermocouple) – for Garmin 494-70002-00
(Alcor 86245) and any other Type K thermocouples.
5.30.2 Annunciator Outputs
The GEA 24 annunciator outputs are not approved under this STC.
5.30.3 Settings
5.30.3.1 Engine Power
Estimated engine power can be calculated for Lycoming and Continental engines using inputs
from RPM, manifold pressure, and fuel flow sensors. All three are required for engine power
calculation.
On the Engine Power Configuration page:
1. Select the appropriate engine type (Lycoming or Continental, turbocharged or normally-
aspirated).
2. Then enter the engine's maximum rated power and RPM (for example, 180 horsepower
at 2750 RPM).
For a turbocharged engine, enter the manifold pressure for maximum rated power. Configuring
maximum manifold pressure is not required for a normally-aspirated engine as it is assumed to
produce maximum power at sea level pressure.
Engine power is displayed as a percentage between the RPM and manifold pressure gauges on
the Engine Bar and on the Engine page (in normal mode).
5.30.3.2 Engine Time Configuration
Engine Time: Engine Time records the total operating time of the engine, in hours, when
Record Mode is set to Enabled. Engine time will be recorded whenever engine RPM exceeds
the value specified in the Minimum Recording RPM field.
The Standard Recording RPM field determines the engine speed at which engine time
increments at 1 hour per hour. Engine RPMs greater than the Standard RPM value will cause
engine time to increase faster, and slower RPMs will cause engine time to increase more
slowly. For example, if Standard Recording RPM is set to 2300, engine time will increase by 1
hour if the engine is run for 1 hour at 2300 RPM, and the recorded engine time will increment by
approximately 0.9 hours if the engine is run for 1 hour at 2100 RPM. This type of engine time
recording is typical for piston engine applications.
The Maximum Recording RPM item sets an upper limit on the RPM readings used to calculate
engine time. This can be used to prevent spurious RPM signals from adversely affecting
recorded engine time.
If the Minimum and Maximum Recording RPM items are set to the same value, engine time will
be recorded at one hour per hour any time the engine RPM exceeds the Minimum Recording
RPM threshold and will be not be proportional to engine speed.
To set Engine Time:
1. Select the Settings tab.
2. Select the Engine Time Bar.
3. To edit the “Current Hours”:
• Select the “Current Hours” field to highlight then press the “Menu” button; “Enable
Time Editing” will be displayed on the lower right corner of the display.
• Select “Enable Time Editing”.
• Select the “Current Hours” field and enter the aircraft’s current hours.
5.30.3.3 Total Airframe Time Configuration
Total Time: The Total Time displays the total operating time in hours, of the aircraft. This time
is displayed on both the Engine Configuration Page and the Total Time Configuration Page.
The Total Time shown as Current Hours can be changed by the user, see the following
procedure.
The Record Mode selections are listed in Table 5-7
Table 5-7 – Record Mode Selections
Record Mode Selections Description
None Total Time is not recorded
Oil Pressure Records Total Time when engine oil pressure is greater than 5
PSI
Flight Time Records Total Time when aircraft is airborne as determined by

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

running
To set Total Time:

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

After all configuration changes have been made, select the “Save & Reboot” page to save all
changes, and return to normal mode.

5.32 Database Loading & Updates
The GDU 4X0 database updates can be obtained by visiting www.fly.garmin.com which requires
entering the System ID to update databases. This allows the databases to be encrypted with
the G3X system’s unique System ID when copied to the SD Card. The System ID is displayed
on the Database Information Page in normal mode, and on the System Information Page in
configuration mode. The Unit ID is different for each LRU in the G3X system and cannot be
used for this purpose.
Since these databases are stored internally in each GDU, each GDU will need to be updated
separately. The SD card may be removed from the applicable GDU after installing the
databases. After the databases have been updated, check that the appropriate databases are
initialized and displayed on the splash screen during power-up.
NOTE
Perform database updates on the ground only and remain on the ground while a database
update is in progress.
NOTE
A single database update purchased from www.fly.Garmin.com will allow all displays in the
G3X system with matching System ID to be updated, therefore a database purchase is not
required for each display.
5.32.1 Updating Garmin Databases
Equipment required to perform the update is as follows:
• Windows-compatible PC computer
• SD Card Reader, SanDisk SDDR-99 or equivalent card reader
• Updated database obtained from the www.fly.garmin.com website
• SD Card, 8 GB recommended for GDU 4X0 units (Garmin recommends SanDisk®
brand)
• SDXC cards are not supported.
After the data has been copied to the SD card, perform the following steps:
1. Insert the SD card in the card slot of the GDU 4X0 to be updated.
2. Turn ON the GDU 4X0 to be updated.
3. Upon power up, a screen appears which lists the databases on the SD card. A green
checkbox indicates that the database already installed on the GDU 4X0 is up to date, an
empty checkbox indicates that the database on the SD card is more current and should
be installed. Alternatively, the Database Update page can be accessed via Main Menu
> Tools > Database > Menu > Update Databases.
4. The databases can be updated by either highlighting UPDATE ALL and pressing the
ENT key or by highlighting a single database and pressing the ENT Key.
5. When the update process is complete, the screen displays the database status.
6. Once the database(s) have been updated, the SD card can be removed from the unit.
7. The unit must be restarted by pressing the Back key.
8. Repeat steps 1-7 for each installed GDU 4X0.

5.32.2 Available Databases
AOPA Airport Directory
The AOPA Airport Directory provides data on airports and heliports throughout the U.S. and
offers detailed information for over 5,300 U. S. airports, along with the names and phone
numbers of thousands of FBOs. Used to look up taxi services, plan an overnight, and choose
fuel stops; plus find ground transportation, lodging, restaurants, local attractions, etc. This
database is updated every 56 days.
Basemap
The basemap contains data for the topography and land features, such as rivers, lakes, and
towns. It is updated only periodically with no set schedule. There is no expiration date.
FliteCharts
The FliteCharts database contains terminal procedure charts for the United States only. This
database is updated on a 28-day cycle. If not updated within 180 days of the expiration date,
FliteCharts will no longer be user-accessible.
IFR/VFR Charts
The IFR/VFR Chart database contains Sectionals, Hi-Altitude, Low-Altitude, World Aeronautical
Charts, and Terminal Area Charts. This database is updated on a 28-day cycle.
Aviation Navigation Data (NavData™)
The database contains the general aviation data (NavData) used by pilots (Airports, VORs,
NDBs, SUAs, etc.) and is updated on a 28-day cycle.
ChartView™ Navigation Database
ChartView database is an optional feature that must be activated by an enablement card that
can be obtained by visiting www.fly.Garmin.com. ChartView resembles the paper version of
terminal procedures charts. The ChartView database is stored on an SD memory card that
remains in the display during normal operation.
The ChartView database is updated by removing the database card, updating the database on
the card, and reinserting the card. ChartView data can be updated by purchasing database
subscription updates from Jeppesen Sanderson.
Obstacle
The obstacle basemap contains data for obstacles, such as towers, that pose a potential hazard
to aircraft. Obstacles 200 feet and higher are included in the obstacle database. It is very
important to note that not all obstacles are necessarily charted and therefore may not be
contained in the obstacle database. This database is updated on a 56-day cycle.
SafeTaxi
The SafeTaxi database contains detailed airport diagrams for selected airports. These
diagrams aid in following ground control instructions by accurately displaying the aircraft
position on the map in relation to taxiways, ramps, runways, terminals, and services. This
database is updated on a 56-day cycle.
Terrain
The terrain database contains the elevation data which represents the topography of the earth.
This database is updated on an “as needed” basis and has no expiration date.

5.33 Activation of GDL 51R/52R SiriusXM Radio and Weather
Before SiriusXM Weather and Radio can be used, service must be activated by SiriusXM.
Service is activated by providing SiriusXM with a Radio ID.
5.33.1 Activation Steps
1. Contact SiriusXM at 1-855-796-9847 or at www.siriusxm.com/sxmaviation to activate.
2. Obtain the Radio ID from the data tag on the unit or from the GDU Datalink page in
normal mode. To access the datalink page press “MENU” key twice for the main menu,
then select Data Link.
3. Position the aircraft in an area with an unobstructed view of the southern sky. It is highly
recommended that the aircraft be positioned outside and at least 25 feet away from the
hangar.
4. Connect an external power unit and apply power to the aircraft and avionics.
5. Navigate to the Data Link page in the main menu section and verify signal quality has
green bars.
6. When the subscribed product is displayed, the activation is complete. For example, in
the screenshot below “Pilot Pro” is the subscribed product.
NOTE
Do not remove power from the aircraft during the activation process.
Figure 5-31 – Data Link Page
NOTE
If the SiriusXM activation is not successful, an Activation Refresh may resolve the issue. An
Activation Refresh may be performed by visiting www.siriusxm.com/sxmaviation; select
“Refresh Now” and following the instructions listed there.

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

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

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

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

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

Color LRU Condition
Green The LRU is online & no faults found.
Red ‘X’ The LRU is online & a fault, warning, or error has been detected.
Blank The LRU is not online.
6.3 Altimeter Check
The GDU 4X0 altitude displays must be verified per Title 14 CFR 91.411 and 14 CFR Part 43
Appendix E, with the following exception to 14 CFR Part 43 Appendix E, paragraph (b)(1):
• The tests of sub-paragraphs (iv) (Friction) and (vi) (Barometric Scale Error) are not
applicable because the digital outputs of the GSU 25D are not susceptible to these types
of errors.
This procedure is recommended when the GSU 25D is removed and reinstalled/replaced or the
pitot and static system connections are disturbed.
6.4 Transponder Check

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

Transponder ground maintenance mode will be cancelled following a power cycle, or if the
aircraft is determined to be airborne.

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

Table 6-2 – Airspeed Test Points
Test Set Allowed Tolerance Recorded Result Recorded Result G5 (or
(KTS) (+/- KTS) GDU installed Standby ASI)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
6.6 GPS Receiver Check

6.6.1 GPS Receiver Signal Acquisition Test
The following steps constitute a simple test of the GPS receiver’s ability to acquire a GPS signal
from satellites. This test needs to be performed outside, away from obstructions such as
buildings, unless a known working GPS signal repeater has been installed in the hangar for this
type of testing.
1. Power on unit in normal mode and select the Info Page.
2. Verify that the GPS receiver is functional and able to calculate its present position.
6.6.2 GPS Receiver COM Interference Test
NOTE
GPS Status may also be monitored on the Info page in normal mode. The signal strength
bars are a real-time representation of GPS signal strength which may be useful for
troubleshooting a failed COM interference test.
This test must be conducted outside, as the use of a GPS repeater inside a hangar may result
in a failed test. After the preceding signal acquisition test has been completed successfully,
perform the following steps:
1. Apply power to the aircraft and G3X system and allow systems to initialize and the G3X
system and/or GPS navigator (if installed) to acquire sufficient satellites for a GPS
solution.
2. On the MFD (in dual GDU installations) or on the multi-function pane in split format
mode (in a single GDU (PFD) installation); navigate to the info page to view the GPS
status.
3. Monitor GPS status on the Main Page. Possible GPS status indications include:
• No Antenna • Searching the Sky
• Autolocate • Acquiring
• Lost GPS Fix • No GPS Fix
• 2D GPS Fix • 2D Differential
• 3D GPS Fix* • 3D Differential*
*Indicates valid GPS position fix for this test
4. Select 121.150 MHz on the COM transceiver.
5. Transmit for a period of 30 seconds while monitoring GPS status.
6. During the transmit period, verify that GPS status does not lose a valid GPS position fix
on the Main Page in configuration mode.
7. Repeat steps 3 through 5 for the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
8. Repeat steps 3 through 6 for other installed COM transceivers if applicable.
9. If an installed COM supports 8.33 MHz channel spacing, repeat steps 3 through 5 while
transmitting for a period of 35 seconds, for the following frequencies:
• 121.185 MHz
• 121.190 MHz
• 130.285 MHz
• 131.290 MHz
10. Repeat step 8 for other installed COM transceivers supporting 8.33 MHz channel
spacing if applicable.
This COM interference test should be repeated if a second GDU is installed in the aircraft and
paired with GPS antenna
6.6.3 GPS Receiver Interface Check
NOTE
GPS satellite reception is required for the following steps. Perform the test in an outdoor area
with a clear view of the sky. The check may also be performed in a hangar with a good known
GPS repeater.
1. Verify the PFD is in Normal mode.

