Garmin | G1000: Beechcraft King Air 200/B200 | Garmin G1000: Beechcraft King Air 200/B200 G1000/GFC700 System Maintenance Manual, King Air 200 Series (Contains ICA)

Garmin G1000: Beechcraft King Air 200/B200 G1000/GFC700 System Maintenance Manual, King Air 200 Series (Contains ICA)
G1000 / GFC 700
System Maintenance Manual
Hawker Beechcraft
Model 200/B200 Series King Air
Contains Instructions
For Continued Airworthiness
For STC SA01535WI-D
190-00915-01
January 2016
Revision 10
This page intentionally left blank.
© Copyright 2009-2016
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Olathe, KS 66062 USA
Telephone: 913-397-8200
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Phone: +44 (0) 23 8052 4000
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RECORD OF REVISIONS
Revision Revision Date
Description
Update for GMU 44 in horizontal stabilizer
8
6/5/13
Update for GRS 7800, GTX 3000, GTS Processor
9
2/21/14
Revised: Section 3 corrected typo discrepancies,
updated Clearing Default User Settings
procedure, add GDL69A Legacy and GDL69A
SXM software loading procedures. Section 4
10
1/31/16
updated bonding check and trim annunciator
check. Sections 7 and 8 minor procedural
clarifications.
ECO #
103013
111858
136545
DOCUMENT PAGINATION
Section
Table of Contents
Section 1
Section 2
Section 3
Section 4
Section 5
Section 6
Section 7
Section 8
Page A
Revision 10
Pagination
i – viii
1-1 – 1-6
2-1 – 2-20
3-1 – 3-72
4-1 – 4-42
5-1 – 5-96
6-1 – 6-24
7-1 – 7-68
8-1 – 8-15
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information which is subject to the Export Administration Regulations
(“EAR”) issued by the United States Department of Commerce (15 CFR, Chapter VII Subchapter C) and
which may not be exported, released or disclosed to foreign nationals inside or outside the United States
without first obtaining an export license. The preceding statement is required to be included on any and
all reproductions in whole or in part of this manual.
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.
CAUTION
The GDU lens is coated with a special anti-reflective coating that is very sensitive to skin oils, waxes and
abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE ANTI-REFLECTIVE
COATING. It is very important to clean the lens using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings.
IMPORTANT
All G1000 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.
Page B
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
TABLE OF CONTENTS
PARAGRAPH
PAGE
1
INTRODUCTION ............................................................................................................................ 1-1
1.1 CONTENT, SCOPE, PURPOSE ........................................................................................................ 1-1
1.2 ORGANIZATION............................................................................................................................ 1-3
1.3 DEFINITIONS/ABBREVIATIONS .................................................................................................... 1-4
1.4 PUBLICATIONS ............................................................................................................................. 1-5
1.5 REVISION AND DISTRIBUTION ..................................................................................................... 1-6
2
SYSTEM DESCRIPTION ............................................................................................................... 2-1
2.1 EQUIPMENT DESCRIPTIONS ......................................................................................................... 2-1
2.2 G1000 OPTIONAL INTERFACES .................................................................................................. 2-14
2.3 ELECTRICAL POWER DISTRIBUTION .......................................................................................... 2-15
2.4 PITOT/STATIC SYSTEM .............................................................................................................. 2-18
2.5 SHIELD BLOCK GROUNDS ......................................................................................................... 2-19
2.6 G1000 /GFC700 BLOCK DIAGRAM ........................................................................................... 2-19
3
G1000 CONTROL & OPERATION............................................................................................... 3-1
3.1 GDU 1040A AND GDU 1500 DISPLAYS...................................................................................... 3-1
3.2 GCU 477 - MFD CONTROLLER ................................................................................................... 3-3
3.3 GMC 710 - AFCS CONTROLS...................................................................................................... 3-3
3.4 GMA 1347D AUDIO PANEL ........................................................................................................ 3-4
3.5 G1000 NORMAL MODE................................................................................................................ 3-5
3.6 REVERSIONARY MODE ................................................................................................................ 3-6
3.7 CONFIGURATION MODE OVERVIEW ............................................................................................ 3-7
3.8 G1000 / GFC 700 SOFTWARE INFORMATION ............................................................................ 3-12
3.9 G1000 SOFTWARE/CONFIGURATION PROCEDURE .................................................................... 3-19
3.10
GDC 74B AIR DATA COMPUTER SOFTWARE/CONFIGURATION ............................................ 3-24
3.11
GDC 7400 AIR DATA COMPUTER SOFTWARE/CONFIGURATION........................................... 3-25
3.12
GDL 69A LEGACY SOFTWARE/CONFIGURATION ................................................................. 3-26
3.13
GDL 69A SXM SOFTWARE/CONFIGURATION ....................................................................... 3-27
3.14
GTS 820/850 TRAFFIC SYSTEM CONFIGURATION ................................................................. 3-28
3.15
GTS TRAFFIC PROCESSOR ..................................................................................................... 3-29
3.16
GTX 33/33D CONFIGURATION .............................................................................................. 3-30
3.17
GTX 3000 CONFIGURATION .................................................................................................. 3-31
3.18
GDL 59 WI-FI DATA LINK OPTION CONFIGURATION ........................................................... 3-32
3.19
GSR 56 SATELLITE RECIEVER WITH GDL 59 WI-FI DATA LINK OPTION CONFIGURATION . 3-33
3.20
GSR 56 SATELLITE RECIEVER STAND- ALONE OPTION CONFIGURATION ............................ 3-34
3.21
GRS 77 AHRS SOFTWARE/CONFIGURATION ........................................................................ 3-35
3.22
GRS 7800 AHRS SOFTWARE/CONFIGURATION .................................................................... 3-36
3.23
GWX 68 SOFTWARE/CONFIGURATION .................................................................................. 3-37
3.24
GWX 70 SOFTWARE/CONFIGURATION .................................................................................. 3-38
3.25
GMU 44 SOFTWARE/CONFIGURATION .................................................................................. 3-39
3.26
TAWS-A SUPPORT CONFIGURATION .................................................................................... 3-40
3.27
TAWS-A VOICE NO CALLOUT OPTION CONFIGURATION..................................................... 3-41
3.28
TAWS-A VOICE CALLOUT OPTION CONFIGURATION........................................................... 3-42
3.29
ADF OPTION CONFIGURATION .............................................................................................. 3-43
3.30
DME OPTION CONFIGURATION ............................................................................................. 3-44
3.31
RAD ALT OPTION CONFIGURATION ..................................................................................... 3-45
3.32
NON-GARMIN TRAFFIC SYSTEM OPTION CONFIGURATION .................................................. 3-48
3.33
LIGHTNING SYSTEM OPTION CONFIGURATION ..................................................................... 3-49
3.34
ESP SUPPORT (WITH AOA) OPTION CONFIGURATION .......................................................... 3-52
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page i
Revision 10
3.35
3.36
3.37
3.38
3.39
3.40
3.41
3.42
3.43
3.44
3.45
3.46
3.47
3.48
3.49
3.50
3.51
3.52
3.53
3.54
ESP SUPPORT (NO AOA) OPTION CONFIGURATION .............................................................. 3-53
POTS HANDSET CONFIGURATION ......................................................................................... 3-54
GSM 85A SERVO MOUNT CONFIGURATION.......................................................................... 3-55
GSM 86 SERVO MOUNT CONFIGURATION ............................................................................ 3-56
VERIFICATION OF SERVO MOUNT CONFIGURATION.............................................................. 3-57
FLITECHARTS CONFIGURATION............................................................................................. 3-58
OPTIONAL CHARTVIEW ENABLE ........................................................................................... 3-58
STANDARD TAWS-B ENABLE ............................................................................................... 3-59
OPTIONAL TAWS-A ENABLE ................................................................................................ 3-60
SUPPLEMENTAL DATABASE LOADING ................................................................................... 3-61
OPTIONAL SVS/PATHWAYS ENABLE ..................................................................................... 3-62
OPTIONAL ESP ENABLE ......................................................................................................... 3-63
SEARCH AND RESCUE ENABLE .............................................................................................. 3-64
OPTIONAL GARMIN TCAS I ENABLE (FROM GTS 825 TO GTS 855) .................................... 3-65
OPTIONAL GARMIN TCAS II ENABLE (FROM GTS 825 TO GTS 8000) ................................ 3-66
AIRCRAFT REGISTRATION NUMBER ENTRY .......................................................................... 3-67
V1 / V2 AIRSPEED OPTIONS ................................................................................................... 3-68
NAVIGATION DATABASE LOADING ....................................................................................... 3-69
CONFIGURATION OF NAVIGATION MAP FOR TRAFFIC SYSTEM............................................. 3-70
CLEARING DEFAULT USER SETTINGS AND SPLASH SCREEN LOADING ................................. 3-70
4
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS........................................................ 4-1
4.1 AIRWORTHINESS LIMITATIONS ................................................................................................... 4-1
4.2 SERVICING INFORMATION ........................................................................................................... 4-2
4.3 MAINTENANCE INTERVALS ......................................................................................................... 4-5
4.4 VISUAL INSPECTION .................................................................................................................. 4-12
4.5 ELECTRICAL BONDING TEST ..................................................................................................... 4-17
4.6 GRS 77 OR GRS 7800 EARTH MAGNETIC FIELD UPDATES ...................................................... 4-20
4.7 GSA 80 GREASING PROCEDURE ................................................................................................ 4-20
4.8 FLAPS-IN-MOTION DISCRETE INPUT CHECK .............................................................................. 4-21
4.9 GSM 85A/GSM 86 SLIP CLUTCH TORQUE CHECK PROCEDURE .............................................. 4-22
4.10
G1000 REDUNDANT CONNECTION CHECK ............................................................................ 4-26
4.11
ENGINE DATA CHECK ............................................................................................................ 4-29
4.12
TRIM ANNUNCIATOR CHECK ................................................................................................. 4-32
4.13
G1000 MISCOMPARE CHECKS ............................................................................................... 4-33
4.14
NOSE AVIONICS COMPARTMENT FANS OPERATIONAL CHECK ............................................. 4-35
4.15
INSTRUMENT PANEL FANS OPERATIONAL CHECK ................................................................ 4-35
4.16
STANDBY BATTERY PERIODIC CHECKS ................................................................................. 4-36
4.17
POWER BUS CHECK ............................................................................................................... 4-39
4.18
EXTERIOR SKIN INSPECTION AROUND ANTENNAS ................................................................ 4-40
5
TROUBLESHOOTING ................................................................................................................... 5-1
5.1 G1000 ALERTING SYSTEM .......................................................................................................... 5-2
5.2 SYSTEM ANNUNCIATIONS ........................................................................................................... 5-5
5.3 200/B200 SPECIFIC ALERTS ...................................................................................................... 5-28
5.4 TAWS TROUBLESHOOTING ....................................................................................................... 5-29
5.5 SYNTHETIC VISION AND PATHWAYS TROUBLESHOOTING ........................................................ 5-30
5.6 GFC 700 AFCS TROUBLESHOOTING ......................................................................................... 5-33
5.7 BACKUP COMMUNICATIONS PATH CHECKS .............................................................................. 5-46
5.8 GDU 104X TROUBLESHOOTING ................................................................................................ 5-47
5.9 GDU 104X ALERTS ................................................................................................................... 5-49
5.10
GIA 63 TROUBLESHOOTING .................................................................................................. 5-57
5.11
GIA ALERT MESSAGES .......................................................................................................... 5-59
5.12
GEA TROUBLESHOOTING ...................................................................................................... 5-66
Page ii
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.13
5.14
5.15
5.16
5.17
5.18
5.19
5.20
5.21
5.22
5.23
5.24
5.25
5.26
5.27
5.28
5.29
6
GTX TROUBLESHOOTING ...................................................................................................... 5-67
GDL 69A OR GDL69A SXM TROUBLESHOOTING ................................................................ 5-68
GRS 77 OR GRS 7800 AND GMU 44 TROUBLESHOOTING .................................................... 5-70
GDC 74B/GDC 7400 TROUBLESHOOTING ............................................................................ 5-76
GWX 68 OR GWX 70 TROUBLESHOOTING............................................................................ 5-77
GMC 710 TROUBLESHOOTING .............................................................................................. 5-78
GCU 477 TROUBLESHOOTING ............................................................................................... 5-79
SOFTWARE/CONFIGURATION TROUBLESHOOTING ................................................................ 5-80
BACKSHELL/BACKPLATE CONNECTORS ................................................................................ 5-82
STANDBY ATTITUDE INDICATOR TROUBLESHOOTING .......................................................... 5-89
STANDBY AIRSPEED INDICATOR TROUBLESHOOTING........................................................... 5-89
STANDBY ALTIMETER TROUBLESHOOTING ........................................................................... 5-90
SAFE FLIGHT LIFT COMPUTER TROUBLESHOOTING .............................................................. 5-90
GDL 59 TROUBLESHOOTING ................................................................................................. 5-92
GSR 56 TROUBLESHOOTING .................................................................................................. 5-93
GTS 820/850 TROUBLESHOOTING ......................................................................................... 5-93
GTS TRAFFIC PROCESSOR TROUBLESHOOTING .................................................................... 5-94
EQUIPMENT REMOVAL & INSTALLATION .......................................................................... 6-1
6.1 GDU 1040A/1500........................................................................................................................ 6-2
6.2 GMA 1347D AUDIO PANEL ........................................................................................................ 6-2
6.3 GIA 63W INTEGRATED AVIONICS UNITS .................................................................................... 6-3
6.4 GEA 71 ENGINE/AIRFRAME UNIT ............................................................................................... 6-3
6.5 GTX 33( ) OR GTX 3000 TRANSPONDER .................................................................................... 6-4
6.6 GDC 74B/GDC 7400 AIR DATA COMPUTER .............................................................................. 6-4
6.7 GTP 59 OAT PROBE .................................................................................................................... 6-5
6.8 GRS 77 OR GRS 7800 AHRS ...................................................................................................... 6-5
6.9 GMU 44 MAGNETOMETER .......................................................................................................... 6-5
6.10
GDL 69A OR GDL 69A SXM .................................................................................................. 6-7
6.11
GSA 80 SERVOS ....................................................................................................................... 6-7
6.12
GSM 85A/86 SERVO GEARBOX ............................................................................................... 6-8
6.13
GCU 477 .................................................................................................................................. 6-8
6.14
GMC 710 ................................................................................................................................. 6-9
6.15
GWX 68 OR GWX 70............................................................................................................... 6-9
6.16
CONFIGURATION MODULES ................................................................................................... 6-10
6.17
GEA 71 BACKSHELL THERMOCOUPLE REMOVAL & REPLACEMENT .................................... 6-13
6.18
GPS/WAAS ANTENNAS ........................................................................................................ 6-14
6.19
DIVERSITY TRANSPONDER ANTENNA.................................................................................... 6-14
6.20
IRIDIUM ANTENNA ................................................................................................................. 6-14
6.21
WI-FI ANTENNA ..................................................................................................................... 6-15
6.22
SIGNAL CONDITIONERS.......................................................................................................... 6-15
6.23
INSTRUMENT PANEL ANNUNCIATORS (PROP SYNCH AND STANDBY BATTERY) .................. 6-16
6.24
L-3 AVIONICS (BF GOODRICH) PS-835(C OR D MODEL) EMERGENCY BATTERY ................ 6-16
6.25
STANDBY AIRSPEED INDICATOR............................................................................................ 6-16
6.26
STANDBY ALTIMETER ............................................................................................................ 6-17
6.27
STANDBY ATTITUDE INDICATOR ........................................................................................... 6-18
6.28
GIA COOLING FANS ............................................................................................................... 6-18
6.29
GDU COOLING FANS ............................................................................................................. 6-20
6.30
GTS 820/850 TRAFFIC UNIT .................................................................................................. 6-20
6.31
GPA 65 PA/LNA UNIT .......................................................................................................... 6-20
6.32
GA 58 TRAFFIC ANTENNAS ................................................................................................... 6-21
6.33
GDL 59 WI-FI DATALINK ...................................................................................................... 6-21
6.34
GSR 56 SATELLITE RECEIVER ............................................................................................... 6-22
6.35
GTS TRAFFIC PROCESSOR ..................................................................................................... 6-22
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Page iii
190-00915-01
Revision 10
6.36
GRA 5500 RADAR ALTIMETER.............................................................................................. 6-23
7
G1000 EQUIPMENT CONFIGURATION & TESTING ............................................................. 7-1
7.1 GDU 1040/1500 MFD & PFD ..................................................................................................... 7-1
7.2 GMA 1347D AUDIO PANEL ........................................................................................................ 7-3
7.3 GIA 63W INTEGRATED AVIONICS UNIT...................................................................................... 7-6
7.4 GEA 71 ENGINE/AIRFRAME UNIT ............................................................................................... 7-9
7.5 GTX 33( ) OR GTX 3000 TRANSPONDER .................................................................................. 7-12
7.6 GDC 74B OR GDC 7400 AIR DATA COMPUTER ....................................................................... 7-13
7.7 GRS AHRS / GMU 44 MAGNETOMETER .................................................................................. 7-18
7.8 GDL 69A OR GDL 69A SXM DATA LINK ................................................................................ 7-26
7.9 GSA 80 SERVOS ........................................................................................................................ 7-26
7.10
GCU 477 FMS CONTROLLER ................................................................................................ 7-27
7.11
GMC 710 AFCS CONTROLLER .............................................................................................. 7-29
7.12
GWX 68 OR GWX 70 WEATHER RADAR .............................................................................. 7-30
7.13
NON-GARMIN TRAFFIC SYSTEM FUNCTIONAL CHECK.......................................................... 7-31
7.14
STORMSCOPE FUNCTIONAL CHECK ....................................................................................... 7-32
7.15
TAWS FUNCTIONAL CHECK.................................................................................................. 7-34
7.16
FLITECHARTS FUNCTIONAL CHECK ...................................................................................... 7-37
7.17
CHARTVIEW FUNCTIONAL CHECK ........................................................................................ 7-38
7.18
SAFETAXI FUNCTIONAL CHECK ............................................................................................ 7-39
7.19
DME FUNCTIONAL CHECK .................................................................................................... 7-40
7.20
ADF FUNCTIONAL CHECK ..................................................................................................... 7-41
7.21
GRA 5500 RADAR ALTIMETER FUNCTIONAL CHECK ........................................................... 7-41
7.22
NON-GARMIN RADAR ALTIMETER CHECK (OPTIONAL) ....................................................... 7-41
7.23
WEIGHT ON WHEELS AND LOW SPEED AWARENESS BAND CHECK ...................................... 7-42
7.24
RVSM CHECKS ...................................................................................................................... 7-43
7.25
SAFE FLIGHT LIFT COMPUTER GROUND CALIBRATION ........................................................ 7-49
7.26
ESP FUNCTIONAL CHECK ...................................................................................................... 7-57
7.27
GTS TRAFFIC SYSTEM FUNCTIONAL CHECK ......................................................................... 7-61
7.28
ACTIVATION OF GARMIN CONNEXT ...................................................................................... 7-63
7.29
GDL 59 WI-FI DATA LINK FUNCTIONAL CHECK .................................................................. 7-65
7.30
GSR 56 SATELLITE RECEIVER FUNCTIONAL CHECK ............................................................. 7-66
7.31
SEARCH AND RESCUE FUNCTIONAL CHECK .......................................................................... 7-67
8
SYSTEM RETURN TO SERVICE PROCEDURE ...................................................................... 8-1
8.1 BACKUP PATH SYSTEM TESTING................................................................................................. 8-1
8.2 GFC 700 GROUND CHECKOUT .................................................................................................... 8-9
8.3 MAINTENANCE RECORDS .......................................................................................................... 8-14
Page iv
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
LIST OF ILLUSTRATIONS
FIGURE
PAGE
Figure 2-1, Display Units ........................................................................................................................... 2-2
Figure 2-2, Audio Panel ............................................................................................................................. 2-3
Figure 2-3, AFCS Controller ..................................................................................................................... 2-3
Figure 2-4, FMS Controller ....................................................................................................................... 2-4
Figure 2-5, Transponder............................................................................................................................. 2-4
Figure 2-6, GIA unit .................................................................................................................................. 2-5
Figure 2-7, GEA unit ................................................................................................................................. 2-6
Figure 2-8, Air Data Computer .................................................................................................................. 2-7
Figure 2-9, OAT probe .............................................................................................................................. 2-7
Figure 2-10, AHRS .................................................................................................................................... 2-8
Figure 2-11, Magnetometer ....................................................................................................................... 2-8
Figure 2-12, GDL 69A/69A SXM Datalink .............................................................................................. 2-9
Figure 2-13, GDL 59 Wi-Fi Datalink ........................................................................................................ 2-9
Figure 2-14, GSR 56 Satellite Receiver ................................................................................................... 2-10
Figure 2-15, GTS 820/850 Traffic System .............................................................................................. 2-10
Figure 2-16, GTS Traffic Processor ......................................................................................................... 2-11
Figure 2-17, Weather Radar ..................................................................................................................... 2-11
Figure 2-18, Servo ................................................................................................................................... 2-11
Figure 2-19, GRA 5500 Radar Altimeter................................................................................................. 2-12
Figure 2-20, 200/B200 Electrical Distribution (Post G1000 STC) .......................................................... 2-16
Figure 2-21, G1000 Component Power Sources...................................................................................... 2-17
Figure 2-22, Pitot/Static System (Post G1000 STC)................................................................................ 2-18
Figure 2-23, G1000/GFC 700 Block Diagram......................................................................................... 2-19
Figure 3-1, GDU 1040A Control Interface ................................................................................................ 3-1
Figure 3-2, GDU 1500 Control Interface ................................................................................................... 3-2
Figure 3-3, G1000 Softkeys ....................................................................................................................... 3-2
Figure 3-4, MFD Controls (GCU 477 shown) ........................................................................................... 3-3
Figure 3-5, AFCS Controls (GMC 710 shown) ......................................................................................... 3-3
Figure 3-6, GMA 1347D Controls ............................................................................................................. 3-4
Figure 3-7, Normal Mode .......................................................................................................................... 3-5
Figure 3-8, Automatic Reversion with MFD failure ................................................................................. 3-6
Figure 3-9, Manual Reversion with pilot PFD failure .............................................................................. 3-6
Figure 3-10, SET>ACTV Diagram........................................................................................................... 3-8
Figure 3-11, Loss of Communication ....................................................................................................... 3-9
Figure 3-12, Configuration Status............................................................................................................. 3-9
Figure 3-13, Data Transmission Indicators ............................................................................................... 3-9
Figure 3-14, G1000 LRU Configuration File Storage ............................................................................ 3-17
Figure 3-15, GRS/GDC Configuration Settings Storage ........................................................................ 3-18
Figure 3-16, Software/Configuration Overview ..................................................................................... 3-19
Figure 3-17, Airframe Options ................................................................................................................ 3-21
Figure 3-18, Propeller Options ................................................................................................................ 3-21
Figure 3-19, Configuration/Software Load Page .................................................................................... 3-22
Figure 3-20, Stormscope Configuration Page ......................................................................................... 3-50
Figure 3-21, Stormscope Configuration.................................................................................................. 3-50
Figure 3-22, Servo Mount Configuration Verification ............................................................................ 3-57
Figure 3-23, Supplemental Database Synchronization ............................................................................ 3-61
Figure 3-24, Aircraft Registration ............................................................................................................ 3-67
Figure 3-25, Navigation Database Synchronization ................................................................................ 3-69
Figure 4-1, GIA I/O Page........................................................................................................................ 4-21
Figure 4-2, Discrete Indications ............................................................................................................... 4-21
Figure 4-3, GFC Status Page................................................................................................................... 4-22
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page v
Revision 10
Figure 4-4, GFC Status Page................................................................................................................... 4-23
Figure 4-5, Ambient Temperature Conversion Chart .............................................................................. 4-30
Figure 4-6, Standby Battery ..................................................................................................................... 4-36
Figure 4-7, Power Supply Connection .................................................................................................... 4-38
Figure 4-8, Exterior Skin Inspection Around Antennas.......................................................................... 4-41
Figure 5-1, AUX – System Status Page .................................................................................................... 5-1
Figure 5-2, Alerts & Annunciations .......................................................................................................... 5-2
Figure 5-3, ADVISORY Softkey Annunciation ....................................................................................... 5-2
Figure 5-4, System Annunciations ............................................................................................................ 5-5
Figure 5-5, AFCS Annunciation Field .................................................................................................... 5-33
Figure 5-6, GFC Status Page ................................................................................................................... 5-34
Figure 5-7, Magnetometer Interference Test .......................................................................................... 5-73
Figure 5-8, GIA 63W Backplate Connectors .......................................................................................... 5-82
Figure 5-9, GEA 71 Backplate Connectors ............................................................................................ 5-83
Figure 5-10, GMA 1347D Backplate Connectors................................................................................... 5-83
Figure 5-11, GTX 33/33D Backplate Connectors................................................................................... 5-83
Figure 5-12, GTX 3000 Connectors (P3301 and P3302) ......................................................................... 5-84
Figure 5-13, GDU 1040A/1500 Backshell Connector (P10401 or P15001)........................................... 5-84
Figure 5-14, GRS 77 Backshell Connector (P771) ................................................................................. 5-84
Figure 5-15, GRS 7800 Backshell Connector (P78001) .......................................................................... 5-84
Figure 5-16, GDC 74B Backshell Connector (P74B1) ........................................................................... 5-85
Figure 5-17, GDC 7400 Mating Connector (P74001) ............................................................................ 5-85
Figure 5-18, GDL 69A/GDL 69 SXM Backplate Connector (P69A1) .................................................. 5-85
Figure 5-19, GCU 477 Backshell Connector (P4751) ............................................................................ 5-85
Figure 5-20, GMC 710 Backshell Connector (P7101)............................................................................ 5-85
Figure 5-21, GWX 68 Backshell Connector (P681) ............................................................................... 5-86
Figure 5-22 GWX 70 Backshell Connector (P751) ................................................................................ 5-86
Figure 5-23, GTS 820/850 Mating Connectors (P8001 and P8002) ....................................................... 5-86
Figure 5-24, GTS 820/850 Mating Connector (P8003) .......................................................................... 5-86
Figure 5-25 GTS Processor Connector (P8001) ..................................................................................... 5-86
Figure 5-26, GPA 65 Mating Connector (P651) ..................................................................................... 5-87
Figure 5-27, Signal Conditioner (1PVIB1 and 2PVIB1) ........................................................................ 5-87
Figure 5-28, GDL 59 Mating Connector (1P591)................................................................................... 5-87
Figure 5-29, GSR 56 Mating Connector (1P561) .................................................................................... 5-87
Figure 5-30, GRA 5500 Connector (P55001) ......................................................................................... 5-88
Figure 6-1, Servo Gear ............................................................................................................................... 6-8
Figure 6-2, Configuration Module Installation ....................................................................................... 6-10
Figure 6-3, GRS 7800 Configuration Module Installation ...................................................................... 6-11
Figure 6-4, GEA Backshell Thermocouple............................................................................................. 6-13
Figure 6-5, GIA Cooling Fan Installation ................................................................................................ 6-19
Figure 6-6, GIA Cooling Fan Inlet Duct Installation ............................................................................... 6-19
Figure 7-1, G1000 Normal Mode Check .................................................................................................. 7-2
Figure 7-2, Marker Beacon Symbology .................................................................................................... 7-4
Figure 7-3, AUX – GPS STATUS Page (MFD) ....................................................................................... 7-6
Figure 7-4, Normal Engine Instrument Markings (MFD) ........................................................................ 7-9
Figure 7-5, Aircraft Registration.............................................................................................................. 7-12
Figure 7-6, Engine Run-Up Test Page ..................................................................................................... 7-24
Figure 7-7, Normal Mode AHRS Check ................................................................................................ 7-25
Figure 7-8, Low Speed Awareness Band Symbolization........................................................................ 7-42
Figure 7-9, RVSM Critical Region .......................................................................................................... 7-44
Figure 7-10, Dial Indicator ...................................................................................................................... 7-45
Figure 7-11, Static Port Measurement ..................................................................................................... 7-45
Figure 7-12, Static Port Measurement locations ...................................................................................... 7-46
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Figure 7-13, Static Port Measurement Log .............................................................................................. 7-46
Figure 7-14, C-05606-1 Lift Computer.................................................................................................... 7-54
Figure 7-15, Breakout Box ...................................................................................................................... 7-55
Figure 7-16, Force Applicator Usage Instructions ................................................................................... 7-56
Figure 7-17, GTS 820/850 or GTS Processor GND TEST softkey ......................................................... 7-61
Figure 7-18, GSR56 Configuration Page ................................................................................................. 7-66
Figure 7-19, AUX-TELEPHONE page ................................................................................................... 7-66
Figure 8-1, GDU Data Verification (ARINC 429) .................................................................................... 8-6
Figure 8-2, GIA Data Verification (ARINC429/RS-232).......................................................................... 8-7
Figure 8-3, GIA Data Verification (RS-485) ............................................................................................. 8-8
Figure 8-4, Pre-Flight Test ........................................................................................................................ 8-9
LIST OF TABLES
TABLE ................................................................................................................................................ PAGE
Table 1-1, G1000 System Software Version ............................................................................................ 1-1
Table 1-2, Required Documents ............................................................................................................... 1-5
Table 1-3, Reference Publications ............................................................................................................ 1-6
Table 4-1, Maintenance Intervals.............................................................................................................. 4-5
Table 4-2, Discontinued Maintenance Intervals ..................................................................................... 4-11
Table 4-3, Nose Section Visual Inspection Procedure ............................................................................ 4-12
Table 4-4, Nose Avionics Compartment Visual Inspection Procedure .................................................. 4-12
Table 4-5, Pilot’s Compartment Visual Inspection Procedure................................................................ 4-13
Table 4-6, Instrument Panel G1000 Equipment Visual Inspection Procedure ....................................... 4-13
Table 4-7, Cabin Area Visual Inspection Procedure ............................................................................... 4-15
Table 4-8, Rear Fuselage and Empennage Visual Inspection Procedure ................................................ 4-16
Table 4-9, Lightning Strike Inspection Procedure ................................................................................... 4-17
Table 4-10, Measured Torque ................................................................................................................. 4-24
Table 4-11, GSM 85A/GSM 86 Slip Clutch Torque Settings ................................................................ 4-25
Table 4-12, Engine Data Check Test Equipment ..................................................................................... 4-29
Table 4-13, Oil Pressure Indication Test Points....................................................................................... 4-29
Table 4-14, ITT Indication Test Points .................................................................................................... 4-30
Table 4-15, Torque Indication Test Points............................................................................................... 4-31
Table 4-16, Standby Battery Required Equipment .................................................................................. 4-36
Table 5-1, SVS Troubleshooting ............................................................................................................. 5-30
Table 5-2, SVS-Related Alert Messages................................................................................................. 5-30
Table 5-3, AFCS Annunciation Troubleshooting ................................................................................... 5-31
Table 5-4, AFCS General Troubleshooting ............................................................................................ 5-32
Table 5-5, Magnetometer Interference Test Sequence ........................................................................... 5-74
Table 6-1, Configuration Module Kit – 011-00979-00 ........................................................................... 6-10
Table 6-2, GRS 7800 Configuration Module Parts.................................................................................. 6-11
Table 6-3, Thermocouple Kit (011-00981-00) ....................................................................................... 6-13
Table 7-1, Fuel Flow Indication Test Equipment .................................................................................... 7-10
Table 7-2, Fuel Flow Test Points ............................................................................................................. 7-10
Table 7-3, Oil Pressure Indication Test Equipment ................................................................................. 7-11
Table 7-4, Oil Pressure Test Points.......................................................................................................... 7-11
Table 7-5, Air Data System Test ............................................................................................................. 7-15
Table 7-6, Vertical Speed Table ............................................................................................................. 7-17
Table 7-7, Required GRS/GMU Calibrations ......................................................................................... 7-19
Table 7-8, RVSM Required Avionics ...................................................................................................... 7-43
Table 7-9, In-Flight Altitude Hold Performance Test .............................................................................. 7-48
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1
INTRODUCTION
1.1
Content, Scope, Purpose
This document provides Instructions for Continued Airworthiness (ICA) for the Garmin G1000
Integrated Flight Deck including the GFC700 Automatic Flight Control System (AFCS) as installed in
the Hawker Beechcraft Model 200/B200 series King Air, under STC SA01535WI-D. This document
satisfies the requirements for continued airworthiness as defined by 14 CFR Part 23.1529 and Appendix
G. Information in this document is required to maintain the continued airworthiness of the G1000 and
GFC700.
1.1.1
Applicability
This document applies to all Model 200/B200 series King Air aircraft equipped with the G1000 and
GFC700 AFCS systems.
Modification of an aircraft by this Supplemental Type Certificate (STC) obligates the aircraft operator to
include the maintenance information provided by this document in the operator’s Aircraft Maintenance
Manual and the operator’s Aircraft Scheduled Maintenance Program.
Aircraft modified by this STC have been shown to qualify for operation in Reduced Vertical Separation
Minimum (RVSM) airspace as a group aircraft in accordance with Title 14 of the Code of Federal
Regulations (14 CFR) Part 91, Appendix G, “Operations in Reduced Vertical Separation Minimum
(RVSM) Airspace”, and Federal Aviation Administration (FAA) Document No. 91-RVSM, Change 2
dated 2/10/2004, “Guidance Material On The Approval Of Operators/Aircraft For RVSM Operations”.
This qualification is based on analysis of the configuration and performance of the air data, automatic
altitude control, altitude alerting, and altitude reporting systems. These systems must be maintained in
accordance with the inspections and tests specified in this document and other current maintenance
practices to guarantee continued compliance to RVSM specifications.
1.1.2
Identifying an STC Configuration
Table 1-1 lists the G1000 System Software Version numbers approved for this STC.
Table 1-1, G1000 System Software Version
Aircraft Model
G1000 System
Software Version
Notes
200/B200 Series King Air
0985.01
superseded
200/B200 Series King Air
0985.02
Updated GDU and GIA software
200/B200 Series King Air
0985.03
Updated GDU and GIA software
200/B200 Series King Air
0985.04
Updated GDU and GIA software
200/B200 Series King Air
0985.06
Updated GDU and GRS software
200/B200 Series King Air
0985.07
Updates and adds various G1000
LRU hardware and software
200/B200 Series King Air
0985.08
Updated GDU, GTX, GRS and
GDL69A SXM software.
Updated GIA software
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 1-1
Revision 10
This STC allows multiple configurations for the King Air 200/B200 series. The correct configuration for
a particular aircraft is loaded by choosing the applicable airframe/engine/propeller configuration. Refer
to Table 6 of the General Arrangement Drawing, Garmin Part Number 005-00421-03, for configuration
information for eligible engine and propeller combinations.
IMPORTANT!
If the technician is unsure of an aircraft’s STC configuration, perform the following:
After acknowledgement of the splash screen, use the FMS knob on the GCU 477 controller to go to the
AUX – SYSTEM STATUS page on the MFD. In the AIRFRAME section (upper right corner,) the
display shows the current G1000 airframe configuration and system software version number. The
airframe configuration is shown in the AIRFRAME field and the system software version number is
shown in the following format: ‘SYS SOFTWARE VERSION XXXX.XX’. It correlates to the software
image used to load the software to the system:
EXAMPLE:
System Software Version ‘0985.01’ = Software Image P/N 006-B0985-01
Restart the MFD in configuration mode (see section 3.7) and use the FMS knob on the GCU 477
controller to go to the GDU-AIRFRAME CONFIGURATION page. In the AIRFRAME section (upper
right corner), verify the correct configuration for SERIES, ENGINE and PROP.
EXAMPLE:
For a configuration that loaded “King Air B200 PT6A-42” with a “McCauley 3-BLADE” propeller, the
AIRFRAME section should display:
SERIES:
ENGINE:
PROP:
Page 1-2
Revision 10
B200
PT6A-42
MCCAULEY 3
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
1.2
Organization
The following outline briefly describes the organization of this manual:
Section 2: System Description
Provides a complete description of the type design change associated with installing the G1000 integrated
cockpit system in the 200/B200 Series King Air. An overview of the G1000 and GFC 700 system
interface is also provided.
Section 3: G1000 Control & Operation
Presents basic control and operation information specifically tailored to maintenance practices. Basic
G1000 Configuration Mode operation is also described.
Section 4: Instructions for Continued Airworthiness
Provides maintenance instructions for continued airworthiness of the G1000 and GFC 700 systems.
Section 5: Troubleshooting
Provides troubleshooting information to aid in diagnosing and resolving potential problems with the
G1000 and GFC 700 systems.
Section 6: G1000 Equipment Removal & Replacement
Gives instructions for the removal and replacement of G1000 and GFC700 equipment.
Section 7: G1000 Equipment Configuration & Testing
Gives instructions for loading software, configuring, and testing of G1000 equipment.
Section 8: System Return to Service Procedure
Specifies return-to-service procedures to be performed upon completion of maintenance of the G1000
system.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
1.3
Definitions/Abbreviations
ADF:
Automatic Direction Finder
ADTS: Air Data Test Set
AFCS: Automatic Flight Control System
AFM: Airplane Flight Manual
AFMS: Airplane Flight Manual Supplement
AHRS: Attitude Heading Reference System
CDU:
Control Display Unit
CFR:
Code of Federal Regulations
DME: Distance Measuring Equipment
EAU:
Engine/Airframe Unit
ESP
Electronic Stability and Protection
GPS:
Global Positioning System
GPWS: Ground Proximity Warning System
HSDB: High-Speed Data Bus (Ethernet)
IAU:
Integrated Avionics Unit
ICS:
Inter-Com System
ITT:
Interstage Turbine Temperature
LRU:
Line Replaceable Unit
MFD: Multi-Function Display
OAT:
Outside Air Temperature
PFD:
Primary Flight Display
RVSM: Reduced Vertical Separation Minimum
STBY: Standby
STBY ATT:
Standby Attitude Indicator
STBY ALT:
Standby Altimeter
STBY A/S:
Standby Airspeed Indicator
STC:
Supplemental Type Certificate
TAWS: Terrain Awareness & Warning System
WAAS: Wide Area Augmentation System
VHF:
Very High Frequency
1.3.1
Units of Measure
Unless otherwise stated, all units of measure are English units.
Page 1-4
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
1.4
Publications
The following documents are required by this maintenance manual to perform maintenance. It is the
responsibility of the owner / operator to ensure latest versions of these documents are used during
operation, servicing or maintenance of the airplane.
Table 1-2, Required Documents
Part Number
Garmin Document
005-00421-00
Master Drawing List, Garmin G1000/GFC 700 in Hawker Beechcraft Model 200/B200
Series King Air
005-W0025-00
Wiring Diagram, G1000/GFC 700 King Air 200/B200
005-00421-03
General Arrangement, G1000/GFC700 AFCS King Air 200/B200 Series
005-00421-32
GWX Radar Install, King Air 200/B200
005-00421-33
Antenna Install, King Air 200/B200
005-00421-30
Main Instrument Panel Installation, King Air 200/B200
005-00421-34
Electrical Equipment Install, Nose Bay, King Air 200/B200
005-00421-35
Roll Servo Install, w/GSM 85A King Air 200/B200
005-00421-36
Yaw Servo Install, w/GSM 85A King Air 200/B200
005-00421-37
Pitch Servo Install, w/GSM 85A King Air 200/B200
005-00421-38
Pitch Trim Servo Install, w/GSM 85A King Air 200/B200
005-00421-39
Magnetometer Install, King Air 200/B200
005-00421-40
OAT Sensor Install, King Air 200/B200
005-00421-41
Transponder Install, King Air 200/B200
005-00421-42
Datalink Install, King Air 200/B200
005-00421-45
Roll Servo Install, w/GSM 86 King Air 200/B200
005-00421-46
Yaw Servo Install, w/GSM 86 King Air 200/B200
005-00421-47
Pitch Servo Install, w/GSM 86 King Air 200/B200
005-00421-48
Pitch Trim Servo Install, w/GSM 86 King Air 200/B200
005-00421-51
Wire Harness Installation, Nose, King Air 200/B200
005-00421-52
Wire Harness Installation, Cabin, King Air 200/B200
005-00421-53
Wire Harness Installation, Tail, King Air 200/B200
005-00421-54
Control Wheel Modification, King Air 200/B200
005-00421-55
Overhead Control Panel Modification, King Air 200/B200
005-00421-31
Pedestal Re-Configuration, King Air 200/B200
005-00421-56
Circuit Breaker Panel Modification, King Air 200/B200
005-00421-58
Glareshield Lighting Modification, King Air 200/B200
005-00421-A9
Optional Equipment Install, Tail Shelf, King Air 200/B200
Hawker Beechcraft Document
101-590010-39
Beech Super King Air 200 and 200T Wiring Diagram Manual
101-590010-133
Super King Air Wiring Diagram Manual
101-590010-161
Super King Air Wiring Diagram Manual
101-590010-19
Super King Air 200 Series Maintenance Manual
101-590010-453
Super King Air 200 Series Airworthiness Limitations Manual
101-590097-13
98-39006
King Air Series Component Maintenance Manual
Structural Inspection and Repair Manual
Other Documents
85-292-1-1033
9016182
TP-336
Signal Conditioner Installation Manual (Meggitt/Vibro-Meter)
Mid-Continent Instruments - Installation Manual and Operating Instructions,
4200 Series Attitude Indicator
L-3 Avionics Systems – Emergency Power Supply Installation Manual, PS-835
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 1-5
Revision 10
The following publications are recommended to be on hand during the performance of maintenance
activities.
Table 1-3, Reference Publications
Part Number
Garmin Document
190-00915-02
Airplane Flight Manual Supplement, G1000, Hawker Beechcraft 200, 200C,
B200, B200C King Air
190-00929-01
G1000 Cockpit Reference Guide for the Beechcraft 200/B200
190-00355-04
GDL 69 Series SiriusXM Satellite Radio Activation Instructions
190-00907-00
G1000/G1000H System Maintenance Manual (Standard
Piston/Turboprop/Helicopter)
190-00303-72
GSA8X/GSM85(A) Installation Manual
190-00303-83
GSM 86 Servo Gear Box Installation Manual
190-00313-63
GMU 44 Installation Location Magnetic Interference Survey Procedure
190-00313-12
Circular Connector (and Configuration Module) Installation Instructions
Generic installation manuals for individual Garmin LRUs are also available through the ‘Dealer Resource
Center’ section of the Garmin web site; refer to Section 1.5 for details.
1.5
Revision and Distribution
This document is required for maintaining the continued airworthiness of the aircraft. When this
document is revised, every page will be revised to indicate current revision level.
Garmin Dealers may obtain the latest revision of this document on the Garmin Dealer Resource Center
website.
Owner/operators may obtain the latest revision of this document from the https://fly.garmin.com/ Support
page, or by contacting a Garmin dealer, contacting Garmin Product Support at 913-397-8200, toll free
866-739-5687, or using around the world contact information on https://fly.garmin.com/.
A Garmin Service Bulletin describing the revision to this document will be sent to Garmin dealers if the
revision is determined to be significant.
Page 1-6
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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2
SYSTEM DESCRIPTION
2.1
2.1.1
Equipment Descriptions
GFC 700 Operation
The GFC 700 is a fail-passive digital flight control system composed of multiple G1000 LRUs and
servos. The following functions are provided by the GFC 700 in this installation:

Flight Director

Autopilot

Pitch Trim

Yaw Damper

Electronic Stability and Protection (optional)
Flight Director:
The Flight Directors operate within the GIA 63Ws and use data from the G1000 system, including air,
attitude and flight data, to calculate commands for display to the pilot and for the Autopilot. Flight
director command bars and mode annunciations are sent to the PFDs through a high-speed Ethernet
connection for display to the pilot and copilot. The flight directors operate independently of the autopilot
and allow the pilot to hand-fly the command bars, if desired. The GMC 710 allows the pilot to switch the
active director between flight director #1 (GIA1) and flight director #2 (GIA2).
Autopilot:
The autopilot operates within one high-speed GSA 80 servo (pitch trim) and three GSA 80 servos (pitch,
roll and yaw). Flight director data is processed within the servos and turned into aircraft flight control
surface commands. The autopilot cannot operate unless the flight director is engaged.
Manual Electric Trim:
When the autopilot is not engaged, the pitch trim servo may be used to provide a Manual Electric Pitch
Trim (MEPT) function. This allows the pilot or co-pilot to adjust pitch trim from the PITCH TRIM
switch on the control wheel in lieu of using the elevator trim wheel. Trim speeds are scheduled to provide
easier control over a wide speed or configuration range. The PITCH TRIM switch is split into two halves.
The left half arms MEPT. The right half controls direction. Both halves must be actuated at the same time
to command the pitch trim servo to operate. If only one half of the PITCH TRIM switch is actuated for
more than 3 seconds, a red PTRM message will appear on the PFDs.
Yaw Damper:
The yaw damper reduces Dutch roll tendencies and coordinates turns. It can operate independently of the
autopilot and may be used during normal hand-flight maneuvers.
Electronic Stability and Protection:
Electronic Stability and Protection (ESP) is an optional function that is intended to assist the pilot in
maintaining the airplane in a safe flight condition within the aircraft flight envelope. This envelope is
defined by pitch, roll, and airspeed. This feature is only active when in flight and the autopilot is off.
There are two versions of the ESP option available: ESP with Angle of Attack (AOA) modes and ESP
without Angle of Attack (AOA) modes. The ESP option with AOA modes requires a new lift computer.
The ESP option without AOA modes uses the existing lift computer.
Underspeed Protection:
Underspeed Protection (USP) is available when the optional ESP system is installed and the autopilot is
on. It is designed to discourage aircraft operation below minimum established airspeeds. When the
aircraft decelerates to stall warning, the autopilot will provide input causing the aircraft to pitch down and
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
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Revision 10
wings to level. The pitch down force will continue until the aircraft reaches a pitch attitude at which IAS
equals the IAS at which stall warning turns off, plus two knots.
2.1.2
GDU 1040A PFD (2) & GDU 1500 MFD
Two Garmin GDU 1040A displays and one GDU 1500 display are installed in the King Air instrument
panel. The GDU 1040A units, 10.4 inch LCD displays with 1024x768 resolution, are configured as PFD
1 and PFD 2; the GDU 1500 unit, a 15 inch LCD display with 1024x768 resolution, is configured as a
MFD. All displays provide control and display of nearly all functions of the G1000 integrated cockpit
system. The PFD displays are located on either side of the MFD, with the stand-by instruments located
between the Pilot’s PFD (PFD 1) and the MFD. GMA 1347D Audio Panels are located outboard of each
PFD. Additionally, a GMC 710 AFCS Controller is located in the upper instrument panel, above the
MFD, and a GCU 477 is installed in the pedestal. The GCU 477 provides the control interface for the
MFD.
The GDU 1500 communicates with the GDU 1040A units, GDL 69A datalink, GWX68 or GWX 70
weather radar, optional GDL59 Wi-Fi datalink and optional GTS 820/850 or GTS Processor traffic
through a high-speed data bus (HSDB) Ethernet connection. The GDU 1500 communicates with the
GCU 477 via RS-232 digital interface.
The GDU 1040A units communicate with each other and the GIA 63W units through a high-speed data
bus (HSDB) Ethernet connection.
PFD 1 receives primary electrical power from the new Essential Bus and secondary electrical power from
Dual Fed Bus No. 1. PFD 2 receives electrical power from Dual Fed Bus No. 2. Electrical power to the
MFD is also provided by the Essential Bus. The displays will power-up immediately with external or
aircraft power or battery operation.
All displays are installed in the King Air panel using ¼-turn fasteners. Three CDU cooling fans are also
installed behind the panel for PFD and MFD cooling.
Figure 2-1, Display Units
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2.1.3
GMA 1347D Audio Panel (2)
The Garmin GMA 1347D Audio Panel integrates NAV/COM digital audio, intercom system and marker
beacon controls. The 200/B200 installation includes two GMA 1347D panels. The GMA 1347D panels
provide control of all cockpit intercom/mic systems as well as NAV/COM/ILS audio. The units also
provide display reversion mode control through a large red button. Warning and alert audio received by
the GMA 1347Ds is processed by and received from the GIA 63W Integrated Avionics Units (IAUs).
Electrical power to GMA 1 is provided from the Essential bus. Electrical power to GMA 2 is provided
from Avionics Bus No. 1. GMA 1 will be powered immediately with external or aircraft power or battery
operation. GMA 2 will operate after selecting Avionics Master on. The GMA 1347D units interface
with the existing marker beacon antenna, as well as existing mic and phone jacks and oxygen mask mic.
Figure 2-2, Audio Panel
2.1.4
GMC 710 AFCS Control Unit
The dedicated AFCS controls on the GMC 710 allow crew control interface with the various GFC 700
autopilot / flight director functions. GMC 710 controls are discussed in detail in the G1000/King Air
200/B200 Series Cockpit Reference Guide. The GMC 710 is powered by Dual Fed Bus No. 1.
Figure 2-3, AFCS Controller
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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2.1.5
GCU 477 FMS Control Unit
The GCU 477 functions as the primary control interface to the GDU 1500 MFD. The GCU 477 provides
alphanumeric, softkey, and flight planning function keys used to interface with the G1000; the MFD does
not possess any knobs or controls other than softkeys. The GCU 477 is powered by the Essential Bus.
The GCU 477 also provides the crew with the added functionality of tuning their receivers via the GCU
as well as the PFD. Detailed instructions regarding the controls are discussed in the G1000 Cockpit
Reference Guide.
Figure 2-4, FMS Controller
2.1.6
Transponder (2)
The Garmin GTX 33( ) or GTX 3000 transponders communicates with the on-side GIA 63W through RS232 digital interface. This STC installation allows for installation of two GTX 33/ non-diversity
transponders, two GTX 33D diversity transponders, or one of each type. This STC installation also
allows for installation of two GTX 3000 diversity transponders. Mixing between the GTX 33 and GTX
3000 transponders is not permissible. Additionally, for TCAS II operations, the GTX 3000 transponder
communicates with the GTS Processor through ARINC 429 digital interfaces (transmit and receive).
The transponder units are mounted under the floor in the cabin just aft of fuselage station 246.750 or on
the upper avionics equipment shelf in the tail section of the airplane.
Power is provided by the No. 1 GTX from the Essential Bus. The No. 2 GTX is powered from the
Avionics Bus No. 1. All GTX transponders (non-diversity and diversity) interface with a transponder
antenna mounted to the bottom of the fuselage. Each GTX diversity transponder (GTX33D and GTX
3000) interfaces to a transponder antenna mounted to the top of the fuselage.
GTX 3000
GTX 33()
Figure 2-5, Transponder
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190-00915-01
2.1.7
GIA 63W Integrated Avionics Unit (2)
Two Garmin GIA 63W Integrated Avionics Units (IAUs) contain the VHF COM/NAV receivers, WAAS
GPS receiver, Flight Director, and system integration microprocessors. The GIAs also serve as a
communication interface to all other G1000 LRUs in the system. Each GIA 63W communicates directly
with the on-side GDU 1040A display using a HSDB Ethernet connection. Both GIAs are located
remotely in the nose equipment bay.
GIA 1 receives primary electrical power from the Essential Bus and a secondary electrical power supply
from Dual Fed Bus No.1. GIA 2 receives electrical power from Dual Fed Bus No. 2. The GIA 1’s
COMM power supply (COMM 1) is provided by the Essential Bus. GIA 2’s COMM power supply
(COMM 2) is provided by Avionics Bus No. 1. Therefore, both GIAs power-up immediately with
external or aircraft power or battery operation, with the exception of COMM 2 operation which will
become active after selection of Avionics Master on.
Both GIA 63Ws interface to the following equipment:

Existing VOR/LOC/Glideslope Antenna System

Existing VHF COM #1 & #2 Antennas

GA 36 and GA 37 GPS/WAAS Antennas

GMA 1347D, #1 & #2

GEA 71, #1 & #2

GDU 1040A, #1 & #2

GSA 80

GRS 77 or GRS 7800, #1 & #2

Traffic System (if installed)
The GIA 63W #1 interfaces to the following additional equipment:

GDC 74B #1

GTX 33( ) or GTX 3000 #1

DME 42 (if installed)

GSR 56 (if installed per stand-alone configuration)
The GIA 63W #2 interfaces to the following additional equipment:

GDC 74B #2

GTX 33 ( ) or GTX 3000 #2

ADF (if installed)

Stormscope (if installed)

Radar Altimeter (if installed)
Figure 2-6, GIA unit
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
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2.1.8
GEA 71 Engine/Airframe Unit (2)
The Garmin GEA 71 Engine/Airframe Units provide engine/airframe data to the G1000 system. Data
received from transducers/sensors is processed and sent to GIA 63Ws (via RS-485 digital interface), and
subsequently to the GDU 1500 MFD. Engine parameters are normally displayed on the MFD. In the
event of MFD failure, the engine parameters can be displayed on PFD 1 and/or PFD 2 using display
reversion. The GEAs are located behind the instrument panel and is mounted in a vertical orientation.
Electrical power to GEA 1 is provided from Dual Fed Bus No. 1 and to GEA 2 from Dual Fed Bus No. 2.
Both GEA units will power-up immediately with external or aircraft power or battery operation.
NOTE
On serial numbers BB-1484, 1486 and subsequent, the electrical system includes the L
ENG INSTR and R ENG INSTR buses which (after this STC) are powered from Dual Fed
Bus No. 1 and No. 2 respectively. On these aircraft, GEA 1 receives power from Dual Fed
Bus No. 1 via the L ENG INSTR bus and GEA 2 receives power from Dual Fed Bus No.
2 via the R ENG INSTR bus.
Each GEA interfaces to the following sensors for its onside engine:

Oil Pressure Sensor

Oil Temperature Sensor

Fuel Flow Sensor (via onside Signal Conditioner)

Turbine Speed Sensor (via onside Signal Conditioner)

Propeller Speed Sensor(via onside Signal Conditioner)

Torque Sensor

Interstage Turbine Temperature (ITT) Sensor
Figure 2-7, GEA unit
Page 2-6
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2.1.9
Digital Air Data Computer (2)
The Garmin GDC 74B or GDC 7400 air data computers compile information from the pitot/static system
and various outside air temperature (OAT) and awareness sensors and provide digital air data
computations to the G1000 system. The GDC communicates with the GIA 63W, GDU 1040A, and GRS
77/7800 using ARINC 429 digital interface. The unit is mounted behind the instrument panel. GDC 1
receives primary electrical power from the Essential Bus and a secondary power supply from Dual Fed
Bus No. 1. GDC 2 receives power from Dual Fed Bus No. 2. GDC 1 and GDC 2 connect to existing
pitot/static ports. Refer to Figure 2-22 for a schematic of the aircraft’s pitot/static system and its
connections to the G1000 STC installed equipment.
IMPORTANT!
Aircraft modified by this STC are eligible to be approved for RVSM operation.
RVSM critical maintenance instructions contained in this document must be followed
in order to guarantee performance within RVSM specifications.
GDC 74B
GDC 7400 (optional)
Figure 2-8, Air Data Computer
2.1.10 OAT Probe (2)
The Garmin GTP 59 OAT Probes provide the GDC 74B or optional GDC7400 with air temperature data.
The OAT probes are mounted to the bottom of the fuselage at F.S. 113.5.
Figure 2-9, OAT probe
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Revision 10
2.1.11
Attitude & Heading Reference System (2)
The Garmin GRS 77 AHRS or GRS 7800 AHRS units provide attitude and heading information to the
G1000 system. The units, mounted in the nose equipment bay, contain advanced tilt sensors,
accelerometers, and rate sensors. The unit interfaces with the Garmin Air Data Computers and GMU44
Magnetometer and utilizes GPS signals from the GIA 63Ws. Actual attitude and heading information is
sent using ARINC 429 digital interface to both GDU 1040As and GIA 63Ws. The GRS interfaces with
and provides power to the GMU 44 Magnetometer. The GRS supplies attitude and heading information
directly to the PFDs, MFD, and GIAs. The #2 GRS AHRS units can provide heading data to an approved
third party TCAS II device through an ARINC 429 digital interface.
Additionally, the GRS 7800 AHRS provides heading with or without the aiding of the Garmin GMU 44
magnetometer. When operating without the aid of the magnetometer, the GRS 7800 is functionally
similar to that of a Directional Gyro.
GRS 1 receives primary electrical power from the Essential Bus and a secondary power supply from the
Dual Fed No. 1 Bus. GRS 2 receives electrical power from Dual Fed No. 2 bus.
GRS 77
GRS 7800
Figure 2-10, AHRS
2.1.12
GMU 44 Magnetometer (2)
The GMU 44 provides horizontal and vertical magnetic field information to the GRS AHRS. This allows
heading to be calculated and provides assistance during AHRS alignment. The GMU 44 units are
mounted in the tailcone or in the horizontal stabilizer. The 011-00870-20 GMU 44 units may only be
installed in the horizontal stabilizer. The GMU 44 units were modified to account for low clearance
installations and have a 90-degree pig-tail harness versus the straight harness on the 011-08870-10 GMU
44 units. The units receive power directly from the GRS units and communicate with the GRS units via
RS-485 digital interface.
GMU 44 -00 & -10 Unit
GMU 44 -20 Unit
Figure 2-11, Magnetometer
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2.1.13
GDL 69A/69A SXM Datalink
The GDL 69A/69A SXM provides the interface to the GWX 68 or GWX 70 weather radar and optional
GDL59 Wi-Fi datalink by acting as a communications hub between the MFD and GWX 68/GWX 70 and
GDL 59 via HSDB. The GDL 69A/69A SXM also provides SiriusXM Radio weather and music
entertainment through means of a dedicated satellite data link. The GDL 69A/69A SXM is mounted
behind the instrument panel. Power to the GDL 69A/69A SXM is received from the Avionics No. 2 bus.
The GDL 69A/69A SXM sends weather data through the HSDB bus to the MFD, where the data link
interface is controlled. Digital audio is sent directly to the GMA 1347D Audio Panel.
Optional remote control (GRC 10) and remote control transceiver (GRT 10) may be interfaced with the
GDL 69A/69A SXM. Installation of the GRC 10 and GRT 10 is in accordance with Garmin STC
SA01487SE or other approved data. Refer to the approved Instructions for Continued Airworthiness
information for these units. It is recommended that GRT 10 be powered from the Entertainment Bus.
Figure 2-12, GDL 69A/69A SXM Datalink
2.1.14
GDL 59 Wi-Fi Datalink (optional)
The GDL 59 provides a POTS (plain old telephone service) phone interface and a high speed data link
between the aircraft systems and ground computers while the aircraft is on the ground using the IEEE
802.11g (“Wi-Fi”) protocol. The GDL 59 also provides the interface to an optional GSR 56 satellite
datalink, which adds airborne low speed data link and voice communication capability. The GDL 59 unit
interfaces to the Garmin Integrated Flight Deck via the GDL69A using HSDB. The GDL 59 is located in
the aft cabin floor area, just forward of the cabin door or on the upper avionics equipment shelf in the tail
section. The GDL 59 is powered from the Avionics No. 2 bus.
Figure 2-13, GDL 59 Wi-Fi Datalink
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Revision 10
2.1.15
GSR 56 Satellite Receiver (optional)
The GSR 56 provides airborne low speed data link and voice communication capability to Garmin
Integrated Flight Deck installations. The GSR 56 contains a transceiver that operates on the Iridium
Satellite network. The GSR 56 interfaces directly to the GDL 59 via an RS-232 interface or may be
installed as a stand-alone unit with an interface to GIA #1. The GSR 56 is located in the aft cabin floor
area, just forward of the cabin door or on the upper avionics equipment shelf in the tail section. The GSR
56 is powered from the Avionics No. 2 bus. With relocation to the tail section, the GSR 56 has an
internal heater powered from the Avionics No. 2 bus.
Figure 2-14, GSR 56 Satellite Receiver
2.1.16 GTS 820/850 Traffic System (optional)
The GTS 820/850 is a traffic surveillance system that uses active interrogation of Mode S and Mode C
transponders to provide traffic advisories to the pilot. The GTS 820 is a TAS unit; the GTS 850 is a
TCAS I unit. The installation includes a top directional antenna (GA 58) paired with a GPA 65 power
amplifier / low noise amplifier (PA/LNA) unit and a bottom, unamplified GA 58 antenna. The GTS
820/850 is located in the nose avionics bay on the top, left shelf. The GPA 65 is located in the left
sidewall area, just in front of the most forward cabin window. The GTS 820/850 traffic system is
powered from the Avionics No. 2 bus.
Figure 2-15, GTS 820/850 Traffic System
2.1.17 GTS Traffic Processor
The GTS Traffic Processor is a microprocessor-based Line Replaceable Unit that uses active
interrogations of Mode S and Mode A/C transponders to provide Traffic Advisories and Resolution
Advisories (GTS 8000 only) to the pilot. When installed, the GTS Processor can be configured as TAS
(GTS 825), TCAS I (GTS 855), or TCAS II (GTS 8000). The GTS traffic processor is installed in the
nose avionics bay. The GTS interfaces to the GA58 traffic antennas which are mounted on the upper and
lower fuselage. The GTS traffic processor also interfaces with the GTX 3000 through ARINC 429 digital
data lines. The GTS traffic processor is powered from the Avionics No. 2 Bus.
Page 2-10
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Figure 2-16, GTS Traffic Processor
2.1.18
Weather Radar
The GWX 68 or optional GWX 70 Airborne Weather Radar provides weather radar data output to the
GDU 1500 MFD. The GWX is mounted forward of the forward bulkhead at F.S. 30. Power to the GWX
is received from the Avionics No. 1 bus. Data received from the GWX is routed through the GDL 69A
data link unit to the MFD via high-speed data bus (Ethernet).
Figure 2-17, Weather Radar
2.1.19
GSA 80 Servos and GSM 85A/86 Servo Gearboxes (4)
The Garmin GFC 700 AFCS uses GSA 80 high torque servos to automatically control aircraft pitch, roll,
yaw damper/turn coordination and pitch trim. The pitch trim variant of the GSA 80 is a high speed servo
actuator. The GSA 80 contains a motor-control and monitor circuit board, as well as a solenoid and a
brushless DC motor. The GSA 80 servo receives serial RS-485 data packets from the GIA 63Ws. The
roll servo is located in the forward cabin lower fuselage at F.S. 185. The pitch, yaw, and pitch trim servos
are located in the tail. Power to the servos is received from the avionics No. 2 bus. All servos mount to a
Garmin GSM 85A or GSM 86 Servo Gearbox. The GSM 85A/86 is responsible for transferring the
output torque of the GSA 80 servo actuators to the mechanical flight control surface linkage. The GSM
85A has a slip clutch that can be adjusted to a desired torque value. The GSM 86 has a clutch cartridge
that cannot be adjusted to a different torque value.
Figure 2-18, Servo
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2.1.20
GRA 5500 Radar Altimeter
The GRA 5500 Garmin Radar Altimeter is designed to calculate the height Above Ground Level (AGL)
of the aircraft which is displayed on the PFDs. For King Air installations, the GRA 5500 is configured to
output the value height Above Ground Level to the pilot through the GDU. The GRA interfaces to the
existing radar altimeter antennas and GIA #2 via the ARINC 429 digital bus. The GRA 5500 is located
below the lower avionics equipment shelf in the tail section. The GRA 5500 is powered from the No. 2
Avionics Bus.
Figure 2-19, GRA 5500 Radar Altimeter
2.1.21
Garmin G36 and 37 GPS/WAAS Antennas
This installation uses one G36 GPS/WAAS antenna and a G37 GPS/WAAS/XM antenna. The antennas
are located in the upper, forward cabin, at F.S. 152.
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2.1.22
Signal Conditioner (2)
Each GEA 71 receives signals from its on-side engine turbine speed sensor, propeller speed sensor and
fuel flow sensors via a Meggitt (Vibro-Meter) Signal Conditioner. This unit converts the signals from the
engine sensors to a signal usable by the GEA 71. These units are installed behind the instrument panel.
Electrical power to the No. 1 Engine Signal Conditioner is provided from Dual Fed Bus No. 1 and to the
No. 2 Engine Signal Conditioner from Dual Fed Bus No. 2. Both signal conditioners will power-up
immediately with external or aircraft power or battery operation.
NOTE
On serial numbers BB-1484, 1486 and subsequent, the electrical system includes the L
ENG INSTR and R ENG INSTR buses which (after this STC) are powered from Dual Fed
Bus No. 1 and No. 2 respectively. On these aircraft, the No. 1 Engine Signal Conditioner
receives power from Dual Fed Bus No. 1 via the L ENG INSTR bus and the No. 2 Engine
Signal Conditioner receives power from Dual Fed Bus No. 2 via the R ENG INSTR bus.
2.1.23 Standby Airspeed Indicator
A Standby Airspeed indicator, Aerosonic part number 25030-0184, is installed between PFD 1 and the
MFD. Due to varying airspeed marking requirements, four marking options are used. To determine the
appropriate option for a specific aircraft configuration, refer to the General Arrangement drawing, Garmin
Document 005-00421-03. The standby airspeed indicator does not require electrical power for normal
operation except for internal instrument lighting, which is powered from Dual Fed No. 1 Bus and the
emergency standby battery. This unit is connected to the right-hand pitot/static system.
2.1.24 Standby Altimeter
A standby altimeter, Aerosonic part number 16650-1172, or Thommen part number
3A43.22.35F.28.1.FU, is installed between PFD 1 and the MFD. This unit incorporates a vibrator to
ensure accurate display altitude information. The vibrator is powered by the new Standby Instrument Bus
and the emergency standby battery. Internal lighting of this unit is powered from Dual Fed No. 1 Bus and
the emergency standby battery. This unit is connected to the right-hand static system.
2.1.25 Standby Attitude Indicator
The Mid-Continent Model 4200-11 Electric Attitude Indicator is used as the standby attitude indicator. It
is connected to the new Standby Instrument Bus and the emergency standby battery. Gyro power and
internal lighting of this unit is powered from Dual Fed No. 1 Bus and the emergency standby battery.
2.1.26
L-3 PS-835 (C or D Model) Emergency Standby Battery
In the event of loss of all normal electrical power, the battery is designed to provide 24 Vdc (nominal)
emergency power source for the following items:




standby attitude indicator (operation and internal lighting)
standby altimeter (vibrator and internal lighting)
standby airspeed indicator (lighting only)
pilot side glareshield lighting
The aircraft power buss provides a trickle charge to the PS-835 under normal conditions. This battery is
installed in the nose avionics bay. It is controlled using the standby battery switch indicator on the
instrument panel.
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Page 2-13
Revision 10
2.1.27
Safe Flight Lift Computer
For the optional Electronic Stability and Protection (ESP) feature with Angle Of Attack modes, a new
Safe Flight lift computer, part number C-05606-1, that is a direct replacement for the existing lift
computer is installed to provide an additional Low Airspeed Awareness (LAA) output to support the
Angle of Attack modes of Electronic Stability and Protection. The lift computer is located in the same
location as the original lift computer, under the forward cabin floor. Note: this unit is not used for the
“ESP – no AOA” option.
2.2
G1000 Optional Interfaces
Optional equipment interfaces include L-3 WX-500 Stormscope, traffic systems, radar altimeter, ADF
systems and DME systems. The G1000 also provides a general purpose ARINC bus for use with third
party entertainment and cabin equipment. Refer to wiring diagram listed in Table 1-2, for specific
interface information.
Page 2-14
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2.3
Electrical Power Distribution
This airplane uses a multi-bus system, as detailed below and in Figure 2-20. This Figure shows the
system post installation of this STC. Although this STC made several bussing changes to the distribution
system, the core electrical generation and distribution system remains unchanged from the basic airplane
design. Figure 2-21 shows the power sources for all equipment used by this STC. Each bus used or
modified by this installation is described below.
Left and Right Generator Buses: The left and right generator buses receive power from their respective
left and right generators. The left and right generator buses also support all four dual fed buses and No. 1
and No. 2 avionics buses, respectively.
Isolation Bus: The Isolation bus is fed by two generator buses and the battery bus. The Isolation bus is
used in this installation to provide power to the new Standby Instrument Bus and the new Essential bus.
Dual-fed Buses: The electrical distribution uses four individual dual-fed buses referred through this
document as Dual Fed No. 1 Bus, Dual Fed No. 2 Bus, Dual Fed No. 3 Bus and Dual Fed No. 4 Bus.
Each of these dual fed buses are powered from the Left and the Right Generator buses.
Avionics Buses: The No. 1 Avionics bus is powered from the Left Generator Bus via the Avionics No. 1
relay. The No. 2 Avionics bus is powered from the Right Generator Bus via the Avionics No. 2 relay.
Both Avionics relays are controlled using the Avionics Master Switch.
Left and Right Engine Instrument Buses: On serial numbers BB-1484, 1486 and subsequent, the
electrical system includes the L ENG INSTR and R ENG INSTR buses. This STC relocates these two
buses such that they are powered from Dual Fed Bus No. 1 and No. 2 respectively. Prior to these serial
numbers, these two buses are not installed and engine instruments are powered directly from the dual fed
buses. (Figure 2-1 shows the system with these buses installed and relocated.).
Essential Bus: The Essential bus is a new bus added by this STC. It is powered from Dual Fed No. 1 bus
and the Isolation bus.
Standby Instrument Bus: The Standby Instrument bus is a new bus added by this STC. It is powered by
the Isolation bus and provides one source of power to the standby attitude indicator and standby altimeter
vibrator.
Entertainment Bus: The Entertainment Bus is a new bus added by this STC. It is powered from the No.2
Avionics bus via a newly installed Entertainment Bus relay. This relay is controlled via the existing
Cabin Furnishing switch so that bus can be easily shed by pilot using single switch action along with the
other cabin equipment.
Emergency Standby Battery: The Standby Emergency Battery (STBY BATT) system in the King Air
200/B200 is designed to provide uninterrupted DC power to the Standby Attitude indicator (including
gyro motor and internal instrument lighting), the Standby Altimeter (including vibrator and internal
instrument lighting), and the Standby Airspeed Indicator internal instrument lighting from the L-3 PS835(C or D Model) Emergency Standby Battery. This standby battery power is independent from the
normal electrical system and provides redundant power for the standby instruments in the event that all
other electrical power is lost.
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Page 2-15
Revision 10
Figure 2-20, 200/B200 Electrical Distribution (Post G1000 STC)
Page 2-16
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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N O.1 AV IONICS
BUS
L EFT
S T/GEN
A VIONICS
MSTR
L GEN
L IN E CONTAC TOR
FWD ELECT RIC HEAT
PILOT WIN DSHIELD
ANT I-ICE
E XT P OWER
RECEP TACLE
L EFT GE NE RA TOR BUS
S TANDBY
B ATTERY
C ON DENSER BLOWER
PWR
E XT PWR
S TB Y IN STRU L IGHTS
S TBY ATT
S TB Y ALTM
H OT B ATTE RY BUS
N O.4 DU AL FED BUS
N O.3 DU AL FED BUS
N O.2 DU AL FED BUS
N O.1 DU AL FED BUS
S TAN DBY
INS TR UMENT
BUS
ISOLA TION BUS
B ATTER Y BUS
B AT R ELAY
B ATTERY
E SSEN TIAL
BUS
E NTER TA IN MENT
BUS
A VIONICS
N O.2 RE LAY
L AN DING GEAR
RELAY
R GEN
L IN E CONTAC TOR
D C TEST JACK
AFT ELECT RIC HEAT
R IGHT GEN ER ATOR BUS
AFT EVAPORATOR
BLOWER
C OPILOT WINDSHIELD
ANT I-ICE
AIR C ON DITIONER
C LUTCH
VEN T BLOWER PWR
L AN DING GEAR
MOTOR
E NTER TA IN MENT
B US RELAY
N O.2 AV IONICS
BUS
R IGHT
S T/GEN
DUAL FED
BUS 2
DUAL FED
BUS 1
ESS BUS SEC
L BLEED AIR WARN
PFD NO.1 SEC
PFD/GIA NO.1 FAN
AURAL WARN
ADC NO.1 SEC
LANDING GEAR WARN
VOICE RCDR
L ENG INSTR PWR
L GEN CTRL
PFD NO.2
GIA NO.1 SEC
ANNUNCIATOR PWR
AHRS NO.1 SEC
L FUEL VENT HEAT
GMC
CABIN AUDIO
LANDGEAR POS IND
R ENG INSTRU PWR
ANNUNCIATOR IND
L ENG FUEL CTRL HEAT
CIGARETTE LIGHTER
R GEN CTRL
FIRE DETECT
PILT PFD LT
R ENG FUEL CTRL HEAT
R MAIN ENG ANTI-ICE
R BLEED CTRL
L CHIP DETECTOR
STALL WARN
R FUEL VENT HEAT
WINDSHIELD WIPER
FURNISHING MASTER SW
L STBY ENG ANTIICE
MFD/STBY LT
COPILOT PFD LT
R BLEED AIR WARN
AVIONICS MASTER SW
L MAIN ENG ANTIICE
NO SMK FSB & CABIN LT
OVHD & SUBPANEL LT
RUDDER BOOST
CABIN PRESS CTRL
AUTO OXY CTRL
INSTR INDIRECT LT
GIA NO.2
BRAKE DEICE
L BLEED CTRL
READING LT
AHRS NO.2
PFD/GIA NO.2 FAN
SURFACE DEICE
OUTSIDE AIR TEMP
CABIN PRES CTRL
ADC NO.2
R STBY ENG ANTI-ICE
CABIN TEMP CTRL
PROP BALANCE/SYNC
R CHIP DETECTOR
AUTO FEATHER
ESSENTIAL
BUS
STBY INSTR
BUS
AVIONICS
BUS 1
AVIONICS
BUS 2
STBY BATTERY
PFD NO.1 PRI
AFCS
GDL 69
STBY ATT
GIA NO.1 PRI
GMA NO.2
TRAFFIC
STORMSCOPE
STBY ALTM
COMM NO.1
COMM NO.2
AHRS NO.1 PRI
GTX NO.2
ADF
ADC NO.1 PRI
RADAR
RADIO ALTIMETER
GTX NO.1
GMA NO.1
DME
ENTERTAINMENT BUS
MFD
GDL 59
GCU
GSR 56
MFD FAN
L PITOT HEAT
Figure 2-21, G1000 Component Power Sources
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Page 2-17
Revision 10
Page 2-18
Revision 10
L/H PITOT
MAST
R/H PITOT
MAST
#2 AIR DATA
COMPUTER
OAT
PROBE
#1 AIR DATA
COMPUTER
FORWARD PRESSURE
BULKHEAD
DATA BUS
OAT
PROBE
PILOT PFD
MFD
COPILOT PFD
STANDBY ALTIMETER
STANDBY AIRSPEED
DRAIN
DRAIN
DRAIN
ALTERNATE STATIC
SELECTOR VALVE
ALTERNATE STATIC
PORT
BOTTOM
TOP
BOTTOM
TOP
AFT PRESSURE
BULKHEAD
L/H STATIC
PORTS
R/H STATIC
PORTS
2.4
The following schematic shows the pitot-static system as modified by this installation:
Pitot/Static System
Figure 2-22, Pitot/Static System (Post G1000 STC)
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
2.5
Shield Block Grounds
The connectors on Garmin G1000 LRUs utilize the Shield Block grounding system to provide necessary
ground reference to wire shielding and/or transducers. The shield block termination method allows
multiple grounds to be terminated directly to a block mounted to the connector backshell assembly.
Shielding and grounding requirements for all other LRUs and connectors are shown in the respective
install drawings.
2.6
G1000 /GFC700 Block Diagram
Figure 2-23, G1000/GFC 700 Block Diagram
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3
G1000 Control & Operation
All control and operation of G1000 equipment as normally used in flight occurs through the PFDs, MFD,
GMC 710, GCU 477 and GMA 1347D audio panel. Figure 3-1 through Figure 3-6 identify various
interface buttons for these units.
3.1
GDU 1040A and GDU 1500 Displays
Figure 3-1 and Figure 3-2 provide identification of the GDU 1040A PFD and GDU 1500 MFD controls.
Figure 3-1, GDU 1040A Control Interface
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Revision 10
Figure 3-2, GDU 1500 Control Interface
3.1.1
Softkeys
Some pages have commands or selections that are activated by the GDU 1040 softkeys. If a softkey is
associated with a command, that command will be displayed directly above the key. A grayed-out
softkey shows a command that is unavailable. A softkey that is highlighted shows the current active
selection.
Figure 3-3, G1000 Softkeys
3.1.2
FMS Knob
The FMS knob is the primary control for the G1000 system. Operation is similar to the Garmin
400/500 Series units.
To cycle through different configuration screens:
To change page groups: Rotate the large FMS knob.
To change pages in a group: Rotate the small FMS knob.
To activate the cursor for a page, press the small FMS knob directly in, as one would push a regular
button.
To cycle the cursor through different data fields, rotate the large FMS knob.
To change the contents of a highlighted data field, rotate the small FMS knob. This action either brings
up an options menu for the particular field, or in some cases allows the operator to enter data for the field.
To confirm a selection, press the ENT key.
To cancel a selection, press the small FMS knob in again, deactivating the cursor. The CLR key may also
be used to cancel a selection or deactivate the cursor.
Page 3-2
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3.2
GCU 477 - MFD Controller
The MFD controls are located on the GCU 477 as shown in Figure 3-4.
Figure 3-4, MFD Controls (GCU 477 shown)
3.3
GMC 710 - AFCS Controls
The dedicated AFCS controls located on the GMC 710 are discussed in detail in the G1000 CRG. The
following figure is provided for reference:
Figure 3-5, AFCS Controls (GMC 710 shown)
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Revision 10
3.4
GMA 1347D Audio Panel
Figure 3-6 provides the audio panel controls.
Transmitters
Passenger Address
Music
Marker Beacon Mute
Transceiver Audio
Telephone
Speaker
Marker Beacon Signal
Sensitivity
Transceiver Audio
Aircraft Navigation
Radio Audio
Manual Squelch
Intercom System (ICS)
ICS VOL SQ (Small Knob)
Digital Recording Playback
Cabin Intercom
Master VOL (Large Knob)
Reversionary Mode
Figure 3-6, GMA 1347D Controls
Page 3-4
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3.5
G1000 Normal Mode
To start the G1000 system in Normal Mode:
1. With a ground power unit connected to the external power receptacle, set the BAT switch to ‘ON’.
The following G1000 equipment is powered:
 PFD displays & MFD display
 GRS 77 or GRS 7800 AHRS Units
 GDC 74B or GDC 7400 Air Data Computers
 GIA #1 and GIA #2 (COM listed separately)
 GEA 71 Engine/Airframe Units
 GCU 477 FMS Control Unit
 GMC 710 Autopilot Control Unit
 GMA 1347D Digital Audio Panel #1
 COM #1
 GTX 33 or GTX 3000 Mode S Transponder #1
2. Set the AVIONICS MASTER switch to ‘ON’. The following G1000 equipment is powered:
 GTX 33 or GTX 3000 Mode S Transponder #2
 GMA 1347D Digital Audio Panel #2
 COM #2
 GDL 69A or GDL 69A SXM Datalink Unit
 GSA Servos
 GWX 68 or GWX 70 Weather Radar Unit
 Traffic System
 GDL 59 / GSR 56 Wi-Fi/Satellite (Optional)
 Iridium Heater (optional)
 Radar Altimeter (Optional)
The G1000 system is now powered in the normal mode. In the normal operating mode, data fields that
are invalid have large red X’s through them. A valid field does not display a red X. Allow the displays
to initialize for approximately one minute. The GDC 74Bs requires a longer initialization period than do
the other LRUs. During normal operation, this causes the airspeed, altitude, vertical speed, and OAT
fields to be invalid during the first ~40-60 seconds of PFD power-up. The PFDs and MFD will function
as specified in the G1000 200/B200 Series Cockpit Reference Guide when the system has been correctly
installed and configured.
Figure 3-7, Normal Mode
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3.6
Reversionary Mode
Reversionary mode allows for display of information related to safe flight in the event of a display
communication or hardware failure. For software version 0985.04 and later, the pilot’s PFD
automatically goes into reversionary mode when communication to the MFD is lost. Manual
reversionary mode allows the operator to force the pilot or copilot’s PFD into reversionary mode by
pressing the large red button labeled ‘DISPLAY BACKUP’ on the respective GMA 1347D audio panel.
NOTE
When the ‘DISPLAY BACKUP’ button is pushed to exit reversionary mode, there is a 5second debounce (or the GDU waits for 5 consecutive seconds) and then returns to normal
mode if no other input is received. If the ‘DISPLAY BACKUP’ button is pushed again
during this 5-second interval, the timer will repeat the count.
Figure 3-8, Automatic Reversion with MFD failure
Figure 3-9, Manual Reversion with pilot PFD failure
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3.7
Configuration Mode Overview
Throughout this document, references are made to the PFD1, PFD2 and/or MFD being in configuration
mode. The configuration mode exists to provide the avionics technician with a means of configuring,
checking, and calibrating various G1000 sub-systems. Troubleshooting and diagnostics information can
also be viewed in this mode.
To start the G1000 system in configuration mode, follow these steps:
1. Apply power to the G1000 system by applying aircraft EXT power, selecting the AVIONICS
MASTER PWR and BATT switches to ON.
2. Pull the MFD, PFD1 (PRI), PFD1 (SEC) and PFD2 circuit breakers.
3. Press and hold the ENT key on PFD2 (co-pilot) while applying power using the PFD2 circuit
breaker.
4. Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of PFD2.
5. Press and hold the far right softkey on the MFD while applying power using the MFD circuit
breaker. (Note that the ENT key on the GCU 477 MFD controller may be used after initial
software loads.)
6. Release the softkey after ‘INITIALIZING SYSTEM’ appears in the upper left corner of the
MFD.
7. Press and hold the ENT key on PFD1 (pilot) while applying power using the PFD1 (PRI) and
PFD1 (SEC) circuit breakers.
8. Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of PFD1.
CAUTION:
The Configuration Mode contains certain pages and settings that are critical to aircraft
operation and safety. These pages are protected and cannot be modified, unless the
technician is properly authorized and equipped. However, most protected pages are
viewable to allow system awareness for troubleshooting.
NOTE
If the specific procedure requires an SD card to be in the top slot of the PFD/MFD, this
card must be inserted prior to applying power to the PFD/MFD. Any time a card is inserted,
the power to the PFD/MFD must be cycled.
NOTE
For a complete description and breakdown of each Configuration Mode page, refer to the
G1000 System Maintenance Manual listed in Table 1-3.
3.7.1
SET>ACTV Configuration
Throughout the configuration mode pages, there are SET and ACTIVE columns for input/output settings
and other parameters.
SET:
Refers to a setting or group of settings that reside in PFD Internal Memory and/or the Master
Configuration Module.
ACTIVE: Refers to an ‘active’ setting or parameter currently being used by the LRU. LRUs store the
‘active’ settings within internal memory.
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Data can be manually copied from one column to the other (and consequently from PFD memory to the
LRU memory and vice-versa) by using the following two softkeys, when available:
 SET>ACTV (read ‘Set to Active’) softkey: Allows the installer to send the information in the
SET column (data stored in the master config module) to the ACTV column (data used by LRU).
 ACTV>SET (read ‘Active to Set’) softkey: Causes the LRUs current settings to be copied to the
master configuration module as SET items.
CAUTION:
The ACTV>SET softkey must be used with caution! If an improperly configured unit
is installed, this softkey causes the wrong configuration to replace the correct aircraft
configuration.
In the first example shown in Figure 3-10 the SET columns do not match the ACTIVE
columns. The inequality between SET and ACTIVE indicates a configuration mismatch.
By pressing the SET>ACTV softkey, this copies the SET column to the LRU unit’s
configuration memory. The settings then become the ACTIVE settings for the LRU being
configured.
Figure 3-10, SET>ACTV Diagram
When troubleshooting the system, technicians can look for inequalities between SET and ACTIVE
columns. Certain problems can be resolved simply by pressing the SET>ACTV softkey, which reloads
settings to the specific LRU from the PFD. (Note that this can also be accomplished by reloading the
configuration files for the LRU. Section 7 describes this process for each LRU).
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A blank active column, as shown in Figure 3-11, represents loss of communication between the display
and the particular unit. See Section 5 for more details on troubleshooting.
Figure 3-11, Loss of Communication
3.7.2
Configuration Prompts
When configuration settings are changed, the technician receives on-screen prompts and/or confirmations
such as those shown in Figure 3-12. Section 7 shows other prompts encountered during the configuration
process.
Figure 3-12, Configuration Status
3.7.3
Data Transmission Indicators
Several configuration screens utilize an indicator light system to show discrete (ON/OFF) data and/or
hardware component status. Unless otherwise noted, the following applies to all such status indicators:
 Green Checkmark: Expected data is successfully received and is ON. A green check could also
indicate that the parameter/component is working correctly.
 Red X: Expected data is not received. A red X could also indicate that a parameter/component is
invalid.
 White N/A: Expected data is OFF, or no data is expected.
Figure 3-13, Data Transmission Indicators
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3.7.4
Configuration Mode Navigation
Using the FMS knob as described in Section 3.1.2, a user can navigate through different pages and page
groups in the Configuration Mode. For complete description and breakdown of each page, refer to the
G1000 System Maintenance Manual listed in Table 1-3.
System Page Group
1. System Status
5. System Upload
9. System Data Path Configuration
2. Time Configuration
6. Diagnostics Terminal
10. System Setup
3. Lighting Configuration
7. OEM Diagnostics
11. Manifest Configuration
4. System Audio
8. System Configuration
12. Maintenance Log
System Page Group (Aircraft equipped with GDU v13.06 or later)
1. System Status
6. Aircraft Configuration
11. System Data Path
Configuration
2. Time Configuration
7. File Manager
12. System Setup
3. Lighting Configuration
8. Diagnostics Terminal
13. Manifest Configuration
4. System Audio
9. OEM Diagnostics
14. Maintenance Log
5. System Upload
10. System Configuration
GDU Page Group
1. Serial Configuration
5. Ethernet Test
9. Airframe Configuration
2. CDU Status Page
6. Video Test
10. TAWS Configuration
3. Key Test
7. Alert Configuration
4. Diagnostics
8. DAT Configuration
GIA Page Group
1. Serial Configuration
3. GIA I/O Configuration
5. GIA Status Page
2. GIA RS-485 Configuration
4. GIA COM Setup
6. GIA CAN Configuration
2. GEA Status Page
3. GEA Configuration
GEA Page Group
1. Engine Configuration
GTX Page Group*
1. Serial Configuration
2. Transponder Configuration
GTX Page Group (Aircraft equipped with GTX 3000)
1. Transponder Airframe Config
2. Transponder Wiring Config
GRS Page Group
1. Inputs Configuration
2. GRS / GMU Calibration
ADC Page Group
1. ADC Configuration
2. GDC Configuration
GFC Page Group
1. GFC Configuration
2. GFC Status
GMA Page Group
1. GMA Configuration
GDL Page Group
1. GDL 69 Configuration
3. GDL 59 Configuration*
2. GDL 59 Status*
4. GDL 59 Report Configuration*
(SW version 0985.06 and prior)
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5. GSR 56 Configuration*
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RMT Page Group
1. Remote Controller Status
GWX Page Group
1. GWX Configuration
GTS Page Group *
1. GTS Configuration
OTHER Page Group *
1. Stormscope
CAL Page Group
1. Fuel Tank Calibration
3. HSCM Calibration
2. Flaps & Trim Calibration
4. DAT Calibration
* Appears only if option is installed.
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3.8
G1000 / GFC 700 Software Information
NOTE
The following sections provide a detailed description of loading all G1000 software and
configuration files, which may be excessive for individual LRU removal and replacement.
If removing and replacing individual LRUs, refer to Section 6 of this manual for the
necessary steps.
3.8.1
G1000 Software Image
All software and configuration files were certified by Garmin and are considered part of FAA-approved
Type Design data. Approved software and hardware definitions for each STC Configuration are defined
on the appropriate General Arrangement drawing listed in Table 1-2.
G1000 software and configuration files are controlled via the approved software image part number listed
on the General Arrangement drawing listed in Table 1-2. This software image is loaded into the G1000
using a software loader card. The installer shall create this software loader card by downloading the
approved software image in accordance with section 3.8.2.
NOTE
Only 8GB or smaller SanDisk brand SD cards are recommended for use with the G1000
system.
IMPORTANT!
To satisfy the G1000/GFC700 STC requirements for the 200/B200 series aircraft, it is
critical that the technician install correct software image part number when servicing
the G1000 system.
Approved software image part numbers are defined on the appropriate General
Arrangement drawing (see Table 1-2).
CAUTION:
Be cautious when using software loader cards during maintenance. The G1000 system
immediately initializes the card upon power-up. On-screen prompts must be given careful
attention in order to avoid potential loss of data. Always read through procedures given in
Sections 5, 6 and 7 before attempting to use the software loader cards.
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3.8.2
Loader Card Creation
The software image is an executable self-extracting file which builds the correct file structure onto an SD
card for use loading software to the G1000 and GFC700. To create a software loader card, follow the
procedures outlined below.
NOTE
In order to create a 200/B200 loader card, the individual/facility completing these
procedures, must be an authorized King Air 200/B200 service center to gain access to the
necessary data via the Garmin website.
1.
Go to www.garmin.com and click on the Dealer Resource Center link in the lower portion of the home
page. Enter username and password.
2.
Click the I Agree button on the confidentiality agreement page.
3.
Select Technical Tools then select Software Downloads.
4.
In the Keyword(s) filter, enter “0985” and click on the Go button.
5.
A screen similar to the one shown below will appear. The numbers shown are for example only.
Download
symbol
6.
Click on the download symbol for the appropriate software version part number based upon the information
provided in Garmin GA Drawing 005-00421-03 and save the file to the local hard drive.
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7.
Double-click the .exe file that was downloaded. The following window will pop-up on the screen. Ensure
that there is an empty SD card in the card reader, and then click Setup.
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.
Version of card
being created
Enter SD card
Click next once
card is inserted
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8.
Ensure the card and correct drive letter is used, and click next.
Select drive
9.
A window will pop-up onto the screen to indicate file progress.
Copy of files to
selected drive
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10. Once successfully completed, the following message/window will pop-up. Click Finish to finalize SD card.
3.8.3
Software Files
Software files are defined by part number and version number on the General Arrangement drawing. See
Table 1-2 for the correct General Arrangement drawing part numbers. Each G1000 / GFC 700 LRU
reports the software version it currently contains to the user in two places.
 Normal System Mode: The AUX – SYSTEM STATUS page lists each LRU and the reported
software version.
 Configuration Mode: The SYSTEM STATUS page (SYSTEM page group) reports more
detailed LRU information, including software version, part number, and LRU status.
Software files are loaded to LRUs from the SYSTEM UPLOAD page in configuration mode. See Section
3.9.2.
3.8.4
Configuration File Descriptions
There are configuration files for baseline settings and various options. Configuration files contain preset
selections for input/output channels, aircraft-specific settings, and LRU-specific settings.
IMPORTANT!
Certain software and configuration files are REQUIRED to be re-loaded during
maintenance that involves removal and replacement of G1000 equipment.
Refer to Section 7 for re-configuration requirements for each G1000 LRU. Pay
special attention to the configuration of options for the G1000.
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3.8.5
Configuration File Storage
The G1000 system is designed to store all configuration settings in various places so that the
configuration is retained in the aircraft during maintenance of units.
During system configuration, each file is sent directly to the applicable LRU where it is stored in local
LRU memory (reference Figure 3-14.). Each file is also stored in the PFD internal memory. The
applicable PFD also sends a copy of all configuration files to the ‘Master Configuration module’, located
in the connector backshell (see Section 6.16). If the PFD is replaced, the configuration module retains all
configuration files in the aircraft.
The GRS 77/7800, GMU 44, GDC 74B and optional GDC 7400 configuration/calibration (reference
Figure 3-15) is different than the LRU’s shown in Figure 3-14.
Figure 3-14, G1000 LRU Configuration File Storage
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The GRS 77/7800 AHRS and GMU 44 Magnetometer do not have a configuration file. However, the
GRS does store calibration data acquired during the post installation checkout, which are characteristic to
the specific installation. A copy of this calibration data is stored in the GRS configuration module.
While performing maintenance on these units, re-calibration may be required. See Section 7.7.1 for more
information on re-calibration criteria.
The GDC 74B air data computer configuration file is loaded directly to GDC 74B internal memory. A
copy of the file is stored in the GDC 74B configuration module.
The GDC 7400 air data computer configuration file is loaded directly to GDC 7400 internal memory and
there is no configuration module for the GDC 7400.
Figure 3-15, GRS/GDC Configuration Settings Storage
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3.9
G1000 Software/Configuration Procedure
This section summarizes the procedures required to load software and configuration files to the G1000. It
is intended to work as a central guide for technicians to use while performing maintenance on the aircraft.
In sections of this manual where software is required to be reloaded, these sections will make reference
back to this Section for instructions. The technician should use proper judgment regarding the context of
maintenance required while following this section.
The following diagram depicts an overview of the software/configuration sequence for the G1000 system.
This applies mostly to a new G1000 system which has not previously been powered up and is for
informative purposes only.
GDU 1040A PFDs / GDU 1500 MFD Software Load
Software is first loaded to the MFD and PFDs. From the factory, G1000 units do
not contain useable software or configuration settings. Load software to PFD2
first then MFD and finally to PFD1.
G1000 System Upload Selection
After software is loaded to the MFD and PFDs, the displays should be placed in
configuration mode. Using PFD1, the technician goes to the System Upload
page. From the System Upload page, software files are selected to create an
automated profile to load. Once all desired files are checked, the G1000
automatically loads the selected files in the correct sequence to the LRUs.
G1000 System Software Verification
After software is loaded to the system, the technician verifies that each LRU
reports the correct version and software part number.
G1000 System Configuration Upload Selection
Following G1000 system software upload and verification, the aircraft specific
configuration files, as defined in the general arrangement drawing are loaded.
The aircraft general arrangement drawing will define the configuration files
appropriate to the specific aircraft serial number, STC modifications and
applicable AFMS.
G1000 Configuration Verification
After system configuration files are loaded, the technician verifies that the
correct configuration on the Airframe Configuration page.
Figure 3-16, Software/Configuration Overview
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3.9.1
MFD & PFD Software Load
Follow this procedure to load software to either PFD or the MFD.
1. Connect a ground power unit to the external power receptacle and turn on the ground power unit.
2. Set the BAT and AVIONICS MASTER PWR switches to ON.
3. With the G1000 and GFC 700 powered on, pull the MFD, PFD 1 (PRI), PFD 1 (SEC), and PFD 2
circuit breakers.
4. Insert the software loader card into top card slot in the desired PFD or MFD. See Section 3.8 for
information on creating or obtaining a software loader card.
NOTE
If loading software to all displays, it is preferred to load PFD 2 first, followed by the MFD
and then PFD 1.
5. While holding the ENT key on the display, restore power by closing the appropriate circuit
breaker(s).
6. When the words
appear in the upper left corner of the display,
release the ENT key.
7. Press the ENT key or the sofkey labeled ‘YES’ to acknowledge the following prompt (see also
note below for MFD):
NOTE
For the MFD, use the far right soft key on the MFD in lieu of the ENT key where called out in
Steps 3 through 7. The ENT key for the MFD is located on the GCU 477 FMS controller and
may not function prior to software load.
8. New software is loaded to the display and the following screen is displayed:
9. Press the softkey labeled ‘NO’. Note that the splash screen will need to be loaded after all
software and configuration loading is completed.
10. When complete, the display starts in configuration mode displaying the “System Status” page. Do
not remove power.
11. Remove the Loader Card from the display and insert it into the top card slot on another display if
desired. Repeat Steps 3 through 8 as needed.
IMPORTANT!
For the rest of the software/configuration procedure, do not operate the MFD or PFD
2 while loading software or configuration files unless specifically instructed to do so.
A failed or cancelled load may result.
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3.9.2
G1000 System Software Upload
The System Upload page allows a technician to load LRU software and system configuration files
individually or in an automated sequence. Depending on what maintenance is performed, software and/or
configuration files may need to be reloaded to LRUs. Follow the steps below as a guide to use the
System Upload page. The figures contained in the following sections represent software version 0985.04
and later. Earlier software versions are similar.
IMPORTANT!
Do not allow power to be removed from the system when loading software. Remove
power only when instructed by the following procedure. As a general rule, all displays
should be in the same mode (configuration or normal) unless instructed otherwise.
1. Ensure loader card is inserted into top card slot of PFD1. On PFD1, select the “System Upload” page
using the PFD1 small FMS knob.
2. Activate the cursor and use the PFD1 small FMS knob to highlight the GROUP field. Scroll small
FMS knob to select the appropriate airframe and engine combination. Press the PFD1 ENT key to
select the configuration.
Figure 3-17, Airframe Options
3. Once an airframe type is selected the cursor moves to the ITEM window. Rotate the PFD1 small FMS
knob to activate the drop-down menu. Move the cursor to highlight the appropriate propeller
configuration for the aircraft and press ENT on PFD1.
NOTE
Not all propellers are available for selection with each airframe and engine configuration.
Only those props that are approved for installation on a particular airframe/engine are
available in the drop down selection window.
Figure 3-18, Propeller Options
4. Once the propeller type is selected the cursor moves to the PRODUCT window. Select the software
and/or configuration which is to be loaded for each G1000 LRU.
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NOTE
The PRODUCT window displays information regarding each G1000 LRU. The LRU
column depicts the reported software version of the LRU, whereas the CARD VERS
column shows the LRU software version stored on the Loader Card. If an inequality
between the LRU VERS and CARD VERS columns is detected, the SOFTWARE and
CONFIGURATION boxes will be pre-selected (checked) for each LRU reporting a
different software version than the one on the card. The following softkeys provide an
easy way to select files:
CHK ALL: Selects all files, both configuration and software
CHK SW: Selects all SW files only.
CHK CFG: Selects all configuration files only.
CLR ALL: Clears all selections.
LOAD:
Starts the software loading process.
NOTE
When loading a new software image or re-loading software to a particular LRU, it may not
be necessary to reload all software and configuration files. The technician should be sure
of the software requirements and load the appropriate files, including any options. If there
is any doubt, the CHK ALL softkey is recommended. Except where specifically noted, the
procedures that follow (including subsequent sections) are for 0985.07 and later software
versions. Earlier software versions have similar loading procedures and may use slightly
different nomenclature.
5. After verifying that the desired software and configuration files are checked, press the LOAD softkey.
The G1000 system automatically begins loading software and default configuration files to the
selected LRUs in the proper order.
Figure 3-19, Configuration/Software Load Page
6. Observe software loading progress and verify software load completes without errors as indicated by
the following:


Green “PASS” or White “N/A” in SOFTWARE and CONFIGURATION columns.
“Upload Complete………….COMPLETE” in the summary box.
7. Press PFD1 ENT key to acknowledge the “Upload Complete” box.
8. For system software version 0985.06 and later, load the GDC software and configuration per Section
3.10 for the GDC 74B LRU or per Section 3.11 for the GDC 7400 LRU, as applicable.
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3.9.3
Software Load Confirmation
Anytime software and configuration loading procedures are accomplished during maintenance, conduct a
final software review of the system.
1. Start the PFD in Configuration Mode as described in Section 3.7.
2. Go to the System Status page using the FMS knob. Activate the cursor and toggle to the LRU
window.
3. Highlight each of the items in the LRU window by activating the cursor (pushing the FMS knob
as required) to verify the software part number and version displayed matches with the
information in the General Arrangement drawing (005-00421-03, “G1000/GFC 700 AFCS, King
Air 200/B200”).
IMPORTANT!
It is essential that the software versions be checked and matched against the listed versions in
the General Arrangement drawing listed in Table 1-2. Software Configuration is a critical part
of the G1000 operation and must be verified before returning an aircraft to service.
If any software version and/or part number does not match those specified by the General
Arrangement drawing, or if the software is not successfully loaded, DO NOT continue.
Troubleshoot and resolve the issue before continuing.
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3.10
GDC 74B Air Data Computer Software/Configuration
For system software version 0985.06 and later, follow this procedure to configure the GDC 74B air data
computers if installed. Refer to section 3.11 if the GDC 7400 air data computers are installed. Coordinate
the GDC 74B configuration with Section 7.6 “GDC 74B or GDC 7400 Air Data Computer”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GDC 74B (models 200/B200 only)”. Press
ENT key on PFD1.
4. Verify “King Air - GDC 74B (models 200/B200 only)” is displayed in the “Item” window. Press
“LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.11
GDC 7400 Air Data Computer Software/Configuration
For system software version 0985.06 and later, follow this procedure to configure the GDC 7400 air data
computers if installed. Refer to section 3.10 if the GDC 74B air data computers are installed. Coordinate
the GDC 7400 configuration with Section 7.6 “GDC 74B or GDC 7400 Air Data Computer”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GDC 7400 (models 200/B200 only)”. Press
ENT key on PFD1.
4. Verify “King Air - GDC 7400 (models 200/B200 only)” is displayed in the “Item” window. Press
“LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.12
GDL 69A Legacy Software/Configuration
Follow this procedure to configure the GDL69A Legacy (Part Number 011-00987-00) if installed.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air – GDL69A Legacy”. Press ENT key on PFD1.
4. Verify “King Air - GDL69A Legacy” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.13
GDL 69A SXM Software/Configuration
Follow this procedure to configure the GDL69A SXM (Part Number 011-03177-10) if installed.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air – GDL69A SXM”. Press ENT key on PFD1.
4. Verify “King Air – GDL69A SXM” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
NOTE
If the software load fails, cycle power to the GDL 69A only and confirm that
the software part number and version are updated in the DATA window on the
MFD. Then, press ENT button on the PFD to check the GDL 69A SXM
SOFTWARE and CONFIGURATION check boxes and press LOAD softkey
again to resume the software update.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GTS 820/850 Traffic System Configuration
Follow this procedure to enable the GTS 820/850 traffic system function for the G1000 system if
required.
NOTE
The G1000 can only be configured for TIS or TAS/TCAS but not both.
Performing this procedure will automatically disable the TIS function.
Coordinate this configuration with Section 7.27 “GTS Traffic System
Functional Check”.
NOTE
Configuration of the GTS 820/850 TAS/TCAS I will require the GTS system to
be configured with the aircraft mode S address. Coordinate this configuration
with Section 3.50 “Aircraft Registration Number Entry.”
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page on PFD1 using the small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GTS 8XX TAS/TCAS I”. Press ENT key on
PFD1.
4. Verify the “King Air - GTS 8XX TAS/TCAS1” is displayed in the “Item” window. Press
“LOAD”.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GTS Traffic Processor
Follow this procedure to enable the GTS Processor traffic system function for the G1000 system if
required.
NOTE
Configuration of the GTS Processor will require the GTS system to be
configured with the aircraft mode S address. Coordinate this configuration with
Section 3.50, “Aircraft Registration Number Entry”. The default configuration
for the GTS system is TAS. See Section 3.48 for TCAS I enable and Section
3.49 for TCAS II enable. Coordinate the GTS Processor (TAS) configuration
with Section 7.27 “GTS Traffic System Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page on PFD1 using the small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GTS Processor”. Press ENT key on PFD1.
4. Verify the “GTS Processor” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration and Software columns for each item loaded
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GTX 33/33D Configuration
Do not perform this step if the TCAS II System Option was loaded per section 3.49. Follow the
procedures outlined in this section to load the necessary software and configuration files to enable the
GTX33/33D transponders. Coordinate the GTX 33/33D configuration with Section 7.5 “GTX 33( ) or
GTX 3000 Transponder”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page using the PFD1 small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GTX 33ES”. Press ENT key on PFD1.
4. Verify “King Air - GTX 33ES” is displayed in the “Item” window. Press “LOAD”.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GTX 3000 Configuration
This STC only certifies the GTX 3000 interfacing with the Garmin TCAS II. The GTX 3000 is
compatible with other suppliers TCAS II system but it’s not part of this STC and therefore it cannot be
installed with a third-party TCAS II system. Coordinate the GTX 3000 configuration with Section 7.5
“GTX 33( ) or GTX 3000 Transponder”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page using the PFD1 small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GTX 3000”. Press ENT key on PFD1.
4. Verify “King Air - GTX 3000” is displayed in the “Item” window. Press “LOAD”.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration and Software columns for each item loaded
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GDL 59 Wi-Fi Data Link Option Configuration
Follow this procedure to enable the optional GDL 59 Wi-Fi data link function. If the GDL 59 option is
reloaded for any reason, the GSR 56 option must also be reloaded per Section 3.19. Coordinate the GDL
configuration with Section 7.29 “GDL 59 Wi-Fi Data Link Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GDL 59”. Press ENT key on PFD1.
4. Verify “King Air - GDL 59” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration columns for each item loaded
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GSR 56 Satellite Reciever with GDL 59 Wi-Fi Data Link Option
Configuration
Follow this procedure to enable the optional GSR 56 satellite receiver function. If the GSR 56 option is
reloaded for any reason and the airplane is configured with a GDL 59, the GDL 59 option must also be
reloaded per Section 3.18 prior to loading the GSR 56 option. Coordinate the GSR 56 configuration with
GDL 59 Wi-Fi Data Link Option with Section 7.30 “GSR 56 Satellite Receiver Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GSR 56 with GDL 59”. Press ENT key on
PFD1.
4. Verify “King Air - GSR 56 with GDL 59” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GSR 56 Satellite Reciever Stand- Alone Option Configuration
Follow this procedure to enable the optional GSR 56 satellite receiver function when installed as a standalone option. Stand-alone GSR 56 configurations do not require the GDL 59 Wi-Fi data link software
configuration/installation. Coordinate the GSR 56 configuration with Section 7.30 “GSR 56 Satellite
Receiver Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GSR 56 Stand Alone”. Press ENT key on
PFD1.
4. Verify “King Air - GSR 56 Stand Alone” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GRS 77 AHRS Software/Configuration
Follow this procedure to configure the GRS 77 AHRS if installed. Refer to section 3.22 if the GRS 7800
AHRS are installed. Coordinate the GRS 77 configuration with Section 7.7 “AHRS / GMU 44
Magnetometer”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GRS 77”. Press ENT key on PFD1.
4. Verify “King Air – GRS 77” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column and Software column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.22
GRS 7800 AHRS Software/Configuration
Follow this procedure to configure the GRS 7800 AHRS if installed. Refer to section 3.21 if the GRS 77
AHRS are installed. Coordinate the GRS 7800 configuration with Section 7.7 “AHRS / GMU 44
Magnetometer”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GRS 7800”. Press ENT key on PFD1.
4. Verify “King Air - GRS 7800” is displayed in the “Item” window. Press “LOAD” softkey
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column and Software column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GWX 68 Software/Configuration
Follow this procedure to configure the GWX 68 Radar if installed. Refer to section 3.24 if the GWX 70
Radar is installed. Coordinate the GWX 68 configuration with Section 7.12.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GWX 68”. Press ENT key on PFD1.
4. Verify “King Air - GWX 68” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GWX 70 Software/Configuration
Follow this procedure to configure the GWX 70 Radar if installed. Refer to section 3.23 if the GWX 68
Radar is installed. Coordinate the GWX 70 configuration with Section 7.12 .
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GWX 70”. Press ENT key on PFD1.
4. Verify “King Air - GWX 70” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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GMU 44 Software/Configuration
Follow this procedure to configure the GMU 44 magnetometers. Coordinate the GMU 44 configuration
with Section 7.7 “AHRS / GMU 44 Magnetometer”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - GMU 44”. Press ENT key on PFD1.
4. Verify “King Air - GMU 44” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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TAWS-A Support Configuration
This section applies only to installations with the TAWS-A option. The procedures outlined in this
section must be followed to load the necessary configuration files required to enable TAWS-A gear and
flap messages. A TAWS-A enable card is also required for this option (see Section 3.43.).
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to select “King Air - TAWS-A Support”. Press ENT key on PFD1.
4. Verify the “King Air - TAWS-A Support” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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TAWS-A Voice No Callout Option Configuration
This section applies only to installations with the TAWS-A option. If TAWS-A voice callouts (400, 300,
200, 100) are not desired, follow the procedures outlined in this section to load the necessary
configuration files to disable TAWS-A voice callouts. Coordinate the TAWS-A Voice No Callout Option
configuration with Section 7.15 “TAWS Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to select “King Air - TAWS-A No Voice Callout Installation Option”.
Press ENT key on PFD1.
4. Verify the “King Air - TAWS-A No Voice Callout Installation Option” is displayed in the “Item”
window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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TAWS-A Voice Callout Option Configuration
This section applies only to installations with the TAWS-A option. This step is necessary only if TAWSA voice callouts (400, 300, 200, 100) have been disabled and are now desired. TAWS-A voice callouts
are the default configuration. Follow the procedures outlined in this section to load the necessary
configuration files to enable TAWS-A voice callouts. Coordinate the TAWS-A Voice No Callout Option
configuration with Section 7.15 “TAWS Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to select “King Air - TAWS-A Voice Callout Installation Option”.
Press ENT key on PFD1.
4. Verify the “King Air - TAWS-A Voice Callout Installation Option” is displayed in the “Item”
window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Select “ENT” key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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ADF Option Configuration
This section loads the necessary configuration files for those aircraft equipped with an ADF. Coordinate
the ADF configuration with Section 7.20 “ADF Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to select “King Air - ADF Option”. Press ENT key on PFD1.
4. Verify the “King Air - ADF Option” is displayed in the “Item” window. Press “LOAD”.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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DME Option Configuration
This section loads the necessary configuration files for those aircraft equipped with a DME. Coordinate
the DME configuration with Section 7.19 “DME Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - DME Option”. Press ENT key on PFD1.
4. Verify the “King Air - DME Option” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.31
RAD ALT Option Configuration
This section loads the necessary configuration files for those aircraft equipped with a radar altimeter.
When all sub-sections are complete, coordinate the RAD ALT configuration with Section 7.21 “GRA
5500 Radar Altimeter Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - RAD ALT Option”. Press ENT key on PFD1.
4. Verify the “King Air - RAD ALT Option” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
3.31.1 GRA Software Installation
1. Go to www.garmin.com and click on the Dealer Resource Center link in the lower portion of the
home page. Enter username and password.
2. Select Technical Tools then select Software Downloads.
3. In the Keyword(s) filter, enter “GRA” and click on the Go button.
4. A screen similar to the one shown below will appear. The numbers shown are for example only.
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5. Click on the download symbol for the appropriate Sensor and Main software version part
numbers based upon the information provided in Garmin GA Drawing 005-00421-03 and save
the files to the local hard drive.
NOTE
A standard USB-A plug to USB-B plug commercial cable (not provided) is required to interface
between a personal computer USB-A receptacle and the GRA 5500 USB-B receptacle installed in
the wiring harness.
3.31.2 Downloading and Installing the GRA 5500 Retrofit Installation Tool
GRA 5500 configuration, calibration, diagnostics, and software upgrades are performed (in retrofit/nonGIFD installations) using a personal computer (installed with Microsoft Windows XP or later) and the
GRA 5500 Retrofit Installation Tool, Garmin part number 006-A0451-00. This tool is also used to assist
in the diagnosis and resolution of asserts found in the GRA 5500 assert log during the installation process
and during post-installation flight operation. The tool is available for download from the Dealer Resource
Center portion of the Garmin website (www.garmin.com). See the accompanying “readme” file in the
tool’s installation directory for the latest instructions.
NOTE
A standard USB-A plug to USB-B plug commercial cable (not provided) is
required to interface between a personal computer USB-A receptacle and the
GRA 5500 USB-B receptacle installed in the wiring harness.
Installation
1. Once downloaded, launch the installation file from the directory in which it is stored (or use the web
browser’s download shortcuts).
2. The GRA 5500 Retrofit Installation Tool Setup Wizard will begin.
3. Click “Next” as prompted by the setup wizard, and adjust any settings (e.g. installation directory)
as needed.
4. The last screen of the setup wizard will show “Installation Complete.” Click the “Close” button to
close the setup wizard.
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NOTE
Depending on the computer’s security settings, Windows may prompt the
installer to allow the installation software to make changes to the computer. The
installer will need access to install hardware drivers, program files, and
shortcuts. The application may be uninstalled at any time through the Windows
Control Panel.
3.31.3 GRA 5500 Calibration
The following actions must be performed after initial installation of the Garmin GRA 5500:
1. Connect a PC (that has the GRA 5500 Retrofit Installation Tool installed) to the GRA 5500 via a
USB cable to the installed USB Pigtail located near the GRA 5500.
2. Start the GRA 5500 Retrofit Installation Tool from the “Start Menu” shortcut, or launch the
application from its program folder.
3. Power-up the GRA 5500 by applying aircraft power.
4. The connection status in the lower, right-hand corner of the GRA 5500 Retrofit Installation Tool
will transition from “Not Connected,” to “Connecting,” and finally to “Connected” once the GRA
5500 is powered.
5. In the GRA 5500 Retrofit Installation Tool, click on Tools  Preferences  Advanced Tab 
Select Allow Airframe Options.
6. Airframe Options window will be visible under the configuration tab. Select Option 1 and Option
2.
Note:
Aircraft option 1: 4 dB cables
Aircraft option 2: NCD curve adjusted for 3 foot installs
7. Click “Save Configuration to Unit”
8. On the Status Tab, click “Initiate Calibration Procedure”
9. Verify that the GRA 5500 Retrofit Installation Tool display a progress dialog during the calibration
procedure and automatically close once the calibration procedure is completed.
10. Verify that the information displayed in the status bar indicates “0 ft” and “Normal”.
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3.32
Non-Garmin Traffic System Option Configuration
Follow this procedure to enable a non-Garmin traffic system function for the G1000 system if required.
NOTE
The G1000 can only be configured for TIS or TAS but not both. Performing this procedure
will automatically disable the TIS function. Coordinate this configuration with section 7.13
“Non-Garmin Traffic System Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page on PFD1 using the small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air - Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - Traffic System Option”. Press ENT key on
PFD1.
4. Verify the “King Air - Traffic System Option” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.33
Lightning System Option Configuration
Follow this procedure to enable the lightning system option (WX-500) for the G1000 system if required.
Follow Section 3.33.1 once the following steps are complete.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page using the PFD1 small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - Lightning System Option”. Press ENT key
on PFD1.
4. Verify the “King Air - Lightning System Option” is displayed in the “Item” window. Press
“LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.33.1
Lightning System Configuration Load Confirmation
Coordinate the StormScope configuration with Section 7.14 “Stormscope Functional Check”.
1. With PFD1 in configuration mode, use the PFD1 large FMS knob to select OTHER and the
Stormscope configuration page.
Figure 3-20, Stormscope Configuration Page
2. Activate the cursor to highlight the DATA field. Use the small FMS knob to open the drop down
menu then select ‘Config’ and press ENT key on the PFD1.
Figure 3-21, Stormscope Configuration
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3. Verify that the DATA window shows the following:
Hdg: None:
J3-1
J3-2
Hdg Valid Flag
Flag Sense
Hdg Value
Inhibit Line
Antenna Mount
J3-4
<aircraft heading>
Off
Bottom
J3-3
Jumper
Jumper
No Fla
+invld
Open
Open
4. Deactivate the cursor.
NOTE
The DATA window is only updated once every five seconds.
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3.34
ESP Support (with AOA) Option Configuration
This section applies only to installations with the ESP option with AOA modes. A new Safe Flight lift
computer is used for this configuration. The procedures outlined in this section must be followed to load
the necessary configuration files required to enable ESP messages and functions. An Enhanced AFCS
unlock card is also required for this option (see Section 3.46.). Coordinate this configuration with Section
7.26 “ESP Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - 200/B200 ESP Support (with AoA)”. For
software version 0985.03, the option is labeled “King Air 200/B200 Series - ESP Support”. Press
ENT key on PFD1.
4. Verify “King Air - 200/B200 ESP Support (with AoA)” or “King Air 200/B200 Series - ESP
Support” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration and Software columns for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.35
ESP Support (no AOA) Option Configuration
This section applies only to installations with the ESP option without AOA modes (available in software
version 0985.04 and later.) The original Safe Flight lift computer is used for this configuration. The
procedures outlined in this section must be followed to load the necessary configuration files required to
enable ESP messages and functions. An Enhanced AFCS unlock card is also required for this option (see
Section 3.46.). Coordinate this configuration with Section 7.26 “ESP Functional Check”.
NOTE
If the ESP Support (with AOA) Option Configuration was previously loaded (see Section
3.34), the baseline configuration must be reloaded before proceeding with this procedure.
Reload the baseline configuration for the specific airframe and all applicable options as
described in Section 3.9. Reloading the baseline configuration disables all previously
enabled options.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air - ESP Support (no AOA)”. Press ENT key on
PFD1.
4. Verify “King Air - ESP Support (no AOA)” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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POTS Handset Configuration
Follow this procedure to enable a POTS handset if installed. Note that the GDL 59 Wi-Fi data link option
must be loaded per Section 3.18 prior to loading the POTS handset configuration.
1.
2.
3.
4.
Power up the PFD1 in configuration mode.
On the PFD1, select GDL page group using the large FMS knob.
Using the small FMS knob select the GDL 59 Configuration page.
Activate the cursor. Use the large FMS knob to select POTS CONNECTED in the PHONE
SETTINGS field.
5. Use the small FMS knob to select YES and press the ENT key.
6. After GDL 59 is configured, press the ENT key.
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3.37
GSM 85A Servo Mount Configuration
For software versions 0985.04 and later, the section 4.9.1 slip clutch torque check procedure requires the
correct type of GSM servo gearbox to be configured. It is not required to load this configuration if
GSM 86 servo gearboxes are installed for all servos (default configuration.)
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air 200/B200 – GSM 85A Servo Mounts”. Press
ENT key on PFD1.
4. Verify “King Air 200/B200 – GSM 85A Servo Mounts” is displayed in the “Item” window.
5. Deselect any servos that have GSM 86 servo gearboxes installed by scrolling to the servo and
pressing ENT key on PFD1.
6. When all of the servos that have GSM 85A servo gearboxes are selected, press “LOAD” softkey.
7. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
8. Press ENT key on PFD1 to acknowledge upload complete.
9. Deactivate cursor.
10. Verify the servo mount configuration per section 3.39.
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GSM 86 Servo Mount Configuration
For software versions 0985.04 and later, the section 4.9.1 slip clutch torque check procedure requires the
correct type of GSM servo gearbox to be configured. If a GSM 85A servo gearbox is replaced by a GSM
86 servo gearbox, follow the steps below to load the configuration. It is not necessary to load this
configuration if GSM 86 servo gearboxes are already installed for all servos (default configuration.)
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Garmin Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “King Air 200/B200 – GSM 86 Servo Mounts”. Press
ENT key on PFD1.
4. Verify “King Air 200/B200 – GSM 86 Servo Mounts” is displayed in the “Item” window.
5. Deselect any servos that have GSM 85A servo gearboxes installed by scrolling to the servo and
pressing ENT key on PFD1.
6. When all of the servos that have GSM 86 servo gearboxes are selected, press “LOAD” softkey.
7. Monitor load progress. Verify software load completes without errors as indicated by the
following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
8. Press ENT key on PFD1 to acknowledge upload complete.
9. Deactivate cursor.
10. Verify the servo mount configuration per section 3.39.
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3.39
Verification of Servo Mount Configuration
For software versions 0985.04 and later, the section 4.9.1 slip clutch torque check procedure requires the
correct type of GSM servo gearbox to be configured. The following procedure verifies the type of servo
gearbox that is configured for each servo.
1. With PFD1 in configuration mode, use the large FMS knob on PFD1 to select the GDU page, then
select “AIRFRAME CONFIGURATION” using the small FMS knob.
2. Activate cursor and rotate the large FMS knob to scroll to the last entries in the AIRFRAME field.
3. Verify the correct type of GSM servo gearbox (GSM 85A or GSM 86) is installed for each servo.
Figure 3-22, Servo Mount Configuration Verification
4. Deactivate cursor.
If any of the servo gearboxes shown do not match the actual installation on the aircraft, reload the
correct servo gearbox configuration per section 3.37 or 3.38 as applicable.
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FliteCharts Configuration
If ChartView has previously been enabled, and is no longer desired, follow the procedures outlined in this
section to return the G1000 system to the basic FliteChart functions. If ChartView has not been enabled,
the following procedure is not required.
Loading of the baseline configuration for the specific airframe is required for enabling FliteChart
functions. Reload the baseline configuration and all applicable options as described in Section 3.9.
Reloading the baseline configuration disables all previously enabled options.
NOTE
The G1000 can only be configured for FliteCharts or ChartView but not both. Performing
this procedure will automatically disable the ChartView function. Coordinate this
configuration with Section 7.16 “FliteCharts Functional Check”.
3.41
Optional ChartView Enable
Follow this procedure to activate the ChartView option. A ChartView Enable Card, as specified in 00500421-03 “General Arrangement Drawing, King Air 200/B200” will be required for this procedure.
NOTE
The required ChartView databases are subscription-based and are to be procured by the
installing agency directly from Jeppesen.
NOTE
The G1000 can only be configured for FliteCharts or ChartView but not both. Performing
this procedure will automatically disable the FliteChart option. Coordinate this
configuration with Section 7.17 “ChartView Functional Check”.
1. Insert the ChartView Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “Configuration Files” and press ENT key on PFD1.
4. Rotate the small FMS knob to highlight “Enable ChartView”. Press ENT key on PFD1.
5. Verify “Enable ChartView” is displayed in the “Item” window. Press “LOAD” softkey.
6. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
7. Press ENT key on PFD1 to acknowledge upload complete.
8. De-activate the cursor.
9. Power down the system and remove the ChartView Enable card from PFD1.
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3.42
Standard TAWS-B Enable
Follow this procedure to enable the TAWS Class B function. A TAWS-B Enable Card, as specified on
General Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to
activate the feature. Throughout this document these cards are generically
referred to as ‘enable cards’. In some cases, the actual label on the physical
card may say ‘unlock’. If uncertain, the technician should verify the card part
number prior to use. Coordinate this configuration with Section 7.15 “TAWS
Functional Check”.
1. Insert the TAWS-B Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “Configuration Files” and press ENT key on PFD1.
4. Rotate the small FMS knob to highlight “Enable TAWS”. Press ENT key on PFD1.
5. Verify “Enable TAWS” is displayed in the “Item” window. Press “LOAD” softkey.
6. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
7. Press ENT key on PFD1 to acknowledge upload complete.
8. De-activate the cursor.
9. Power down the system and remove the TAWS-B Enable Card from PFD1.
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3.43
Optional TAWS-A Enable
Follow this procedure to enable the TAWS Class A function. A TAWS-A Enable Card, as specified on
General Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to activate the
feature. Throughout this document these cards are generically referred to as ‘enable cards’.
In some cases, the actual label on the physical card may say ‘unlock’. If uncertain, the
technician should verify the card part number prior to use.
Ensure that the TAWS-A Support Configuration has been loaded per Section 3.26. Ensure
that the RAD ALT Option Configuration has been loaded per Section 3.31. Coordinate
this configuration with Section 7.15 “TAWS Functional Check”.
1. Insert the TAWS-A Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “Configuration Files” and press ENT key on PFD1.
4. Rotate the small FMS knob to highlight “Enable TAWS-A”. Press ENT key on PFD1.
5. Verify “Enable TAWS-A” is displayed in the “Item” window. Press “LOAD” softkey.
6. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
7. Press ENT key on PFD1 to acknowledge upload complete.
8. De-activate the cursor.
9. Power down the system and remove the TAWS-A Enable Card from PFD1.
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3.44
Supplemental Database Loading
1. Open PFD1, PFD2 and MFD circuit breakers.
2. Remove the SD card containing the supplemental databases from the lower slot of the MFD.
Supplemental databases include basemap, Safetaxi, airport terrain, obstacle, airport directory and
terrain databases.
3. Download the current supplemental databases to the SD card.
4. Reinsert the SD card containing the current supplemental databases into the lower slot of the MFD.
5. Close PFD1, PFD2 and MFD circuit breakers.
6. The system will synchronize the data to the PFDs as necessary (FliteCharts and ChartView are
located only on the MFD and do not require synchronization.) Monitor the synchronization
process on the AUX – SYSTEM STATUS page in the SYNC STATUS sub-section within the
DATABASE window This sub-section is only present when a sync is occurring or has occurred
on the current power cycle.
Figure 3-23, Supplemental Database Synchronization
7. If an error occurs during synchronization, one of the following messages will be displayed
followed by the affected GDU:
Err No Space – SD card does not contain sufficient memory
Timeout – system timed-out prior to the database transfer completing
Canceled – an active synchronization has been cancelled due to the SYNC DBS softkey being
unpressed
Err – displayed for all other errors
Note that a power cycle is required to restart synchronization when ‘Err No Space’ or ‘Err’ is
shown.
8. When the synchronization is complete, the status is shown as ‘Complete’.
9. Cycle power to PFD1, PFD2 and MFD.
10. The supplemental databases in PFD1, PFD2 and MFD are now updated.
11. On the AUX – SYSTEM STATUS page, press the MFD1 DB softkey. Scroll through all of the
databases contained in the MFD and confirm that the correct databases are loaded.
12. Press the MFD1 DB softkey again to toggle to PFD1 DB. Scroll through all of the databases
contained in the PFD1 and confirm that the correct databases are loaded.
13. Press the PFD1 DB softkey again to toggle to PFD2 DB. Scroll through all of the databases
contained in the PFD2 and confirm that the correct databases are loaded.
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3.45
Optional SVS/Pathways Enable
Follow this procedure to enable the Synthetic Vision option. An SVS/Pathways Enable Card, as
specified on General Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
The Garmin Synthetic Vision and Pathways feature requires 9 arc-second high resolution
terrain databases to function. Each G1000 display must be equipped with the
Terrain/Obstacle/SafeTaxi database card installed in the lower slot.
NOTE
When the SVS/Pathways option is enabled for the first time the G1000 writes its unique
system ID to the physical card and locks the files to this unique ID. This prevents the
SVS/Pathways unlock card from ever being used to activate the SVS/Pathway feature in
other G1000 systems.
The unlock card is tied to the specific aircraft in which it was used for the first time. This
card MUST be kept with the aircraft for situations where SVS/Pathways must be
re-activated.
1. Insert the SVS Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “Configuration Files” and press ENT key on PFD1.
4. Rotate the small FMS knob to highlight “Enable SVS Dual PFD”. Press ENT key on PFD1.
5. Verify “Enable SVS Dual PFD” is displayed in the “Item” window. Press “LOAD” softkey.
6. Monitor load progress. Verify software load completes without errors as indicated by the following:

Green “PASS” in the Configuration column for each item loaded.

“Upload Complete………….COMPLETE” in the summary box.
7. Press ENT key on PFD1 to acknowledge upload complete.
8. De-activate the cursor.
9. Power down the system and remove the SVS Enable card from PFD1.
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3.46
Optional ESP Enable
Follow this procedure to enable the Electronic Stability and Protection (ESP) function. An Enhanced
AFCS Unlock Card, as specified on General Arrangement Drawing 005-00421-03, will be required for
this procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to
activate the feature. Throughout this document these cards are generically
referred to as ‘enable cards’. In some cases, the actual label on the physical card
may say ‘unlock’. If uncertain, the technician should verify the card part number
prior to use.
Ensure that the ESP Support Configuration has been loaded per Section 3.34 or
3.35. Coordinate this configuration with Section 7.26 “ESP Functional Check”.
1. Insert the Enhanced AFCS Unlock card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “Enhanced AFCS” and press ENT key on PFD1.
4. Rotate the small FMS knob to select “Enable Enhanced AFCS”. Press ENT key on PFD1.
5. Verify “Enable Enhanced AFCS” is displayed in the “Item” window. Press “LOAD” softkey.
6. Monitor load progress. Verify software load completes without errors as indicated by the following:

Green “PASS” in the Configuration column for each item loaded.

“Upload Complete………….COMPLETE” in the summary box.
7. Press ENT key on PFD1 to acknowledge upload complete.
8. De-activate the cursor.
9. Power down the system and remove the Enhanced AFCS Unlock Card from PFD1.
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3.47
Search and Rescue Enable
Follow this procedure to enable the Search and Rescue (SAR) function. A SAR Enable Card, as specified
on the General Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to
activate the feature. Throughout this document these cards are generically
referred to as ‘enable cards’. In some cases, the actual label on the physical card
may say ‘unlock’. If uncertain, the technician should verify the card part number
prior to use. Coordinate this configuration with Section 7.31 “Search and Rescue
Functional Check”.
1. Insert the SAR Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “Enhanced SAR” and press ENT key on PFD1.
4. Rotate the small FMS knob to select “Enhanced Search and Rescue”. Press ENT key on PFD1.
5. Verify “Enhanced Search and Rescue” is displayed in the “Item” window. Press “LOAD”
softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. De-activate the cursor.
8. Power down the system and remove the SAR Enable card from PFD1.
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3.48
Optional Garmin TCAS I Enable (From GTS 825 to GTS 855)
Follow this procedure to enable TCAS I functionality when installing a GTS Processor. A TCAS I
Enable Card, as specified on the General Arrangement Drawing 005-00421-03, will be required for this
procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to
activate the feature. Throughout this document these cards are generically
referred to as ‘enable cards’. In some cases, the actual label on the physical card
may say ‘unlock’. If uncertain, the technician should verify the card part number
prior to use. Coordinate the GTS Processor (TCAS I) configuration with Section
7.27 “GTS Traffic System Functional Check”.
1. Insert the TCAS I Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “GTS Processor Enablement” and press ENT key on PFD1.
4. Rotate the small FMS knob to select “GTS Processor TAS to TCAS I Enablement”. Press ENT
key on PFD1.
5. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. De-activate the cursor.
8. Power down the system and remove the TCAS I Enable card from PFD1.
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3.49
Optional Garmin TCAS II Enable (From GTS 825 to GTS 8000)
Follow this procedure to enable TCAS II function. A TCAS II Enable Card, as specified on the General
Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to
activate the feature. Throughout this document these cards are generically
referred to as ‘enable cards’. In some cases, the actual label on the physical card
may say ‘unlock’. If uncertain, the technician should verify the card part number
prior to use. Coordinate the GTS Processor (TCAS II) configuration with Section
7.27 “GTS Traffic System Functional Check”.
1. Insert the TCAS II Enable card in the top slot of PFD1.
2. Start PFD1 in configuration mode and then select the “SYSTEM UPLOAD” page using the small
FMS knob on PFD1.
3. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “GTS Processor Enablement” and press ENT key on PFD1.
4. Rotate the small FMS knob to select “GTS Processor TAS to TCAS II Enablement”. Press ENT
key on PFD1. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. De-activate the cursor.
8. Power down the system and remove the TCAS II Enable card from PFD1.
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3.50
Aircraft Registration Number Entry
NOTE
This section is only applicable to those aircraft that use the GTX 33/33D or GTX 3000
transponder configuration loaded per Sections 3.16 or 3.17, respectively. There are two
different procedures in this section, one for G1000 System Software Version 0985.06 (and
previous) and one for G1000 System Software Version 0985.07 (and subsequent).
3.50.1 System Software Version 0985.06 and Previous
1. If not applied, apply power to the G1000 system.
2. With PFD1 in configuration mode, select the GTX page group, then select the TRANSPONDER
CONFIGURATION page.
3. The ‘ADDRESS TYPE’ default is ‘US TAIL’. To enter a non-US Mode-S registration number
set the ‘ADDRESS TYPE’ field to ‘HEX ID’.
4. Activate the cursor and highlight the ‘MODE S ADDRESS’ field. Use the small/large FMS
knobs to enter the US aircraft registration number or other Mode-S registration number.
Figure 3-24, Aircraft Registration
5. For US registered aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘SAME AS TAIL’.
For other aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘CONFIG ENTRY’ or
‘PFD ENTRY’.
NOTE
The CONFIG ENTRY setting requires the Aircraft Registration/ID number to be entered
once in the ‘FLIGHT ID’ field. The PFD ENTRY setting allows the pilot to enter the
Aircraft Registration/ID number from the PFD, via the ‘TMR/REF’ softkey.
6. After each configuration setting change, press the ENT key to configure the transponders.
7. Press the ENT key on PFD1 to acknowledge prompt.
8. After completing transponder configuration, deactivate the cursor.
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3.50.2 System Software Version 0985.07 and Subsequent
1. With PFD1 in configuration mode, select the AIRCRAFT CONFIGURATION page on PFD1.
2. Select the ‘AIRCRAFT REGISTRATION’ field and enter the aircraft’s tail number.
3. Select the ‘ICAO ADDRESS’ and enter the aircraft’s 24 bit ICAO address.
4. If applicable, select the ‘IATA AIRLINE DESIGNATOR’ field and enter the airline’s 2 digit
airline designator code.
5. Select the ‘VFR CODE’ field and enter the desired code that will become active when the VFR
key on the GDU is pressed.
6.
7.
8.
9.
3.51
Press the ‘SET GTX1’ softkey and acknowledge the PFD1 prompt by pressing the ‘ENT’ key.
Press the ‘SET GTX2’ softkey and acknowledge the PFD1 prompt by pressing the ‘ENT’ key.
Press the ‘SET GTS’ softkey and acknowledge the PFD1 prompt by pressing the ‘ENT’ key.
After completing transponder configuration, deactivate the cursor.
V1 / V2 Airspeed Options
This option increases the selectable range of the V1 airspeed bug and adds the V2 airspeed bug for
aircraft having these parameters defined.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System
Upload” page using the PFD1 small FMS knob.
2. Activate cursor and rotate the small FMS knob to display the drop down menu. Rotate the small
FMS knob to highlight “King Air – Airframe Options” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “V1 Airspeed Options”. Press ENT key on PFD1.
4. Verify “V1 Airspeed Options” is displayed in the “Item” window. Press “LOAD” softkey.
5. Monitor load progress. Verify software load completes without errors as indicated by the following:
 Green “PASS” in the Configuration column for each item loaded.
 “Upload Complete………….COMPLETE” in the summary box.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.52
Navigation Database Loading
A new navigation database cycle may be loaded before it is effective. The new database will be stored on
the G1000 bottom SD card until it becomes effective. The G1000 will automatically update to use the
new database at the first on-ground power-on after its effectivity date.
Follow this procedure to load the navigation database:
1. Remove power from the PFD1, PFD2 and MFD.
2. Insert an SD card containing the latest cycle Jeppesen navigation database (data supplied by
Jeppesen) into the top slot of the MFD.
3. Apply power to the PFD1, PFD2 and MFD. A prompt similar to the following will be displayed
on the MFD:
4. Select the YES softkey to confirm the standby navigation database update.
5. After the database is updated, a prompt similar to the following will be displayed on the MFD:
6. Select the NO softkey to allow the system to use the database when it becomes effective.
NOTE
If the new database is not yet effective but it is desired to use the new database immediately,
select the YES softkey. To eliminate database mismatch errors when selecting the YES
softkey, the database must also be loaded on PFD1 and PFD2 individually following the
same process.
7. The system will synchronize and automatically update as necessary. Monitor the synchronization
process on the AUX – SYSTEM STATUS page in the SYNC STATUS sub-section within the
DATABASE window This sub-section is only present when a sync is occurring or has occurred
on the current power cycle.
Figure 3-25, Navigation Database Synchronization
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8. If an error occurs during synchronization, one of the following messages will be displayed
followed by the affected GDU:
Err No Space – SD card does not contain sufficient memory
Timeout – system timed-out prior to the database transfer completing
Err – displayed for all other errors
Note that a power cycle is required to restart synchronization when ‘Err No Space’ or ‘Err’ is
shown.
9. When the synchronization is complete, the status is shown as ‘Complete’.
10. Cycle power to PFD1, PFD2 and MFD by resetting the PFD1 PRI, PFD1 SEC, PFD2 and MFD
circuit breakers.
11. The standby navigation databases in PFD1, PFD2 and MFD are now updated.
12. On the AUX – SYSTEM STATUS page, press the MFD1 DB softkey. Scroll through all of the
databases contained in the MFD and confirm that the correct databases are loaded.
13. Press the MFD1 DB softkey again to toggle to PFD1 DB. Scroll through all of the databases
contained in the PFD1 and confirm that the correct databases are loaded.
14. Press the PFD1 DB softkey again to toggle to PFD2 DB. Scroll through all of the databases
contained in the PFD2 and confirm that the correct databases are loaded.
3.53
Configuration of Navigation Map for Traffic System
1. With the MFD in normal mode, use the GCU FMS knob to select the Navigation Map page then
press GCU MENU key to display the PAGE MENU.
2. Turn the small right knob to select or verify selected ‘Map Setup’ and press the ENT key and verify
TRAFFIC is selected ON.
3. Verify the flashing cursor highlights the GROUP field.
4. Turn the GCU small FMS knob to select Traffic and press ENT on GCU.
5. If not already selected, use the GCU FMS knob to make the following selections:
 TRAFFIC MODE – ALL TRAFFIC
 TRAFFIC SMBL – 300NM
 TRAFFIC LBL – 300NM
6. Return to the Map Page by pressing the GCU FMS knob or momentarily pressing and holding the
CLR key. Deactivate cursor.
3.54
Clearing Default User Settings and Splash Screen Loading
1. Open the PFD1, PFD2, and MFD circuit breakers.
2. Place the software loader card in the top slot of PFD2.
3. Press and hold the CLR and ENT keys on PFD2 while applying power using the PFD2 circuit
breaker.
4. Release the CLR and ENT keys after “Initializing System” appears in the upper left corner of
PFD2.
5. When prompted to clear user settings select the YES softkey.
6. When prompted to update system files, press the NO softkey.
7. When prompted to update splash screen files, press the YES softkey.
8. When the load is complete, follow the onscreen prompt to continue.
9. When the display shows the SYSTEM STATUS config page, open PFD2 circuit breaker.
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10. Remove the loader card from PFD2 and insert it into the upper slot of the MFD.
11. Press and hold the #12 softkey on the MFD while applying power using the MFD circuit breaker.
12. Release the #12 softkey key after “Initializing System” appears in the upper left corner of MFD.
13. When prompted to update system files, press the NO softkey.
14. When prompted to update splash screen files, press the YES softkey.
15. When the load is complete, follow the onscreen prompt to continue.
16. When the display shows the SYSTEM STATUS config page, open MFD circuit breaker.
17. Remove the loader card from the MFD.
18. Press and hold the #11 softkey on the MFD while applying power using the MFD circuit breaker.
19. Release the #11 softkey key after “Initializing System” appears in the upper left corner of MFD.
20. When prompted to clear user settings select the YES softkey.
21. When the clear user setting function is complete, follow the onscreen prompt to continue.
22. When the display shows the Garmin splashscreen page, open MFD circuit breaker.
23. Insert the loader card into the upper slot of PFD1.
24. Repeat steps 3 through 9 for PFD1.
25. Remove the loader card from PFD1.
26. Turn off the G1000 system.
NOTE
Any time the system software and/or configuration is loaded to the system, the
Default User Settings must be cleared in all three display units.
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4.2
Servicing Information
G1000 LRU maintenance is ‘on condition’ only. No component-level overhaul is required for this type
design change.
4.2.1
On Condition Servicing
‘On Condition’ replacement and/or servicing should occur when an item exhibits conditions, symptoms,
and/or abnormalities defined in Section 5 of this manual. Replacement and/or servicing should be made
only after the technician troubleshoots the system to the extent determined necessary by using the
guidance in this manual along with common avionics maintenance practices.
IMPORTANT!
It is impossible to provide guidance for every conceivable failure scenario within the
scope of this manual. Every effort has been made to provide comprehensive guidance
for possible failures. The information in this document should always be combined
with sound aviation maintenance practices and a thorough knowledge of the system.
Use sound avionics maintenance practices when working around or on G1000
equipment.
The remainder of this document is organized in the following fashion:
 Section 4.3 lists maintenance requirements related to the G1000 system.
 Section 6 gives instructions regarding the removal and replacement of physical G1000 equipment
and parts.
 Section 7 gives configuration and testing instructions to be accomplished if G1000 equipment or
parts are removed or replaced.
 Section 8 specifies system return-to-service procedures.
The beginning of Section 6 provides instructions to check the software part number and version of each
LRU before removing a unit. Procedures in Section 7 require the same check after LRU replacement and
software loading.
IMPORTANT!
All structural repairs associated with this installation are to be addressed in
accordance with the Hawker Beechcraft Structural Inspection and Repair Manual
listed in Table 1-2.
NOTE
After replacing or servicing electrical components near the GMU 44 magnetometers, the Magnetometer
Interference Test (reference Section 5) and Magnetometer Calibration Procedure (reference Section 7)
must be performed.
Page 4-2
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4.2.2
Required Tools
The following tools are needed to perform maintenance tasks on G1000 equipment:
 Calibrated Milli-ohm meter, OR
 Agilent 34410A Ammeter or equivalent
 Fluke 187 Voltmeter or equivalent
 Variable DC Power Supply capable of providing 1 amp current
 #2 Non-Magnetic Phillips Screwdriver
 3/32” Hex tool
 Calibrated digital level (Required for AHRS ‘Procedure A’ Calibration)
 Calibrated VHF NAV/COM/ILS ramp tester or equivalent
 Calibrated transponder ramp tester or equivalent
 Calibrated pitot/static ramp tester
 Outdoor line-of-site to GPS satellite signals or GPS indoor repeater
 Headset/microphone
 Ground Power Unit (Capable of supplying 28 Vdc)
 Calibrated Flight Control Cable Tension Meter or equivalent
 2 Amp, 24 V, DC Power Supply
 Calibrated torque wrench capable of measuring 0 – 70 in/lbs
 Standard sockets & wrenches (3/8”, 9/16”, and 13/16”)
 Calibrated digital thermometer suitable for measuring ambient temperature
 Laptop with RS232 emulation software
 M22885/108T8234 extraction tool
 An 0.060” 6-Spline wrench
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
4.2.3
Special Tools
The following tools are needed to perform maintenance tasks on G1000 equipment and/or installation:
 GSM 85A Servo Gearbox Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01
 WX-PA portable analyzer kit, Part Number 78-8060-5791-1 (If Stormscope is installed)
 Gauging Equipment Tool SPF-4 (A1M-BCH-GE) *
 Lift Computer Breakout Box – P/N SK100360 or equivalent
(if ESP with AOA option is installed)
 Lift Transducer Force Applicator Kit – Safe Flight P/N 1952-1-3-5
(if ESP with AOA option is installed)
 For software loader code 0985.07 – GRA 5500 Sensor and Main Software (If GRA 5500 is
installed) – Garmin P/N per GA Drawing 005-00421-03 obtained from www.garmin.com website from instructions in Section 3.31.1
 For software loader code 0985.07 – GRA 5500 Retrofit Tool (If GRA 5500 is installed) – Garmin
P/N 006-A0451-00 obtained from www.garmin.com web-site from instructions in Section 3.31.1
*
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Revision 10
The gauging equipment tool is used for the static port inspection for RVSM compliant
aircraft only. This tool is available from Hawker Beechcraft. Any alternate tool
authorized in the King Air 200 Series Maintenance Manual for RVSM static port
measurements may be substituted for this tool. Refer to Chapter 34-10-00 of the King
Air 200 Series Maintenance Manual for more details.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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4.3
Maintenance Intervals
Table 4-1 shows systems and items, installed by this STC, which must undergo tests or checks at specific
intervals. If the interval is shown to be in flight time as well as calendar months, the first interval reached
should be used as the limit.
The inspection time tables used for this STC are aligned with the existing maintenance 200 hr phase
inspection program used in the current King Air 200 Series Maintenance Manual. A complete inspection
cycle for the King Air 200/B200 is 800 hours or 24 calendar months, divided into the following four
phases:
Inspection Phase 1:
To be performed at 200 hours and every 800 hours thereafter.
Inspection Phase 2:
To be performed at 400 hours and every 800 hours thereafter.
Inspection Phase 3:
To be performed at 600 hours and every 800 hours thereafter.
Inspection Phase 4:
To be performed at 800 hours and every 800 hours thereafter.
Those inspections that are based on flight time, calendar elapsed time or cycles shall have specific
intervals stated in Table 4-1.
IMPORTANT!
As allowed in the King Air 200 Series Maintenance Manual, a tolerance of +/- 20
hours for all phase inspections.
Special Inspection Items - Calendar limited inspections have a tolerance of ± 12 days
per 12 calendar months.
The intention of Garmin is to align this maintenance program as best possible with the existing King Air
200/B200 inspection program. For a complete description of the King Air inspection program, refer to
the King Air 200 Series Maintenance Manual listed in Table 1-2.
Table 4-1, Maintenance Intervals
Item
Description/Procedure
Manual
Section No.
Interval
G1000/GFC700 Equipment
G1000/GFC700
System Visual
Inspections
Complete Visual Inspection of GWX 68 or
GWX 70 Equipment and Wiring located in
Nose Section
(Table 4-3)
Complete Visual Inspection of
G1000/GFC700 Equipment and Wiring
located in Nose Avionics Compartment
(Table 4-4)
Complete Visual Inspection of
G1000/GFC700 Equipment and Wiring
located in Pilot’s Compartment
(Table 4-5)
Complete Visual Inspection of
G1000/GFC700 Equipment and Wiring
located on and behind Instrument Panel
(Table 4-6)
Complete Visual Inspection of
G1000/GFC700 Equipment and Wiring
located in Cabin
(Table 4-7)
Complete Visual Inspection of
G1000/GFC700 Equipment and Wiring
located in Rear Fuselage and Empennage
(Table 4-8)
4.4
4.4
4.4
4.4
4.4
4.4
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Phase 4
Phase 4
Phase 3
Phase 3
Phase 3
Phase 4
Page 4-5
Revision 10
Description/Procedure
Manual
Section No.
Interval
GFC700 Periodic
Check
Verify proper operation of the GFC700 by
performing the following:
Pre-Flight Test
AFCS Switch Checks
Autopilot Operation Checks
For installations with the GSM 86 servo
gearbox: Autopilot Clutch Overpower Check
8.2.1,
8.2.2,
8.2.5
8.2.3
Phase 2 and 4
TAWS Functional
Check
Periodic TAWS function check
7.15
Phase 4
GDU 1040A PFD
(Qty 2)
Removal & Replacement
6.1
On Condition
GDU 1500 MFD
Removal & Replacement
6.1
On Condition
Removal & Replacement
6.2
On Condition
GMA 1347D Test
7.2.1
Phase 2 and 4
Landing Gear Aural Alert Check
7.2.2
Phase 2 and 4
XM Audio Suppression Check
7.2.3
Phase 2 and 4
Item
GMA 1347D (Qty 2)
GIA 63W IAU (Qty 2)
6.3
Removal & Replacement
GEA 71 EAU (Qty 2)
GTX 33( ) or GTX
3000 Transponder
(Qty 2)
Removal & Replacement
GDC 74B or
GDC 7400 Air Data
Computer (Qty 2)
Removal & Replacement
RVSM checks
GRS 77 or GRS 7800
AHRS
(Qty 2)
On Condition
6.4
6.5
On Condition
7.5.2
24 Calendar Months
6.6
On Condition
Special Inspection – Perform Air Data Test.
7.6.1
24 Calendar Months
Special inspection – Perform RVSM Checks
7.24
24 Calendar Months,
Special Inspection - Perform GTX 33( ) or
GTX 3000 test.
Perform RVSM checks when:

a static port is removed/installed

the RVSM critical region is repaired
or painted
7.24
Removal & Replacement
6.8
Magnetic variation database update.
4.6
GMU 44
Magnetometer (Qty 2)
6.9
GDL 69A or GDL 69A
SXM
6.10
GWX 68 or GWX 70
6.15
GMC 710
Removal & Replacement
6.13
GTS 820/850 Traffic
Unit
6.30
GTS Traffic
Processor
6.35
6.36
Removal & Replacement
GPA 65 PA/LNA Unit
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Revision 10
On Condition
6.14
GCU 477
GRA 5500
On Condition
On Condition
6.31
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Item
Description/Procedure
Manual
Section No.
GDL 59 Wi-Fi
Datalink
6.33
GSR 56 Satellite
Receiver
6.30
G1000 Cooling Fan
Fail Annunciation
Check*
For aircraft equipped per MDL 005-0042100 Rev. 15 or previous revisions and not
modified per Garmin Service Bulletin
1375: Verify the operation of the fan
power and fan speed monitoring circuits
for GIA1 fan and GIA2 fan.
Interval
8.1.4
220 hours max
8.1.4
820 hours max
8.1.4
820 hours max
NOTE: See Section 6.28, Figure 6-5, for
identification of cooling fan installation
applicable for this maintenance interval.
G1000 Cooling Fan
Fail Annunciation
Check
For aircraft equipped per MDL 005-0042100 Rev. 16 or later FAA-approved revisions,
or modified per Garmin Service Bulletin
1375: Verify the operation of the fan power
and fan speed monitoring circuits for GIA1
fan and GIA2 fan.
NOTE: See Section 6.28, Figure 6-6, for
identification of cooling fan installation
applicable for this maintenance interval.
G1000 Cooling Fan
Fail Annunciation
Check
Verify the operation of the fan power and fan
speed monitoring circuits for PFD1 fan, MFD
fan and PFD2 fan and fan fail messages
Nose Avionics
Compartment Fans
Operational Check*
For aircraft equipped per MDL 005-0042100 Rev. 15 or previous revisions and not
modified per Garmin Service Bulletin
1375: Functional test of the GIA1 and
GIA2 ported fans. Verify airflow from all
fan ports
4.14
220 hours max
NOTE: See Section 6.28, Figure 6-5, for
identification of cooling fan installation
applicable for this maintenance interval.
Nose Avionics
Compartment Fans
Operational Check
For aircraft equipped per MDL 005-0042100 Rev. 16 or later FAA-approved revisions,
or modified per Garmin Service Bulletin
1375: Functional test of the GIA1 and GIA2
ported fans. Verify airflow from all fan ports
4.14
820 hours max
NOTE: See Section 6.28, Figure 6-6, for
identification of cooling fan installation
applicable for this maintenance interval.
Instrument Panel
Fans Operational
Check
Functional test of the PFD1, MFD and
PFD2 cooling fans. Verify airflow from each
fan
4.15
820 hours max
G1000 Redundant
Connection Check*
Verify PRI and SEC power sources for
PFD 1, GIA 1, GRS 1, GDC 1
Verify secondary paths for AHRS, ADC,
engine parameters and GPS data
Verify the operation of PFD and MFD
Ethernet connections
Verify ARINC connection between ADC1
and MFD and between GRS1 and MFD
Verify DISPLAY BACKUP button function
4.10
220 hours max
* Denotes Airworthiness Limitation Maintenance Requirement (See Section 4.1)
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Revision 10
Item
Description/Procedure
Manual
Section No.
Interval
Engine Data Check*
Verify engine data is available and
accurate with GIA 1 or GIA 2 inoperative
4.11
820 hours max
Trim Annunciator
Check*
Verify trim annunciators function
properly
4.12
220 hours max
G1000 Miscompare
Check*
Verify AHRS, airspeed and altitude
miscompare monitors function properly
4.13
820 hours max
Power Bus Feeder
Check*
Verify availability of power bus feeders
(essential bus, No.1 dual feed bus, No. 2
dual feed bus)
4.17.1
620 hours max
Dual Bus-Feeder
Diodes Check
Inspection of dual bus feeder diodes
4.17.2
Phase 3
G1000 Alerts
Check for and troubleshoot any alerts
provided in the alert window per the
referenced manual section
5
On Condition
6.18
On Condition
6.19
On Condition
6.20
On Condition
Wi-Fi Antenna
6.21
On Condition
GA 58 Traffic
Antennas
6.32
On Condition
GPS/WAAS
Antennas
Diversity Transponder
Antenna
Iridium antenna
Removal & Replacement
Refer to Master Drawing List, listed in Table
1-2, for installation drawings.
Flaps-in-motion
Discrete Input Check
Test the Flaps-in-motion discrete inputs to
the G1000 to verify proper operation.
4.8
Phase 1, 2, 3 & 4
GSA 80 Servos (all)
Removal & Replacement.
Refer to Master Drawing List, listed in Table
1-2, for installation drawings.
6.11
On Condition
GSM 85A /86 Servo
Gear Box (all)
Removal & Replacement.
Refer to the servo install drawings listed in
Master Drawing List, listed in Table 1-2.
6.12
On Condition
GSM 86 Servo Gear
Box Slip Clutch
Torque Check *
For installations with the GSM 86 servo
gearbox, verify that the pitch, roll, yaw
and pitch trim GSM 86 slip clutch torque
values are within acceptable limits
4.9
Special
3,000 hours max
GSM 85A Servo
Gear Box Slip
Clutch Torque
Check *
For installations with the GSM 85A servo
gearbox, verify that the pitch, roll, yaw
and pitch trim GSM 85A slip clutch
torque values are within acceptable limits
4.9
420 hours max
WOW and Low
Speed Awareness
Band Check*
Verify the integrity of the wiring interface
between the landing gear safety switch
assembly and the No. 1 and No. 2 GIA
inputs and the air ground status logic.
7.23
220 hours max
4.18
Special
10,000 cycles
(initial)
1,000 cycles
(repeat)
Exterior skin
inspection around
antennas*
Inspect the exterior skin around
antennas for cracks and loose and
missing fasteners.
G1000 Accessories
* Denotes Airworthiness Limitation Maintenance Requirement (See Section 4.1)
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Item
Description/Procedure
Manual
Section No.
Configuration Module
Replacement (Qty 7)
Removal & Replacement.
6.16
GEA 71 Backshell
Thermocouple (Qty 2)
Removal & Replacement.
6.17
GTP 59 OAT Probe
(Qty 2)
Removal & Replacement.
6.7
PFD, MFD, and GIA
Cooling Fans (Qty 5)
Removal & Replacement
Refer to Master Drawing List, listed in Table
1-2, for installation drawings.
N/A
Interval
On Condition
G1000 Lightning Protection
Electrical Bonding
Test
Perform the Phase 3 electrical bonding
resistance check of G1000 equipment
4.5.3
Phase 3
Perform the Phase 4 electrical bonding
resistance check of G1000 equipment
4.5.4
Phase 4
4.4
On Condition
4.4
(Table 4-9)
On Condition
Lightning Strike to
GTP 59 OAT Probe
or Antenna
Actual or Suspected
Inspect the antenna/probe and surrounding
installation per Table 4-9.
Lightning Strike to the
Aircraft
Inspect the GIA Fan discrete output.
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Revision 10
Item
Description/Procedure
Manual
Section No.
Interval
N/A
On Condition
Engine/Airframe Sensors
ITT Thermocouple
Cable (Qty 2)
Oil Pressure Sensor
(Qty 2)
Oil Temperature
Sensor (Qty 2)
Torque Transmitter
(Qty 2)
Removal & Replacement:
Refer to King Air 200 Series Maintenance
Manual listed in Table 1-2.
Fuel Flow Transmitter
(Qty 2)
Prop Tachometer
(Qty 2)
Engine Speed
Tachometer (Qty 2)
signal conditioner
(Qty 2)
6.22
Removal & Replacement
Annunciator/Switch –
Prop Sync
On Condition
6.23
Other Equipment
Removal & Replacement
6.25
On Condition
Static pressure system test according to
14 CFR 91.411 and Part 43 Appendix E.
N/A
24 Calendar Months
Removal & Replacement
6.26
On Condition
Test according to 14 CFR 91.411 and
Part 43 Appendix E.
N/A
24 Calendar Months
Removal & Replacement
6.27
On Condition
L-3 PS-835(C or D)
Standby Battery
Removal & Replacement
6.24
On Condition
Capacity test of standby battery.
4.16.2
12 Calendar Months
Standby Battery
Charge Check*
Verify the standby battery is being
charged.
4.16.1
220 hours max or
6 Calendar Months,
Standby Instrument
Electrical Power
Checks*
Verify STBY ATT & STBY ALT vibrator
operate and STBY ATT, STBY ALT &
STBY A/S illumination function on either
aircraft power or standby battery power
(standby compass checked during
existing maintenance)
8.1.5
220 hours max
Annunciator/Switch Standby Battery
Removal & Replacement
6.23
On Condition
Standby Airspeed
Indicator
Standby Altimeter
Standby Attitude
Indicator
whichever comes first
* Denotes Airworthiness Limitation Maintenance Requirement (See Section 4.1)
Page 4-10
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
4.3.1
Discontinued Maintenance
Table 4-2 shows a list of inspections and tests that are listed in the King Air 200 Series Maintenance
Manual, but may be no longer required post incorporation of this STC. It is the responsibility of the
installer to ensure that there are no post factory installations that would require these checks to remain.
Table 4-2, Discontinued Maintenance Intervals
Item
Description/Procedure
AC Inverter
Operational Check
Dual Bus Feeder
Diode
Inspection of Dual Bus Feeder Diodes
Manual
Interval
Phase Inspections
Phases 1, 2, 3 & 4
24-50-00
Phase 3
(superseded by 4.17.2)
IMPORTANT!
For installed equipment not listed in this maintenance manual, use the inspection
procedures set forth in Chapter 05 of the King Air 200 Series Maintenance Manual,
or other appropriate maintenance manual, as the requirements set forth by those
manuals are still applicable. The requirements set forth by this document take
precedence over those set forth by the King Air 200 Series Maintenance Manual, or
other appropriate maintenance manual, in cases where the requirements conflict.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
4.4
Visual Inspection
Perform a visual inspection in accordance with requirements in Table 4-1. Check for corrosion, damage,
or other defects for each of the items listed in Table 4-3 through Table 4-8. Replace any damaged parts
as required. Inspection may require the temporary removal of a unit or units to gain access to connectors.
Follow guidance in Section 6 for equipment removal and replacement. Refer to the King Air 200 Series
Maintenance Manual listed in Table 1-2 for instructions on removing any access panels.
NOTE
It is recommended that the Phase 3 and Phase 4 electrical bonding checks contained in section 4.5 are
conducted after the Phase 3 and 4 visual inspections while access to these zones is still open.
Table 4-3, Nose Section Visual Inspection Procedure
Item
Description/Procedure
Initials
Gain access via the Radome for the following Inspection:
a)
Inspect the GWX 68 or GWX 70 unit, mount, and connectors for corrosion or other
defects. Check the integrity of the SHIELD BLOCK ground attachments to the
harness connector assembly as well as the integrity of the individual shields and their
attachment.
b)
Inspect wire harness for chafing, damage, proper routing of wire bundles and security
of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraph
11-96 and the Nose Wire Harness Routing drawing, listed in Table 1-2.
GWX 68 or GWX 70
Table 4-4, Nose Avionics Compartment Visual Inspection Procedure
Item
Description/Procedure
Initials
Gain access via the Nose Equipment Compartment access panel for the following Inspection:
a)
Inspect the GRS 77 or GRS 7800 units, racks, and connectors for corrosion or other
defects. Check the integrity of the SHIELD BLOCK ground attachments to the
harness connector assembly as well as the integrity of the individual shields and their
attachment.
a)
Inspect the GIA 63W units, racks, and connectors for corrosion or other defects.
Check the integrity of the SHIELD BLOCK ground attachments to the harness
connector assembly as well as the integrity of the individual shields and their
attachment.
GRS 77 or GRS
7800 (Qty 2)
GIA 63W (Qty 2)
a)
Inspect the standby battery, rack and connectors for corrosion, or other defaults.
Standby Battery
b)
Inspect the standby battery fuses and associated bracket for corrosion or other
defects.
GIA Avionics Fan
(Qty 2)
a)
Inspect remote avionics fans and hoses for dirt accumulation and other damage.
Remove excess dirt as required.
GTS 820/850 Traffic
or GTS Traffic
Processor
(option)
a)
Inspect the GTS 820/850 or GTS Traffic Processor unit (if installed), rack and
connectors for corrosion or other defects. Check the integrity of the shield block
ground attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
a)
Inspect the LMD rack, modules, and terminations for corrosion or other defects.
LMD Rack and
Modules
a)
Inspect bulkhead connectors for security of attachment, corrosion or other defects.
b)
Inspect wire and coax for chafing, damage, proper routing of wire bundles and
security of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8,
Paragraph 11-96 and the Nose Wire Harness Routing drawing, listed in Table 1-2 .
Pay particular attention to possible areas of chaffing such as the middle shelf feedthrough hole, wheel well protrusion etc.
c)
Inspect Ground blocks for security of attachment, corrosion or other defects.
d)
Ensure all connectors are securely fastened.
Nose Wiring harness
Page 4-12
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Table 4-5, Pilot’s Compartment Visual Inspection Procedure
Item
Description/Procedure
Initials
Locate equipment in the aft pedestal for the following inspection.
a)
Inspect the GCU 477 unit and connector for corrosion or other defects. Check the
integrity of the SHIELD BLOCK ground attachments to the harness connector
assembly as well as the integrity of the individual shields and their attachment.
a)
Inspect the ADF control unit and connector for corrosion or other defects. Check the
integrity of the SHIELD ground attachments to the harness connector assembly as
well as the integrity of the individual shields and their attachment.
a)
Inspect all visible wire harness for chafing, damage, proper routing of wire bundles
and security of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8,
Paragraph 11-96 and the Cabin Wire Harness Routing drawing, listed in Table 1-2.
a)
Inspect the GTP 59 units and connectors for corrosion or other defects. Check the
integrity of the SHIELD ground attachments to the harness connector assembly as
well as the integrity of the individual shields and their attachment.
b)
Inspect wire harness for chafing, damage, proper routing of wire bundles and security
of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraph
11-96 and the Cabin Wire Harness Routing drawing, listed in Table 1-2.
a)
Inspect that all required placards are installed on the left and right control
wheels. Placards must be legible, secure and in good condition. Refer to the Control
Wheel Modification drawing listed in Table 1-2.
GCU 477
ADF control unit
(relocated by STC)
Pedestal Wiring
GTP 59 (Qty 2)
Placards
Table 4-6, Instrument Panel G1000 Equipment Visual Inspection Procedure
Item
Description/Procedure
Initials
Gain access to behind the instrument panel by removing the PFDs and MFD (see below). Gain access to circuit breaker panels
by removing the screws which fasten the edge lit overlays to the panels
a)
GDU 1040A PFD
(Qty 2) & GDU 1500
MFD
b)
Remove the MFD and PFDs as described in Section 6.
c)
Inspect the mounting surface and connector for corrosion, heavy oxidation, or other
damage. Check the integrity of the SHIELD BLOCK ground attachments to the
harness connector assembly as well as the integrity of the individual shields and their
attachment.
d)
Do not reinstall GDUs at this time. GDU cutouts provide access for visual inspections
below.
a)
Inspect all fwd bulkhead connectors for security of attachment
b)
Inspect all instrument panel wiring and coax for chafing, damage, proper routing of
wire bundles and security of attachment in accordance with AC 43.13-1B, Chapter 11,
Section 8, Paragraph 11-96 and the Cabin Wire Harness Routing drawing, listed in
Table 1-2. Pay particular attention to possible areas of chaffing.
c)
Inspect all other exposed G1000 / GFC wiring and coax for chafing, damage, proper
routing of wire bundles and security of attachment in accordance with AC 43.13-1B,
Chapter 11, Section 8, Paragraph 11-96 and the Cabin Wire Harness Routing
drawing, listed in Table 1-2. Pay particular attention to possible areas of chaffing.
a)
Visually inspect each GDC 74B or GDC7400 unit, mount, and connector for corrosion
or other defects. Check the integrity of the SHIELD BLOCK ground attachments to
the harness connector assembly as well as the integrity of the individual shields and
their attachment.
b)
Visually inspect the pitot/static plumbing and ensure it is secure and in good condition
and routed to provide positive moisture drainage.
a)
Inspect the GEA 71 unit, rack, and connectors for corrosion or other defects. Check
the integrity of the SHIELD BLOCK ground attachments to the harness connector
assembly as well as the integrity of the individual shields and their attachment.
a)
Inspect the GMA 1347D unit (including face of unit), rack and connectors for corrosion
or other defects. Check the integrity of the SHIELD BLOCK ground attachments to
the harness connector assembly as well as the integrity of the individual shields and
their attachment.
G1000 Wiring
harness
GDC 74B or
GDC 7400 Air Data
Computer (Qty 2)
GEA 71 Engine/
Airframe Unit (Qty 2)
GMA 1347D (Qty 2)
Inspect the PFDs and MFD for any visual damage to the display screens or bezels
including buttons and control knobs.
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Revision 10
Item
PFD and MFD Fans
(Qty 3)
GDL 69A or GDL
69A SXM
Description/Procedure
a)
Inspect fans for accumulation of dirt and other damage. Remove excess dirt as
required.
a)
Inspect the GDL 69A unit, rack, and connectors for corrosion or other defects. Check
the integrity of the SHIELD BLOCK ground attachments to the harness connector
assembly as well as the integrity of the individual shields and their attachment.
a)
Inspect the GMC 710 unit (including face of the unit), mount, and connectors for
corrosion or other defects. Check the integrity of the SHIELD BLOCK ground
attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
a)
Inspect the signal conditioner unit, mount, and connectors for corrosion or other
defects.
a)
Inspect the standby attitude indicator unit (including face of unit) and connector for
corrosion or other defects. Check the integrity of the harness connector assembly in
accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraphs 11-96 and 11-100
and the Cabin Wire Harness Routing drawing, listed in Table 1-2.
a)
Inspect the standby airspeed indicator unit (including face of unit) and connector for
corrosion or other defects.
b)
Visually inspect the plumbing and harness connector assembly, and ensure it is
secure and in good condition.
a)
Inspect the standby altimeter indicator unit (including face of the unit) and connector
for corrosion or other defects.
b)
Visually inspect the plumbing and harness connector assembly, and ensure it is
secure and in good condition.
a)
Inspect circuit breaker panel wiring and circuit breakers for chafing, damage, other
defects and proper routing of wire bundles and security of attachment in accordance
with AC 43.13-1B, Chapter 11, Section 8, Paragraph 11-96, the appropriate Circuit
Breaker Panel Modification drawing, listed in Table 1-2, and the Cabin Wire Harness
Routing drawing, listed in Table 1-2. Pay particular attention to possible areas of
chaffing.
GMC 710
Signal Conditioner
(Qty 2)
Standby Attitude
Indicator
Standby Airspeed
Indicator
Standby Altimeter
Circuit Breaker
Panels
Placards
b)
Inspect edge lit overlay panels for damage or defect.
c)
Reinstall the circuit breaker edge lit overlays to the circuit breaker panels.
a)
Inspect that all required placards are installed. Placards must be legible, secure and
in good condition. Refer to the Main Instrument Panel Installation drawing listed in
Table 1-2.
Initials
Reinstall the MFD and PFDs as described in Section 6.
Page 4-14
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Table 4-7, Cabin Area Visual Inspection Procedure
Item
Antennas
Description/Procedure
Initials
Inspect all external antennas for leading edge erosion and condition of base
seals (GPS/WAAS, top diversity transponder(s), Iridium, top and bottom GA 58
traffic antennas, if installed)
To gain access for the following Inspections, remove floorboards in cabin at FS 185.00 and FS 246.750
a)
Inspect all exposed wire harness for chafing, damage, proper routing of wire
bundles and security of attachment in accordance with AC 43.13-1B,
Chapter 11, Section 8, Paragraph 11-96 and the Cabin Wire Harness Routing
drawing, listed in Table 1-2.
a)
Inspect the GTX 33( ) or GTX 3000 units, shelf, brackets and connectors for
corrosion or other defects. Check the integrity of the shield block ground
attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
a)
Inspect the GDL 59 unit (if installed), shelf, brackets and connectors for
corrosion or other defects. Check the integrity of the shield block ground
attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
a)
Inspect the GSR 56 unit (if installed), shelf, brackets and connectors for
corrosion or other defects. Check the integrity of the shield block ground
attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
a)
Using a flashlight, inspect the roll servo, servo gearbox, connectors, support
structure, and control cables to ensure that no corrosion, chaffing, cracks, or
other defects exist.
b)
If GSM 86 servo gearbox is installed, check that the retaining bolt for the slip
clutch cartridge is not damaged or loose.
c)
Have an assistant manually move the aileron control surfaces from stop to stop
and visually observe the servo and control cabling/chain. Ensure there is no
binding in the control cabling or chain, and that the capstan/sprocket rotates
freely.
d)
Check the servo control cables in accordance with AC 43.13-1B, Chapter 7,
Section 8, Paragraph 7-149 to ensure no fraying, corrosion, or other damage
exists. If the condition of any cable is questionable, replace it with a new one.
e)
Check the tension on the control cables. Refer to the Roll Servo Install drawing,
listed in Table 1-2, for cable tension specifications:
Cabin Wiring
Harness
GTX 33 ( ) (Qty 2)
(Cabin Location)
GDL 59
(Wi-Fi option only)
(Cabin Location)
GSR 56
(iridium option only)
(Cabin Location)
GFC 700 Equipment
f)
Ensure that each cable is correctly attached to the clamps.
g)
Follow recommended checks for checking main control cables, following the
instructions in Chapter 27, Flight Controls, of the King Air 200 Series
Maintenance Manual.
h)
Reinstall the access panels if no other maintenance is to be performed.
To gain access for the following inspection, remove the left cabin sidewall panel at FS 158
GPA 65
(GTS 820/850 traffic
option only)
a)
Inspect the GPA 65 PA/LNA unit (if installed), brackets and connectors for
corrosion or other defects. Check the integrity of the shield block ground
attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
Table 4-8, Rear Fuselage and Empennage Visual Inspection Procedure
Item
Wi-Fi Antenna
Description/Procedure
Initials
Inspect the external Wi-Fi antenna (if installed) for leading edge erosion and
condition of base seals.
To gain access for the following Inspections, refer to the servo installation drawings and the King Air 200 Series
Maintenance Manual, listed in Table 1-2.
a)
Inspect all exposed wire harness for chafing, damage, proper routing of wire
bundles and security of attachment in accordance with AC 43.13-1B,
Chapter 11, Section 8, Paragraph 11-96 and the Tail Wire Harness Routing
drawing, listed in Table 1-2. Pay particular attention to possible areas of
chaffing.
b)
Verify security of aft bulkhead connectors
a)
Using a flashlight, inspect the servos, servo gearboxes, connectors, support
structure, and control cables to ensure that no corrosion, chaffing, cracks, or
other defects exist.
b)
If GSM 86 servo gearboxes are installed, check that the retaining bolt for the slip
clutch cartridge is not damaged or loose.
c)
Have an assistant manually move the control surfaces and elevator trim wheel
from stop to stop and visually observe the corresponding servo and control
cabling. Ensure there is no binding in the control cabling, and that the capstan
rotates freely.
d)
Check the servo control cables in accordance with AC 43.13-1B, Chapter 7,
Section 8, Paragraph 7-149 to ensure no fraying, corrosion, or other damage
exists. If the condition of the cable is questionable, replace it with a new one.
e)
Check the tension on the control cables. Refer to the respective servo
installation drawing listed in Table 1-2 for cable tension specifications
Tail Wiring Harness
GFC 700 Equipment
f)
Ensure that each cable is correctly attached to the clamps.
g)
Follow recommended checks for checking main control cables, following the
instructions in Chapter 27, Flight Controls, of the King Air 200 Series
Maintenance Manual, listed in Table 1-2.
h)
Reinstall the access panels if no other maintenance is to be performed.
The GMU 44 units are mounted in the tailcone or the horizontal stabilizer. Refer to Section 6.9 for details on
gaining access to the GMU.
GMU 44 (Qty 2)
GRA 5500 Radar
Altimeter
GTX 33 ( ) or GTX
3000 (Qty 2)
a)
For each GMU 44, do the following:
b)
Remove the three Phillips screws holding the GMU to the mounting bracket. Be sure
to use a non-magnetic screwdriver to avoid harming the GMU.
c)
Carefully remove the assembly, taking care not to damage unit or wiring, and inspect
the GMU 44 and mounting plate.
d)
Inspect the mounting hardware and GMU 44 for corrosion or other damage.
e)
Inspect all exposed GMU wiring and ensure no chaffing, wear, or other damage exists
in accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraph 11-96 and the
Wire Harness Installation, Tail drawing, listed in Table 1-2. Pay particular attention to
possible areas of chaffing.
f)
Reinstall the GMU 44.
a)
Inspect the GRA 5500 unit (if installed) and connectors for corrosion or other defects.
Check the integrity of the shield block ground attachments to the harness connector
assembly as well as the integrity of the individual shield and their attachment.
a)
Inspect the GTX 33( ) or GTX 3000 units, shelf, brackets and connectors for corrosion
or other defects. Check the integrity of the shield block ground attachments to the
harness connector assembly as well as the integrity of the individual shields and their
attachment.
a)
Inspect the GDL 59 unit (if installed), shelf, brackets and connectors for corrosion or
other defects. Check the integrity of the shield block ground attachments to the
harness connector assembly as well as the integrity of the individual shields and their
attachment.
a)
Inspect the GSR 56 unit (if installed), shelf, brackets and connectors for corrosion or
other defects. Check the integrity of the shield block ground attachments to the
harness connector assembly as well as the integrity of the individual shields and their
attachment.
(Tail Location)
GDL 59
(Wi-Fi option only)
(Tail Location)
GSR 56
(iridium option only)
(Tail Location)
Page 4-16
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Table 4-9, Lightning Strike Inspection Procedure
Item
Description/Procedure
a)
A post lightning strike inspection must be done for a suspected or actual lightning
strike to antennas or the OAT probes. Inspect antenna/probe and surrounding
installation to ensure that there is no structural damage around the areas where
lightning may have attached. If there is visible sign of damage to the probe or
antenna, then it should be replaced per section 6. Refer to the Hawker Beechcraft
Structural Inspection and Repair Manual listed in Table 1-2 for any aircraft structural
repairs.
a)
A “Magnetometer Interference Test” per Section 5.15.4 and “GRS 77 or GRS 7800
and GMU 44 Magnetic Calibration” per Section 7.7.4 must be performed after a
suspected or actual lightning strike. A lightning strike can result in a change in the
magnetic properties of steel components in the area of the magnetometers which can
cause unacceptable magnetic interference levels.
a)
Verify the GIA fan DISC out is correctly annunciating when the FAN is not working, by
performing tests per section 8.1.4.
GTP 59 OAT Probe
or Antenna
GMU 44 (Qty 2)
GIA Fans
4.5
Initials
Electrical Bonding Test
The following bonding tests are provided for G1000-equipped 200/B200 King Air aircraft as a
requirement beyond what is given in the aircraft maintenance manual. The electrical bonding checks are
split into two tests, Phase 3 Electrical Bonding Test and Phase 4 Electrical bonding test. This places the
bonding test requirement for each G1000 LRU in the same phase as the visual inspection of that zone to
minimize access requirements.
4.5.1
Requirements
All G1000 equipment must be installed. Gain access for the procedure listed below in Section 4.5.3 as
required and in accordance with the King Air 200 Series Maintenance Manual. It is recommended that
these tests are conducted after visual inspection of the zone to minimize access requirements.
4.5.2
Test Equipment
A milli-ohm meter and Kelvin probes are recommended for this test.
However, a standard voltmeter, power supply with adjustable current limit, and ammeter may be
substituted as alternative method. The following procedure is written using the voltmeter, power supply
and ammeter. All test equipment must have valid calibration records. The set up for this is described
below.
1.
Connect the positive lead of the power supply to airframe ground. Connect/touch the positive lead
of the voltmeter to the same point.
NOTE
Ensure that the voltmeter and power supply probes do not touch, so as not to induce contact
resistance.
2.
3.
Touch negative lead of power supply to each of the test points listed while performing Step 3. At
each required point, configure the power supply to produce 1 amp before measuring voltage. (Use
an ammeter to ensure current is within minimum of 1 amp ±100 milli-amp at each point). Do not
allow the reference current to exceed 1.5 amps for safety.
With the current set to 1A voltage reading will be value of the bonding resistance. Set the voltmeter
to measure milli-volts and null the reading. Measure the voltage from airframe ground (step 1) to
each required test points and record the voltage. (Perform Step 2 at each required point and ensure
that minimum of 1 amp ±100 milli-amp is present when measuring the voltage.)
TIP: When a 1A current is used all the milli-volt readings are the same as milli-Ohms, and required
no further calculation of bond resistance. If 1 amp reference current cannot be maintained and is
higher divide the measured voltage by current to get the resistance value. Alternatively, calculate the
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
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Revision 10
percentage increase in current and then reduce the measured voltage reading by the same
percentage. Example: If the measured current is 1.2 amps, (20% high from the desired 1 amp
current) and the measured voltage is 3.0 milli-volts, then the value recorded will be 3milli-volts
reduced by 20% which is 2.5milli-volts which is the same as 2.5milli-Ohms.
4.5.3
Phase 3 Electrical Bonding Procedure
Using one of the two measurement methods in section 4.5.2 record the bonding measurement for the
following equipment.
Ensure that at each PFD or MFD test point, no more than 20 milli-volts (20 mΩ) are present.
Ensure that at each other test point, no more than 2.5 milli-volts (2.5 mΩ) are present. In this case,
voltage is equivalent to resistance (Ω), given that precisely 1 amp reference current is present or the
voltage is reduced by the percentage increase in current used.
Pilot Compartment



















Top metal case of PFD 1: __________ milli-Ohms
Top metal case of PFD 2: __________ milli-Ohms
Top metal case of MFD: __________ milli-Ohms
Top metal case of GMA 1347D #1: __________ milli-Ohms
Top metal case of GMA 1347D #2: __________ milli-Ohms
Top metal case of GCU 477: __________ milli-Ohms
Top metal case of GMC 710: __________ milli-Ohms
GEA 71 #1 body: __________ milli-Ohms
GEA 71 #2 body: __________ milli-Ohms
GDC 74B or GDC 7400 #1 body: __________ milli-Ohms
GDC 74B or GDC 7400 #2 body: __________ milli-Ohms
OSAT 1 Probe base nut (inside fuselage): __________ milli-Ohms
OAT 2 Probe base nut (inside fuselage): __________ milli-Ohms
GDL 69A body: __________ milli-Ohms
Engine Signal Conditioner #1 near mounting holes of case: __________ milli-Ohms
Engine Signal Conditioner #2 near mounting holes of case: __________ milli-Ohms
PFD1 Cooling fan metal base: __________ milli-Ohms
PFD2 Cooling fan metal base: __________ milli-Ohms
MFD Cooling fan metal base: __________ milli-Ohms



Cabin Compartment
GTX 33 (if installed in Cabin, not Tail) #1 top: __________ milli-Ohms
GTX 33 (if installed in Cabin, not Tail) #2 top: __________ milli-Ohms
GSA 80 (Roll) Servo body: __________ milli-Ohms
Page 4-18
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4.5.4
Phase 4 Electrical Bonding Procedure
Using one of the two measurement methods in section 4.5.2 record the bonding measurement for the
following equipment.
Ensure that at each other test point, no more than 2.5 milli-volts (2.5 mΩ) are present. In this case,
voltage is equivalent to resistance (Ω), given that precisely 1 amp reference current is present or the
voltage is reduced by the percentage increase in current used.
Nose Section

GWX 68 or GWX 70 body: __________ milli-Ohms
Nose Avionics Compartment





GIA 1 top: __________ milli-Ohms
GIA 2 top: __________ milli-Ohms
GRS 77 or GRS 7800 #1 metal base: __________ milli-Ohms
GRS 77 or GRS 7800 #2 metal base: __________ milli-Ohms
Standby battery: __________ milli-Ohms
Rear Fuselage and Empennage








GMU 44 #1 metal base: __________ milli-Ohms
GMU 44 #2 metal base: __________ milli-Ohms
GSA 80 (Pitch) Servo body: __________ milli-Ohms
GSA 80 (Pitch Trim) Servo body: __________ milli-Ohms
GSA 80 (Yaw) Servo body: __________ milli-Ohms
GRA 5500 Radar Altimeter __________ milli-Ohms
GTX 33 (if installed in Tail, not Cabin) or GTX 3000 #1 top: __________ milli-Ohms
GTX 33 (if installed in Tail, not Cabin) or GTX 3000 #2 top: __________ milli-Ohms
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4.6
GRS 77 or GRS 7800 Earth Magnetic Field Updates
The GRS 77 or GRS 7800 utilizes an Earth magnetic field model which is updated once every five years.
The update is expected to be available from Garmin in each of the following years: 2010, 2015, and
every five years thereafter, as long as the GRS 77 or GRS 7800 remains a Garmin-supported product.
The G1000 system alerts the operator that the magnetic field database is out of date by issuing the
message “AHRS SERVICE – AHRS Magnetic-field model needs update”. Garmin will distribute update
instructions when updates are available. As of this writing, Garmin Service Bulletin #0533 addresses the
most recent update to the 2005 database. Service Bulletins may be obtained from www.garmin.com at
the ‘Dealer Resource Center’ portion of the web site.
4.7
GSA 80 Greasing Procedure
The GSA 80 servo greasing procedure is required only when the GSA 80 is removed and reinstalled.
Refer to Section 6.11 for details.
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4.8
Flaps-in-motion Discrete Input Check
To perform this check, all G1000 and GFC 700 equipment must be installed and operational. Start PFD1
in Configuration Mode and go to the GIA Page Group and select the GIA I/O Configuration Page using
the FMS knob. Perform the following checks:
Figure 4-1, GIA I/O Page
TRUE/VALID
1.
2.
3.
4.
5.
6.
7.
FALSE/INVALID
or
or
Figure 4-2, Discrete Indications
Verify the DATA indicators of the discrete inputs labeled ‘FLAP EXTEND’ and ‘FLAP
RETRACT’ show an invalid condition.
Extend the flaps down. While the flaps are traveling down, check that the DATA indicator of the
discrete input labeled ‘FLAP EXTEND’ changes to a valid condition.
When the flap motion is completed, verify the DATA indicators of the discrete inputs labeled
‘FLAP EXTEND’ and ‘FLAP RETRACT’ show an invalid condition.
Retract the flaps up. While the flaps are traveling up, check that the DATA indicator of the
discrete input labeled ‘FLAP RETRACT’ changes to a valid condition.
When the flap motion is completed, verify the DATA indicators of the discrete inputs labeled
‘FLAP EXTEND’ and ‘FLAP RETRACT’ show an invalid condition.
Repeat steps 1 through 5 for GIA2.
The flap discrete input check is complete.
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4.9
GSM 85A/GSM 86 Slip Clutch Torque Check Procedure
Perform the test per section 4.9.1, 4.9.2 or 4.9.3. The following test procedures are the same for both the
GSM 85A and the GSM 86 servo gearboxes.
4.9.1
1.
2.
3.
4.
5.
6.
Automated Slip Clutch Test Procedure (SW version 0985.04 and later)
Before starting test, select the AVIONICS MASTER PWR and BATT switches to OFF.
Press and hold the ENT key on PFD1 while applying aircraft EXT power and selecting the
AVIONICS MASTER PWR and BATT switches to ON.
Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of PFD1.
(Steps 1 through 3 put PFD1 in Configuration Mode and PFD2 / MFD in normal mode.)
Verify the correct type of servo gearbox is configured for each servo per Section 3.39.
With the MFD in Normal Mode, press the red DISPLAY BACKUP button on the pilot’s GMA
audio panel to place the MFD in reversion mode.
With PFD1 in Configuration Mode, go to the GFC Page Group and select the GFC STATUS page
using the FMS knobs.
Figure 4-3, GFC Status Page
IMPORTANT!
It is highly recommended that the following test be performed at temperatures
between 50° F and 120° F.
7.
8.
9.
10.
Use the FMS knob to select the desired servo (Pitch, Roll, Yaw or Pitch Trim).
Verify that the PFT status field shows PASSED.
Verify that the aircraft control surface to be checked is free to travel throughout its range of motion.
Press the TEST SVO softkey on the PFD. Follow prompts to begin the test.
IMPORTANT!
If the test must be stopped, firmly grasp the aircraft control being moved and press
the red AP DISC switch on the aircraft control wheel. If an abnormal disconnect of
a servo occurs, reset the AFCS SERVO circuit breaker and repeat the test.
11. When test is completed, verify the CLUTCH TEST PASS message is displayed on the MFD.
12. Repeat steps 4 through 8 for each servo axis (Pitch, Roll, Yaw and Pitch Trim).
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13. If the CLUTCH TEST FAIL message is displayed on the MFD for any axis, repeat the test twice in
the failed axis. If the test does not pass, the servo gearbox must be removed from the aircraft and
tested/adjusted per the Servo Gearbox Adjustment Fixture Procedure in Section 4.9.3.
4.9.2
Manual Slip Clutch Test Procedure (SW version 0985.03 and earlier)
1. With PFD1 in Configuration Mode, go to the GFC Page Group and select the GFC STATUS
Configuration Page using the FMS knob.
Figure 4-4, GFC Status Page
IMPORTANT!
It is highly recommended that the following test be performed at temperatures
between 50° F and 120° F.
2.
3.
4.
5.
6.
Use the FMS knob to select the desired servo.
Verify that the PFT status field shows PASSED.
Verify that the aircraft control surface to be checked is free to travel throughout its range of motion.
Press the ENG CLCH softkey on the PFD.
With the clutch engaged, take hold of the aircraft controls and manually overcome the clutch. Move
the control surface to be tested from stop to stop a minimum of two times each direction.
7. Position the control surface in the neutral position (full forward position if the PITCH SERVO is
selected). Press the DIS CLCH softkey.
IMPORTANT!
If the test must be stopped, firmly grasp the aircraft control being moved and press
the red AP DISC switch on the aircraft control stick. If an abnormal disconnect of a
servo occurs, reset AFCS SERVO circuit breaker and repeat the step.
8.
9.
10.
11.
Manually select +2.50 rpm for the Drive Servo and press ENT.
Press the ENG CLCH softkey.
Press the DRV SRVO softkey.
Allow the selected servo to drive the control surface to either the NOSE DOWN stop (Pitch and Pitch
Trim) or the LEFT stop (Roll and Yaw).
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12. Allow the servo to continue driving against the control stop for at least 50 seconds. Observe the
TORQUE values displayed in the Servo Data field and record the maximum and minimum values in
Table 4-10 or in the appropriate aircraft maintenance records.
13. Manually select 0.00 rpm for the Drive Servo and press ENT. Allow the servo to stop.
14. Manually select -2.50 for the Drive Servo and press ENT. Allow the selected servo to drive the
control surface to either the NOSE UP stop (Pitch and Pitch Trim) or the RIGHT stop (Roll and
Yaw). If the PITCH SERVO is selected, firmly hold the control yoke in the full aft position until the
NOSE UP portion of the test is completed.
15. Allow the servo to continue driving against the control stop for at least 50 seconds. Observe the
TORQUE values displayed in the Servo Data field and record the maximum and minimum values in
Table 4-10 or in the appropriate aircraft maintenance records.
16. Manually select 0.00 rpm for the Drive Servo and press ENT. Allow the servo to stop.
17. Firmly grasp the aircraft control under test and press the DIS CLCH softkey.
18. Press the STP SRVO softkey.
19. Repeat steps 2 through 18 for each servo axis shown.
20. Verify that the minimum and maximum torque values measured are within the Minimum and
Maximum torque values allowed for the given axis listed in Table 4-10.
Axis
Direction
Up
Pitch
Down
Roll
Left
Right
Yaw
Left
Right
Pitch
Trim
Up
Down
Min Measured
Torque (in-lbs)
Max Measured
Torque (in-lbs)
Min Allowed
Torque (in-lbs)
Max Allowed
Torque (in-lbs)
28 (GSM 85A)
24 (GSM 86)
38 (GSM 85A)
40 (GSM 86)
116 (GSM 85A)
99 (GSM 86)
161 (GSM 85A)
168 (GSM 86)
78 (GSM 85A)
66 (GSM 86)
107 (GSM 85A)
112 (GSM 86)
52 (GSM 85A)
45 (GSM 86)
71 (GSM 85A)
76 (GSM 86)
Table 4-10, Measured Torque
NOTE
If the GSM 85A or GSM 86 measured values exceed the limits in Table 4-10, the servo
gearbox must be removed from the aircraft and tested/adjusted per the Servo Gearbox
Adjustment Fixture Procedure in Section 4.9.3.
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4.9.3
Servo Gearbox Adjustment Fixture Procedure
This test is an alternative to the automated and manual slip clutch test procedures.
Only the GSM 85A servo gearbox slip clutch can be adjusted. The GSM 86 servo gearbox does not have
an adjustable slip clutch; however, the torque value can be measured using this procedure.
IMPORTANT!
This adjustment requires the use of the Garmin servo adjustment fixture,
P/N T10-00110-01. For detailed operating instructions for the fixture, refer to
GSA8X / GSM85(A) Installation Manual, listed in Table 1-3.
It is highly recommended that the following test be performed at temperatures
between 50° F and 120° F.
1. Remove the GSM 85A or GSM 86 servo gearbox as per Section 6.12.
2. Place the GSM 85A or GSM 86 servo gearbox on the slip-clutch adjustment fixture and secure with
the toggle clamps. Install the fixture cable between the capstan under test and the fixture capstan.
Remove the slack in the cable using the tension adjustment knob. Tighten the two wingnuts on
bottom of fixture while holding the top thumbscrews.
3. Attach a socket to a calibrated torque wrench of appropriate range and place on top of the fixture
capstan. Adjust the wrench support fixture so that it contacts the handle in the appropriate location.
4. Connect a 2 Amp, 24 V, DC power supply to the fixture.
5. Place the solenoid switch to "on" and move the direction switch to the clockwise or counterclockwise position. Allow the clutch to rotate at least one revolution in each direction (note: the
capstan itself is fixed.)
6. Observe the torque reading for at least two full revolutions in each direction. Ensure the minimum
and maximum torque readings are within the tolerance specified.
7. If the minimum and maximum torque values are within the specified range in Table 4-11, the GSM
slip clutch is acceptable. Reinstall the GSM 85A or GSM 86 servo gearbox per Section 6.12.
8. If the minimum and maximum torque values are not within the specified range in Table 4-11, the
GSM 86 slip clutch cartridge must be replaced or the GSM 85A must be adjusted.
9. For GSM 85A only: If adjustment is required, remove cotter pin and adjust the nut on the capstan as
needed to obtain the torque value listed in Table 4-11, as shown on the torque wrench. Position the
nut to align with holes in the capstan shaft and install a new cotter pin.
10. When finished, remove the fixture cable, and then remove the servo gearbox from the fixture.
11. Install the GSM 85A or GSM 86 servo gearbox per Section 6.12.
Table 4-11, GSM 85A/GSM 86 Slip Clutch Torque Settings
Servo
Pitch Trim*
Pitch
Yaw
Roll
GSM 85A
65 ± 8 in-lbs*
32 ±5 in-lbs
90 ±10 in-lbs
135 ±13 in-lbs
GSM 86
66 ± 19 in-lbs*
32 ± 9 in-lbs
90 ±27 in-lbs
135 ±40 in-lbs
*Valid with continuous travel servo gearbox only
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Revision 10
4.10
G1000 Redundant Connection Check
NOTE
Throughout this check prior to the 0985.07 software version, indicators showing “GDC
74” are applicable to the GDC 74B and the optional GDC 7400 air data computers. For
software version 0985.07 and subsequent, indicators show “GDC 74” for the GDC 74B
and “GDC 7400” for the GDC 7400 air data computer.
Perform the following steps to verify the following:
(A) The primary (PRI) and secondary (SEC) power sources for GIA 1, GRS 1, PFD 1, and GDC 1
(B) The AHRS and ADC data path to PFD
(C) PFD and MFD Ethernet connection (includes ARINC connection between ADC and MFD and
DISPLAY BACKUP button function)
(D) Engine data availability to the displays and GPS data availability to the AHRS with either GIA
inoperative
(A) PRI and SEC power sources for PFD 1, GIA 1, GRS 1 and GDC 1 check
1. Connect a ground power unit to the external power receptacle and turn on the ground power unit.
2. Set the BAT and AVIONICS MASTER PWR switches to ON.
3. With the G1000 system in normal mode, pull the following circuit breakers on the right hand circuit
breaker panel:
 PFD 1 (PRI)
 AHRS 1 (PRI)
 ADC 1 (PRI)
 GIA 1 (PRI)
4. Wait at least 5 seconds, then verify the data on PFD1 remains valid and the following alert messages
are not present:
 GIA 1 FAIL (or any related message such as COM1, NAV1, XPDR1, GPS1)
 AHRS 1 FAIL
 ADC 1 FAIL
 FAILED DATA PATH
5. Close the circuit breakers listed in step 3.
6. Repeat step 4.
7. Pull the following circuit breakers on the right hand circuit breaker panel:
 PFD 1 (SEC)
 AHRS 1 (SEC)
 ADC 1 (SEC)
 GIA 1 (SEC)
8. Wait at least 5 seconds, then repeat step 4.
9. Close the circuit breakers listed in step 7.
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(B) AHRS and ADC data path check
1. Verify there are no AHRS loss of data messages, such as:
 AHRS not receiving any GPS information
 AHRS not receiving backup GPS information
 AHRS using backup GPS source
2. Place the G1000 in configuration mode.
3. In the GIA page group, go to the GIA RS-232/ARINC 429 CONFIG page.
4. With GIA1 selected in the SELECT UNIT window, verify the RS232 Channel 1 [(GDC74 #1) or
(GDC7400 #1)] and RS232 Channel 6 [(GRS77 #1) or (GRS7800 #1)] indicators are green. Ref.
Section 5.2.1.2.
5. With GIA1 selected in the SELECT UNIT window, verify the ARINC 429 IN2 [(GRS77 #2) or
(GRS7800 #2)] and ARINC 429 IN5 [(GDC74 #1) or (GDC7400 #1)] and ARINC 429 IN6
[(GRS77 #1) or (GRS7800 #1)] indicators are green. Ref. Section 5.2.1.2.
6. With GIA2 selected in the SELECT UNIT window, verify the RS232 Channel 1 [(GDC74 #2) or
(GDC7400 #2)] and RS232 Channel 6 [(GRS77 #2) or (GRS7800 #2)] indicators are green. Ref.
Section 5.2.1.2.
7. With GIA2 selected in the SELECT UNIT window, verify the ARINC 429 IN2 [(GRS77 #1) or
(GRS7800 #1)] and ARINC 429 IN5 [(GDC74 #2) or (GDC7400 #2)] and ARINC 429 IN6
[(GRS77 #2) or (GRS7800 #2)] indicators are green. Ref. Section 5.2.1.2.
8. In the GDU page group, go to the GIA RS-232/ARINC 429 CONFIG page.
9. With PFD1 selected in the SELECT UNIT window, verify the ARINC 429 IN1 [(GRS77 #1) or
(GRS7800 #1)] and ARINC 429 IN2 [(GDC74 #1) or (GDC7400 #1)] indicators are green. Ref.
Section 5.2.1.1.
10. With PFD2 selected in the SELECT UNIT window, verify the ARINC 429 IN1 [(GRS77 #2) or
(GRS7800 #2)] and ARINC 429 IN2 [(GDC74 #2) or (GDC7400 #2)] indicators are green. Ref.
Section 5.2.1.1.
11. Restart the G1000 in normal mode.
(C) PFD and MFD Ethernet connection check (includes ARINC connection check between ADC1
and MFD and between GRS1 and MFD, and the DISPLAY BACKUP button check)
1. On the right hand circuit breaker panel, open the MFD circuit breaker:
2. Verify NAV 1, COM 1, NAV 2 and COM 2 remain valid on both PFD 1 and PFD 2.
3. Close the MFD circuit breaker and wait for MFD to initialize.
4. Open the PFD 2 circuit breaker.
5. Press the DISPLAY BACK UP button on the Pilot’s GMA 1347D audio panel.
6. Verify NAV 2 and COM 2 are each replaced by a red X and NAV 1 and COM 1 remain valid on both
the MFD and PFD 1.
7. Press the DISPLAY BACK UP button on the Pilot’s GMA 1347D audio panel to return to normal
mode.
8. Close the PFD 2 circuit breaker and wait for PFD 2 to initialize.
9. Open the PFD 1 (PRI) and PFD 1 (SEC) circuit breakers.
10. Press the DISPLAY BACK UP button on the Co-pilot’s GMA 1347D audio panel.
11. Verify NAV 1 and COM 1 are each replaced by a red X and NAV 2 and COM 2 remain valid on both
the MFD and PFD 2.
12. Verify ADC1 data and GRS1 data can be displayed on the MFD.
13. Press the DISPLAY BACK UP button on the Co-pilot’s GMA 1347D audio panel to return to normal
mode.
14. Close the PFD 1 (PRI) and PFD 1 (SEC) circuit breakers and wait for PFD 1 to initialize.
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(D) Engine data availability to the displays and GPS data availability to the AHRS with either GIA
inoperative check
1. Open GIA1 primary and secondary CBs.
2. Verify the following:
 NAV 1 and COMM1 tuning fields on PFD 1 and PFD 2 are invalid (red X).
 L/R engine data remains valid.
 XPDR1 is Inoperative.
 GMA1 is Inoperative.
 AHRS1 is using backup GPS source.
 AHRS2 not receiving backup GPS Information.
 An amber BOTH ON GPS2 is displayed on PFD 1 and PFD 2.
 AHRS and ADC data remain valid on PFD 1 and PFD 2.
3. Close GIA1 primary and secondary CBs. Allow system to re-acquire satellites and return to normal
display modes.
4. Open GIA2 CB.
5. Verify the following:
 NAV2 and COMM2 tuning fields on PFD 1 and PFD 2 are invalid (red X).
 L/R engine data remains valid.
 XPDR2 is Inoperative.
 GMA2 Is Inoperative.
 AHRS2 is using backup GPS source.
 AHRS1 not receiving backup GPS Information.
 An amber BOTH ON GPS1 is displayed on PFD 1 and PFD 2.
 AHRS and ADC data remain valid on PFD 1 and PFD 2.
6. Close GIA2 CB. Allow system to re-acquire satellites and return to normal display modes.
7. Open GIA1 primary and secondary CBs and GIA2 CB.
8. Verify the following:
 COM1/NAV1 & COM2/NAV2 fields flag invalid.
 GPS CDI flags DR on PFD.
 NAV1 & NAV2 CDI loses deviation bar.
 XPDR field flags invalid on PFD.
 Engine Instrument field flags invalid on MFD.
 All AHRS & ADC fields remain valid.
 Red AFCS status annunciation given.
 If equipped with TAWS, TAWS FAIL annunciation given.
 If equipped with ADF and/or DME, ADF/DME windows flag invalid.
9. Restore power to both GIA units.
The G1000 Redundant Connections Check is complete.
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4.11
Engine Data Check
Accomplish this section to verify the engine data availability and validity for oil pressure, ITT and torque.
Remove the left and right engine cowling (Ref. King Air 200 Series Maintenance Manual, Chapter 7110-00) to gain access to the engine harness connectors and reinstall cowling when testing is complete.
Required test equipment is provided in Table 4-12. Any product conforming to the specification listed
may be used.
Test Equipment
Requirement
Signal Generator
0-10Vdc / 0 – 1k Hz
Thermocouple Calibrator
K-type, 200 to 1,200°C
Table 4-12, Engine Data Check Test Equipment
4.11.1
Oil Pressure
1.
2.
3.
4.
5.
6.
7.
8.
9.
4.11.2
Remove power from aircraft.
Disconnect the left engine oil pressure transmitter connector P12.
Connect the Signal Generator to pins A (-) and B (+) of P12 connector.
Apply external power to aircraft and start the G1000 in normal mode.
Using a Signal Generator, inject DC signals specified in Table 4-13 and verify the indications
are within specified tolerances:
Test Point (Vdc)
Indication (PSI)
0.0 +/- .10
0 +/- 4
1.25 +/- .10
50 +/- 4
2.50 +/- .10
100 +/- 4
3.75 +/- .10
150 +/- 4
5.00 +/- .10
200 +/- 4
Table 4-13, Oil Pressure Indication Test Points
On the right hand circuit breaker panel, open the GIA1 (PRI) and GIA1 (SEC) circuit
breakers, and verify the last observed oil pressure indication remains unchanged. Reset the
GIA1 (PRI) and GIA1 (SEC) circuit breakers.
Repeat steps 1 through 5 using pins A (-) and B (+) of right engine P12 connector.
Pull the GIA 2 circuit breaker, and verify the last observed oil pressure indication remains
unchanged. Reset the GIA 2 circuit breaker.
Remove power from aircraft and reconnect left and right engine oil pressure transmitter
connectors.
ITT
1. Remove power from aircraft.
2. Disconnect all thermocouple wires except for the Alumel-Green #10 and Chromel-White #8
leads from the left hand engine thermocouple junction block mounted to the gas generator
case. (Ref. King Air 200 Series Maintenance Manual, Chapter 77-00-00)
3. Connect the Thermocouple Calibrator (or equivalent) across the Alumel-Green #10 and
Chromel-White #8 leads of the thermocouple junction block. Make sure the polarity of the
Alumel and Chromel leads are strictly observed when making connections.
4. Apply external power to aircraft and start the G1000 in normal mode.
5. Using the Thermocouple Calibrator (or equivalent), inject the DC signals specified in Table
4-14 and verify the indications are within specified tolerances. If the Thermocouple
Calibrator is not temperature compensated, use the chart shown in Figure 4-5 to convert the
ambient temperature to millivolts and subtract from Table 4-14.
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Revision 10
6.
7.
8.
9.
Test Point (degC)
DC signal (mV)
Indication (degC)
200
8.137
200 +/- 17
400
16.395
400 +/- 17
600
24.902
600 +/- 12
800
33.277
800 +/- 7
1000
41.269
1000 +/- 12
1200
48.828
1200 +/- 17
Table 4-14, ITT Indication Test Points
On the right hand circuit breaker panel, open the GIA1 (PRI) and GIA1 (SEC) circuit
breakers, and verify the last observed ITT indication remains unchanged. Reset the GIA1
(PRI) and GIA1 (SEC) circuit breakers.
Repeat steps 1 through 5 using the right hand engine thermocouple junction block.
Pull the GIA 2 circuit breaker, and verify the last observed ITT indication remains
unchanged. Reset the GIA 2 circuit breaker.
Remove power from aircraft and reconnect all thermocouple wires to the junction blocks.
Figure 4-5, Ambient Temperature Conversion Chart
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4.11.3
Torque
1.
2.
3.
4.
5.
6.
7.
8.
9.
Remove power from aircraft.
Disconnect the left engine firewall connector J102.
Connect the Signal Generator to pins C (HI) and R (LO) of J102.
Apply external power to aircraft and start the G1000 in normal mode.
Using the Signal Generator, inject DC signals specified in Table 4-15 and verify the
indications are within the specified tolerances.
Test Point (VDC)
Torque Indication (FT-LB)
0.00 +/- .02
0.0 +/- 2
2.12 +/- .02
1100 +/- 2
2.88 +/- .02
1500 +/- 2
4.30 +/- .02
2240 +/- 2
Table 4-15, Torque Indication Test Points
On the right hand circuit breaker panel, open the GIA1 (PRI) and GIA1 (SEC) circuit
breakers, and verify the last observed torque indication remains unchanged. Reset the GIA1
(PRI) and GIA1 (SEC) circuit breakers.
Repeat steps 1 through 5 using right engine firewall connector J103, pins C (HI) and R (LO).
Pull the GIA 2 circuit breaker, and verify the last observed torque indication remains
unchanged. Reset the GIA 2 circuit breaker.
Remove power from aircraft and reconnect left and right engine firewall connectors.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
4.12
Trim Annunciator Check
This procedure checks the pitch trim (PTRM) annunciation from both GIA 1 and GIA 2 and the mis-trim
AFCS status alerts.
1. Ensure the G1000 is in normal mode, autopilot is not engaged, and the AFCS mode controller XFR
key is selected to the pilot side.
2. Press the left part of the pilot’s pitch-trim switch upwards for approximately 10 seconds and verify
that the red PTRM annunciation is displayed on both PFD 1 and PFD 2.
3. Release the switch and wait for the PTRM annunciation to clear.
4. Press the left part of the pilot’s pitch-trim switch downwards for approximately 10 seconds and verify
that the red PTRM annunciation is displayed on both PFD 1 and PFD 2.
5. Release the switch and wait for the PTRM annunciation to clear.
6. Repeat Steps 2 through 5 for the right part of the pilot’s pitch-trim switch.
7. Repeat Steps 2 through 6 for the copilot’s pitch-trim switch.
8. On the mode controller select copilot side by pressing the XFR key (changes active GIA to GIA 2).
9. Repeat Steps 2 through 7 and verify annunciations are displayed on both PFD 1 and PFD 2.
10. On the mode controller re-select pilot side by pressing XFR key (changes active GIA back to GIA 1).
11. Hold the control yoke with elevators and ailerons in the neutral positions (control wheel level and at
the mid-point position between full forward and full aft). Position the pitch trim wheel to 0° degrees.
12. Press the Go Around button on the throttle and engage the autopilot. Apply a forward load on the
control yoke. Verify that the pitch trim wheel rotates in the UP direction.
13. Disengage the autopilot and flight director. Use the pitch-trim switch (or the pitch-trim wheel) to trim
full down.
14. Hold the control yoke in the full forward position.
15. Engage the autopilot, apply firm aft pressure on the control yoke for approximately 10 seconds,
allowing the pitch-trim wheel to move freely. Verify that the amber ELE↓ annunciator is displayed
on both PFD 1 and PFD 2.
16. Disengage the autopilot and use the pitch-trim switch (or the pitch-trim wheel) to trim full up.
17. Move the control yoke to the full aft position and hold.
18. Press the Go Around button on the throttle and engage the autopilot. Apply firm forward pressure on
the control yoke for approximately 10 seconds, allowing the pitch-trim wheel to move freely. Verify
that the amber ELE↑ annunciator is displayed on both PFD 1 and PFD 2.
19. Disengage the autopilot.
20.
21.
22.
23.
24.
25.
NOTE
If the ELE annunciation appears during any of the following steps, reset the trim wheel
and repeat the test step.
Use the pitch-trim switch (or the pitch-trim wheel) to trim full down.
Hold the elevator in the neutral position (control wheel at the mid-point position between full forward
and full aft), press the HDG and ALT buttons on the mode controller and center the heading bug.
Engage the autopilot and turn the heading knob to set the heading bug to the right of center. Hold the
control yoke centered for approximately 10 seconds. Verify that the amber AIL→ annunciator is
displayed on both PFD 1 and PFD 2.
Turn the heading knob to set the heading bug to the left of center. Hold the control yoke centered for
approximately 10 seconds. Verify that the amber ←AIL annunciator is displayed on both PFD 1 and
PFD 2.
Disengage the autopilot and clear all flight director modes.
Ensure the aircraft is on the ground and the nose wheel is approximately straight.
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26.
27.
28.
29.
30.
31.
32.
33.
34.
NOTE
In the following steps, slow, continuous rudder pedal movement is needed to overcome
clutch torque. If pedal movement is stopped before the annunciation is displayed, return
the rudder pedals to the neutral position and repeat step.
Engage the yaw damper.
Begin to apply pressure slowly to the right rudder pedal. When pedal resistance is felt, continue to
apply pressure slowly for approximately 20 to 30 seconds.
Verify that the amber ←RUD annunciator is displayed on both PFD 1 and PFD 2.
Reposition the rudder pedals to the neutral position.
Begin to apply pressure slowly to the left rudder pedal. When pedal resistance is felt, continue to
apply pressure slowly for approximately 20 to 30 seconds.
Verify that the amber RUD→ annunciator is displayed on both PFD 1 and PFD 2.
Reposition the rudder pedals to the neutral position.
Disengage yaw damper.
The Trim Annunciator Check is complete.
4.13
G1000 Miscompare Checks
This procedure will check the AHRS, airspeed and altitude miscompare monitors. Accomplish the
following checks with the aircraft positioned where it can receive GPS signals and magnetic heading.
Access to AHRS1 and AHRS2 will be required during this test.
1. Ensure the G1000 is operating in normal mode.
2. Connect a pitot/static test set to the aircraft ADC1 pitot and static ports (Pilot’s side). (Do not connect
the pitot/static tester to ADC2 ports at this time.)
3. Set the baro-correction on PFD1 and PFD2 to 29.92.
4. On the AFCS mode controller, press the ALT, HDG, and AP buttons and verify autopilot engages.
5. Slowly increase the pitot/static test set to simulate an ADC1 / ADC2 altitude miscompare of greater
than 200 ft., verify the disconnected ADC altitude does not increase, autopilot does not disconnect
and amber comparator window text “ALT MISCOMP” is displayed on PFD1 and PFD2.
6. Reduce ADC1 altitude to ambient pressure.
7. Repeat Step 5 with the pitot/static test set connected to the aircraft ADC2 pitot and static ports.
8. Use the pitot/static test set to simulate an airspeed of 40 kts for ADC1 and 55 kts for ADC2. Verify
the autopilot does not disconnect and amber comparator window text “IAS MISCOMP” is displayed
on PFD 1 and PFD2.
9. Use the pitot/static test set to simulate an airspeed of 55 kts for ADC1 and 40 kts for ADC2. Verify
the autopilot does not disconnect and amber comparator window text “IAS MISCOMP” is displayed
on PFD 1 and PFD2.
10. Use the pitot/static test set to simulate an airspeed of 85 kts for ADC1 and 95 kts for ADC2. Verify
the autopilot does not disconnect and amber comparator window text “IAS MISCOMP” is displayed
on PFD 1 and PFD2.
11. Use the pitot/static test set to simulate an airspeed of 95 kts for ADC1 and 85 kts for ADC2. Verify
the autopilot does not disconnect and amber comparator window text “IAS MISCOMP” is displayed
on PFD 1 and PFD2.
12. Reduce ADC1 and ADC2 airspeeds to 0 kts.
13. Slowly rotate AHRS1 along the lateral (pitch) axis to a pitch attitude of greater than 5 degrees, verify
the following:
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
AHRS2 pitch attitude does not change