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

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

NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station with available targets of opportunity. If this is not the case, it
is recommended that these checks be performed in flight within range of an FAA ground
station.
If the installed system is configured to receive ADS-B In data through an interface with an ADS-
B In capable unit (GTX 3X5 or GDL 50R/52R), the interface is verified as follows:
1. Verify the GDU is in normal mode.
2. Select the Traffic page on the home screen of the MFD or the multi-function pane on the
PFD.
3. Turn on the interfacing ADS-B In capable equipment.
a. If the installation includes TAS/TCAS correlated traffic, turn on the TAS/TCAS
source.
4. Make sure an amber NO DATA or TRAFFIC FAIL messages are not displayed over or
below the “ownship” icon.

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

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

6.10 WX-500 Stormscope Interface Check
1. Verify the GDU is in normal mode. For a dual GDU installation verify both are in normal
mode.
2. Allow up to five minutes for the system to obtain a GPS position fix.
NOTE
If no other weather source is configured, the Stormscope button will be present instead of the
Weather button
3. On the MFD, select the Weather button and then select the Stormscope Button.
4. Verify there are no warnings displayed.
5. On one MFD, press Menu.
6. Toggle between Cell and Strike modes and verify that the corresponding mode is
displayed in the bottom right corner of the MFD.
7. Toggle between 360° and Arc views and verify the image switches between a 360° view
surrounding the aircraft icon to an arc placed in front of the aircraft icon.
6.11 FIS-B Weather via ADS-B In

NOTE
The following steps may be performed as a ground check as long as the aircraft is within
range of an FAA ground station. If this is not the case, it is recommended that these checks
be performed in flight within range of an FAA ground station.
1. Verify the G3X Touch EFIS is in normal mode.
2. Verify the FIS-B source is in normal mode.
3. Allow up to five minutes for the system to obtain a GPS position fix.
4. On each installed GDU, navigate to the Weather page, and press MENU then select the
FIS-B under the “Data Source” field.
NOTE
It may take up to 10 minutes after power-on for the system to begin receiving FIS-B weather
products.

6. Press the MENU button and then select several FIS-B weather products to display.
7. Verify at least one of the selected products displays a valid time stamp.
8. Verify there are no status fail messages regarding FIS-B weather.
6.12 GDL 51R/52R SXM Weather Check

SiriusXM weather and radio activation is required for this check, reference Section 5.33 for
instructions.
Position the aircraft where there is a clear view of the southeastern or southwestern sky. XM
Satellite Radio satellites are located above the equator over the eastern and western coasts of
the continental United States.
1. Verify the G3X Touch system is in normal mode.
2. Allow up to five minutes for the system to obtain a GPS position fix and the GDL 5XR to
obtain data.
3. On each GDU, select the Weather page from the multi-function pane.
5. Push the GDU knob to display weather data page.
6. Verify weather data associated with the subscribed service level is available. Examples
of weather data available are “NEXRAD, METAR, Winds Aloft, Lightning etc.
6.13 GDL 51R/52R SXM Audio Interface Check

This procedure only verifies correct installation and activation of G3X Touch system functions.
It does not activate the GDL 5XR Series XM data link radio. SiriusXM weather and radio
activation is required for this check, reference Section 5.33 for instructions.
1. Position the aircraft where there is a clear view of the southeastern or southwestern sky.
(XM Satellite Radio satellites are located above the equator over the eastern and
western coasts of the continental United States.)
3. Allow up to five minutes for the system to obtain a GPS position fix and the GDL 5XR to
obtain data.
4. On each GDU’s Multi-function pane, select the SXM page.
5. Verify Audio signal bars are in the Green and that the displayed subscription level is
accurate.
6. Verify that under Artist “XM DATA LINK FAIL” is not displayed.
7. Using the inner knob, scroll the channels.
8. Verify that music plays on multiple channels.
6.14 EIS Check

This section contains procedures to verify proper installation, operation, and gauge markings of
the EIS. Begin with the engine off and at ambient temperature.
6.14.1 EIS Gauge Layout and Marking Check
1. Verify the G3X Touch system in normal mode.
2. Navigate to the engine page on the MFD or multi-function page of the PFD in split
format.
3. Verify that no red or amber X marks are present on any EIS gauge.
4. Verify that the instrument gauge markings and ranges match the guidance in the STC,
POH, and other approved data for the aircraft.
6.14.2 Temperature Sensor Check
This check applies to all temperature sensors interfaced to the EIS.
1. Ensure GDU displaying EIS is in normal mode.
2. Navigate to the engine page on the MFD or multi-function pane of the PFD in split
format.
3. Use section A.5 to compare the Sensor Status page port names and functional names.
4. Verify the temperatures being displayed are within +/- 2°C of the ambient temperature.

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

6.14.7 Fuel Quantity Check
format.
3. Verify that the Fuel Quantity Gauge(s) does not have a red or amber X on it.
4. Verify the indicated fuel quantities are accurate for each tank.
5. Verify that the unusable fuel quantity established by the aircraft manufacturer is the zero
reading and a red radial is present at zero.
6.14.8 Fuel Flow Sensor Check
format.
3. Verify that the Fuel Flow Gauge (FF) does not have a red or amber X on it.
4. Verify that the gauge reads zero fuel flow, e.g. 0 GPH.
6.14.9 Shunt & Voltage Sensor Check
Note that an alternator load meter may indicate a small current if the alternator field is on.
format.
3. Verify that the shunt / voltage gauge does not have a red or amber X on it.
4. Verify all intended gauges are available.
5. Verify that the gauge(s) show the correct aircraft voltage and amperage with the engine
off.
6.14.10EIS Engine Run-up Check
An engine run-up check must be performed to ensure proper installation and configuration of
the EIS sensors and gauges. Always follow engine startup procedures as described in the
Aircraft POH.
CAUTION
If the engine indications are not within operating specifications shortly after starting,
IMMEDIATELY shut down the engine and troubleshoot the problem. Failure to do so may
cause engine damage.
Obtain an optical tachometer to monitor propeller RPM.
1. Place the aircraft in an open and clear area appropriate for an extended engine run-up.
2. Follow the engine start-up procedure as outlined in the aircraft POH. Adhere to the
required observations immediately following the start such as oil pressure within 30
seconds.
3. Verify the EIS RPM gauge(s) match the optical tachometer reading +/- 50 RPM.
4. Allow the engine to warm up and oil temperature to increase to at least 100°F.
5. Verify the engine oil pressure gauge is reading within the green arc.
6. Verify the EIS RPM gauge matches the optical tachometer reading ±50 RPM during all
phases of the engine run-up.

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

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

NOTE
The Magnetic Interference Test is only required for initial installation verification. This test
should also be repeated to verify all subsequent electrical changes associated with devices
within 10 feet of the GMU magnetometer. Such changes include, but are not limited to, wiring,
shielding, or grounding changes to any light, strobe, beacon, or other electrical device located
in the vicinity of the GMU magnetometer unit. Likewise, this test should also be repeated to
verify all subsequent changes to materials within 10 feet of the GMU magnetometer. Such
changes include but are not limited to: addition, removal, or modification of ferrous or
electrically conductive materials located in the same wing as a GMU magnetometer unit. This
procedure validates that no electronic device is interfering with the operation of the GMU
magnetometer which directly impacts the determination of attitude and heading by the GSU
25D. The ADAHRS Unit Orientation (Section 5.8.1) and Pitch/Roll Offset Compensation
(Section 5.8.2) are not required prior to this execution of this procedure. A sequence of
activities to be performed during a magnetometer interference test is shown in Table 6-3
below. This is an example to help guide a technician through an aircraft’s functions that may
create interference with an installed magnetometer such as the GMU 11.
CAUTION
The real time readout displayed during the interference test is only valid for the location of the
GMU when the test was initiated. If using this procedure to evaluate multiple mounting
locations, the test must be started over for each location, failure to do so could provide
incorrect test results.
1. Power on PFD in configuration mode (Section 5.4.1).

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

Figure 6-2 – Magnetometer Interference Test On-screen Instructions
5. The actions must be carried out as called for in the prepared test sequence. During
calibration, a real-time value is displayed that represents the current magnetic field
strength as a percentage of the maximum limit.
Figure 6-3 – Magnetometer Interference Test Progress
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time as
specified in the prepared test sequence.
6. After completing the prepared test sequence, press the Done softkey. Ensure that a
PASSED message appears on the display. The magnetic deviation value is displayed to
indicate the pass or fail margin of the test. Press the Done softkey to return to the
Magnetometer Page.
Figure 6-4 – Magnetometer Interference Test Status

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

If the test fails, the installation should be considered unreliable until the source of magnetic
interference is identified and remedied. The magnetometer interference test must be repeated
until passed. When the magnetometer interference test fails, record the three magnetometer
maximum deviation values, and the corresponding timestamps. A maximum deviation value
greater than 100% of the total limit in any axis indicates a problem that must be resolved.
Compare the corresponding timestamps with the prepared test sequence to identify which
action produced the problem. Contact Garmin for assistance in resolving the problem.
NOTE
Two common reasons for a failed magnetometer interference test are:
• new equipment is installed in close proximity to the GMU magnetometer or
• An existing or new electronic device has become grounded through the aircraft
structure instead of by proper ground wire in a twisted shielded pair.
6.15.2 Magnetometer Calibration
NOTE
The Pitch/Roll Offset Compensation procedure in section 5.8.2 must be completed prior to
performing this procedure.
Use a compass rose or calibrated magnetic sight compass to calibrate the magnetometer.
Ensure that the aircraft and compass are located away from magnetic interference sources
including buildings. The accuracy of the ADAHRS cannot be guaranteed if the calibration is not
performed in an area that is free of metallic structure or objects. Refer to the guidance in the
Site Evaluation of Magnetic Disturbances above in section 6.15.1.
With the aircraft stationary, initiate the magnetometer calibration procedure as follows:
1. Start the aircraft engine per the POH/AFM.
2. Taxi the aircraft to a desired calibration area.
NOTE
Ensure that there are no nearby magnetic materials on or near the perimeter of the site. If
unavoidable, maneuver the aircraft to keep the magnetometer from passing within 20 feet of
such objects. Ensure that vehicles or other aircraft are a minimum of 40 feet away from the
aircraft during this procedure.
3. At the site, align the aircraft to a heading of magnetic north (+/- 5°). It is best to offset
the aircraft position to the left (west) of the North/South axis to allow turning clockwise
around the site as indicated below.
Figure 6-5 – Compass Rose Starting Position

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

8. Follow the on-screen instructions, the dots at the end of the text will be removed as the
test progresses.
Figure 6-7 – Magnetometer Calibration Progress

9. Follow the on-screen instructions by slowly turning the aircraft to the right, the dots at the
end of the text will be removed as the aircraft rotates 30 degrees. When all dots have
been removed, and the text changes to ‘Hold Position’, stop turning the aircraft, and wait
for further instructions.
10. Continue following the on-screen instructions until the calibration is completed. The
calibration will go through 12 cycles of holding, then turning to the right, before
completing a full circle.

11. When the calibration is finished, ensure that a Calibration Status of “Success” is
displayed, then press the Done softkey to return to the Magnetometer Configuration
Page.
NOTE
If smooth accurate turns are not made, the ADAHRS may incorrectly interpret a station and
instruct to “Hold current position…” prior to or after completion of the heading change. If this
scenario is encountered, it is best for the operator to temporarily ignore the “Hold current
position…” command and instead use compass rose references to complete the heading
change. Dwelling at these 30° increments for the time recommended by the ADAHRS should
result in successful calibration.
Due to high winds or excessive airframe vibration, the operator may encounter a condition
where the 18 second countdown is restarted without full completion of the previous countdown.
If this is experienced more than once for a given heading point, the operator should begin
turning to the next station (approximately 30°). A minimum of two successful heading points per
quadrant is required. It may sometimes be required to hold at a station after a countdown
restart. A maximum of 20 heading points is allowed for the entire calibration procedure. If too
many countdown restarts are encountered the calibration will fail with the message, TOO MANY
STATIONS.
6.15.3 Compass Swing
After the Magnetometer Calibration Procedure is completed, a compass swing must be
performed to verify the ADAHRS/GMU 11 heading accuracy.
1. Verify ‘Auto Mag. Variation’ is selected.
o With the PFD in Normal mode, navigate to the Position Setup Page (Menu →
Main Menu → Setup →Position).
o Under Heading tab, ensure ‘Auto Mag. Variation’ is selected.
o Return to the main screen.
2. With the PFD in normal mode, all of the aircraft and avionics systems powered and
operating normally, position the aircraft on a known compass rose at a heading 360°
(North), or select a level and magnetically clean location and use a sight compass to
position the aircraft to a heading of 360° (North)
3. Record the HDG value displayed on the PFD as indicated in Table 6-4, below. Also
record the heading displayed on the standby compass. Verify or correct the standby
compass deviation card.
4. Repeat step 2 for each of the headings listed in Table 6-4.
5. Calculate the heading errors by subtracting the displayed (B) value from the actual (A)
value for each of the headings in Table 6-4.
6. If all calculated heading errors displayed on the PFD are at or within +/-10° from the
surveyed heading, the installation is acceptable, and no further work is required to
correct the GMU 11 installation.
7. If a Heading Error (A-B) is greater than +/- 10°, calculate the average error by adding all
errors and dividing by 12. This is the angle by which the GMU 11 must be physically
rotated to correct the installation.
8. Modify the installation to rotate the GMU 11 by the amount calculated in the previous
step. When looking down at the GMU 11, rotate clockwise for positive values, and
counterclockwise for negative values.
9. After physically correcting the GMU 11 installation, repeat the procedures in section
6.15.2 and section 6.15.3.
Table 6-4 – Heading Verification – ADAHRS Check
Heading (A) Displayed ADAHRS Heading Error (A-B) Standby Compass
Heading (B) Heading
360° (North)
30°
60°
90°(East)
120°
150°
180°(South)
210°
240°
270°(West)
300°
330°
6.15.4 Engine Run-Up Vibration Test

NOTE
The Engine Run-Up Vibration Test is required for all installations to validate the vibration
characteristics of the installation. The ADAHRS Unit Orientation (Section 5.8.1) and Pitch/Roll
Offset Compensation (Section 5.8.2) are not required prior to this procedure.
NOTE
Passing the Engine Run-Up Vibration test does not remove the requirement to rigidly mount
the GSU 25D. The Engine Run-Up Vibration Test is intended to help discover mounting
issues, but successful completion of the test does not validate the mounting of the GSU and
does not account for all possible vibration profiles that may be encountered during normal
aircraft operation.
1. Power on the PFD in configuration mode if it is not already in configuration mode.
3. Ensure that all the required status boxes are checked.
4. Select Engine Run-Up Test.
5. Ensure that the aircraft has been properly positioned per the on-screen instructions, then
select the Start button to begin the test.
6. Gradually increase power from idle to full-throttle and back to idle over the course of one
to two minutes; the test data is displayed as the test progresses.
NOTE
If failures are indicated, the engine run-up test may be repeated up to three times. If the test
does not pass after three attempts, the installation should be considered unreliable until the
source of the vibration problem is identified and remedied. If the engine run-up test fails
repeatedly, record the values that are reported to be out of range for future reference.

7. Select the Done softkey when engine run-up has been completed; the test results will be
displayed.
8. Ensure that test results indicate Passed, then select the Done button to return to the
ADAHRS page.
The following are potential causes for failure of the engine run-up test:
• Excessive flexing of GSU 25D and/or GMU magnetometer mechanical mounting with
respect to airframe.
• Vibration or motion of the GSU 25D caused by neighboring equipment and/or
supports.
• Mounting of GSU 25D at a location that is subject to severe vibrations such as near
engine mounts.
• Mounting screws and other hardware for GSU 25D and/or GMU magnetometer not
properly attached.
• GSU 25D connector not firmly attached to unit.
• Absence of recommended mounting support.
• Cabling leading to the GSU 25D not firmly secured to supporting structure.
• An engine/propeller combination that is significantly out of balance.
NOTE
Some aircraft may have difficulty passing this test if performed in windy conditions. Windy
conditions do not provide evidence that the test would otherwise pass successfully; an actual
pass is required before the installation can be considered adequate.
6.16 Garmin GFC 500 Autopilot Interface Check

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

Before proceeding with the autopilot interface tests, verify the PFD has been properly
configured for the autopilot (and flight director, if applicable) that is installed. For configuration
instructions see section 5.10.2 and C.5. Only those interfaces which are directly affected by the
G3X Touch STC are covered by this manual; if any other autopilot modifications were
performed, they are outside the scope of this STC and must be checked in accordance with the
autopilot installation manual.
WARNING
It is important that the PFD be properly configured in order to prevent damage to the autopilot
computer.
NOTE
The following procedures are general in nature and it may be necessary to reference the
autopilot manufacturers testing instructions to allow the autopilot to be tested properly.
6.17.1 Autopilot Engagement Check
This section verifies that the autopilot can be engaged.

1. Verify the G3X Touch system is in normal mode. Allow the PFD to obtain a valid
heading, attitude, altitude, and GPS location.
2. Verify the GPS navigator is in normal mode.
3. Engage the autopilot. If the autopilot cannot be engaged, troubleshoot using the
instructions in the autopilot installation manual.
4. If step 3 was successful, disengage the autopilot.
6.17.2 Heading and Course Error Check
This section verifies that the heading and course error interface between the GDU 4X0 and
autopilot computer is functional. For dual GDU G3X Touch installations, the following
instructions apply only to the PFD.
6.17.2.1 Heading Error
2. On the PFD set the heading bug to the current aircraft heading.
3. On the PFD, verify HDG/CRS Valid.
4. Engage the autopilot in HDG mode.
5. Adjust the heading bug to the right.
6. Verify that the control yoke or stick moves to the right.
7. Adjust the heading bug to the left.
8. Verify that the control yoke or stick moves to the left.
9. Adjust the heading bug to the aircraft heading.
10. Disengage the autopilot.
NOTE
If the control yoke or stick moves in the opposite direction of what is expected, reverse the
LEFT/RIGHT HDG Polarity on the Autopilot Calibration page and continue the checkout
process.
6.17.2.2 VOR Course Error
Some autopilot systems might not have course error capability; and this step is not necessary
for those systems.
1. Apply power to the aircraft and aircraft systems and allow the aircraft systems to
initialize.
2. Tune the VHF NAV to the NAV/COM Test Set frequency for VOR operation.
3. Set the Course pointer on the PFD HSI 15 degrees to the left of aircraft heading and
ensure that the PFD CDI is displaying VOR navigation information.
4. Simulate a VOR signal with a “TO” course equal to the aircraft heading.
5. Slowly adjust the course pointer on the PFD CDI toward the aircraft heading until VOR
captures.
6. Center PFD CDI course pointer on the aircraft heading.
7. Engage the autopilot in NAV mode.
8. Adjust the NAV ramp tester course and the PFD CDI course pointer 20 degrees to the
left of current aircraft heading.
9. Verify that the flight controls move toward the left.
10. Adjust NAV ramp tester course to aircraft heading.
11. Adjust the NAV ramp tester course and the PFD CDI course pointer 20 degrees to the
right of current aircraft heading.
12. Verify that the flight controls move toward the right.
13. Adjust the NAV ramp tester course to aircraft heading.
6.17.2.3 Localizer
1. Tune the VHF NAV to the NAV/COM Test Set frequency for LOC operation.
2. On the NAV ramp tester simulate centered LOC needle presentation.
3. Set the Course pointer on the PFD HSI to the current aircraft heading.
4. Verify the PFD CDI displays centered deviation for LOC.
5. On the NAV ramp tester simulate 0.093 DDM Left LOC.
6. Verify PFD CDI deviation bar is one dot left.
7. Verify that the flight controls turn to the left.
8. On the NAV ramp tester simulate 0.093 DDM Right LOC.
9. Verify PFD CDI displays one dot right.
10. Verify that the flight controls turn to the right.
11. On the NAV ramp tester simulate centered LOC needle presentation.
6.17.3 GPSS Course
This test is only performed for installations that are interfaced to a GPS navigation source and
the interfaced autopilot did not previously have a GPSS function. Conduct this test with the
aircraft positioned where it can receive GPS signal.
1. On the GPS navigator, enter a simple Direct-To flight plan with a waypoint that is on the
current aircraft heading and select the PFD CDI to display GPS. If the navigator has the
capability to enter user waypoints, a user waypoint can be entered to facilitate this test.
It is suggested that the waypoint be within 5 miles of the current aircraft position for best
results.
2. On the PFD Attitude display, press the MENU button to display the 'PFD Options’ page,
select GPSS.
3. Verify the following:
On the PFD Attitude
• GPSS field is available when selected.
• The heading bug is a hollow cyan bug.
On the PFD CDI
• GPSS field is available when selected.
• The heading bug is a hollow cyan bug on the CDI.
4. On the navigator select OBS to enter GPS OBS mode.
5. Set the OBS course for the current aircraft heading (it is assumed the waypoint is on the
current aircraft heading).
6. Engage the autopilot in HDG mode.
7. Adjust the OBS course 20 degrees to the left of current aircraft heading.
8. Verify that the flight controls move toward the left.
9. Adjust the OBS course 20 degrees to the right of current aircraft heading.
10. Verify that the flight controls move toward the right.
11. Adjust the OBS course to aircraft heading.

6.18 G5 Miscompare Check
This test is only performed on installations with G5 ADI as a standby instrument.
1. Apply power to the aircraft and G3X system and allow G5 to initialize.
2. Verify heading, altitude and IAS values on the G3X PFD match the values on the G5,
and heading, altitude and IAS miscompare messages are not displayed on the PFD.
3. Rotate G3X PFD knob that has been configured for controlling heading and verify “HDG
xxxº” is displayed on the G5 and matches the value on the G3X PFD, and the heading
bugs move at the same rate on both the G5 and G3X PFD.
4. Press the G5 knob then rotate to highlight “Heading” field, press the knob to make
selection and rotate to adjust:
• Verify the values on the heading field on the G3X PFD incrementally change at
the same rate and values match the G5 ADI.
• Verify the heading bugs move at the same rate on both the G5 and G3X PFD
5. Rotate G3X PFD knob that has been configured for controlling the altitude bug and verify
the bugs move, values match and incrementally change at the same rate on both the G5
and G3X PFD altitude tape.
6. Press the G5 knob then rotate to highlight “Altitude”, press the knob to make selection
and rotate to adjust:
• Verify the altitude bugs move, values match and incrementally change at the
same rate on both the G5 ADI and G3X PFD altitude tape.
7. Rotate G3X PFD knob that has been configured for controlling “Baro” and verify the
barometric pressure and pressure altitude values incrementally change at the same rate
and values match on both the G5 ADI and G3X PFD.
• Verify the “Baro” field on the G5 changes to a cyan color and the digits change to
black color but revert to black field with cyan digits, once the knob is no longer
rotated.
8. Rotate G5 ADI knob and verify the barometric pressure and pressure altitude values
incrementally change at the same rate and values match on both the G5 ADI and G3X
PFD.
• Verify the “Baro” field on the G3X PFD changes to a cyan color and the digits
change to black color but revert to light background with cyan digits, once the
knob is no longer rotated.
6.19 Placards and Switch Labeling Check

If any placards were relocated due to display installation, verify the following:
• The font size of the new placard is the same as the old placard it is replacing.
• The color of the new placard is identical to the color of the placard it is replacing.
• The text on the new placard is identical to the text on the placard which it is replacing.
The text may be arranged differently as required by space constraints, but the wording
must be the same.
• The placard must be legible and not obscured to the pilot by the glare shield in all flight
control positions or by any other component in the flight deck.