An amber “PIT MISCOMP” is annunciated on PFD1 and PFD2

Autopilot disconnects at approximately 5 deg AHRS1 / AHRS2 miscompare

The autopilot disconnect audio alert (two hi-low tones) sounds

A red flashing AP annunciator on PFD1 and PFD2

Flight director command bars remain in view with autopilot in HDG and ALT mode
14. Replace AHRS1 to normal attitude and verify that attitude display on PFD1 displays current aircraft
attitude.
15. Use the AFCS mode controller to re-engage autopilot.
16. Slowly rotate AHRS1 along the longitudinal (roll) axis to a roll attitude of greater than 5 degrees,
verify the following:

AHRS2 roll attitude does not change

An amber “ROL MISCOMP” is annunciated on PFD1 and PFD2

Autopilot disconnects at approximately 5 deg AHRS1 / AHRS2 miscompare

The autopilot disconnect audio alert (two hi-low tones) sounds

A red flashing AP annunciator on PFD1 and PFD2

Flight director command bars remain in view with autopilot in HDG and ALT mode
17. Replace AHRS1 to normal attitude and verify that attitude display on PFD1 displays current aircraft
attitude.
18. Repeat Steps 13 through 17 for AHRS2.
19. The G1000 Miscompare checks are complete.
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4.14
Nose Avionics Compartment Fans Operational Check
This procedure will verify that airflow is present from the ported avionics cooling fans to the #1 and #2
GIA units. The fan speed monitoring circuits and annunciations are checked by the G1000 Cooling Fan
Fail Annunciation Check in Section 8.1.4 and a Visual Inspection of the fan and its hoses is accomplished
in Section 4.4. This check requires the G1000 to be powered on.
1. Gain access to the nose avionics compartment.
2. Disconnect cooling fan hose from the pilot side GIA and verify airflow is present.
3. Reconnect the cooling fan hose to the GIA and secure using MS3367-5-9 cable tie.
4. Repeat Steps 2 through 3 for the copilot side GIA.
5. The Nose Avionics Compartment Fans Operational Check is complete.
4.15
Instrument Panel Fans Operational Check
This procedure will verify that airflow is present from the PFD1, MFD and PFD2 cooling fans. The fan
speed monitoring circuits and annunciations are checked by the G1000 Cooling Fan Fail Annunciation
Check in Section 8.1.4. This check requires the G1000 to be powered on.
1. Remove PFD1 as described in Section 6.1, steps 1 and 2 (Removal).
2. Identify the PFD1 cooling fan and verify airflow is present.
3. Reinstall PFD1 as described in Section 6.1, steps 2 through 4 (Reinstallation).
4. Repeat Steps 1 through 3 for the MFD and PFD2.
5. The Instrument Panel Fans Operational Check is complete.
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4.16
Standby Battery Periodic Checks
4.16.1 Charge Check
Refer to the PS-835 Emergency Power Supply Installation Manual listed in Table 1-2.
With the PS-835 battery installed in the aircraft and aircraft power applied, verify all four Battery Voltage
LEDs are lit to indicate the battery is being charged (see Figure 4-6).
With the PS-835 battery installed in the aircraft and no aircraft power applied, press TEST SWITCH
(Figure 4-6, Item 4) into TEST position for 5 seconds. The PS-835 indicates that it is adequately charged
when the VOLTAGE LEVEL 24Vdc LED (Figure 4-6, Item 2) illuminates momentarily, AND the 20Vdc
LED (Figure 4-6, Item 6) remains lit during the test. If the VOLTAGE LEVEL 24Vdc LED does not, at
least momentarily, illuminate while the 20Vdc LED is illuminated, perform the Section 4.16.3 Cell
Isolation Test because the battery is incapable of providing adequate power.
Table 4-16, Standby Battery Required Equipment
DESCRIPTION
VENDOR/SPECIFICATION
Power Supply
0-30 VDC, 20A capacity
DVM
Fluke Model 8050A
Load Resistor
7Ω +/- 1% 250 watt
Stopwatch
Capable of measuring to the minute
Figure 4-6, Standby Battery
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4.16.2
Capacity Test
NOTE
The PS-835 Emergency Power Supply must have completed a full charge prior to any
discharge testing. This test is performed with the battery removed from the aircraft.
A.
B.
Press and hold TEST SWITCH (Figure 4-6, Item 4) and observe the OUTPUT VOLTAGE
MONITOR LED's.
1) If the 24VDC OUTPUT VOLTAGE MONITOR LED comes on, proceed with Discharge Test
procedure.
2) If OUTPUT VOLTAGE MONITOR LED's do not come on, check fuses at bracket next to
battery and replace if blown. Perform Cell Isolation Test if no fuses are blown.
Discharge Test (Load Resistor)
1) Prepare for test by first constructing an X-Y graph similar to the one shown below. If possible,
use pre-printed graph paper to create a record of the discharge period along the X-axis and
voltage readings along the Y-axis.
2) Position all INDIVIDUAL CELL DIP SWITCHES (Figure 4-6, Item 5) to the ON position.
If the INDIVIDUAL CELL MONITOR LED DS12 is the only LED not illuminated, proceed to
the Cell Isolation Test.
3) Connect Digital Voltmeter leads to J1 connector pins 11 (+) and 7 (-).
4) Connect the Load Resistor across J1 connector pins 11 (+) and7 (-) and start timing the discharge
period with a stopwatch.
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5) Monitor and plot voltage values at 10-minute intervals.
6) Note voltage on Digital Voltmeter at 48.0 minutes (PS-835D) or at 20.0 minutes (PS-835C).
This voltage must be greater than 20.0 Vdc.
a. All INDIVIDUAL CELL MONITOR LED’s (Figure 4-6, Item 1) must remain on.
b. Any LED that does go OFF will represent a defective individual cell, which must be replaced.
7) Remove the Load Resistor from J1 connector pins 11 (+) and 7 (-).
8) Position all INDIVIDUAL CELL DIP SWITCHES (Figure 4-6, Item 5) to the OFF position.
9) Compare the voltage vs. time plot created during this test to that of curve identified as typical for
the External Load test method on the chart above. If the plot reveals a discharge curve that meets
or exceeds the MINIMUM ACCEPTABLE DISCHARGE CURVE, the unit is considered
satisfactory.
10) If unit discharge plot is satisfactory and no other failures were revealed, perform the Charging
Procedure within 2 hours of completion of the discharge test. Return the unit into service.
4.16.3
Cell Isolation Test
NOTE
No power should be applied to PS-835 Emergency Power Supply during test. This test is
performed with the battery removed from the aircraft.
A. Press and hold TEST SWITCH (Figure 4-6, Item 4). If no OUTPUT VOLTAGE MONITOR LED's
come on:
1) Position all INDIVIDUAL CELL DIP SWITCHES (Figure 4-6, Item 5) to the ON position.
2) Press and hold TEST SWITCH (Figure 4-6, Item 4) and observe the INDIVIDUAL CELL
MONITOR LED's (Figure 4-6, Item 1).
a. If all INDIVIDUAL CELL MONITOR LED’s come on except DS12, the unit is damaged
and requires repair at an authorized repair station.
b. If all INDIVIDUAL CELL MONITOR LED’s are on, a low-battery voltage condition exists.
B. Perform the Charging Procedure.
4.16.4
Charging Procedure
(Constant-Voltage Charging Method)
Locally manufacture a power cable using 16AWG wire and the appropriate mating connector. Include a
Diode (15 Adc (min), 50.0 PIV or greater) to prevent battery discharge in case of loss of power from the
power source. Using the external power supply apply 30.0 Vdc (10A maximum current limited) to J1
connector pins 11 (+) and 7 (-) and charge the unit for 16 hours. The batteries should reach 80% capacity
within 1 hour and full charge at 16 hours.
Figure 4-7, Power Supply Connection
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4.17
Power Bus Check
4.17.1 Power Bus Feeder Check
This procedure will verify the availability of the feeders to the essential bus and the No.1 and No.2 dual
feed buses.
1. Apply external power. Turn BATT and AVIONICS MASTER switches to ON position. Verify all
circuit breakers are closed. Observe PFD1, PFD2 and MFD displays and verify all displays are powered
and in normal format. Verify the absence of red Xs or alert messages. Select, or verify selected, on-side
sensors for PFD1 and PFD2.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Open the ESS BUS PRI circuit breaker. Verify the MFD remains powered
Open the ESS BUS SEC circuit breaker. Verify the MFD is not powered
Close the ESS BUS PRI circuit breaker. Verify the MFD powers up.
Close the ESS BUS SEC circuit breaker.
Open the No. 1 dual bus feeder circuit breakers (RH NO.1, LH NO.1). Verify PFD1 FAN FAIL and
GIA1 FAN FAIL alert messages are shown on the PFD. If the messages are not shown, check the dualbus feeder circuit breakers (RH NO.1, LH NO.1) and the diode (CR1002) between No. 1 dual feed bus
and the essential bus. After replacement of the faulty component, the test should be repeated.
Close No 1 dual bus feeder circuit breaker RH No 1. Verify PFD1 FAN FAIL and GIA1 FAN FAIL
alert messages are not shown on the PFD. If messages illuminates check dual bus feeder circuit breaker
RH No 1, associated limiter and diode.
Open No 1 dual bus feeder circuit breaker RH No 1.
Close No 1 dual bus feeder circuit breaker LH No 1. Verify PFD1 FAN FAIL and GIA1 FAN FAIL
alert messages are not shown on the PFD. If messages illuminates check dual bus feeder circuit breaker
LH No 1, associated limiter and diode.
Close No 1 dual bus feeder circuit breaker RH No 1.
Open No 2 dual bus feeder circuit breaker LH No. 2. Verify PFD 2 remains powered. If power to PFD
2 is removed, check dual bus feeder circuit breaker RH No 2, associated limiter and diode.
Open No 2 dual bus feeder circuit breaker RH No 2. Verify PFD 2 is not powered.
Close No 2 dual bus feeder circuit breaker LH No 2. Verify PFD 2 powers up. If PFD 2 remains without
power, check dual bus feeder circuit breaker LH No 2, associated limiter and diode.
Close No 2 dual bus feeder circuit breaker RH No 2.
If no other service is to performed, remove aircraft power.
4.17.2 Dual Bus-Feeder Diodes Check
Supersedes King Air 200 Series Maintenance Manual 24-50-00 periodic inspection of dual bus feeder
diodes.
1. Remove aircraft power by turning BATT and AVIONICS MASTER switches to OFF position.
2. Remove all electrical power from the airplane.
3. Remove the center aisle floorboards and covers as necessary to gain access to the power distribution
panel (A145).
4. Remove the left isolation limiter (F131).
5. Apply external power. Turn BATT and AVIONICS MASTER switches to ON position.
6. Bus voltage SHOULD be present on the right isolation bus (W109). Verify that the GDL69 FAIL alert
message is NOT shown on the PFD. Operation of the GDL 69A verifies continuity of the right isolation
limiter (F132).
7. By observing the following annunciators, power to each of the four buses will be verified: L FUEL
PRESS, R FUEL PRESS, L BL AIR FAIL and R BL AIR FAIL. If any of the annunciators fail to
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8.
9.
10.
11.
12.
13.
14.
15.
16.
illuminate, the associated limiter (F148, F149, F150 or F154), one of the four dual-bus-feeder diodes
(CR2) or dual-bus circuit breakers (RH NO. 1, RH NO. 2, RH NO. 3 or RH NO. 4) is open. If failure
of an annunciator is apparent, reset or replace the faulty component and repeat the test.
Units on the No. 1 avionics bus SHOULD NOT operate. Verify COM 2 is not powered by observing a
red X is displayed in COM 2 tuning window. If COM 2 is powered, at least one of the dual-bus-feeder
diodes is shorted. Detection of the shorted diode (diodes) may be accomplished by opening the
following dual-bus-feeder circuit breakers: (LH NO. 1, LH NO. 2, LH NO. 3 or LH NO. 4). After
replacement of the shorted diode (diodes), the test should be repeated.
Remove all electrical power from the airplane.
Reinstall the left isolation limiter (F131). Remove the right isolation limiter (F132).
Apply external power. Turn BATT and AVIONICS MASTER switches to ON position
Bus voltage SHOULD be present on the left isolation bus (W108). Units on the No.1 avionics bus
SHOULD operate. Verify COM 2 is powered by observing a frequency is displayed in COM 2 tuning
window. Operation of COM2 will verify continuity of the left isolation limiter (F131).
By observing the following annunciators, power to each of the four buses will be verified: L FUEL
PRESS, R FUEL PRESS, L BL AIR FAIL and R BL AIR FAIL. If any of the annunciators fail to
illuminate, the associated limiter (F145, F146, F147 or F153), one of the four dual-bus-feeder diodes
(CR1) or dual-bus circuit breakers (RH NO. 1, RH NO. 2, RH NO. 3 or RH NO. 4) is open. If failure
of an annunciator is apparent, reset or replace the faulty component and repeat the test.
The GDL 69A SHOULD NOT operate. Verify that the GDL69 FAIL alert message IS shown on the
PFD. If the GDL 69A DOES operate, at least one of the dual-bus-feeder diodes (CR2) is shorted.
Detection of the shorted diode (diodes) may be accomplished by opening the following dual-bus-feeder
circuit breakers: (LH NO. 1, LH NO. 2, LH NO. 3 or LH NO. 4). After replacement of the shorted
diode (diodes), the test should be repeated.
Remove all electrical power from the airplane.
Reinstall the right isolation limiter (F132).
4.18
Exterior Skin Inspection Around Antennas
Perform a visual inspection of the exterior skin for cracks and loose and missing fasteners in an area at
least 1-inch around the following antennas:








GA 36 GPS antenna
GA 37 GPS/XM antenna
GA 58 Traffic Antenna, Upper (if Garmin traffic system is installed)
GA 58 Traffic Antenna, Lower (if Garmin traffic system is installed)
Transponder Antenna, Upper #1 (if Garmin GTX 33D or GTX 3000 transponder is installed)
Transponder Antenna, Upper #2 (if Garmin GTX 33D or GTX 3000 transponder is installed)
Iridium Antenna (if Garmin GSR 56 satellite receiver is installed)
Wi-Fi Antenna (if Garmin GDL 59 Wi-Fi data link is installed)
The antennas do not need to be removed to perform this inspection.
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Figure 4-8, Exterior Skin Inspection Around Antennas
Should damage be detected in any structural component during this inspection, all adjacent structures
must be carefully investigated for indications of related damage. All damage must be repaired using data
obtained from the Structural Inspection and Repair Manual (SIRM), Beechcraft Repair Design Office
(RDO) or other approved sources.
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5
TROUBLESHOOTING
This section provides instructions and guidance for G1000 system troubleshooting, as installed in the
King Air 200/B200.
IMPORTANT!
Sections 6, 7 and 8 provide detailed instructions on equipment removal, replacement,
configuration, and return-to-service testing. Anytime a G1000 component or LRU is
removed, swapped, or replaced, the technician must follow the procedures given in
Sections 6, 7 and 8 to ensure proper operation of the system.
Troubleshoot the G1000 system by first identifying, then isolating the specific failure to the responsible
LRU. There are several indications that the G1000 presents to the pilot or technician, showing overall
system condition. A course of action should be determined based on the information presented on the
display. This section shows possible scenarios likely to be encountered during normal operation and
gives troubleshooting guidance to the technician to resolve problems.
Figure 5-1, AUX – System Status Page
The AUX – System Status page is the 5th page in the AUX Page Group and displays the following
information for each LRU and sub-function:
 Status: A green check is displayed for properly operating LRUs. A red ‘x’ appears when an
internal LRU fault is detected and it has taken itself offline, or if the MFD cannot communicate
with the LRU.
 Serial Number: Each LRU serial number is displayed (functions such as GPS and GS are
contained within an LRU; therefore, serial numbers are not shown for these).
 Current SW Version Loaded.
When troubleshooting, first check to ensure that each LRU status is ‘green’ and that the correct software
is loaded in each unit. Additional airframe and database information is also displayed on this page.
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5.1
G1000 Alerting System
Figure 5-2, Alerts & Annunciations
The G1000 Alert System conveys alerts to the pilot using combinations of the following features:
Alert Window:
The Alert window displays alert text messages. Pressing the ALERTS softkey displays the Alerts
window. Pressing the ALERTS softkey again removes the Alerts window from the display.
Softkey Annunciation:
When the G1000 Alerting System issues an alert, the ALERTS softkey is used as a flashing annunciation
to accompany the alert. During the alert, the ALERTS softkey label changes to ADVISORY as shown in
Figure 5-3. Pressing the ADVISORY softkey annunciation acknowledges the presence of the alert and
displays the advisory message in the Alert Window.
Figure 5-3, ADVISORY Softkey Annunciation
System Failure Annunciations:
Typically, a large red X appears in windows when a failure is detected in the LRU providing the
information to the window.
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Aural & Audio Alerts
The G1000 system is capable of issuing audio and aural (voice) alerts for various situations. The
following alerts are utilized by the G1000:
Alert Name
Purpose
Traffic (voice)
Traffic Advisory
No Traffic (voice)
Traffic Unavailable
“Minimums, Minimums” (voice)
Minimums Aural Alert
Alt Alert (aural)
Altitude Alerting Function
“Caution Terrain, Caution Terrain” (voice) and
TAWS Caution alert: Reduced required terrain clearance
“Terrain Ahead, Terrain Ahead” (voice)
Or Imminent impact with terrain.
“Terrain Terrain, Pull Up Pull Up” (voice) and
TAWS Warning alert: Reduced required terrain clearance
“Terrain Ahead Pull Up, Terrain Ahead Pull Up” (voice)
Or Imminent impact with terrain.
“Terrain Terrain” (voice)
TAWS Caution alert: GPWS mode 2, Excessive Closure Rate
“Too Low Terrain” (voice)
TAWS Caution alert: GPWS mode 4A/B/C, Flight into terrain, takeoff
or high speed
“Too Low Gear” (voice)
TAWS Caution alert: GPWS mode 4A/B, Flight into terrain, gear not
extended
“Too Low Flaps” (voice)
TAWS Caution alert: GPWS mode 4B, Flight into terrain, flaps not
extended
“Sink Rate” (voice)
TAWS Caution alert: GPWS mode 1, Excessive Descent Rate
“Pull Up” (voice)
“Don’t Sink” (voice) or
“Too Low Terrain” (voice)
“Glide Slope” (voice) or
“Glide Path” (voice)
TAWS Warning alert: GPWS mode 1 or 2, Excessive Descent Rate
Or Excessive Closure Rate
TAWS Caution alert: GPWS mode 3, altitude loss after takeoff or goaround
TAWS Caution alert: GPWS mode 5, Glide Slope/Path deviation
“Five Hundred” (voice) or
“Four Hundred” (voice) or
“Three Hundred” (voice) or
“Two Hundred” (voice) or
TAWS voice callout: GPWS mode 6, voice callout as appropriate per
altitude
“One Hundred” (voice)
“Caution Obstacle, Caution Obstacle” (voice) or
TAWS Caution alert: Reduced required obstacle clearance
“Obstacle Ahead, Obstacle Ahead ” (voice)
Or Imminent impact with obstacle.
“Obstacle Obstacle Pull Up Pull Up” (voice) or
“Obstacle Ahead Pull Up, Obstacle Ahead Pull Up” (voice)
TAWS Warning alert: Imminent impact with obstacle.
“TAWS System Failure” (voice)
TAWS status alert: Terrain failure
“TAWS Not Available” (voice)
TAWS status alert: Terrain not available
“TAWS System Test, OK” (voice)(If passed) or
“TAWS System Failure” (voice) (If test failed)
TAWS status alert: Terrain self-test
“TAWS Available” (voice)
TAWS status alert: Terrain available
“Vertical Track” (voice)
Vertical navigation alerting function
*“Climb, Climb” (voice)
TCAS II Resolution Advisory: Climb at the rate depicted by the solid
green bar on the vertical speed tape on the PFD.
*”Descend, Descend” (voice)
TCAS II Resolution Advisory: Descend at the rate depicted by the solid
green bar on the vertical speed tape on the PFD.
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*”Monitor Vertical Speed” (voice)
TCAS II Resolution Advisory: Verify vertical speed is out of the solid
red bar on the vertical speed tape on the PFD.
*”Level Off, Level Off” (voice)
TCAS II Resolution Advisory: Reduce vertical speed to zero feet per
minute.
*”Clear of Conflict” (voice)
TCAS II Resolution Advisory: Range is increasing and separation is
adequate to return to the applicable clearance unless otherwise directed
by ATC.
*”Climb, Crossing Climb, Climb, Crossing Climb” (voice)
TCAS II Resolution Advisory: Climb at the rated depicted by the solid
green bar on the vertical speed tape on the PFD. Safe separation is
achieved by climbing through the threat’s flight path.
*”Descend, Crossing Descend, Descend, Crossing Descend” (voice)
TCAS II Resolution Advisory: Descend at the rated depicted by the
solid green bar on the vertical speed tape on the PFD. Safe separation
is achieved by descending through the threat’s flight path.
*”Maintain Vertical Speed, Maintain” (voice)
TCAS II Resolution Advisory: Maintain the existing climb or descent
rate as depicted by the solid green bar on the vertical speed tape on the
PFD. Safe separation is achieved by not altering the existing vertical
speed.
*”Maintaining Vertical Speed, Crossing Maintain” (voice)
TCAS II Resolution Advisory: Maintain the existing climb or descent
rate as depicted by the solid green bar on the vertical speed tape on the
PFD. Safe separation is achieved by not altering the existing vertical
speed and climbing or descending through the threat’s flight path.
*”Increase Climb, Increase Climb” (voice)
TCAS II Resolution Advisory: Climb at the rate depicted by the solid
green bar on the vertical speed tape on the PFD. Received after a
“CLIMB” resolution advisory and indicates additional climb rate is
required to achieve safe vertical separation from the maneuvering threat
aircraft.
*”Increase Descent, Increase Descent” (voice)
TCAS II Resolution Advisory: Descent at the rate depicted by the solid
green bar on the vertical speed tape on the PFD. Received after a
“DESCEND” resolution advisory and indicates additional Descent rate
is required to achieve safe vertical separation from the maneuvering
threat aircraft.
*”Climb – Climb Now, Climb – Climb Now” (voice)
TCAS II Resolution Advisory: Climb at the rate depicted by the solid
green bar on the vertical speed tape on the PFD. Received after a
“DESCEND” resolution advisory and indicates a reversal in direction is
required to achieve safe vertical separation from the maneuvering threat
aircraft.
*”Descend – Descend Now, Descend – Descend Now” (voice)
TCAS II Resolution Advisory: Descend at the rate depicted by the solid
green bar on the vertical speed tape on the PFD. Received after a
“CLIMB” resolution advisory and indicates a reversal in direction is
required to achieve safe vertical separation from the maneuvering threat
aircraft.
*These aural alerts are specific to installations with the GTS Processor configured as a GTS 8000 (TCAS II) unit.
For installations of other approved TCAS II systems, these alerts and visual indications may be slightly different.
For instance, “MONITOR VERTICAL SPEED” in the GTS processor installation is “ADJUST VERTICAL
SPEED” for the third-party TCAS II installation.
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5.2
System Annunciations
If data fields become invalid due to an LRU failure, the PFD/MFD typically annunciates the failure with
a large red X, as shown in Figure 5-4.
Figure 5-4, System Annunciations
5.2.1
Failed Path Messages
The following message indicates there is a data path connected to the GDU (PFD1, PFD1, or MFD) or
the GIA 63W (1 or 2) that has failed.
FAILED PATH – A data path has failed.
The FAILED PATH message is triggered by a timeout of any one digital channel. The channels that are
checked are listed on these pages in config mode:
1) GDU RS-232 / ARINC 429 CONFIG (PFD1/2, and MFD)
2) GIA RS-232 / ARINC 429 CONFIG (GIA1 and GIA2)
3) GIA CAN / RS-485 CONFIGURATION (GIA1 and GIA2)
IMPORTANT!
Once the FAILED PATH message has been triggered, it will remain on the list of
messages until the next power cycle. This latching was implemented so that for
intermittent failures, the message would remain at the end of the flight (to alert
maintenance crew). Also, this keeps the crew from having to acknowledge message
repeatedly in the case of intermittent failures.
The box next to each channel indicates the current status of the channel per the below:
 Red X = data path is known to be failed
 Amber question mark (?) = data path status is unknown
 Green checkmark ()= data path is known to be good
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-5
Revision 10
The applicable data paths can be verified by viewing the following configuration mode pages.
5.2.1.1 GDU RS-232 / ARINC 429 CONFIG Page
PFD 1 RS-232
Channel
LRU
Indicator
Green
CHNL 2
Page 5-6
Revision 10
GMC 710
Status
PFD1/GMC 710 data path is functioning correctly.
Red
PFD1/GMC 710 data path is not functioning correctly.
 Verify GMC710 is powered on.
o If GMC 710 will not power on, remove unit and
verify power and ground are present at the GMC
connector.
 If power or ground is not present,
troubleshoot aircraft wiring for faults.
 If power and ground are present, replace
GMC 710.
 Load PFD1 and GMC 710 configuration files.
 Swap PFD1and PFD2 to confirm if the problem is in the
original PFD1.
o Replace original PFD1 if box turns green after
swapping displays.
 Check the PFD1/GMC 710 interconnect wiring for faults.
Replace GMC 710 if problem remains.
Amber
PFD1/GMC 710 data path functionality is unknown. Reload
PFD1 configuration file.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
PFD 1 ARINC 429
Channel
LRU
Indicator
Green
IN 1
IN 2
GRS 77 or
GRS 7800 #1
GDC 74B #1
Or
GDC7400 #1
Red
Status
PFD1/GRS 77 or GRS 7800 #1 data path is functioning
correctly.
PFD1/GRS 77 or GRS 7800 #1 data path is not functioning
correctly.
 Verify GRS77 or GRS 7800 #1 status is “OK” using the
System Status page on the MFD. If it is not, correct
condition before proceeding, reference GRS troubleshooting
sections.
o Swap GRS1 and GRS2 (no reconfiguration
required) to confirm if the problem is in the original
GRS1.
o Replace original GRS1 if box turns green after
swapping units.
 Load PFD1 configuration file.
 Swap PFD1 and PFD2 to confirm if the problem is in the
original PFD1.
o Replace original PFD1 if box turns green after
swapping displays.
 Swap GRS1 and GRS2 (no reconfiguration required) to
confirm if the problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.
Check the PFD1/GRS 77 or GRS 7800 #1 interconnect wiring
for faults.
Amber
PFD1/GRS 77 or GRS 7800 #1 data path functionally is
unknown. Reload PFD1 configuration file.
Green
PFD1/GDC #1 data path is functioning correctly
Red
Amber
PFD1/GDC #1 data path is not functioning correctly.
 Verify GDC #1 status is “OK” using the System Status page
on the MFD. If it is not, correct condition before
proceeding, reference GDC troubleshooting sections.
 Load PFD1 and GDC #1 configuration files.
 Swap PFD1 and PFD2 to confirm if the problem is in the
original PFD1.
o Replace original PFD1 if box turns green after
swapping displays.
 Check the PFD1/GDC #1 interconnect wiring for faults.
Replace GDC #1 if problem remains.
PFD1/GDC #1 data path functionality is unknown. Reload
PFD1 configuration file.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-7
Revision 10
PFD 2 RS-232
Channel
LRU
Indicator
Green
CHNL 2
Page 5-8
Revision 10
GMC 710
Status
PFD2/GMC 710 data path is functioning correctly.
Red
PFD2/GMC 710 data path is not functioning correctly.
 Verify GMC 710 is powered on.
o If GMC 710 will not power on, remove unit and
verify power and ground are present at the GMC
connector.
 If power or ground is not present,
troubleshoot aircraft wiring for faults.
 If power and ground are present, replace
GMC 710.
 Load PFD2 and GMC 710 configuration files.
 Swap PFD2 and PFD1 to confirm if the problem is in the
original PFD2.
o Replace original PFD2 if box turns green after
swapping displays.
 Check the PFD2/GMC 710 interconnect wiring for faults.
Replace GMC 710 if problem remains.
Amber
PFD2/GMC 710 data path functionality is unknown. Reload
PFD2 configuration file.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
PFD 2 ARINC 429
Channel
LRU
Indicator
Green
IN 1
IN 2
GRS 77 or
GRS 7800 #2
GDC 74 #2
Or
GDC7400#2
Red
Status
PFD2/GRS 77 or GRS 7800 #2 data path is functioning
correctly.
PFD2/GRS 77 or GRS 7800 #2 data path is not functioning
correctly.
 Verify GRS77/7800 #2 status is “OK” using the System
Status page on the MFD. If it is not, correct condition
before proceeding, reference GRS troubleshooting sections.
o Swap GRS1 and GRS2 (no reconfiguration
required) to confirm if the problem is in the original
GRS1.
o Replace original GRS1 if box turns green after
swapping units.
 Load PFD2 configuration file.
 Swap PFD2 and PFD1 to confirm if the problem is in the
original PFD2.
o Replace original PFD2 if box turns green after
swapping displays.
 Swap GRS1 and GRS2 (no reconfiguration required) to
confirm if the problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.
 Check the PFD2/GRS 77 or GRS 7800 #2 interconnect
wiring for faults.
Amber
PFD2/GRS 77 or GRS 7800 #2 data path functionality is
unknown. Reload PFD2 configuration file.
Green
PFD2/GDC #2 data path is functioning correctly.
Red
Amber
PFD2/GDC #2 data path is not functioning correctly.
 Verify GDC #2 status is “OK” using the System Status page
on the MFD. If it is not, correct condition before
proceeding, reference GDC troubleshooting sections.
 Load PFD2 and GDC #2 configuration files.
 Swap PFD2 and PFD1 to confirm if the problem is in the
original PFD2.
o Replace original PFD2 if box turns green after
swapping displays.
 Check the PFD2/GDC #2 interconnect wiring for faults.
Replace GDC #2 if problem remains.
PFD2/GDC #2 data path functionality is unknown. Reload
PFD2 configuration file.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-9
Revision 10
MFD1 RS-232
Channel
LRU
Indicator
Green
CHNL 1
GCU 477
Red
Amber
Page 5-10
Revision 10
Status
MFD1/GCU 477 data path is functioning correctly.
MFD1/GCU 477 data path is not functioning correctly.
 Verify GCU 477 is powered on.
o If GCU 477 will not power on, remove unit and
verify power and ground are present at the GCU
connector.
 If power or ground is not present,
troubleshoot aircraft wiring for faults.
 If power and ground are present, replace
GCU 477.
 Load MFD1 and GCU 477 configuration files.
 Check the MFD1/GCU 477 interconnect wiring for faults.
 Replace GCU 477.
Replace MFD if problem remains.
MFD1/GCU data path functionality is unknown. Reload MFD1
configuration file.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.2.1.2 GIA RS-232 / ARINC 429 CONFIG Page
GIA1 RS-232
Channel
LRU
Indicator
Green
CHNL 1
GDC 74 #1
Or
GDC7400 #1
Red
Amber
CHNL 2
GRS 77 or
GRS 7800 #2
(output only)
White N/A
Green
CHNL 5
GTX
33ES/3000
#1 w/TIS
Red
Amber
Status
GIA1/GDC #1 data path is functioning correctly.
GIA1/GDC #1 data path is not functioning correctly.
 Load GIA1 and GDC #1 configuration files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
 Check the GIA1/GDC #1 interconnect wiring for faults.
Replace GDC #1 if problem remains.
GIA1/GDC #1 data path functionality is unknown. Reload
GIA1 configuration files.
GIA1/GRS 77 or GRS 7800 #2 output data path is not
monitored. A white N/A box is normal.
GIA1/GTX 33 or GTX 3000 #1 data path is functioning
correctly.
GIA1/GTX 33 or GTX 3000 #1 data path is not functioning
correctly.
 Load GIA1 and GTX 33 or GTX 3000 #1 configuration
files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
 Check the GIA1/GTX 33 or GTX 3000 #1 interconnect
wiring for faults.
Replace GTX 33 or GTX 3000 #1 if problem remains.
GIA1/GTX 33 or GTX 3000 #1 data path functionality is
unknown. Reload GIA1 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-11
Revision 10
GIA1 RS-232 (continued)
Channel
LRU
Indicator
Green
CHNL 6
CHNL 7
GRS 77 or
GRS 7800 #1
GMA
1347 #1
Red
GIA1/GRS 77 or GRS 7800 #1 data path is functioning
correctly.
GIA1/GRS 77 or GRS 7800 #1 data path is not functioning
correctly.
 Load GIA1 configuration files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
 Swap GRS1 and GRS2 (no reconfiguration required) to
confirm if the problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.
Check the GIA1/GRS 77 or GRS 7800 #1 interconnect wiring
for faults.
Amber
GIA1/GRS 77 or GRS 7800 #1 data path functionality is
unknown. Reload GIA1 configuration files.
Green
GIA1/GMA 1347D #1 data path is functioning correctly.
Red
Amber
Page 5-12
Revision 10
Status
GIA1/GMA 1347D #1 data path is not functioning correctly.
 Load GIA1 and GMA 1347D #1 configuration files.
 Swap GMA 1347D #1 and GMA 1347D #2, reconfigure
both GMA’s to their new locations, to confirm if the
problem is in the original GMA 1347D #1.
o Replace original GMA 1347D #1 if box turns green
after swapping units.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
Check the GIA1/GMA 1347D #1 interconnect wiring for faults.
GIA1/GMA 1347D #1 data path functionality is unknown.
Reload GIA1 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
GIA1 ARINC 429
Channel
LRU
Indicator
Green
IN2
IN 5
GRS 77 or
GRS 7800 #2
GDC 74 #1
Or
GDC7400 #1
Red
Status
GIA1/GRS 77 or GRS 7800 #2 data path is functioning
correctly.
GIA1/GRS 77 or GRS 7800 #2 data path is not functioning
correctly.
 Reload GIA1 configuration file.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
 Swap GRS1 and GRS2 (no reconfiguration required) to
confirm if the problem is in the original GRS2.
o Replace original GRS2 if box turns green after
swapping units.
 Check the GIA1/GRS 77 or GRS 7800 #2 interconnect
wiring for faults.
Amber
GIA1/GRS 77 or GRS 7800 #2 data path functionality is
unknown. Reload GIA1 configuration files.
Green
GIA1/GDC #1 data path is functioning correctly.
Red
Amber
GIA1/GDC #1 data path is not functioning correctly.
 Load GIA1 and GDC #1 configuration files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
 Check the GIA1/GDC #1 interconnect wiring for faults.
Replace GDC #1 if problem remains.
GIA1/GDC #1 data path functionality is unknown. Reload
GIA1 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-13
Revision 10
Green
IN 6
GRS 77 or
GRS 7800 #1
Red
Amber
Page 5-14
Revision 10
GIA1/GRS 77 or GRS 7800 #1 data path is functioning
correctly.
GIA1/GRS 77 or GRS 7800 #1 data path is not functioning
correctly.
 Load GIA1 configuration files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
 Swap GRS1 and GRS2 (no reconfiguration required, ref.
GRS Configuration and Testing sections) to confirm if the
problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.
 Check the GIA1/GRS 77 or GRS 7800 #1 interconnect
wiring for faults.
GIA1/GRS 77 or GRS 7800 #1 data path functionality is
unknown. Reload GIA1 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
GIA2 RS-232
Channel
LRU
Indicator
Green
CHNL 1
GDC 74B #2
Or
GDC 7400 #2
Red
Amber
CHNL 2
GRS 77 or GRS 7800 #1
(output only)
White N/A
Green
CHNL 5
GTX 33ES/3000 #2
w/TIS
Status
GIA2/GDC #2 data path is functioning correctly.
GIA2/GDC #2 data path is not functioning correctly.
 Load GIA2 and GDC #2 configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to
their new locations to confirm if the problem is in
the original GIA1.
o Replace original GIA2 if box turns green
after swapping units.
 Check the GIA1/GDC #2 interconnect wiring for
faults.
Replace GDC #2 if problem remains.
GIA2/GDC #2 data path functionality is unknown.
Reload GIA2 configuration files.
GIA2/GRS 77 or GRS 7800 #1 output data path is not
monitored. A white N/A box is normal.
GIA2/GTX 33 or GTX 3000 #2 data path is
functioning correctly.
Red
GIA2/GTX 33 or GTX 3000 #2 data path is not
functioning correctly.
 Load GIA2 and GTX 33 or GTX 3000 #2
configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to
their new locations to confirm if the problem is in
the original GIA1.
o Replace original GIA2 if box turns green
after swapping units.
 Check the GIA2/GTX 33 or GTX 3000 #2
interconnect wiring for faults.
Replace GTX 33 or GTX 3000 #2 if problem remains.
Amber
GIA2/GTX 33 or GTX 3000 #2 data path functionality
is unknown. Reload GIA2 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-15
Revision 10
GIA2 RS-232 (continued)
Channel
LRU
Indicator
Green
CHNL 6
CHNL 7
GRS 77 or
GRS 7800 #2
GMA
1347D #2
Red
GIA2/GRS 77 or GRS 7800 #2 data path is functioning
correctly.
GIA2/GRS 77 or GRS 7800 #2 data path is not functioning
correctly.
 Load GIA2 configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA2 if box turns green after
swapping units.
 Swap GRS2 and GRS1 (no reconfiguration required) to
confirm if the problem is in the original GRS2.
o Replace original GRS2 if box turns green after
swapping units.
Check the GIA2/GRS 77 or GRS 7800 #2 interconnect wiring
for faults.
Amber
GIA2/GRS 77 or GRS 7800 #2 data path functionality is
unknown. Reload GIA2 configuration files.
Green
GIA2/GMA 1347D #2 data path is functioning correctly.
Red
Amber
Page 5-16
Revision 10
Status
GIA2/GMA 1347D #2 data path is not functioning correctly.
 Load GIA2 and GMA 1347D #2 configuration files.
 Swap GMA 1347D #2 and GMA 1347D #1, reconfigure
both GMA’s to their new locations to confirm if the problem
is in the original GMA 1347D #2.
o Replace original GMA 1347D #2 if box turns green
after swapping units.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
Check the GIA1/GMA 1347D #2 interconnect wiring for faults.
GIA1/GMA 1347D #2 data path functionality is unknown.
Reload GIA2 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
GIA2 ARINC 429
Channel
LRU
Indicator
Green
IN2
IN 5
GRS 77 or
GRS 7800 #1
GDC 74 #2
Or
GDC7400 #2
Red
Status
GIA2/GRS 77 or GRS 7800 #1 data path is functioning
correctly.
GIA2/GRS 77 or GRS 7800 #1 data path is not functioning
correctly.
 Reload GIA2 configuration file.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
 Swap GRS1 and GRS2 (no reconfiguration required) to
confirm if the problem is in the original GRS1.
o Replace original GRS1 if box turns green after
swapping units.
 Check the GIA2/GRS 77 or GRS 7800 #1 interconnect
wiring for faults.
Amber
GIA2/GRS 77 or GRS 7800 #1 data path functionality is
unknown. Reload GIA2 configuration files.
Green
GIA2/GDC #2 data path is functioning correctly.
Red
Amber
GIA2/GDC #2 data path is not functioning correctly.
 Load GIA2 and GDC #2 configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
 Check the GIA2/GDC #2 interconnect wiring for faults.
Replace GDC #2 if problem remains.
GIA2/GDC #2 data path functionality is unknown. Reload
GIA2 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-17
Revision 10
Green
IN 6
GRS 77 or
GRS 7800 #2
Red
Amber
Page 5-18
Revision 10
GIA2/GRS 77 or GRS 7800 #2 data path is functioning
correctly.
GIA2/GRS 77 or GRS 7800 #2 data path is not functioning
correctly.
 Load GIA2 configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
 Swap GRS2 and GRS1 (no reconfiguration required) to
confirm if the problem is in the original GRS2.
o Replace original GRS2 if box turns green after
swapping units.
 Check the GIA2/GRS 77 or GRS 7800 #2 interconnect
wiring for faults.
GIA2/GRS 77 or GRS 7800 #2 data path functionality is
unknown. Reload GIA2 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.2.1.3 GIA CAN / RS-485 CONFIGURATION Page
GIA1 RS-485
Channel
LRU
Indicator
Green
CHNL 1
CHNL 2
CHNL 4
GEA1
GEA2
GFC 700
Red
Status
GIA1/GEA1 data path is functioning correctly.
GIA1/GEA1 data path is not functioning correctly.
 Verify GEA1 is powered on using the GEA Status page.
 Load GIA1 and GEA1 configuration files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after swapping
units.
 Swap GEA1 and GEA2, reconfigure both GEA’s to their new
locations to confirm if the problem is in the original GEA1.
o Replace original GEA1 if box turns green after swapping
units.
Check the GIA1/GEA1 interconnect wiring for faults.
Amber
GIA1/GEA1 data path functionality is unknown. Reload GIA1
configuration files.
Green
GIA1/GEA2 data path is functioning correctly.
Red
GIA1/GEA2 data path is not functioning correctly.
 Verify GEA2 is powered on using the GEA Status page.
 Load GIA1 and GEA2 configuration files.
 Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after swapping
units.
 Swap GEA2 and GEA1, reconfigure both GEA’s to their new
locations to confirm if the problem is in the original GEA2.
o Replace original GEA2 if box turns green after swapping
units.
Check the GIA1/GEA2 interconnect wiring for faults.
Amber
GIA1/GEA2 data path functionality is unknown. Reload GIA1
configuration files.
Green
GIA1/GFC 700 data path is functioning correctly.
Red
Amber
GIA1/GFC 700 data path is not functioning correctly.
 Load GIA1 configuration files, GIA Gains file and GSA software
and gains file (if LRU and Card versions are different).
Reference GFC section for further troubleshooting.
GIA1/GFC 700 data path functionality is unknown. Reload GIA1
configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-19
Revision 10
GIA2 RS-485
Channel
LRU
Indicator
Green
CHNL 1
CHNL 2
CHNL 4
Page 5-20
Revision 10
GEA1
GEA2
GFC 700
Status
GIA2/GEA1 data path is functioning correctly.
Red
GIA2/GEA1 data path is not functioning correctly.
 Verify GEA1 is powered on using the GEA Status page.
 Load GIA2 and GEA1 configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
 Swap GEA1 and GEA2, reconfigure both GEA’s to their
new locations to confirm if the problem is in the original
GEA1.
o Replace original GEA1 if box turns green after
swapping units.
Check the GIA2/GEA1 interconnect wiring for faults.
Amber
GIA2/GEA1 data path functionality is unknown. Reload GIA2
configuration files.
Green
GIA2/GEA2 data path is functioning correctly.
Red
GIA2/GEA2 data path is not functioning correctly.
 Verify GEA2 is powered on using the GEA Status page.
 Load GIA2 and GEA2 configuration files.
 Swap GIA2 and GIA1, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
 Swap GEA2 and GEA1, reconfigure both GEA’s to their
new locations to confirm if the problem is in the original
GEA2.
o Replace original GEA2 if box turns green after
swapping units.
Check the GIA2/GEA2 interconnect wiring for faults.
Amber
GIA2GEA2 data path functionality is unknown. Reload GIA2
configuration files.
Green
GIA2/GFC 700 data path is functioning correctly.
Red
GIA2/GFC 700 data path is not functioning correctly.
 Load GIA2 configuration files, GIA Gains file and GSA
software and gains file (if LRU and Card versions are
different).
Reference GFC section for further troubleshooting.
Amber
GIA2/GFC 700 data path functionality is unknown. Reload
GIA2 configuration files.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.2.2
System Failure Troubleshooting
The following table provides basic troubleshooting guidance for LRU failures. Refer to G1000/GFC 700
Wiring Diagram, listed in Table 1-2, as needed to verify interconnects.
Invalid Data Field
Associated
LRU(s)
Low Speed Awareness Band
permanently displayed
Solution

With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the RH GEAR ON
GROUND Discrete In indication for GIA2, on GIA I/O
CONFIGURATION page is illuminated.

With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the LH GEAR ON
GROUND Discrete In indication for GIA1, on GIA I/O
CONFIGURATION page is illuminated.

If both indications are illuminated Green, switch GIA1
and GIA2, to verify location of problem:
 If problem is resolved, replace defective unit.
 If indication is not illuminated, check for wiring
faults between the GIAs and aircraft squat switch
system.

With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the RH GEAR ON
GROUND Discrete In indication for GIA2, on GIA I/O
CONFIGURATION page is illuminated.

With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the LH GEAR ON
GROUND Discrete In indication for GIA1, on GIA I/O
CONFIGURATION page is illuminated.

If both indications are illuminated Green, switch GIA1
and GIA2, to verify location of problem:
 If problem is resolved, replace defective unit.
 If indication is not illuminated, check for wiring
faults between the GIAs and aircraft squat switch
system.

Check configuration settings for GIA1 and PFD1.

Swap GIA1 and GIA2, to verify location of problem:
 If problem follows GIA1, replace GIA1.

Check Ethernet interconnect from GIA1 to PFD1.
 If problem persists, replace PFD.

Check configuration settings for GIA2 and PFD2.

Swap GIA1 and GIA2, to verify location of problem:
 If problem follows GIA2, replace GIA2.

Check Ethernet interconnect from GIA2 to PFD2.
 If problem persists, replace PFD.
GDU
Low Speed Awareness Band
permanently inhibited
GDU
NAV1 & COM1
GIA1
NAV2 & COM2
GIA2
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-21
Revision 10
Invalid Data Field
Associated
LRU(s)
Solution

GPS LOI

GIA1 or GIA2




XPDR FAIL
GTX 33 or
GTX 3000




TAS FAIL
AIRSPEED FAIL
ALTITUDE FAIL
VERT SPEED FAIL


GDC 74B
Or
GDC 7400




OAT
Page 5-22
Revision 10
GTP 59


Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring state)
in the cabin.
Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS cannot
acquire a position lock for troubleshooting.
Check corresponding GPS antenna and cable for
faults.
Check Ethernet interconnect between the PFD1 to
GIA1 or PFD2 to GIA2 for faults.
Swap GIA1 and GIA2, to verify location of problem:
 If problem follows the GIA, replace the GIA.
 If problem persists, replace the PFD1 or PFD2.
Check GTX 33/33D/3000 configuration settings for
GIA1 and GIA2.
Check GTX 33D/3000 and GIA1 interconnect.
Check GTX 33D/3000 and GIA2 interconnect.
Perform a SET>ACTV configuration reset on the GTX
Config page for each GTX, and verify the aircraft
registration is present.
Replace GTX 33/33D/3000.
 If problem persists, replace GIA.
Inspect GDC 74B/GDC 7400 pitot/static plumbing
integrity.
Inspect pitot/static ports and associated equipment for
faults.
For TAS failure, also check GTP 59 probe.
Check GDC 74B/GDC 7400 configuration settings for
the PFDs, MFD, GIA1, and GIA2.
 If PFDs, MFD, and GIA configuration settings are
correct, replace the GDC configuration module
(GDC 74B only).
 If problem persists, replace the GDC 74B/GDC
7400.
Check OAT probe wiring and connectors for faults.
Check configuration module wiring for damage, replace
if any is found (GDC 74B only)
Replace configuration module (GDC 74B only)
Replace GDC 74B/GDC 7400 with a known good unit:
 If problem persists, replace the GTP 59.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Invalid Data Field
Associated
LRU(s)
Solution




ATTITUDE FAIL

GRS 77 or
GRS 7800




Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring
state) in the cabin.
Cycle GRS 77 or GRS 7800 power to restart
initialization.
Ensure GRS 77 or GRS 7800 connecter is secure
and proper wire harness strain relief is provided.
Ensure the GRS 77 or GRS 7800 is fastened down
tightly in its mounting rack and that the mounting rack
is not loose (CAUTION - do not loosen the mounting
rack hardware to the airframe shelf or the aircraft will
need to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 77 or GRS 7800 to go
offline.
Load configuration files to the PFD, MFD, GIA1, and
GIA2.
Calibrate the GRS 77 or GRS 7800 (Pitch/Roll Offset
and Magnetometer Calibration).
Replace GRS 77 or GRS 7800.
 If problem persists replace GRS 77 or GRS 7800
configuration module.
 Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 77 or
GRS 7800 and config module for additional
assistance.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-23
Revision 10
Invalid Data Field
Associated
LRU(s)
Solution


HDG FAIL
GRS 77 or
GRS 7800
&
GMU 44







Page 5-24
Revision 10
Ensure metal objects (tool boxes, power carts, etc.)
are not interfering with the magnetometer and aircraft
is not in hangar, near other buildings, parked over
metal drainage culverts or on hard surfaces that may
contain steel reinforcements
The GMU 44 magnetometers located in the tail cone
are vulnerable to magnetized rudder torque tube
lower fittings and control rod ends. This magnetism
may be caused by an improperly functioning aircraft
static discharge system which is dependent on static
dischargers (wicks) and electrical bonding of the
static dischargers and surrounding structure. The
bonding straps on the elevators and rudder should
be visually inspected to verify they are not missing,
broken or frayed. Refer to the King Air 200 Series
Maintenance Manual, chapter 23-60-00, to verify the
following items are within specification:
1. The resistance from the tip to the base of each
static discharger
2. The resistance between the base of each static
discharger and the surface to which it is attached
3. The resistance between the elevators/rudder and
the airplane structure
Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring
state) in the cabin.
Cycle power after moving aircraft away from metal
objects to determine if metal objects were the source
of the interference. Allow up to five minutes for the
heading to reinitialize.
Perform a Magnetometer Interference Test to check
for interference from onboard electrical system
components (e.g. NAV lights). Pay particular
attention to any new electrical devices that have
been installed since the aircraft was new. Correct
any discrepancies that do not allow this test to pass
before continuing.
Ensure GRS 77 or GRS 7800 and GMU 44
connectors are secure.
Check the wiring and any inline connectors between
the GRS and GMU for faults.
Recalibrate the GMU 44,
Load configuration files to the PFD1, PFD2, GIA1,
and GIA2
 If problem persists replace the GMU 44.
 If problem persists, replace the GRS 77 or GRS
7800.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Invalid Data Field
Associated
LRU(s)
GRS 77 or
GRS 7800
&
GMU 44
Solution

If this message persists longer than five minutes,
perform AHRS calibration procedures as described in
Section 7.7.3.

If software was loaded to a new GDU display, be
sure that the user settings for the replaced display
were cleared. Clear user settings by pressing the
CLR key on the replaced display while applying
power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
 The internal power supply, configuration and
calibration boxes should be green. If they are
red, replace the GEA 71.
Verify internal, external, and reference voltages listed
in the Main Analog and I/O Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
 If any voltages are dashed out, replace the GEA.
Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
 If GEA is not online verify unit is receiving power
at the rack connector.
 Check the GIA/GEA interconnects for faults.
 Reload configuration files to both GIA’s and the
GEA.
If problem persists, replace the GEA 71.
Engine/Airframe Sensors (All
Invalid)


GEA 71
&
GIA 63W



G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-25
Revision 10
5.2.3
Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures. Be
sure to also follow previous guidance given for the GEA 71. The technician should troubleshoot to
isolate the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing
the GEA 71. Replace one part at a time. Refer to Section 7.4.1 to check for correct operation of the
sensors and GEA 71 after any part has been replaced. Refer to G1000/GFC 700 Wiring Diagram and
King Air 200 Series Maintenance Manual (listed in Table 1-2) as needed.
Invalid Field
Sensor
ITT



Check thermocouple cable.
Replace thermocouple cable.
Replace GEA 71.
Torque




Check torque transmitter – GEA wiring.
Check power input to torque transmitter.
Replace torque transmitter.
Replace GEA 71.












Check prop tachometer – Signal Conditioner wiring.
Check Signal Conditioner – GEA wiring.
Check power input to Signal Conditioner.
Replace prop tachometer sensor.
Replace Signal Conditioner. Refer to Section 6.22.
Replace GEA 71.
Check engine speed tachometer – Signal Conditioner wiring.
Check Signal Conditioner – GEA wiring.
Check power input to Signal Conditioner.
Replace engine speed tachometer sensor.
Replace Signal Conditioner. Refer to Section 6.22.
Replace GEA 71.
Fuel Flow





Check Signal Conditioner unit wiring.
Check power input to Signal Conditioner
Replace fuel flow transmitter.
Replace Signal Conditioner. Refer to Section 6.22.
Replace GEA 71.
Oil Pressure



Check oil pressure sensor – GEA wiring.
Replace oil pressure sensor.
Replace GEA 71.
Oil Temperature



Check oil temperature sensor – GEA wiring.
Replace oil temperature sensor.
Replace GEA 71.
Prop RPM
Turbine RPM
Page 5-26
Revision 10
Possible Solutions (for applicable engine/system)
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.2.4
ADF/DME Failure
A DME or ADF failure is represented by the following red X’s. Refer to G1000/GFC 700 Wiring
Diagram and King Air 200 Series Maintenance Manual (listed in Table 1-2,) as needed.
Invalid Field
Sensor
Solutions



ADF





DME


Ensure that GIA 63 #2 is properly functioning.
Reload the ADF option configurations.
Check for proper operation of the ADF receiver. Ensure
that the receiver is receiving power.
Check ADF – GIA2 interconnect.
For other failures of the ADF system, refer to King Air
200 Series Maintenance Manual, listed in Table 1-2.
Ensure that GIA 63 #1 is properly functioning.
Reload the DME option configurations.
Check for proper operation of the DME receiver. Ensure
that the receiver is receiving power.
Check DME – GIA1 interconnect.
For other failures of the DME system, refer to the King
Air 200 Series Maintenance Manual, listed in Table 1-2.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-27
Revision 10
5.3
200/B200 Specific Alerts
The following alerts are configured specifically for the King Air 200/B200 installation:
ANNUNCIATION ADVISORY Alerts
Message Advisory
Solution
TAWS GEAR FAULT – Landing Gear detected in
the DOWN position

Check the gear down wiring input to the GIAs. Refer to
G1000/GFC 700 Wiring Diagram, listed in Table 1-2.
TAWS FLAP FAULT – Flaps detected in the LDG
position

Check the flap full down wiring input to the GIAs. Refer
to G1000/GFC 700 Wiring Diagram, listed in Table 1-2.
WOW Invalid

Ensure that the GIA1 (PRI) and (SEC) and GIA2 circuit
breakers are closed.
Check weight on wheels switch inputs to GIA1 and GIA2.
Refer to G1000/GFC 700 Wiring Diagram, listed in Table
1-2,


WOW Fault

Ensure that the GIA1 (PRI) and (SEC) and GIA2 circuit
breakers are closed.
Check weight on wheels switch inputs to GIA1 and GIA2.
Refer to G1000/GFC 700 Wiring Diagram, listed in Table
1-2.
AVN 1 FAN FAIL – Avionics cooling fan #1 is
inoperative.
AVN 2 FAN FAIL – Avionics cooling fan #2 is
inoperative.

Ensure that the PFD/GIA FAN (LEFT and RIGHT) and
MFD FAN circuit breakers are closed.
PFD 1 FAN FAIL – PFD #1 cooling fan is
inoperative.

Check cooling fan wiring. Refer to G1000/GFC 700
Wiring Diagram, listed in Table 1-2,
PFD 2 FAN FAIL – PFD #2 cooling fan is
inoperative.

Replace cooling fan. Refer to Sections 6.28 and 6.29.
MFD FAN FAIL – MFD cooling fan is inoperative.
ESP FAIL – ESP is inoperative.
ESP OFF – ESP selected off.
ESP DEGRADE – ESP AOA mode is inoperative.
ESP DEGRADE - ESP IAS mode is inoperative.
Troubleshoot the GFC 700 AFCS. Refer to Section 5.5.

Check that the MFD AUX-SYSTEM SETUP 2 page
shows “Stability & Protection” status is “ENABLED”.

Ensure GIA units are operational and GPS satellites
have been acquired.
Ensure STALL WARN circuit breaker is closed.
Troubleshoot Safe Flight lift computer. Refer to Section
5.25.



Ensure ADC1 and ADC2 circuit breakers are closed and
units are providing valid airspeed data.

Ensure that the “ESP Support Option” has been installed
per Section 3.34.
Ensure that the “Enhanced AFCS unlock card” has been
installed per Section 3.46.
If the ESP option needs to be removed, reload the
baseline configuration for the specific airframe and all
applicable options as described in Section 3.9.
Reloading the baseline configuration disables all
previously enabled options.

ESP CONFIG – ESP config error. Config service
req’d.

NOTE
From this point forward, all message advisory alerts presented are common to all G1000
systems and are not specific to the King Air 200/B200. Messages are grouped according
to LRU.
Page 5-28
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.4
TAWS Troubleshooting
Annunciation
Cause
Solution



A TAWS system failure has
occurred.


If message occurred on the first
power up after unlocking TAWS,
cycle power to initialize TAWS.
Ensure each GDU contains the
correct database data card.
Ensure the G1000 is configured for
TAWS:
 If the system is not configured
for TAWS, reconfigure per
Section 3.9.6.
Verify GIAs are online.
Ensure a database or GDU SW
mismatch has not occurred.
 If a mismatch has occurred,
load correct database/software
files or replace the terrain card.
TAWS system is currently
being tested.
N/A – Test will be conducted up to two
minutes
TAWS system alerting is
disabled
Enable TAWS system alerting by
pressing the INHIBIT softkey on the
MAP – TAWS page.

GPS system integrity not high
enough to enable TAWS


A GPWS system failure has
occurred.



Ensure valid GPS position is
received from the AUX – GPS
STATUS page.
Check GPS antenna & associated
coaxial cabling.
Troubleshoot GIAs.
Verify GIAs are online.
Verify radar altimeter input is valid.
Verify baro altitude and vertical
speed input are valid.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-29
Revision 10
5.5
Synthetic Vision and Pathways Troubleshooting
The SVS/Pathways software feature requires the following G1000 sensors/data to be valid:
 AHRS
 Heading
 GPS Position
 9 Arc-Second Terrain Data
In the event that one the above items fails or is unavailable, the SVS/Pathways feature is automatically
removed from the PFD. The following table describes possible symptoms associated with the
SVS/Pathways feature, and provides corresponding actions for troubleshooting:
Table 5-1, SVS Troubleshooting
Symptom
Recommended Action
“SYN VIS” softkey does not
appear on PFD softkey tier.
Follow the steps in Section 3.45 to reactivate the SVS/Pathways feature.
Verify that P/N 010-00330-43 terrain data cards are installed in the lower
slot of the PFD and MFD.
Verify that the alert messages shown in Table 5-2 are not displayed on the
PFD Alerts Window. If so, follow the solutions described in Table 5-2.
3D terrain presentation does not
appear on PFD.
Verify that the G1000 AHRS and heading data are valid on the PFD. Verify
that a valid GPS 3D position solution is being received. Troubleshoot these
systems in accordance with sections 5.10.4 and 5.15.
If a terrain database update has just been performed, allow the system time
to initialize and verify the data. When the databases have been verified, the
current database cycle and version are reported on the MFD AUX – System
Status page.
The following table provides SVS/Pathways specific alert messages which may appear in the Alerts
Window on the PFD (press the ALERTS softkey on the PFD to view the Alerts Window):
Table 5-2, SVS-Related Alert Messages
Failure Message
Cause
Solution
SVS – SVS DISABLED: Out of
available terrain region.
SVS is disabled because the
aircraft exceeded the boundaries
of the loaded terrain database.
Geographical operation limitations are
defined in the AFMS listed in Table 1-2.
Ensure that operations are within this
geographic area.
SVS is disabled because a 9 ArcSecond or better database is not
currently loaded.
Ensure the P/N 010-00330-43 Terrain
Cards are installed in the lower slot of
each display.
If terrain data has been recently
updated, ensure that the correct 9 ArcSecond databases were used.
SVS – SVS DISABLED: Terrain
DB resolution too low
Page 5-30
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.5.1
General Troubleshooting
The following annunciations may appear in the AFCS Annunciation field:
Table 5-3, AFCS Annunciation Troubleshooting
Annunciation
Condition
Resolution

Confirm AFCS Servos circuit breaker IN

Ensure that the G1000 system is in proper working order.
Check specifically for proper operation of the:
 GIA 63 Integrated Avionics Units
 GRS 77 or GRS 7800 AHRS Units
 GDC 74B/GDC 7400 Air Data Computers
 All GSA 80 Servos
Check that no red X’s are present on the MFD and PFD
displays.
Check that no related alert messages are present on the
PFD displays (press the ALERTS softkey).
Go to the AUX SYSTEM STATUS page on the MFD and
verify that all LRUs have a ‘green’ check (see Section 5).
In Configuration mode, review the GFC 700 equipment
status, software, and certification gains.
Reload software, configuration, and certification gains to the
GIAs and GSA 80 servos.
Check the GFC Status page for additional GFC 700 system
information.
Review the fault and assert logs for the GIAs and servos
(see Section 5.6.2)
Isolate the fault to an LRU. Replace this LRU and confirm
the resolution of the annunciation.


AFCS System
Failure






Pitch Axis Failure
Pitch Trim Axis
Failure
Yaw Axis Failure





Roll Axis Failure
AHRS Monitor
Failure
Elevator Mistrim
Down
Elevator Mistrim
Up
Aileron Mistrim
Right
Check the AUX – SYSTEM STATUS page to see if the
servo is online (green check).
Check that the affected servo is receiving power.
Check the servo wiring and connector.
For pitch trim, check pitch trim switch operation to verify
switch contacts are not stuck.
If failure condition still exists, remove and replace the
affected servo.

If the AHRS inputs have been determined to be
“unreasonable” while the AP is engaged, in air, this message
will be displayed until AHRS inputs are determined
reasonable for 5 seconds.

If elevator mistrim annunciations persist, check the pitch and
pitch trim servos for proper operation. Verify that the servo
is online at the AUX – SYSTEM STATUS page.
Check the servo wiring and connectors. Ensure the servo is
receiving power.
Check the aircraft control adjustments.
If mistrim condition still exists, remove and replace the
affected servo.





Check for possible fuel imbalance.
Check aileron control adjustments.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-31
Revision 10
Annunciation
Condition
Resolution
Aileron Mistrim
Left

If mistrim condition still exists remove and replace the roll
servo.
Rudder Mistrim
Right


Check rudder control adjustments.
If mistrim condition still exists remove and replace the yaw
servo.


Allow the system to complete pre-flight tests.
The preflight test should finish within 2 minutes. If it does
not pass, the red ‘PFT’ annunciation is shown. In case of
PFT failure, see Section 5.6.3 for additional PFT diagnostics.
Rudder Mistrim
Left
Pre-Flight Test
Fails
Table 5-4, AFCS General Troubleshooting
Condition
Resolution

Poor AP Performance
(Limited AP Authority)




AP DISC Problems


Loss of Manual Electric Trim
AutoTrim Inoperative
Page 5-32
Revision 10
Check each servo gearbox slip clutch per Section 4.9.
Verify the clutches are not excessively loose and are within
torque limits.
Check aircraft controls for proper balancing and adjustment
per the King Air 200 Series Maintenance Manual.
Check aircraft control cables for proper tension per the
King Air 200 Series Maintenance Manual.
For intermittent nuisance disconnects with no AFCS of PFT
alert, check A/P disconnect switch and wiring for
intermittent faults.
If an AFCS or PFT alert is displayed at the time of the
disconnect, troubleshoot per Section 5.5.
Check the GIA AFCS Fault Logs according to Section
5.6.2. If a Mon Prmtr Invalid message is received, check
for valid true airspeed. A faulty GTP 59 OAT probe may
cause TAS to become invalid, which will flag the
Mon Prmtr Invalid message.
Contact Garmin Product Support for assistance


Check pitch trim servo status.
Check MET switch discrete inputs to both GIAs by going to
the GIA I/O Configuration page and selecting DISCRETE
IN inputs.

Check flap-in-motion discrete inputs to both GIAs for proper
operation by going to the GIA I/O Configuration page and
selected DISCRETE IN inputs. See Section 4.8.
If DATA indicator fails to illuminate or illuminates
incorrectly, troubleshoot flap motor & discrete input wiring
(refer to G1000/GFC 700 Wiring Diagram, listed in Table
1-2,).