If the new switch labels were added due to G3X Touch installation, verify the following:
• The labeling and font sizing is legible from the pilot’s seat.
• The labels are legible in all ambient light conditions, particularly that the labels are
legible with ambient floodlighting in darkness.
• The switch label must be legible and not obscured to the pilot by the glare shield in all
flight control positions or by any other component to include the switch position.
If the G3X Touch system installation is limited to VFR operation only, and if a placard is
required, verify the following:
• The text on the placard reads: “AIRCRAFT LIMITED TO VFR.”
• The font is at least 0.25" tall.
• The placard is legible from the pilot’s seat.
6.20 EMI / RFI Check

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

9. If an EI FT-60 or an EI FT-90 fuel flow sensor is installed, verify the fuel flow indication is
accurate and the indication does not fluctuate or invalidate the display.
a. Transmit various modulating tones on each COM radio (e.g. Whistling).
b. See section 4.13.5 for details if the fuel flow indication fluctuates.
NOTE
EMI check of the fuel flow must be performed with the engine running.
10. Verify all other avionic systems are functioning properly.

Table 6-5 – EMI Victim/Source Matrix
Communication Radio(s)
GTP 59 (OAT indication)
GMU 11 (Mag. Heading)
<add equipment here>

<add equipment here>
GAD 29B (If installed)
GSU 25D (PIT/ROLL)
GDL 5XR (if installed)
Gov RPM Incr / Decr

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

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

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

Ensure that the following aircraft information is recorded in Appendix A of the G3X Touch EFIS
Part 23 AML STC Maintenance Manual contains ICA (P/N 190-02472-02) and is retained with
the aircraft permanent records.
1. Fill in the Aircraft Make, Model, Registration Number, and Serial Number information.
2. Fill in the installation location of each LRUs that was installed as part of the G3X Touch
installation.
3. Make a sketch for the location of the wire runs for each LRU that was installed for the
G3X Touch system.
Refer to the G3X Touch EFIS Part 23 AML STC MM/ICA (P/N 190-02472-02) for configuration,
serial number, and LRU location documentation procedures.

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

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

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

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

A.2 GAD 29B
Figure A-3 – J291 on the GAD 29B

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

PIN PIN NAME I/O
1 AC REFERENCE HI IN
2 AC REFERENCE LO IN
3 HDG/CRS VALID OUT
4 ARINC 429 RX 4B IN
6 ARINC 429 TX 2B OUT
8 HEADING ERROR HI OUT
9 CAN TERM 1 --

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

A.3 GDL 5XR
A.3.1 J5X1 Pin Function List
Figure A-5 – J5X1 on the GDL 5XR
J5X1 Pin Functions

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

SXM Antenna Connection (GDL 51R and GDL 52R)
The SXM antenna connection uses a TNC connector, see Section C.8 for compatible antennas.
See section B.14 for cable dB loss requirements and connections.
ADS-B Antenna Connection (GDL50R and GDL 52R only)
The GDL 52R ADS-B antenna connection uses a BNC connector, see Section C.8 for
compatible antennas. See B.14 for cable dB losses requirements and connections.
GPS Antenna Connection (GDL 5XR)
A.4 GDU 4X0
A.4.1 P4X01 Pin Function List
Figure A-6 – P4X01 Connector on the GDU 4X0
P4X01 Pin Functions

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

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

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

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

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

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

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

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

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

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

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

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

1 RESERVED --
2 RESERVED --
3 RESERVED --
4 RESERVED --
5 RESERVED --
6 FUEL QTY 1 IN
7 RESERVED --
8 RESERVED --
9 FUEL QTY 2 IN
10 RESERVED --
11 RESERVED --
12 FUEL QTY 3 IN
13 RESERVED --
14 RESERVED --
15 FUEL QTY 4 IN
16 RESERVED --
17 RESERVED --
18 RESERVED --
19 RESERVED --
20 RESERVED --
21 RESERVED --
22 RESERVED --
23 RESERVED --
24 RESERVED --
25 VOLTS 1 IN
26 RESERVED --
27 RESERVED --
28 VOLTS 2 IN
29 RESERVED --
30 RESERVED --
31 RESERVED --
32 RESERVED --
33 RESERVED --
PIN PIN NAME I/O
34 RESERVED --
35 RESERVED --
36 RESERVED --
37 RESERVED --
38 RESERVED --
39 RESERVED --
40 RESERVED --
41 RESERVED --
42 RESERVED --
43 RESERVED --
44 RESERVED --
45 RESERVED --
46 RESERVED --
47 RESERVED --
48 RESERVED --
49 RESERVED --
50 RESERVED --
Aircraft Power
The GEA 24 operates using power from one 14 / 28 VDC input. AIRCRAFT POWER 1, J241
pin 7, is used for both 14VDC and 28VDC aircraft (uses J241 pin 6 for ground). AIRCRAFT
POWER 2, J241 pin 8, is only used for 14V aircraft where it is connected to the GAD27 TB273
terminal 3 as a secondary power source.
RS-232
There is one RS-232 port available on J241 for use as a backup data path to a GDU. This is a
required connection if the GEA is installed. For specific wiring information refer to APPENDIX B.
CAN Bus
The GEA 24 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN) 2.0-
B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GEA is used to
connect to other aircraft LRUs. The GEA requires a Garmin CAN bus terminator P/N 011-
02887-00 to be installed on connector J241 if the GEA is to be the termination of the CAN bus.
EGT, TIT, Oil, Carburetor Temperature
All EGT, TIT, oil, and carburetor temperature inputs must use K-type thermocouple extension
wire and K-type thermocouple sensors. Sensors connected to these thermocouples must be
grounded. Configurations for number of cylinders, naming convention, and gauge layout can be
found in section 5.
CHT Temperature
CHT temperature inputs can be K-type or J-type thermocouples. The inputs must use
thermocouple extension grade wire for connection to the GEA. All thermocouples must be
grounded. Configurations for number of cylinders, naming convention, thermocouple type, and
gauge layout can be found in section 5.

Fuel, Manifold, and Oil pressure
All pressure sensors are standard three wire inputs. There is one option for excitation voltages
of the transducer +12VDC. For specific wiring information refer to APPENDIX B.
Engine RPM
There are two available methods for measuring engine RPM with the GEA 24. The first method
is via a direct connection to magneto p-leads. In this method a 400kΩ (±10%) resistor needs to
be installed within 6 inches of the connection the p-lead to prevent errant shorts to ground in
case of a broken or shorted wire.
A hall effect sensor can also be utilized for engine RPM sensing. This method does not require
the resistor in line with the signal. Shielded three-wire connections are available for this type of
sensor.
Fuel Flow
The GEA 24 supports two inputs for fuel flow. These connections are standard three-wire, +12
VDC transducer configuration. For specific wiring information refer to APPENDIX B.
Electrical Parameters
The GEA 24 supports measuring voltage and current from two busses or power sources. The
voltage measurement inputs (J244 pins 25, 28) can be directly connected to any two voltage
sources, with a 1A fuse in line for protection of the GEA.
Two currents can be measured from any desired aircraft source (e.g. battery, external power)
via GEA J243 pins 37, 36, 35, 34. Existing current shunts can be re-used for connection to the
GEA 24 if they are 50mV shunts. If a new shunt is required, a current shunt with 0.005Ω
resistance, operating at 50mV is required (e.g. A-A-55524/1-006). A 1A fuse in line with each
pin between the GEA and the shunt is required, regardless of shunt used.
Fuel Quantity
The GEA 24 can provide readings for four fuel tanks. Resistive and digital fuel probes can
interface with the GEA. Existing fuel quantity wiring can be re-used if long enough to reach the
installation location of the GEA. Otherwise a standard environmental crimp splice can be used
along with shielded stranded wire to extend the signal to the GEA.
Resistive probes require a 1kΩ (±1%) 0.5W resistor to be installed in series between the fuel
probe and the GEA.
CiES® probes that are frequency or voltage based can interface with the GEA. These probe
types do not require a resistor to be installed between the GEA and probe.
For calibration and configuration of fuel probes refer to Section 5 and C.7.
Some aircraft are not allowed connection to resistive probes, see notes column in APPENDIX G
for more details.

A.6 GMU 11
Figure A-13 – J111 on GMU 11

Pin Pin Name I/O
1 CAN-H I/O
2 CAN-L I/O
3 RESERVED --
4 RESERVED --
5 RESERVED --
6 RESERVED --
7 AIRCRAFT POWER IN
8 RESERVED --
9 POWER GROUND --
Aircraft Power
The GMU 11 operates using power from one 14 / 28 VDC input on J111 pin 7 with pin 9 for
power ground.
RS-232
RS-232 is not used or approved for use by this STC.
CAN Bus
The GMU 11 CAN bus conforms to the BOSCH standard for Controller Area Network (CAN)
2.0-B and ISO 11898. See Section 3.7.2 for details. The CAN bus connection on the GMU 11 is
used to connect the GMU 11 to other G3X LRUs.
For specific wiring information refer to APPENDIX B

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

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

Figure A-15 – J252 on GSU 25D

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

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

PIN WIRE I/O
WH TEMP PROBE POWER IN IN
BL TEMP PROBE OUT HI OUT
OR TEMP PROBE OUT LO OUT
OAT Sensing
The GTP 59 is an OAT sensing device. The connection to this LRU is made via pre-installed
lead wires, if they are not long enough to reach the GSU, crimp splices can be used to extend
the lead wire to the GSU. The pre-installed lead wires are ten feet in length. For specific wiring
information refer to APPENDIX B.

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

G3X Touch EFIS Part 23 AML STC Page B-1 Revision 2
B.1 G3X Interconnect Notes
Figure B-1 – G3X Interconnect Notes

B.2 G3X Power and Ground Connections
Figure B-2 – Power and Ground Connections Page 1

Figure B-3 – Power and Ground Connections Page 2

B.3 GAD 27 Installation (14V aircraft only)
Figure B-4 – GAD27 Installation (14V aircraft only)

B.4 Single GDU Baseline
Figure B-5 – Single GDU Baseline

B.5 Dual GDU Baseline
Figure B-6 – Dual GDU Baseline Option

B.6 CAN Bus Connection
Figure B-7 – CAN Bus connection

B.7 GDU RS-232 Connections
Figure B-8 – GDU RS-232 connections

B.8 Transponder Connections
Figure B-9 – Transponder Connections

B.9 Transponder (GTX 345(R)) Connections
Figure B-10 – Transponder (GTX 345(R)) Connections

B.10 GTS 8XX (TCAS) Connections
Figure B-11 – GTS 8XX (TCAS) Connections
B.11 GDL 5XR RS-232 Connections
Figure B-12 – GDL5XR RS-232 connections

B.12 WX-500 RS-232 Connection
Figure B-13 – WX-500 RS-232 connection

B.13 GNC 300XL/GPS155XL connection
Figure B-14 – GNC 300XL/GPS 155XL Connection

B.14 GDL 5XR Coax Cables
Figure B-15 – GDL5XR coax cables

B.15 Audio Connections
Figure B-16 – Audio connections

B.16 VHF NAV/COM RS-232 Connection
Figure B-17 – VHF NAV/COM RS-232 connection

B.17 Single GPS/VHF NAV with Single/Dual GDU Interface
Figure B-18 – Single GPS/VHF NAV with Single/Dual GDU Interfaces

Figure B-19 – Single GPS/VHF NAV with Single/Dual GDU Interfaces Notes

B.18 Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces
Figure B-20 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interfaces
Figure B-21 – Dual GPS/VHF NAV with Single/Dual GDU RS-232 Interface Notes

B.19 Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces
Figure B-22 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interfaces
Figure B-23 – Dual GPS/VHF NAV with Single/Dual GDU ARINC 429 Interface Notes

B.20 Engine Temperature Sensors (CHT K-Type)
Figure B-24 – Engine Temperature Sensors (CHT K-Type)

Figure B-25 – Engine Temperature Sensors (CHT K-Type) notes

B.21 CHT Sensor Interconnect (J-type)
Figure B-26 – CHT sensor interconnect (J-type)

B.22 EGT, CHT, TIT Splice
Figure B-27 – EGT, CHT, TIT splice

B.23 Fuel, Oil and Manifold Pressure Transducer Interconnects
Figure B-28 – Fuel, Oil, and Manifold Pressure Transducer Interconnects

B.24 Fuel Quantity Sensor Interconnects
Figure B-29 – Fuel Quantity Sensor Interconnects

B.25 Fuel Resistor Detailed Buildup
Figure B-30 – Fuel Resistor Detailed buildup

B.26 Miscellaneous Sensor Interconnects
Figure B-31 – Miscellaneous Sensor Interconnects – Page 1

Figure B-32 – Miscellaneous Sensor Interconnects – Page 2

B.27 P-lead Resistor Detailed Buildup
Figure B-33 – P-lead Resistor Detailed Buildup

B.28 Century II, IIB, III Autopilot Systems Interface to GAD 29B
Figure B-34 – Century II, IIB, III Autopilot Interface to GAD 29B

B.29 Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B
Figure B-35 – Century IV, 21, 31, 41, 2000 Autopilot Interface to GAD 29B

B.30 Cessna Autopilot Interface to GAD 29B
Figure B-36 – Cessna Autopilot Interface to GAD 29B

Figure B-37 – Cessna Autopilot Notes Interface to GAD 29B

B.31 Honeywell (Bendix/King) Autopilot Interface to GAD 29B
Figure B-38 – Honeywell (Bendix/King) Autopilot Interface to GAD 29B

B.32 S-Tec Autopilot Interface to GAD 29B
Figure B-39 – S-Tec Autopilot Interface to GAD 29B

B.33 Piper Autopilot Interface to GAD 29B
Figure B-40 – Piper Autopilot Interface to GAD 29B

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

MFR Model Data G3X Configuration Interfacing Equipment
Format Setting Configuration Setting
Garmin GNS 4XX(W)/ 5XX(W) ARINC 492 ARINC 429 Configuration GNS 4XX(W)/5XX(W)
Series Page: Main ARINC Config Page:
429 Output 1: “EFIS /Airdata IN 1 Speed: “LOW”
Main Software v3.30 or Format 1” and “Nav 1” IN 1 Data: “EFIS/Air Data”
later is required. 429 Input 1: “Garmin GPS” and OUT Speed: “LOW”
“Nav 1” OUT Data: “GAMA 429”
429 Input 2: “Garmin VOR/ILS” SDI: “LNAV 1”
and “Nav 1” (GNS VNAV: “Enable Labels” (WAAS
430(W)/530(W)) Units Only)
For dual GNS configure #1 GNS For dual GNS configure as above
as above and #2 GNS as below: and below:
429 Output 2: “EFIS /Airdata SDI: “LNAV 2” on #2 GNS (dual
Format 1” and “Nav 2” GNS ONLY)
429 Input 3: “Garmin GPS” and VNAV: “Enable Labels” on #2 GNS
“Nav 2” for GNS #2 (If (WAAS Units Only)
Applicable)
429 Input 4: “Garmin VOR/ILS”
and “Nav 2” for GNS #2 (GNS
430(W)/530(W))
RS-232 RS-232 Configuration Page RS-232 Configuration Page
Serial Port ‘x’: “MapMX” CHNL 1 Input: “OFF”
(WAAS Unit) or “Aviation In” CHNL 1 Output: “MapMX” (WAAS
(Non-WAAS unit) units only) or “Aviation” (Non-WAAS
Serial Port ‘x’ (Connext): unit)
“Garmin Instrument Data” (GTN CHNL 2 Input/Output: “Connext”
4XXW/5XXW Only) (When Connext is used)
For dual GNS, configure #1 Main CDI/OBS Config Page (GNS

GNS as above and #2 GNS as 430(W)/530(W)
below: Press Menu and select “Ignore SEL
RS-232 Configuration Page CRS for VLOC” Option
Serial Port ‘x’: “MapMX” Note: Menu will display “Allow SEL
(WAAS Unit) or “Aviation In” Course for VLOC” when set
(Non-WAAS unit) (PFD or MFD) correctly.
VOR/ILS ARINC 429 Config Mode
NOTE: “x” = Connected Port # Page (GNS 430(W)/530(W)
(GNS #1 must be connected to a RX and TX Speed: “LOW”
lower number port than GNS #2. SDI: “VOR/ILS 1” (“VOR/ILS 2” for
In dual GDU installations GNS, GNS 2)

G3X Touch EFIS Part 23 AML STC Page C-1 Revision 2
#2 may be connected to any port
on the MFD))
GNS 480 ARINC 492 ARINC 429 Configuration GNS 480 Main ARINC Setup
Page: Page:
Software v2.3 or later is 429 Output 1: “EFIS /Airdata IN 2SEL: “EFIS”
required. Format 1” and “Nav 1” IN 2 Speed: “LOW”
429 Input 1: “Garmin GPS” and IN 2 SDI: “SYS1”
“Nav 1” OUT 1SEL: “GAMA 429”
429 Input 2: “Garmin VOR/ILS” OUT 1 Speed: “LOW”
and “Nav 1” OUT 1 SDI: “SYS1”
OUT 2 SEL: “VOR/ILS”
OUT 2 Speed: “LOW”
OUT 2 SDI: “SYS1”
RS-232 RS-232 Configuration Page GNS 480 Serial Setup Page
Serial Port ‘x’: “MapMX” CHNL 1 Output: “MapMX
NOTE: “x” = Connected Port # Resolver Interface Page
Resolver: “Not Installed”
Miscellaneous Setup Page
CDI Select: “USE”
GTN 6XX/ 7XX ARINC 429 ARINC 429 Configuration GTN Main ARINC 429 Config
Software v6.51 is Page: Page:
required 429 Output 1: “EFIS /Airdata IN 1 Speed: “LOW”
Format 1” and “Nav 1” IN 1 Data: “EFIS Format 2”
429 Input 1: “Garmin GPS” and OUT 1 Speed: “LOW”
“Nav 1” OUT 1 Data: “Garmin 429”
429 Input 2: “Garmin VOR/ILS” SDI: “LNAV 1”
and “Nav 1” When interfaced with Non-Garmin
For dual GTN configure as autopilot:
above (GTN 1) and below (GTN IN 2 Speed: “LOW” (2)
2): IN 2 Data: “GAD Format 1” (2)
429 Output 1: “EFIS /Airdata For dual GTN configure as above
Format 1” and “Nav 2” and below (GTN 2) :
429 Input 3: “Garmin GPS” and
“Nav 2” for GTN #2 (If IN 1 Speed: “LOW”
Applicable) IN 1 Data: “EFIS Format 2”
429 Input 4: “Garmin VOR/ILS” OUT 1 Speed: “LOW”
and “Nav 2” for GTN #2 OUT 1 Data: “Garmin 429”
SDI: “LNAV 2” on #2 GTN (dual
GTN ONLY)
When interfaced with Non-Garmin
autopilot:
IN 2 Speed: “LOW” (2)
IN 2 Data: “GAD Format 1” (2)
RS-232 RS-232 Configuration Page GTN RS-232 Configuration Page:
Serial Port ‘x’: “MapMX” (PFD) On Both GTNs
Serial Port ‘x’: “GTN Connext CHNL x Input: “MapMX Format 2”
2” (PFD) CHNL x Output: “MapMX Format 2”
CHNL x Input/Output: “Connext
Format 2” (When Connext is used,
For dual GTN configure as #1 GTN Only)
above (GTN 1) and below (GTN
2): (1)
Serial Port ‘x’: “MapMX” (PFD NOTE: “x” = Connected Port
or MFD) for GTN 2 Main Indicator (Analog) Config
Page:
NOTE: “x” = Connected Port # Selected Course for VLOC:
(GTN 1 must be connected to a “Ignored”
lower number port than GTN 2.
In dual GDU installations GTN,
#2 may be connected to any port VOR/LOC/GS Config Page:
on the MFD) Nav Radio: “Enabled”

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

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

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

Serial Port ‘x’: “Aviation In” CHANNEL 1 Config Page:
IN: “OFF”
NOTE: “x” = Connected Port # OUT: “Aviation”

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

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

Serial Port ‘x’: “Garmin VHF Attitude Config Page:
Nav/Comm” Indicator Head Type: “Serial”
NOTE: “x” = Connected Port #
SL 40 RS-232 RS-232 Configuration Page: N/A
Serial Port ‘x’: “Garmin VHF
Comm”
GTR 225 RS-232 RS-232 Configuration Page: SYS Configuration Page:
Serial Port ‘x’: “Garmin VHF Serial Port IO Mode: “NMEA”
Comm”

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

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

weather data with this interface. Page:
RS-232 CH (Connected to GTX)
NOTE: No GSU configuration is Output: “ADS-B+ Format 1”
required NOTE: “x” = Connected Port #
GTX 345R RS-232 Transponder Configuration Page: GTX Installed with GTN
HSDB (w/ Transponder Type: “GTX 345R” GTN Interfaced Equipment Page:
GTN or GTS) ADS-B IN Source Type: “GTX #1”
RS-232 Port ‘x’: ‘Connext FMT 1”
(GTX port connected to GDU) GTN/GNS RS-232 Configuration
Page:
RS-232 Configuration Page: RS-232 CH (Connected to GTX)
RS-232 Port ‘x’: ‘Connext 57600 Baud” Output: “ADS-B+ Format 1”
(GDU port connected to GTX) (2)
For Traffic/Weather (if no other source
is connected)
ADS-B/TIS-B

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

required
GDL 5XR RS-232 RS-232 Configuration Page: N/A

RS-232 Port ‘x’: ‘Connext 57600 Baud”
(GDU port connected to GDL) (2)

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

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

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

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

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

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

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

This STC does not specify any configuration requirements for the audio panel to which the G3X
system is interfaced. Refer to installation guidance for the selected audio panel for

C.7 EIS Sensors
G3X EIS gauge displays require data captured by approved sensors that are configured in
accordance with Table C-6. EIS Sensors that are authorized as Interface Only require a
separate installation approval.
Table C-6 – Compatible EIS Sensors

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

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

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

C.8 Antennas
This section contains general information for interfaced GPS, GPS/WAAS, SXM, and ADS-B
antennas. This STC provides installation approval only for the Garmin glareshield-mounted
GPS Antenna (011-04036-00), refer to section 4.12 for installation guidance. All other antennas
are approved as interface only and require separate installation approval.
A minimum of one GPS antenna is required for G3X installations as the connected GDU (PFD)
will share GPS data with the second GDU (if installed). Additional GPS antennas may be used
for redundancy but are not required.
Table C-7 – Supported GPS & SXM Antennas

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

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

Characteristics Specifications
Frequency Range 2332.5 to 2345 MHz
Gain 24 dB*
Noise Figure <1.2 dB
Nominal Output Impedance 50Ω
Supply Voltage 3.5 to 5.5 VDC
Supply Current 55 mA
Operating Temperature Gain -50° to +85° C
* - For each 1 dB gain over 24 dB, add 1 dB of attenuation into the antenna cable path between
the antenna and the GDU.
ADS-B Antenna Interface
The GDL 50R or GDL 52R requires an external monopole or blade-type ADS-B antenna for
reception. The antenna should be mounted on the bottom of the aircraft and located at least 3.3
feet from high power transmitting antennas such as VHF Comm, HF transmitter, DME,
Transponder, and Radar. The connection is made by attaching the coax cable from the external
antenna to the BNC connector on the GDL 50R/52R. The GDL 50R/52R requires a UHF
antenna that meets the following specifications:
• Standard 50 Ω vertically polarized antenna with a VSWR < 1.7:1 at 978 MHz and < 1.5:1
at 1090 MHz.
• TSO-C66, TSO-C74, or TSO-C112 antennas that also meet the VSWR specification.

APPENDIX D Lightning Protection
D.1 Lightning Zones for GTP 59 and GMU 11
This section provides lightning zoning diagrams for various types of aircraft to facilitate correct
installation of the GMU 11 and GTP 59. Additional restrictions related to the installation of the
GMU 11 and GTP 59 can be found in Section 4.8 and Section 4.11, respectively.
The zoning levels correspond to the severity of lightning strikes and probability of occurrence on
the aircraft. The order of severity starting with the safest zone is Zone 3, 2A, 2B, 1C, and 1A/1B.
The GTP 59 cannot be installed in Zones 1A, 1B, 1C, or 2B.
All diagrams in this appendix use the legend shown in Table D-1 The zoning described is
divided into the following: wings, fuselage, and empennage. For the particular airframe, the
applicable wings, fuselage, and empennage zoning should be merged to get a complete zonal
definition. The zoning figures applicable to any particular model are found in Table D-1. If there
is a region of overlapping zones, the more severe zone should always be applied (i.e., if Zone
2A and 1A overlap in a region, then the overlapping region should be considered Zone 1A).
Examples of complete lightning zoning diagrams can be found in section D.1.
Table D-1 – Lightning Zoning Legend
D.1.1 Wings
The different zoning for wingtips and wings is described in the following subsections.
D.1.1.1 Wingtips
Aircraft Not Limited to VFR Operation
Zoning of various types of wingtips is shown in Figure D-1.
Figure D-1A shows zoning for straight wingtips. Figure D-1B shows zoning for curved wingtips;
whose zones are similar to those of straight wingtips. The main difference is that Zone 1 on
curved wingtips extends from the outboard edge of the wing past the tangent point of the chord
and 0.5m inboard.
Figure D-1C shows zoning for winglets. Note that the winglet figure shows a flattened winglet.
Winglet classifications are very similar to those of curved wingtips. The main difference is that
Zone 1 extends from the outboard edge of the wing past the tangent point of the winglet and
0.5m inboard.
Figure D-1D shows zoning for tip tanks. The rule that applies to tip tanks is very similar to that
of the curved wing. The main difference is that Zone 1 extends 0.50m past the inboard edge of
the tip tank.

G3X Touch EFIS Part 23 AML STC Page D-1 Revision 2
Figure D-1 – Wingtip Zoning – Not Limited to VFR Operation
Aircraft Limited to VFR Operation

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

The landing gear is considered Zone 1A. The struts that connect the landing gear to the wings
are Zone 2A. Each side of landing gear is zoned individually. If there is a single strut connecting
the landing gear to the wing, then the inboard and outboard edges of the landing gear should be
used for zoning instead of using the connection point of the wing and the strut. In addition to the
zoning shown in Figure D-3, the zoning described for the fuselage and wings also applies. The
floats for a float-mounted fuselage have not been zoned because they do not influence the
zoning of the bottom of the fuselage. Neither the GTP 59 nor the GMU 11 can be mounted on
landing gear, including floats, or its struts. The floats for a float-mounted fuselage are not zoned
as they do not influence the zoning of the fuselage. Electronic hardware should not be mounted
on landing gear, including floats, or its struts.

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

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

Figure D-6 – Fuselage Zoning – Curved Lower Fuselage

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

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

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

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

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

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

The G5 requires pitot and static inputs for the altitude and airspeed functions. The G5 unit is
connected to the aircraft’s Pitot/Static system. See section 4.1.4 of the G5 EFI Part 23 AML
STC Installation Manual (190-01112-10) for details.

G3X Touch EFIS Part 23 AML STC Page E-1 Revision 2
E.2.2 Standby Battery
The G5 standby battery must be retained. The G5 has an externally mounted lithium-ion battery
that sustains the G5 standby display with up to 4 hours of emergency power.
E.2.3 GPS Source
The G5 as a standby flight display for G3X must have a GPS source other than from the GDU.
This must be either its own glareshield mounted GPS antenna (Garmin p/n 011-04036-00
connected using the 330-01754-00 TNC/BNC adaptor) or from a Garmin GTN 6XX/7XX, GNS
4XXW/5XXW, or GTX 3X5(R) with GPS option.
NOTE
If a previously installed G5 is connected to a GPS antenna mounted externally on the airframe,
that antenna must be disconnected when the G5 is used as a standby instrument for G3X. The
only acceptable GPS antenna for a G5 standby instrument is the glareshield mounted antenna.
E.3 Installation Guidance
The G5, when installed as a standby flight display, is to be installed within close proximity of the
G3X primary flight display. A maximum edge-to-edge distance between the G5 and a G3X PFD
should be no more than two inches. The G5 may be located above, below, or on either side of
the PFD. In dual display installations the standby instruments are required to be installed next
to the PFD only.
See Figure E-1 below for a typical example of an installation of a G5 and a G3X PFD.
Figure E-1 – G5 Standby Display Installation Guidance
E.4 Electrical Bonding and Connections

For new and existing G5 ADI installations, the following must be installed and complied with in
accordance with G5 EFI Part 23 AML STC Installation Manual (190-01112-10 Rev. 15 or later):

• Resistors on the CAN bus input and
• A diode on each power input
• Connection to a GPS antenna mounted externally on the airframe is prohibited for the
G5 standby instrument (reference section E.2.3 for acceptable GPS sources)
In addition to the above, a bonding strap must be installed as shown in Section 4.2.3 of this
manual.
E.5 Configuration
Under “Device Information” in G5 configuration mode, with the G3X system turned OFF, the
“Installation Type” must be configured as “G3X System Backup”. When configured as backup,
the V-speeds configured for G3X via the GDU will be automatically transferred to the G5
airspeed tape.
All other G5 configuration settings for an ADI installation should be done per the G5 EFI Part 23
AML STC Installation Manual (190-01112-10).

APPENDIX F Magnetic interference survey
F.1 Introduction
The magnetic interference survey is used to identify an aircraft location with acceptable levels of
magnetic interference to mount the GMU 11. This appendix describes the materials,
precautions, setup, and procedures required to successfully conduct the magnetic interference
survey.
F.2 Required Materials
The following items are required to complete the magnetic interference survey.
DC Power Source
To perform the magnetic interference survey, it is required to use a DC power source capable of
supplying 8-36 VDC/350 mA to the G3X GDU for test purposes.
GDU
A G3X GDU 4X0 is required to run the magnetic interference survey. Use normal aircraft power
to power the GDU or an external power source capable of providing 9-32VDC power.
Stopwatch or Watch with a Second Hand

During the survey test sequence, it is required to use a stopwatch, or watch with a second
hand, to measure the time for turning equipment on and off.
Magnetic Interference Survey Test Cable

To perform the magnetic interference survey, it is required to use a test cable fabricated by the
installer. Fabricate a test cable in accordance with Figure F-1. The CAN bus wiring can be
standard twisted pair copper wire (M27500).

G3X Touch EFIS Part 23 AML STC Page F-1 Revision 2
Figure F-1 – Magnetic Interference Test Harness
F.3 Conducting the GMU 11 Location Survey
This section describes the setup and procedure required to successfully complete the GMU 11
location survey using the G3X GDU.
F.3.1 Aircraft and GMU 11 Setup

Prepare the aircraft and GMU 11 for the location survey by completing the following steps:
1. Prepare a detailed survey sequence list with start and stop times for exercising all
aircraft components and devices that may affect the operation of the GMU 11
magnetometer through movement of ferrous metal parts or electrical inductance. Aircraft
components included on the list will vary depending on aircraft model. An example
survey sequence is provided below.
2. Position the aircraft in a magnetically quiet area. This step may involve repositioning
large metal objects including aircraft and ground support equipment away from the
survey area.
3. Position the GMU 11 in the aircraft location to be surveyed.
CAUTION
Do not permanently install the GMU 11 prior to successfully completing the GMU 11
location survey. A non-surveyed location may be unsuitable for permanent installation
and cause the GMU 11 to function incorrectly.

Table F-1 – Example Survey Sequence
Aircraft Reg.: _________________ Survey Data File Name: ___________________________________________
Elapsed Time Elapsed Time Action
(sec) (min:sec)
0 0:00 Test begins (calibration period – no activity permitted)
20 0:20 Calibration period ends
30 0:30 Aileron full right
40 0:40 Aileron full left
50 0:50 Aileron level
60 1:00 Rudder full right
70 1:10 Rudder full left
80 1:20 Rudder neutral
90 1:30 Elevators full up
100 1:40 Elevators full down
110 1:50 Elevators neutral
120 2:00 Flaps down
140 2:20 Flaps up
160 2:40 Landing gear up
180 3:00 Landing gear down
190 3:10 Speed brake up
200 3:20 Speed brake down
210 3:30 Navigation lights on
220 3:40 Navigation lights off
230 3:50 Landing lights on
240 4:00 Landing lights off
250 4:10 Taxi lights on
260 4:20 Taxi lights off
270 4:30 Air conditioning on
280 4:40 Air conditioning off
290 4:50 Landing lights and taxi lights on
300 5:00 Landing lights and taxi lights off
310 5:10 Strobes on
320 5:20 Strobes off
330 5:30 Recognition lights on
340 5:40 Recognition lights off
350 5:50 Turn on all wingtip lights simultaneously
360 6:00 Turn off all wingtip lights simultaneously
370 6:10 Beacon on
380 6:20 Beacon off
390 6:30 Autopilot engaged in a pitch and roll made (to engage servo clutches)
400 6:40 Autopilot disengaged
410 6:50 Pitot heat on
420 7:00 Pitot heat off
430 7:10 End of test
F.3.2 GDU Tool Setup Procedure and operation

Before beginning the survey, ensure that all items listed on the test sequence are in their pre-
exercise states (e.g. control surfaces neutral, flaps up, lights off). Perform the survey by
completing the following steps.
1. Apply power to the aircraft (master switch, avionics bus, etc.).
2. Connect the test harness to the GDU with 9-32 VDC/350mA limited power supply as
shown in Figure F-1 above.
3. Power on the GDU in configuration mode.
4. Navigate to the “Magnetometer” page.
5. Select “Interference Test…”.
6. Follow the instructions displayed on the GDU.
7. Select “Start” on the GDU.
8. Perform each exercise on the survey sequence sheet at its specified elapsed time and
duration. This will help ensure correct identification of magnetic field deviation sources
after the survey is complete.
9. Monitor the magnetic field deviation percentage throughout the survey. If deviation levels
exceed thresholds, mark the survey sequence exercises during which these deviations
occurred.
10. When all exercises in the survey sequence have been completed, the GDU status page
will display the worst-case percentage of magnetic interference and the time stamp at
which it occurred.
F.4 GDU Data Analysis
The GDU status page will display a “Test status:” of either “Pass” or “Fail” and the worst-case
percentage of magnetic interference and the time stamp at which it occurred. Use this time
stamp in conjunction with the completed survey sequence to determine the item that had the
highest magnetic interference.
If the test passes, then the location chosen for the test is acceptable for mounting the GMU 11.
No further testing is required.
If the test fails, the location chosen for the test should be considered unreliable until the source
of magnetic interference is identified and remedied. Compare the corresponding timestamp with
the prepared test sequence to identify which action produced the problem. If the source of the
magnet interference cannot be identified or remedied, a new location for testing should be
chosen. Repeat the test until a suitable location is found.

APPENDIX G Model Specific Data
This appendix provides the following information for every model listed on the AML:
• The lightning zoning figures from APPENDIX D that are applicable to a particular aircraft model.
• Suitable lightning zones for installation of the GTP 59 Temperature Probe and GMU 11 Magnetometer in a particular aircraft model. For
additional location and mounting information, refer to Section 4.11 for GTP 59 and Section 4.8 for GMU 11.
• Aircraft Models that require a fuel pressure check with reference to Section 3.4.4.
• Any notes related to a particular aircraft model.
Table G-1 –Aircraft Model Specific Data
Lightning Zone Type

(Ref. section 3.4.4)
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Aermacchi S.p.A F.260, F.260B, F.260C, F.260D, Zone 3,
Figure D-1, Zone 2A ALL
(Aermacchi S.p.A) [Siai F.260E, F.260F Figure D-4 Figure D-8
Figure D-3 [1] [2]
Marchetti]
Aermacchi S.p.A S.205-18/F, S.205-18/R, S.205-20/F, Zone 3,
Figure D-1, Zone 2A
(Aermacchi S.p.A) [Siai S.205-20/R, S.205-22/R, S.208, S.208A Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Marchetti]
Zone 3,
Aero Commander (Dynac 10, 10A, 100, 100A, 100-180 Figure D-1, Zone 2A
Aerospace Corp) [Volaire] Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Aeronautica Macchi AM-3
Aerfer (Aeronautica Zone 3,
Figure D-1, Zone 2A
Macchi S.p.A. & Aerfer- X Figure D-4 Figure D-8 ALL
Figure D-3 [1] [2]
Industrie Aerospaziali
Meridionali S.p.A.)
Alexandria Aircraft 14-19, 14-19-2, 14-19-3, 14-19-3A, 17- Zone 2A ALL (Except
(Alexandria Aircraft, LLC) 30, 17-31, 17-31TC X Not Allowed Figure D-4 Figure D-8 [8]
[1] [3] Wing) [5]
[Bellanca]
Alexandria Aircraft 17-30A, 17-31A, 17-31ATC Zone 2A ALL (Except
(Alexandria Aircraft LLC) Not Allowed Figure D-4 Figure D-8 [8]
[1] [3] Wing) [5]
[Bellanca]

G3X Touch EFIS Part 23 AML STC Page G-1 Revision 2
Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
American Champion 7ECA, 7GCAA, 7GCBC, 7KCAB Zone 3,
(American Champion Figure D-1 ALL (Except
Aircraft Corporation) Figure D-4 Figure D-8 Zone 2A [8]
[10] Wing) [5]
[1] [3]
American Champion 8KCAB, 8GCBC Zone 3,
(American Champion Figure D-1 ALL (Except
Aircraft Corporation) Figure D-4 Figure D-8 Zone 2A [8]
[10] Wing) [5]
[1] [3]
Aviat Aircraft, Inc. (Aviat A-1, A-1A, A-1B, A-1C-180, A-1C-200 Zone 3,
Aircraft, Inc.) [Sky
International] Figure D-1 Figure D-4 Figure D-8 Zone 2A ALL [8]
[1] [3]
Aviat Aircraft, Inc. (Aviat S-1S, S-1T, S-2, S-2A, S-2S,S-2B, S-2C Zone 3,
Aircraft, Inc.) [Sky ALL (Except
International] Not Allowed Figure D-4 Figure D-8 Zone 2A Figure D-4
Wing) [5]
[1] [2]
Bellanca (Bellanca Aircraft 14-13-2, 14-13-3W, 14-13-3, 14-13 Zone 3,
Corporation) Figure D-1 ALL (Except
Figure D-4 Figure D-8 Zone 2A
[10] Wing) [5]
[1] [3]
Boeing (The Boeing BC-1A, AT-6 (SNJ-2), AT-6A (SNJ-3), Zone 3,
Company) [Rockwell AT-6B, AT-6C (SNJ-4), AT-6D (SNJ-5), Figure D-1,
International] AT-6F (SNJ-6), SNJ-7, T-6G Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Cessna (Cessna Aircraft Cessna FR172E FR172F, FR172G, Zone 3,
Company) FR172H, FR172J, FR172K Figure D-1,
Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]
Cessna (Cessna Aircraft F172D, F172E, F172F, F172G, F172H, Zone 3,
Company) F172K, F172L, F172M, F172N, F172P, Figure D-1,
FP172D X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1] [2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Cessna (Cessna Aircraft F177RG Zone 3,
Company) Figure D-1,
Figure D-3
[1] [2]
Cessna (Cessna Aircraft F182P, F182Q, FR182 Zone 3,
Company) Figure D-1,
Figure D-3
[1] [2]
Commander (Commander 112, 112TC, 112B, 112TCA, 114, 114A, Zone 3,
Aircraft Corporation) 114B, 114TC Figure D-1,
[CPAC, Inc.] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Cub Crafters (Cub CC19-180 Zone 3,
Crafters Inc.) Figure D-1,
Figure D-3
[1].[2]
DeHavilland Support Beagle B.121 Series 1, Beagle B.121 Zone 3,
Limited Series 2, Beagle B.121 Series 3
X Figure D-1 Figure D-4 Figure D-8 Zone 2A ALL
[1].[2]
Diamond (Diamond DA 40F, DA 40 Must have Diamond
Aircraft Industries, Inc.) Figure D-1, Zone 3 Zone 3 SB OSB 40-004/3
Figure D-4 Figure D-8
Figure D-3 [4] [6] incorporated. [8] [9]
[11].
Diamond (Diamond DA20-A1, DA20-C1 Installation approved
Aircraft Industries, Inc.) Zone 3, for VFR operation
Zone 3 only. Interface to
Figure D-2, Zone 2A
Figure D-4 Figure D-8 resistive fuel
Figure D-3 [4] (fuselage quantity sensors is
only) [6] not approved in this
aircraft. [8] [9]
Discovery XL-2 Figure D-2, Zone 3
X Figure D-4 Figure D-8 ALL
Figure D-3 [4]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
EADS-PZL "Warszawa- PZL-104 WILGA 80, PZL-104M WILGA Zone 3,
Okecie" (EADS-PZL 2000, PZL-104MA WILGA 2000 Figure D-1,
"Warszawa-Okecie" S.A.) X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
EADS-PZL "Warszawa- PZL-KOLIBER 150A, Zone 3,
Okecie" (EADS-PZL Figure D-1,
"Warszawa-Okecie" S.A.) PZL-KOLIBER 160A X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Extra (Extra EA-300L, EA-300S, EA-300/200, EA- Zone 3, Interface to resistive
Flugzeugproduktions- und 300, EA 300/LC X ALL (Except fuel quantity sensors
Vertriebs- GmbH) Not Allowed Figure D-4 Figure D-8 Zone 2A
(/LC Only) Wing) [5] is not approved in
[1].[3] this aircraft. [8]
Found Brothers (Found FBA Centennial "100" Zone 3,

Brothers Aviation Limited) Figure D-1,
X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
FS2003 Corp. (FS 2003 PA-12, PA-12S Zone 3,
Corporation) [The New ALL (Except
Piper Aircraft, Inc.] X Not Allowed Figure D-4 Not Allowed Zone 2A [8]
Wing) [5]
[1].[2]
Fuji (Fuji Heavy FA-200-160, FA-200-180, FA-200-180AO Zone 3,
Industries, Ltd) Figure D-1,
Figure D-3
[1].[2]
Helio (Helio Aircraft, LLC) H-250, H-295 (USAF U-10D), HT-295, H- Figure D-1, Zone 3, H-800 only: Neither
391 (USAF YL-24), H-391B, H-395 Figure D-3 GMU 11, nor GTP
(USAF L-28A or U-10B), H-395A, H-700, Figure D-4 Figure D-8 Zone 2A ALL
(refer to 59 can be mounted
H-800 notes) [1].[2] on the aircraft wing.
Interceptor (Interceptor 200, 200A, 200B, 200C, 200D, 400 Zone 3,

Aircraft Inc) [Prop-Jets, X Figure D-1,
Inc.; Meyers] Figure D-4 Figure D-8 Zone 2A ALL
(400 Only) Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
JGS (JGS Properties, LLC 11E Zone 3,
) [Quartz Mountain Figure D-1,
Aerospace; Luscombe X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Aircraft] [1].[2]
Luscombe (Good 8A, 8B, 8C, 8D, 8E, 8F, 8, T-8F Zone 3,
Earthkeeping Organization Figure D-1,
Inc) Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Mooney (Mooney M20, M20A, M20B, M20C, M20D, M20E,
International Corporation) M20F, M20G, M20J, M20K, M20L, Zone 3,
[Mooney Aviation M20M, M20R, M20S
Figure D-1,
Company, Inc.; Mooney Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Airplane Co.; Mooney
Aircraft Corporation; [1].[2]
Aerostar Aircraft Corp]
Mooney (Mooney Aircraft M22 Zone 3,
Corporation) Figure D-1,
Figure D-3
[1].[2]
Nardi (Nardi S.A.) [Siai FN-333 Zone 3,
Marchetti] Figure D-1,
X Figure D-6 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Navion (Sierra Hotel Aero, Navion (L-17A), Navion A (L-17B, L- Zone 3,
Inc.) 17C), Navion B, Navion D, Navion E, Figure D-1,
Navion F, Navion G, Navion H Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Pacific Aerospace FBA-2C, FBA-2C1 (Bush Hawk), FBA- Zone 3,
Limited. (Pacific 2C2 (Bush Hawk XP) Figure D-1,
Aerospace Ltd.) [Found X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Aircraft Canada, Inc] [1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Piper Aircraft, Inc. (Piper PA-16, PA-16S Zone 3,
Aircraft, Inc.) Figure D-1,
Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-18, PA-18 “105”, PA-18 "125" (Army
Aircraft, Inc.) L-21A), PA-18S, PA-18S “105”, PA-18S
"125", PA-18AS "125", PA-18 "135" Zone 3,
(Army L-21B), PA-18A, PA-18A "135", Figure D-1,
PA-18S "135", PA-18AS "135", PA-18 Figure D-3
"150", PA-18A "150", PA-18S "150", PA- [1].[2]
18AS "150", PA-19 (Army L-18C), PA-
19S
Piper Aircraft, Inc. (Piper PA-20, PA-20S, PA-20 “115”, PA-20S Zone 3,
Aircraft, Inc.) “115” PA-20 “135”, PA-20S “135” Figure D-1,
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-22, PA-22-108, PA-22-135, PA-22S- Zone 3,
Aircraft, Inc.) 135, PA-22-150, PA-22S-150, PA-22- Figure D-1,
160, PA-22S-160 Figure D-4 Not Allowed Zone 2A ALL
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-24, PA-24-250, PA-24-260, PA-24- Zone 3,
Aircraft, Inc.) 400 Figure D-1,
Figure D-3
[1].[2]
Piper Aircraft, Inc. (Piper PA-28-140, PA-28-150, PA-28-151, PA-
Aircraft, Inc.) 28-160, PA-28-161, PA-28-180, PA-28- Zone 3,
235, PA-28S-160, PA-28R-180, PA-28S- Figure D-1, ALL
180, PA-28-181, PA-28R-200, PA-28R- Figure D-3
201, PA-28R-201T, PA-28RT-201, [1].[2]
PA-28RT-201T, PA-28-201T, PA-28-236
Piper Aircraft, Inc. (Piper PA-38-112 Zone 3,
Aircraft, Inc.) Figure D-1,
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Piper Aircraft, Inc. (Piper PA-32-260, PA-32-300, PA-32S-300, PA- Zone 3,
Aircraft, Inc.) 32R-300, PA-32RT-300, PA-32RT-300T,
Figure D-1, ALL
PA-32R-301(SP), PA-32R-301(HP), PA- Figure D-4 Figure D-8 Zone 2A
Figure D-3
32R-301T, PA-32-301, PA-32-301T, PA-
32-301FT, PA32-301XTC [1].[2]
Polskie Zaklady Lotnicze PZL M26 01 Zone 3,

Spolka zo.o (Polskie Figure D-1,
Zaklady Lotnicze Spolka X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
zo.o) [PZL MIELEC] [1].[2]
Revo, Inc. (Revo, Colonial C-1, Colonial C-2, Lake Model Zone 3,
Incorporated) [Lake] 250 Figure D-1,
Figure D-3
[1].[2]
SOCATA Morane Rallye 100S, Rallye 150ST, Rallye 150T, Zone 3,
Saulnier Rallye Rallye 235E, Rallye 235C, MS 880B, MS Figure D-1,
(SOCATA) [SOCATA - 885, MS 894A, MS 893A, MS 892A-150, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
Groupe Aerospatiale] MS 892E-150, MS 893E, MS 894E [1].[2]
Spartan Aircraft Spartan 7W Zone 3,
Company Figure D-1,
Figure D-3
[1].[2]
STOL (Sky Enterprises, RC-3 Zone 3,
Inc.) [Republic Sea-Bee] Figure D-1,
Figure D-3
[1].[2]
Swift (Swift Museum GC-1A, GC-1B Zone 3,
Foundation Inc.) [Globe Figure D-1,
Aircraft Company] Figure D-6 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Symphony Aircraft OMF-100-160, SA 160 Zone 3,
Industries Inc. Figure D-1,
(Symphony Aircraft X Figure D-4 Figure D-8 Zone 2A ALL [8] [9]
Figure D-3
Industries Inc.) [OMF] [1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation (Textron D17S (Army UC-43, UC-43B, Navy GB- Zone 3,
Aviation Inc.) [Beechcraft] 1, GB-2), SD17S Figure D-1,
Figure D-9 Figure D-8 Zone 2A ALL [8]
Figure D-3
[1].[2]
Textron Aviation (Textron G17S Zone 3,
Aviation Inc.) [Beechcraft] Figure D-1,
Figure D-3
[1].[2]
Textron Aviation (Textron 19A, B19, M19A, 23, A23, A23A, A23-19, Zone 3,
Aviation Inc.) [Beechcraft A23-24, B23, C23, A24, A24R, B24R, Figure D-1,
C24R Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation (Textron 35-33, 35-A33, 35-B33, 35-C33, 35- Vertical Tail
Figure D-8 Zone 3, Depiction in Figure
Aviation Inc.) [Beechcraft C33A, E33, E33A, E33C, F33, F33A,
Figure D-1, (refer to D-8 is applicable to
F33C, G33, H35, J35, K35, M35, N35, Figure D-4 Zone 2A ALL
Figure D-3 note both V sections of
P35, S35, V35, V35A, V35B, 36, A36,
column) [1].[2] the V tail.
A36TC, B36TC
Textron Aviation (Textron 35, A35, B35, C35, D35, E35, F35, G35 Zone 3, Vertical Tail
Figure D-8
Aviation Inc.) [Beechcraft Depiction in Figure
Figure D-1, (refer to
Figure D-4 Zone 2A ALL D-8 is applicable to
Figure D-3 note
both V sections of
column) [1].[2] the V tail.
Textron Aviation (Textron 45 (YT-34), A45 (T-34A, B-45), D45 (T- Zone 3,
Aviation Inc.) [Beechcraft 34B) Figure D-1,
Figure D-3
[1].[2]
Textron Aviation (Textron 77 Zone 3,
Aviation Inc.) [Beechcraft Figure D-1,
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
Textron Aviation Inc. 140A Zone 3,
(Textron Aviation Inc.) Figure D-1,
[Cessna Aircraft Company] X Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 120, 140 Zone 3,
[Cessna Aircraft Company] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 150, 150A, 150B, 150C, 150D, 150E, Zone 3,
(Textron Aviation Inc.) 150F, 150G, 150H, 150J, 150K, A150K, Figure D-1,
[Cessna Aircraft Company] 150L, A150L, 150M, A150M, 152, A152 Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Textron Aviation Inc. 170, 170A, 170B Zone 3,
Figure D-3
[1].[2]
(Textron Aviation Inc.) 172F (USAF T-41A), 172G, 172H (USAF Figure D-1,
[Cessna Aircraft Company] T-41A), 172I, 172K, 172L, 172M, 172N, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
172P, 172Q, 172R, 172S [1].[2]
Textron Aviation Inc. 175, 175A, 175B, 175C, P172D, R172E Zone 3,
(Textron Aviation Inc.) (USAF T-41B), (USAF T-41C or D),
Figure D-1, ALL
[Cessna Aircraft Company] R172F (USAF T-41D), R172G (USAF T- Figure D-4 Figure D-8 Zone 2A
Figure D-3
41C or D), R172H (USAF T-41D), R172J,
172RG, R172K [1].[2]
Textron Aviation Inc. 177, 177A, 177B Zone 3,

Figure D-3
[1].[2]
Textron Aviation Inc. 177RG Zone 3,
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
(Textron Aviation Inc.) 180F, 180G, 180H, 180J, 180K Figure D-1,
Figure D-3
[1].[2]
(Textron Aviation Inc.) 182F, 182G, 182H, 182J, 182K, 182L, Figure D-1,
[Cessna Aircraft Company] 182M, 182N, 182P, 182Q, 182R, 182S, Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
182T, R182, T182, TR182, T182T [1].[2]
(Textron Aviation Inc.) A185E, A185F Figure D-1,
Figure D-3
[1].[2]
Textron Aviation Inc. 190, 195 (LC-126A,B,C), 195A, 195B Zone 3,
Figure D-3
[1].[2]
Textron Aviation Inc. 206, P206, P206A, P206B, P206C,
(Textron Aviation Inc.) P206D, P206E, TP206A, TP206B, Zone 3,
[Cessna Aircraft Company] TP206C, TP206D, TP206E, U206, ALL
Figure D-1,
U206A, U206B, U206C, U206D, U206E, Figure D-4 Figure D-8 Zone 2A
Figure D-3
U206F, U206G, TU206A, TU206B,
TU206C, TU206D, TU206E, TU206F, [1].[2]
TU206G, 206H, T206H
Textron Aviation Inc. 210, 210A, 210B, 210C, 210D, 210E,
(Textron Aviation Inc.) 210F, T210F, 210G, T210G, 210H, Zone 3,
[Cessna Aircraft Company] T210H, 210J, T210J, 210K, T210K, Figure D-1, ALL
210L, T210L, 210M, T210M, 210N, Figure D-3
T210N, 210R, T210R, 210-5 (205), 210- [1].[2]
5A (205A)
Trident (Viking Air, Ltd.) TR-1 Zone 3,
Figure D-1,
Figure D-3
[1].[2]

Lightning Zone Type
[common name or
Appendix D) Wing
(Ref. Appendix D)
GMU 11 Location
GTP 59 Location
Check Required
previous make]
Lightning Zone
Lightning Zone
Airplane Model
(TCDS Holder)
Airplane Make
Fuel Pressure
Appendix D)
Designation
Empennage
Type (Ref.
Type (Ref.
Fuselage
Notes
True Flight Holdings LLC AA-1, AA-1A, AA-1B, AA-1C Zone 3,
(True Flight Holdings LLC) Figure D-1,
[American General] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
True Flight Holdings LLC AA-5, AA-5A, AA-5B, AG-5B Zone 3,
(True Flight Holdings LLC) Figure D-1,
[American General] Figure D-4 Figure D-8 Zone 2A ALL
Figure D-3
[1].[2]
Univair (Univair 108, 108-1, 108-2, 108-3, 108-5 Zone 3,
Corporation) [Stinson] Figure D-1,
Figure D-3
[1].[3]
WACO (The WACO YMF Zone 3,
Aircraft Company) Figure D-1,
Figure D-3
[1].[2]
Zenair (Zenair Ltd.) CH2000 Zone 3,
Figure D-1,
Figure D-3
[1].[2]
ZLIN Aircraft a.s. Z-242L, Z-143L Zone 3, Zone 3,

(ZLIN Aircraft a.s.) Figure D-1,
Figure D-4 Figure D-8 Zone 2A Zone 2A
[Moravan National Figure D-3
Corporation] [1].[2] [5] [7]
Notes:
[1] The GTP 59 cannot be installed on Zone 2A composite areas.
[2] The GTP 59 must be bonded to the aluminum skin. For details, refer to Section 4.11.
[3] The GTP 59 must be bonded to the metallic tube structure. For details, refer to Section 4.11.
[4] The GTP 59 must be isolated from the aircraft ground plane. For details, refer to Section 4.11.
[5] The GMU 11 must be bonded to the aircraft ground plane. For details, refer to Section 4.8.
[6] The GMU 11 must be isolated from the aircraft ground plane. For details, refer to Section 4.8.

[7] The GMU 11 may be mounted in the wingtip provided that certain criteria are met. For details, refer to Section 4.8.
[8] Nonmetallic aircraft.
[9] Remote LRUs must be installed on existing structure designated by aircraft manufacturer for avionics installation.
[10] Only for aluminum wings. Not allowed for wooden wings.
[11] With the exception of GTP 59, GMU 11, all other installed wires must be routed behind metallic substructure (i.e., routed behind instrument
panel/pedestal/circuit breaker panel, along lightning ground bar/strip, inside lightning ground tube, or along other airframe ground plane.


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Garmin G3X Touch

Electronic Flight Instrument System

190-02472-01 2019 Revision 2

Garmin International, Inc.

Garmin (Europe) Ltd.

Garmin AT, Inc.

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

1.2 STC Applicability

1.3 Acronyms and Abbreviations

AFCS: Aircraft Flight Control System ASI: Airspeed Indicator

Installation Manual 190-02472-01

Installation Manual 190-02472-01

1.4 System Overview

Installation Manual 190-02472-01

1.5 Reference Documents

Installation Manual 190-02472-01

Table 1-2 – Technical References

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Installation Manual 190-02472-01

Figure 1-6 – GMU 11 (Magnetometer)

Figure 1-7 – GTP 59 (Temperature Probe)

Installation Manual 190-02472-01

Figure 1-8 – GAD 27 (Electronic Adapter Unit)

Figure 1-9 – GAD 29B (ARINC 429 Adapter)

Installation Manual 190-02472-01

1.6.8.1.2 Oil Temperature Sensors

1.6.8.1.3 Manifold Pressure Sensors

1.6.8.1.5 Fuel Pressure Sensors

1.6.8.1.6 Fuel Flow Sensors

Installation Manual 190-02472-01

Table 1-3 – GDL 5XR Data Link Features and Functions

Figure 1-11 – GDL 52R

Installation Manual 190-02472-01

Figure 1-12 – GPS Antenna

Installation Manual 190-02472-01

Figure 1-13 – Example G3X Architecture

Installation Manual 190-02472-01

Installation Manual 190-02472-01

2.1 Installation Limitations

Installation Manual 190-02472-01

Installation Manual 190-02472-01

2.2 Operational Limitations

Installation Manual 190-02472-01

3.1 Materials and Parts

Table 3-1 – G3X System Kits and Optional LRUs

Installation Manual 190-02472-01

Table 3-2 – Equipment Connector & Installation Kits

3.2 Test Equipment