G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.6
GFC 700 AFCS Troubleshooting
The GFC 700 is a digital Automatic Flight Control System (AFCS) which is integrated into various
components of the G1000. This section touches upon key items to note while troubleshooting the GFC
700.
Should a problem be encountered during the operation of the GFC 700, the pilot and technician should
first evaluate the overall status and condition of the G1000 system at the AUX – System Status page (on
MFD). Any alert messages, annunciations, or other abnormal behaviors should be noted in an effort to
pinpoint the fault. The object is to locate the fault within a LRU or LRUs in efforts to replace the
defective equipment.
The GFC 700 AFCS Annunciation field is located above the airspeed tape on the PFD as shown:
Figure 5-5, AFCS Annunciation Field
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-33
Revision 10
5.6.1
GFC Status Page
The GFC Status page is presented in configuration mode and gives status information regarding the
GFC 700.
Figure 5-6, GFC Status Page
GIA STATUS
AP DISCONNECT: Shows the condition of the AP DISC +28 VDC input to the GIAs and servos, which
is required for the Autopilot to operate. A green status indicator shows the AP DISC switch is closed and
the GFC 700 is activly receiving 28. volts. A red X indicates the GIAs and servos are no longer receiving
the +28 VDC AP DISC power (switch open or other fault).
MONITOR/CONTROL BOARD STATUS
Shows the condition of various monitor board components.
SERVO PROGRAM (1-3): Servo program discretes are used to determine the HW strapping for each
GSA to define the servo type. This information can be cross-referenced against the system interconnects
to verify proper servo grounding.
AP DISCONNECT: Same as GIA Status.
PFT: Indicates whether the pre-flight test has passed or failed.
HIGH RES & HIGH RNG LOAD CELL CAL: Shows the condition of the high resolution and high range
load cells on the monitor board. If box is black, this indicates a corrupt or missing load cell calibration;
return the servo to Garmin.
DRIVE SERVO
Allows the technician to enter a desired RPM at which to manually drive the selected servo. Direction of
rotation is controlled by the polarity of the RPM (+ or -). After the speed is entered, the technician may
use the ENG CLCH and DRV SRVO softkeys to drive the servo.
NOTE
Be especially certain that the flight controls are clear and safe to operate before manually
driving the servo.
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SERVO DATA
Shows real-time reported data including servo voltage, speed, motor current, load cell torque, and clutch
solenoid status. A green box indicates the servo clutch is engaged.
SLIP CLUTCH TEST RESULTS
This window is used during the automatic slip clutch torque measurement check.
5.6.2
GIA Fault Log Descriptions
The section was created to help determine why the GFC 700 has failed the Pre-Flight Test indicated by
the red PFT annunciation
, it defines the PFT sequence for the servos and the GFC 700
system and then provides troubleshooting information to help resolve failures.
There are 16 steps to the GFC 700 PFT. The PFT is performed by both GIA’s at startup, and needs to
pass on both GIA’s before the autopilot can be engaged.
The PFT is only started if the AHRS has aligned, the GIA’s and servos are configured and the
certification gains are valid. If the PFT has not completed after one minute from when the initialization
started, the PFT will fail. After the system PFT has passed, it will be performed again if a servo resets, if
the autopilot servo breaker is reset or the cross side GIA restarts it.
Generally, the PFT failure fault is logged in the GIA Maintenance Log and not in the Servo Maintenance
Logs unless the GIA log fault identifies a servo problem.
NOTE
Thoroughly understanding the operation of the G1000 system in Configuration mode is
recommended before starting this procedure. The GFC Status page may be used to check
the status of the servos and engage them to aid in troubleshooting
To access the GIA and GSA Maintenance Logs, perform the following steps –
1.
2.
3.
4.
5.
6.
7.
8.
Start the G1000 in Configuration mode.
Use the FMS knob on PFD1 to go to the Diagnostics Terminal page in the System group. This page
allows the technician to view maintenance logs associated with the GFC 700.
Choose ‘GIA 1’ or ‘GIA 2’ in the LRU window.
In the SERVO window, choose ‘NONE’ to view the GIA Maintenance Log, or choose a servo to
view their logs.
Using the FMS knob, choose ‘VIEW MAINTENANCE LOG’ in the COMMAND window.
Press the ENT key.
When the Maintenance Log data starts to display in the OUTPUT window, you may see
"More...press any key to continue..." at the bottom of the OUTPUT window. This informs you there
is more data to display and the system has paused allowing you to view the data before continuing.
To see more of the data, reselect the "VIEW MAINTENANCE LOG" in the COMMAND window
and press the ENT key. The "...press any key to continue..." function is not active at this time.
Scroll through the OUTPUT list by pressing the OUTPUT softkey.
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9.
The GIA Maintenance Log can record any of the following faults:

FCS Task not started: Bad gains
The FCS task has not started because the gains are not present or have been corrupted.
Reload the gain files to correct.

FCS Task not started: Gain structure out of range
The FCS task has not started because the gains are not compatible with the GIA software.
Reload the gain files to correct.

PFT FAIL: Timeout, <STEP>
Pre-flight test has failed because the specified step has not passed in the allotted time. See the GIA
pre-flight steps for a description of the possible values for <STEP> on the failed GIA and corrective
actions.

PFT FAIL: Cross GIA Failed, State: <STEP>
Pre-flight test has failed on opposite GIA. <STEP> specifies the pre-flight test step on selected
GIA that was in progress when the pre-flight test failed on the opposite GIA. See the GIA pre-flight
steps for a description of the possible values for <STEP> on the failed GIA and corrective actions.

PFT FAIL: <STEP>
Pre-flight has failed because the step specified has failed. See the GIA pre-flight test steps for a
description of the possible values for <STEP> on the failed GIA and corrective actions.

AHRS MON invalid: <STATE>
The AHRS monitor has detected that the AHRS data is invalid. The possible values for <STATE>
are:
a. Mon Prmtr Invalid: The ARINC 429 data used by one of the monitors has not been
received.
b. Attitude Prmtr Invalid: The ARINC 429 pitch or roll angle has not been received.
c. Exceeded Attitude Limits: The pitch or roll angle has exceeded the engagement limits.
d. Cross Hdg Accel Fail: Cross heading acceleration monitor failed.
e. Vert Accel Fail: Vertical acceleration monitor failed.
f. Fltrd Cross Hdg Accel Fail: Filtered cross heading acceleration monitor failed.
g. Fltrd Vert Accel Fail: Filtered vertical acceleration monitor failed.
h. Roll Accel Fail: Roll acceleration monitor has failed.
i. Normal Accel Fail: Normal acceleration has failed.
Troubleshoot the GRS 77 or GRS 7800 for the cause of the failure.

Stuck switch invalidated parameter: <AXIS>
A MET switch in the specified axis is stuck.
Check the MET (trim) switches for proper operation.

PRMTR: <PARAMETER> MODE:<MODE> Parameter lost
The mode specified by <MODE> has been disengaged because the parameter specified by
<PARAMETER> has become invalid. The following is a list of some of the possible values for
<PARAMETER>:
a. AD TDM Comm Valid: The specified mode has been disengaged because communication
with the servos, via the Time Division Multiplexer protocol, has been lost.
b. AP Pitch MET not stuck: The specified mode has been disengaged due to a stuck pitch
MET switch.
Check the MET (trim) switches for proper identification.
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5.6.3
GIA Pre-Flight Test Steps
PFT step 0: System initialization, verify GFC powered
This step is checking to make sure the GFC is powered up. It checks to make sure the GIA AP
disconnect input is connected to 28 volts, and makes sure the Servos are up and communicating.
If this step fails, make sure the GIA is connected to AP disconnect by using the GFC configuration page.
Also make sure all configured Servos are communicating by checking for Servo product data in
configuration mode.
PFT step 1: System initialization, verify GIA audio is valid.
This step is checking to make sure that the GIA audio region has been loaded and configured.
If this step fails, load GIA audio region and audio configuration.
PFT step 2: System initialization, verify required servos are configured
This step is checking to make sure the current Servo configuration matches the Servo configuration
specified in the certification gain file.
If this step fails, then make sure the Servo configuration on the GFC configuration page matches the
Servo configuration specified in the configuration gain (.cgn) file.
PFT step 3: System initialization, verify selected side
This step is checking to make sure the PFD1 is online and sending the selected AFCS side data over
HSDB to GIA1.
If this step fails, then make sure the PFD is powered up and there is an Ethernet connection from the PFD
to the GIA.
PFT step 4: System initialization, verify AHRS monitor
This step is checking to make sure the AHRS monitor is valid and not reporting an AHRS failure.
NOTE: AHRS monitor will be assumed valid if on the ground.
If this step fails, then make sure the AHRS and ADC is powered up and sending valid attitude data to the
G1000.
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PFT step 5: System initialization, verify servo PFT is complete
This step is checking to make sure that all servos have completed their own PFT. This does not check
whether the servo PFT passed or failed. It verifies that the servo PFT is no longer in progress.
PFT step 6: Verify cross GIA is initialized
This step is checking to make sure the other GIA is also on step 6 of its PFT.
If this step fails, try cycling power on GIA1, GIA2, and all servos. If PFT still fails at step 6 then you
will need to go check the PFT status of the other GIA and see what step it is failing (it should be prior to
step 6). NOTE: The PFT status is communicated between GIA1 and GIA2 using HSDB. As a result,
both the PFD and MFD must be powered for this state to pass.
PFT step 7: Verify servo type
This step is checking to make sure the Servos are the correct type (torque and speed).
If this step fails, make sure the Servo configuration on the GFC configuration page matches the Servos
installed in the aircraft.
PFT step 8: Verify servo first certification data
This step is checking to make sure the servos have the same certification gains loaded in them as the
GIAs have.
If this step fails, reload the certification gains in GIA1, GIA2, and all servos.
PFT step 9: Verify servo second certification data
This step is checking to make sure the servos have the same certification gains loaded in them as the
GIAs have.
If this step fails, reload the certification gains in GIA1, GIA2, and all servos.
PFT step 10: Updating servo RTC
This step is setting the system time in the servos to by the same time as the GIA system time.
This step should never fail.
PFT step 11: Verify servo PFT status
This step is checking to make sure the servos have all passed their own PFT.
If this step fails, please proceed to servo PFT explanation below.
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PFT step 12: Verify AP disconnect enabled
This step is checking to make sure GIA1, GIA2, and all servos have are connected to a 28 volt AP
disconnect.
If this step fails, make sure the AP disconnect input to GIA1, GIA2, and all servos is connected and
registering 28 volts. Make sure the AP disconnect switch has been installed in the aircraft. Make sure no
one is holding the AP disconnect switch down on the yoke.
PFT step 13: Verify servo validity
This step is checking to make sure all the Servos are up and communicating with valid data to the GIA in
TDM mode.
If this step fails, then make sure all Servos are turned on and communicating by checking for green boxes
on the GFC configuration page.
PFT step 14: Verify cross GIA PFT is completed
This step is checking to make sure the other GIA is also on step 14 of its PFT.
If this step fails, try cycling power on GIA1, GIA2, and all servos. If PFT still fails at step 14 then you
will need to go check the PFT status of the other GIA and see what step it is failing. NOTE: The PFT
status is communicated between GIA1 and GIA2 using HSDB. As a result, both the PFD and MFD must
be powered for this state to pass.
PFT step 15: PFT completed
The PFT has successfully completed.
PFT step 16: PFT failed
The PFT has failed.
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5.6.3.1 Servo Faults and Troubleshooting
Whenever a servo fault occurs, a status message is logged to the corresponding servo control or monitor
maintenance log. This information is also accompanied by a time and date stamp. An “RTC DATE”
entry is made every time a servo is powered on, it is normally not useful for troubleshooting.
The following is a listing of possible faults that could be reported in a GSA fault log. Faults can occur in
either the monitor board processor or the control board processor, both of which are contained in the GSA
unit.
5.6.3.1.1 Monitor Processor
The monitor processor contains the logs that are found in these processors 2 – Pitch Servo
4 – Roll Servo
6 - Yaw
8 – Pitch Trim Servo
There are two main groupings of faults that can occur in the monitor processor:
The first grouping of faults can occur during the GSA unit pre-flight test (PFT). If there is a fault during
PFT the unit will not be able to transition to normal mode and the only way to clear this state would be to
cycle unit power.
The second grouping of faults can occur during normal mode. These faults generally cause a disconnect
of power to the GSA and report that a fault has occurred to the GIA.
The Notes column indicates any actions that can be taken to troubleshoot the problem in the aircraft by
the technician. Any faults that are not listed here indicate an internal problem requiring replacement of
the servo. If the items in the Notes column check out ok, replace the servo.
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PFT Faults
MONITOR PFT STEP
"INTERNAL COMM FAIL"
NOTES
This can sometimes be a result of a failure on the other internal servo
board, check faults on the other processor
"UNSW POWER INV"
Check unit power
"MON SOL PWR ON FAIL"
Check unit power and AP Disconnect power
"CTL SOL PWR ON FAIL"
Check unit power and AP Disconnect power
"SOL PWR FAIL"
Check unit power and AP Disconnect power
"CERT DATA UNINSTALLED"
Upload the certification gain file to the Monitor board
"STRAP CODE MISMATCH"
Check the connector strap inputs to the unit
Normal Mode Faults
MONITOR FAULT
"GIA DIS FAULT"
NOTES
Check the AP Disconnect power into the unit
"HOST DATA DIF"
Check the AHRS wiring to the system
"HOST DATA INV"
Check the AHRS wiring to the system
"SVO PWR INV"
Check unit power and AP Disconnect power
“STRP CODE CHNG”
Check the connector strap inputs to the unit
“MET STUCK SWTCH”
Check the MET switch inputs into the system
“MET STATUS DIF”
Check the MET switch inputs into the system
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5.6.3.1.2 Control Processor
The control processor contains the logs that are found in these processors –
3 – Pitch Servo
5 – Roll Servo
7 - Yaw
9 – Pitch Trim Servo
There are two main groupings of faults that can occur in the control processor.
The first grouping of faults can occur during the GSA unit pre-flight test (PFT). If there is a fault during
PFT the unit will not be able to transition to normal mode and the only way to clear this state would be to
cycle unit power.
The second grouping of faults can occur during normal mode. These faults generally cause a disconnect
of power to the GSA and report that a fault has occurred to the GIA.
The Notes column indicates any actions that can be taken to troubleshoot the problem in the aircraft by
the technician. Any faults that are not listed here indicate an internal problem requiring replacement of
the servo. If the items in the Notes column check out ok, replace the servo.
PFT Faults
CONTROL PFT STEP
NOTES
"INT COMM TEST FAIL"
This can sometimes be a result of a failure on the other board, check
faults on other processor
"CTL MOT PWR ON FAIL"
Check unit power and AP Disconnect power
"MON MOT PWR ON FAIL"
Check unit power and AP Disconnect power
"HALL 1 FAIL"
Check unit power and AP Disconnect power
"HALL 2 FAIL"
Check unit power and AP Disconnect power
"HALL 3 FAIL"
Check unit power and AP Disconnect power
"HALL 4 FAIL"
Check unit power and AP Disconnect power
"HALL 5 FAIL"
Check unit power and AP Disconnect power
"HALL 6 FAIL"
Check unit power and AP Disconnect power
"CURR OFFST FAIL"
Check unit power and AP Disconnect power
"SVO TYPE FAIL"
Check unit power and AP Disconnect power
"CERT DATA UNINSTALLED"
Upload the certification gain file to the Control board
"STRAP CODE MISMATCH"
Check the connector strap inputs to the unit
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Normal Mode Faults
CONTROL FAULT
"GIA DIS FAULT"
NOTES
Check the AP Disconnect power into the unit
"HOST DATA DIF"
Check the AHRS wiring to the system
"HOST DATA INV"
Check the AHRS wiring to the system
"SVO PWR INV"
Check unit power and AP Disconnect power
“STRP CODE CHNG”
Check the connector strap inputs to the unit
“MET STUCK SWTCH”
Check the MET switch inputs into the system
“MET STATUS DIF”
Check the MET switch inputs into the system
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5.6.3.2 Downloading GIA and GSA Maintenance Logs
If additional assistance is needed troubleshooting autopilot faults, the Maintenance logs can be
downloaded to an SD card as a text file (.txt) and emailed to Garmin Aviation Product Support. Please
call Garmin Aviation Product Support before you send a Maintenance Log to notify them you are sending
it to prevent a delay in response. You may download multiple GIA and GSA Maintenance Logs to the
same file, however in your email to Garmin you must furnish the order in which they were downloaded
(i.e. GIA1, then GIA2, then SRVO PTCH MON, then SRVO PTCH CTL, etc.).
1.
2.
3.
Insert a FAT 32 formatted SD card into the top slot of the PFD before turning on the displays.
Power up PFD1, PFD2 and MFD in the configuration mode.
On the PFD1 in the System page group, use the small FMS knob to scroll to the Diagnostics
Terminal page.
4. Press the LG2CRD softkey at the bottom of the PFD1. Verify that the softkey text grays out. This
indicates the recording function is active and all text that is displayed in the OUTPUT window will
be saved to the card.
5. Enable the cursor by pressing the FMS knob, select “GIA1” in the LRU drop down menu and then
press the ENT key to select it.
6. Skip the SERVO box and move the cursor to the COMMAND box and select “View Maintenance
Log” in the drop down menu then press the ENT key. The error log data will be displayed in the
OUTPUT box. If you see the “more…press any key to continue” text at the bottom of the screen,
you may need to reselect “View Maintenance Log” for GIA data to allow it to continue scrolling
down the screen (pressing any key will not continue, disregard the text instruction you to do so).
Continue to scroll through all the OUTPUT data until you see the text, “End of Fault Log”.
7. Move the cursor back to the LRU box, select “GIA2” in the LRU drop down menu and then press
the ENT key to select it.
8. Skip the SERVO box and move the cursor to the COMMAND box and select “View Maintenance
Log” in the drop down menu then press the ENT key. The error log data will be displayed in the
OUTPUT box. If you see the “more…press any key to continue” text at the bottom of the screen,
you may need to reselect “View Maintenance Log” for GIA data to allow it to continue scrolling
down the screen (pressing any key will not continue, disregard the text instruction you to do so).
Continue to scroll through all the OUTPUT data until you see the text, “End of Fault Log”.
9. If you need to download Servo fault logs (usually done at the request of Garmin Product Support),
perform the following steps. Otherwise, skip to step 10.
a) In the LRU box, you may select either “GIA1” or “GIA2”.
b) In the SERVO box, choose a servo using the FMS knobs. Each servo contains two logs, one in
the Monitor (MON) processor and one in the Control (CTL) processor. You must download
both for each servo separately.
c) In the COMMAND box, select “View Maintenance Log” and press the ENT key.
d) The log will appear in the OUTPUT box. It will scroll to the end automatically. When it is
complete, repeat steps a-c for the other servos in the aircraft. Be sure to note the order the
servos were downloaded in including the Monitor or Control logs to email to Garmin Product
Support. Without knowing the order in which the logs were downloaded, Garmin will be unable
to process them and will ask for another full download.
10. Press the LG2CRD softkey to turn off the recording function.
11. Wait 1 minute for the system to save the data from the download to the SD card.
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12. While you are waiting for the data to be saved to the SD card, record the order of the LRU’s and/or
Servos were downloaded so that you can provide that information to Cessna or Garmin to help
decipher the order of the error data.
13. Power down the G1000 System and remove the SD card.
14. Insert the SD card in the card reader of a laptop or desktop computer and open the
“diag_buf_log.txt” file from the SD card using the WordPad program. Verify that all of the fault
logs were downloaded by checking for the “End of Fault Log” message at the end of the GIA data,
and that the last servo log entry has the current date.
15. Insert the fault log as an attachment to an email and include the LRU order how the data was
downloaded and send to Garmin Aviation Product Support at avionics@Garmin.com.
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5.7
5.7.1
Backup Communications Path Checks
Overview
The G1000 system architecture is designed with redundant communication ports for several LRUs so that
critical information can continue to be displayed in the event of an equipment or wiring failure. Of most
importance is flight attitude, heading, and air data information. The GRS 77/7800 and GDC 74B/GDC
7400 each have four separate ARINC 429 data lines which are all capable of sending data to the displays.
The GEA 71, GTX 33(D) or GTX 3000, and GMA 1347D each have two redundant serial
communication paths for the same purpose. See Figure 2-23 for a basic G1000 block diagram depicting
this architecture. Several other diagrams are shown later in this section for illustrative purposes. When
troubleshooting, refer to the G1000/GFC 700 Wiring Diagram listed in Table 1-2.
NOTE
Refer to Section 8.1.6 for procedures on checking the status of each configured G1000 /
GFC 700 backup data path.
5.7.2
Data Path Failures
Failure Message
Cause
Solutions
Determine which data path has failed:
See Section 8.1.6.
FAILED PATH – A data path has
failed.
A communications data path
status is not being received by the
G1000.
Check wiring continuity for the failed
path.
Swap or replace the affected LRU.
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5.8
5.8.1
GDU 104X Troubleshooting
GDU 104X Common Problems
Symptom
Recommended Action


Display is blank

Display resets



Display flickers





SD card is stuck in GDU





A button/knob/joystick does not
appear to function
Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
Cycle power.
 If GDU recovers, observe display for yellow text containing error
information at the top of the screen. If message indicates software
need to be re-loaded, then re-load software. Otherwise, replace
the GDU.
Use a bright light to verify LCD is active.
 Adjust avionics dimmer control full clockwise.
 Manually turn up backlight on the PFD and load configuration files
to the GDU.
Ensure slide lock is fully engaged with the locking tabs on the back of
the unit.
 If slide lock is not fully engaged, remove connector and verify the
locking tabs on the GDU are perpendicular to the connector. If
necessary, straighten them before reseating connector.
Ensure GDU is receiving power. If a circuit breaker is tripped,
determine source of short before resetting breaker.
Ensure circuit breakers have not failed and power wire connections are
secure.
Swap PFD1 and PFD2.
 If problem follows unit, replace the display. Please note the
position it failed in (PFD1/2).
 If problem does not follow unit, troubleshoot aircraft wiring for fault.
DO NOT insert a screwdriver of any length into the card slot.
DO NOT pry against the overlay.
DO NOT force the SD Card out.
Use a small screwdriver in the groove on the side of the exposed end of
the card to help pull out the card.
Push the card in further to release the card locking mechanism.
Check SD Card for having more than one label. Two or more labels on
the card will cause sticking.
 Remove all but one label.
Ensure the SD card is from Toshiba or SanDisk. Use of other SD
Cards is not recommended.
If card was inserted with the label facing to the right, do not attempt to
remove. Return the unit to Garmin for repair.
Go to the GDU TEST page in configuration mode and verify button,
knob, or joystick operates correctly by observing a change in color from
red to green in the button/knob/joystick icon when the
button/knob/joystick is pressed. If a button is stuck, the button icon will
be green without pressing the button as soon as you turn to the GDU
TEST page.
 If problem is verified, replace GDU.
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Symptom
Recommended Action

Terrain/Obstacle/Safetaxi does
not display


Display will not track dimmer bus
Keyboard will not track dimmer
bus
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Ensure supplemental data cards are inserted correctly in the lower slots
of all three GDU’s.
Allow the system to verify the data on the cards for approximately five
minutes after power-up.
If a database does not activate, reload the problem database onto the
SD Card or replace the card.


Reload GDU configuration files.
If display is a PFD, swap PFD1 and PFD2 to see if problem remains
with display.
 Replace display if condition remains with the same unit.
 If condition remains in original position after swapping displays,
check GDU dimmer input to verify voltage is present.

If display is the MFD, check dimmer input to verify voltage is present.
 Replace MFD if dimmer voltage is present.
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5.9
5.9.1
GDU 104X Alerts
Software/Configuration Alerts
Failure Message
Cause
SW MISMATCH – GDU software
version mismatch. Xtalk is off.
The system has found the PFDs
and/or MFD software versions do
not match.
MANIFEST – PFD 1 software
mismatch. Communication
Halted.
MANIFEST – PFD 2 software
mismatch. Communication
Halted.
MANIFEST – MFD1 software
mismatch. Communication
Halted.
The system has detected an
incorrect software version loaded
in the specified PFD.
Solution

The system has detected an
incorrect software version loaded
in MFD.

CNFG MODULE – PFD 1
configuration module is
inoperative.
Load correct software version.
See Section 3.9 for GDU 1040
Software Loading procedure.
The PFD master configuration
module has failed.
Check master configuration
module connector and wiring
for damage inside the GDU
connector backshell.
 Replace master
configuration module
wiring and pins.
 If problem persists, replace
master configuration
module.
NOTE
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
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Failure Message
Cause
Solution


MFD1 CONFIG – MFD1
configuration error. Config service
req’d.
PFD 1 CONFIG – PFD 1
configuration error. Config service
req’d.
PFD 2 CONFIG – PFD 2
configuration error. Config service
req’d.
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A configuration mismatch has
occurred between the display and
the Master Configuration Module.
Reload the display configuration
files from SD Loader Card.
Reload system configuration files
by pressing the UPDT CFG
softkey on the Configuration
Upload Page in the PFD1 System
Page Group to load configuration
files into the configuration module.
 If message persists, check
PFD1 config module wiring for
faults and replace if necessary.
 If issue continues, replace
PFD1 master configuration
module.
 If problem persists, replace the
display.
NOTE
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.9.2
Database Alerts
Failure Message
Cause
MFD1 DB ERR – MFD1 aviation
database error exists.
PFD 1 DB ERR – PFD 1 aviation
database error exists.
The MFD or specified PFD has
encountered an error in the
Jeppesen aviation database.
Solution


PFD 2 DB ERR – PFD 2 aviation
database error exists.
MFD1 DB ERR – MFD1 terrain
database error exists.
The MFD has encountered an
error in the terrain database.


PFD 1 DB ERR – PFD 1 terrain
database error exists.
PFD 2 DB ERR – PFD 2 terrain
database error exists.
MFD1 DB ERR – MFD1 obstacle
database error exists.
The specified PFD has
encountered an error in the terrain
database.
The MFD has encountered an
error in the obstacle database.



PFD 1 DB ERR – PFD 1 obstacle
database error exists.
PFD 2 DB ERR – PFD 2 obstacle
database error exists.
MFD1 DB ERR – MFD1 airport
terrain database error exists.
The specified PFD has
encountered an error in the
obstacle database.
The MFD has encountered an
error in the airport terrain
database.



PFD 1 DB ERR – PFD 1 airport
terrain database error exists.
PFD 2 DB ERR – PFD 2 airport
terrain database error exists.
The specified PFD has
encountered an error in the airport
terrain database.
DB MISMATCH – Aviation
database version mismatch. Xtalk
is off.
The system has found the
Jeppesen aviation database
cycles in the PFDs and/or MFD do
not match.
DB MISMATCH – Aviation
database type mismatch. Xtalk is
off.
The system has found the
Jeppesen aviation database types
in the PFDs and/or MFD do not
match (i.e., different regions:
Americas, International, Atlantic,
etc)

Reload aviation database into
the display.
Contact Garmin Technical
Support for assistance.
Confirm supplemental data card is
inserted fully.
Reload the database or replace the
supplemental datacard.
Contact Garmin product Support
for further assistance if needed.
Confirm supplemental data card is
inserted fully.
Reload the database or replace the
supplemental datacard.
Contact Garmin product Support
for further assistance if needed.
Confirm supplemental data card is
inserted fully.
Reload the database or replace the
supplemental datacard.
Contact Garmin product Support
for further assistance if needed.

Load current aviation database
versions to all displays.

Load same type aviation database
to all displays.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
Failure Message
Cause
DB MISMATCH – Airport Terrain
database version mismatch. Xtalk
is off.
The PFDs and/or MFD have
different Airport Terrain database
versions installed.
DB MISMATCH – Terrain
database version mismatch.
The PFDs and/or MFD have
different terrain database versions
installed.
DB MISMATCH – Obstacle
database version mismatch.
The PFDs and/or MFD have
different obstacle database
versions installed.
DB MISMATCH – Terrain
database type mismatch.
The PFDs and/or MFD have
different terrain database types
installed (i.e., different regions:
Americas, International, Atlantic,
etc).
5.9.3
Solution


Confirm supplemental data card is
inserted fully.
Reload the database or replace the
supplemental datacard.
Cooling Alerts
Failure Message
Cause
MFD1 COOLING – has poor
cooling. Reducing power usage.
PFD 1 COOLING – has poor
cooling. Reducing power usage.
Solution

Check cooling fan and wiring
for proper operation (if
applicable).
 Replace cooling fan if
unable to determine if
operating correctly.
 If problem persists, replace
the MFD.

If problem continues contact
Garmin Aviation Product Support
for assistance.

Check cooling fan and wiring
for proper operation (if
applicable).
 Replace cooling fan if
unable to determine if
operating correctly.
 If problem persists, replace
the PFD1.
MFD1 has exceeded its operating
temperature range.
PFD 1 has exceeded its operating
temperature range.


PFD 2 COOLING – has poor
cooling. Reducing power usage.
PFD 2 has exceeded its operating
temperature range.

Page 5-52
Revision 10
If problem continues contact
Garmin Aviation Product Support
for assistance.
Check cooling fan and wiring
for proper operation (if
applicable).
 Replace cooling fan if
unable to determine if
operating correctly.
 If problem persists, replace
the PFD2.
If problem continues contact
Garmin Aviation Product Support
for assistance.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.9.4
Key Alerts
Failure Message
Cause
Solution
MFD1 “key” KEYSTK – key is
stuck.
The SYSTEM has determined a
key is stuck on MFD1.

PFD 1 “key” KEYSTK – key is
stuck.
The system has determined a key
is stuck on the PFD 1.

PFD 2 “key” KEYSTK – key is
stuck.
5.9.5
The system has determined a key
is stuck on the PFD 2.
Go to the GDU TEST page in
configuration mode and verify
key is stuck (if key is stuck the
corresponding indicator will be
green).
Exercise suspected stuck key
and reset GDU TEST page to
see if indicator remains green
without pressing the key.
 If problem persists replace
the display.
Miscellaneous Alerts
Failure Message
Cause
Solution

XTALK ERROR – A flight display
cross talk error has occurred.
A communication error has
occurred between the MFD and/or
PFDs.



DATA LOST – Pilot stored data
lost. Recheck settings.

Pilot stored data has been lost.
Ensure a database error has not
occurred (identified in the ALERTS
window on the PFD).
 If a database error has
occurred, correct error before
proceeding.
Check display Ethernet
interconnect wiring.
Replace PFD1 with a known good
unit, to verify location of problem:
 If problem persists, reinstall
original PFD1 and replace
PFD2.
 If problem persists, reinstall
PFD2 and replace MFD.
If the CLR key was held during
a power cycle, disregard
message.
Cycle power to PFD1:
 Ensure CLR key is not
stuck on the GDU TEST
page.

G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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If problem persists, replace
PFD1.
Page 5-53
Revision 10
Failure Message
Cause
Solution


MFD1 SERVICE – needs service.
Return unit for repair.
The G1000 has determined MFD1
needs service.



PFD 1 SERVICE – needs service.
Return unit for repair.
The G1000 has determined
the specified PFD needs
service.
PFD 2 SERVICE – needs service.
Return unit for repair.

PFD 1 VOLTAGE – PFD 1 has
low voltage. Reducing power
usage.
PFD 2 VOLTAGE – PFD 2 has
low voltage. Reducing power
usage.
MFD1 VOLTAGE – MFD1 has
low voltage. Reducing power
usage.
Page 5-54
Revision 10

The specified PFD supply
voltage is low.

The MFD supply voltage is
low.


Ensure the MFD connector is
fully seated and locked.
If the unit was started in a very
dark environment the photocells
may not have enough light to
initially raise the CCFT level.
Go to the GDU STATUS page
in configuration mode, ensure
CCFT CRNT 1 & 2 levels are
above 50.
 If the CCFT levels are not
above 50, apply light to the
photocell and observe if the
CCFT level rises.
 If the CCFT level rises,
disregard the message.
 If the CCFT level does not
rise, replace the MFD
Replace the MFD
Ensure the PFD connector is
fully seated and locked.
If the unit was started in a very
dark environment the photocells
may not have enough light to
initially raise the CCFT level.
Go to the GDU STATUS page
in configuration mode, ensure
CCFT CRNT 1 & 2 levels are
above 50.
 If the CCFT levels are not
above 50, apply light to the
photocell and observe if the
CCFT level rises.
 If the CCFT level rises,
disregard the message.
 If the CCFT level does not
rise, replace the PFD
Replace the PFD.
Check input voltage to PFD.
If input voltage is ok, replace
PFD.
Check input voltage to MFD.
If input voltage is ok, replace
MFD.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.9.6
GMA Common Problems
Symptom/Failure
Message
Recommended Action
Noise in Audio
Most often the cause of the noise is external to the GMA. Try the following to locate
the source of the noise before replacing the GMA:

Try a different pair of headsets. Noise cancelling headsets may pick up and/or
generate more noise than standard headsets from their own circuitry.

Check for noise with the engine turned off.
 If the noise is present only when the engine is running, check the generator
and/or ignition system as possible sources of noise (see applicable airframe
specific maintenance manual).

Check for noise as all electrical equipment is turned on and off (strobes, other
radios, etc.).
 If the noise is identified from one electrical system or component refer to the
applicable airframe specific maintenance manual.

Ensure the NAV/COM squelch is not open.

Ensure the ADF and DME audio is not active.

Ensure the marker beacon audio is not active.

Ensure the ICS squelch is not open.
 Master squelch level can be adjusted on the GMA CONFIGURATION page
for higher noise environments.

Replace unit only after all possible external sources of noise are eliminated.
Buttons Do Not Work.

Some buttons are disabled in the GMA CONFIGURATION page by default. This
is to remove potential sources of audio noise for inputs that are not used. If in
doubt as to which buttons should be disabled, reload GMA config files and other
config files for optional equipment installed in the aircraft (i.e. ADF, HF, etc.) from
the loader card.
COM Bleedover

Verify on the GMA CONFIGURATION page that “Disable Split COM” has a green
box. Due to the closeness of the COM antennas and high power of the COM
transceivers, Split COM operation is not approved. If the box is black (indicating
COM ½ button is active), highlight “Disable Split COM” with the cursor and press
the ENT key to turn the box green which will deactivate Split COM mode.
Speaker Cuts Out

Reduce volume level of the item that caused the speaker to cut out when turned
up. A speaker protection circuit disables the speaker output if the volume is too
high. If the volume is not sufficient, replace aircraft cabin speaker, reference the
Airframe Maintenance Manual.
Mic Audio Heard in
Speaker

Reduce ICS Volume.
GMA XTALK – GMA
crosstalk error has
occurred.





Ensure both GMA units are receiving power.
Ensure both units are properly configured by verifying there are no GMA alert
messages.
Check interconnect wiring between the GMA’s for faults.
Replace GMA1.
If problem persists, reinstall GMA1 and replace GMA2.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-55
Revision 10
5.9.7
GMA Alerts
Failure Message
GMA1 SERVICE – GMA1 needs
service. Return unit for repair.
GMA2 SERVICE – GMA2 needs
service. Return unit for repair.
Cause
Solution
The system has determined that
the specified GMA 1347D needs
service.

Replace GMA .

Ensure GMA1 is receiving
power.
Ensure both GIAs are receiving
power.
Ensure all GDUs are receiving
power.
Ensure the GMA/GIA RS-232
data lines are working properly.
Ensure the GIA/GDU Ethernet
data lines are working properly.
GMA1 FAIL – GMA1 in
inoperative.

The system has detected a failure
in the specified GMA 1347D.
GMA2 FAIL – GMA2 in
inoperative.



Replace GMA1.
MANIFEST – GMA1 software
mismatch. Communication
Halted.
The system has detected an
incorrect software version loaded
in the specified GMA 1347D.
MANIFEST – GMA2 software
mismatch. Communication
Halted.

GMA1 CONFIG – GMA1
configuration error. Config service
req’d.
GMA2 CONFIG – GMA2
configuration error. Config service
req’d.
Page 5-56
Revision 10
Load the correct unit software. See
Section 3.9 for the Software Loading
procedure.
Load GMA configuration files, see
Section 3.9.


The system has detected a GMA
1347D configuration mismatch for
the specified unit.
Replace GMA.
If problem persists, replace
master configuration module,
check config module wiring for
faults and replace if necessary.
NOTE
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.10
GIA 63 Troubleshooting
5.10.1 COM
Symptom
Recommended Action

Weak COM transmit power
Switch GIA1 and GIA2, to verify location of problem:
 If problem follows unit, replace GIA.


Weak COM receiver
Switch GIA1 and GIA2, to verify location of problem:
 If problem follows unit, replace GIA.


No COM sidetone
If problem does not follow unit, check COM antenna and cabling for
faults.
If problem does not follow unit, check COM antenna and cabling for
faults.
Switch GIA1 and GIA2, to verify location of problem:
 If problem follows unit, replace GIA.
 If problem persists, replace GMA1 with a known good unit.

If problem persists, reinstall original GMA1 and replace GMA2.
5.10.2 NAV
Symptom
Recommended Action


Weak NAV receiver
5.10.3
Set up a NAV/COM Ramp Test Set to radiate a test signal.
Switch GIA1 and GIA2, to verify location of problem:
 If problem follows unit, replace GIA.
 If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
G/S
Symptom
Recommended Action


Weak G/S receiver
Set up a NAV/COM Ramp Test Set to radiate a test signal.
Switch GIA1 and GIA2, to verify location of problem:
 If problem follows unit, replace GIA.
 If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-57
Revision 10
5.10.4 GPS
Symptom
Recommended Action




Will Not Acquire Satellites

Ensure that a cell phone or a device using cell phone technology is
not turned on (even in a monitoring state) in the cabin.
Using the MFD AUX – GPS Status page, verify the signal strength
bars are not erratic. If so, this indicates outside interference is
affecting the GPS receivers. Find and remove the source of
interference (i.e. cell phones, FBO datalink antennas, etc.).
Check date and time on Date/Time Setup Page.
 If date and time are incorrect, enter the correct date and time.
Switch GIA1 and GIA2, to verify location of problem:
 If problem follows unit, clear the GPS almanac by performing
the following steps –
o Using the PFD in config mode, go to the GIA RS232/ARNIC 429 Config Page.
o At the top of the screen, select the GIA that cannot acquire
satellites (GIA1 or GIA2) and press the ENT key.
o Press the “CLR NV” softkey at the bottom of the screen.
o Select “OK” in the “Clear GIA nonvolatile memory?” pop-up
window.
o Next reload GIA Audio and Config files from a loader card,
see Section 4.3 and on for instructions. Be sure to reload
the config files for any optional equipment installed on the
aircraft that require the GIA config to be updated.
Cycle power on the system and allow it to restart in normal mode.
Place the aircraft outside and allow 15-30 minutes for the GPS to
acquire a position and download a new almanac.
 If clearing nonvolatile memory is unsuccessful and the GPS
still cannot acquire a position, replace the GIA.

Page 5-58
Revision 10
If problem does not follow unit, check GPS antenna and cabling.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.11
GIA Alert Messages
5.11.1 COM Alerts
Failure Message
Cause
Solutions
COM1 SERVICE – COM1 needs
service. Return unit for repair.
The system has determined
COM1 needs service.

Replace GIA1 according to
instructions in Section 6.
COM2 SERVICE – COM2 needs
service. Return unit for repair.
The system has determined
COM2 needs service.

Replace GIA2 according to
instructions in Section 6.

Press the push-to-talk switch(s) again
to cycle its operation.
Check push-to-talk switch(s) and
wiring.
Check GIA1/GMA 1347D #1
interconnect.
Switch GIA1 and GIA2, to identify
whether the unit or connectors/wiring
is at fault (Both GIAs must be
configured when swapped; see
Section 3.9):
 If problem follows the unit,
replace GIA1.
 If problem persists replace
defective GMA 1347D #1.


COM1 PTT – COM1 push-to-talk
key is stuck.
The COM1 external push-to-talk
(PTT) switch is stuck in the
enabled (or “pressed”) state.




COM2 PTT – COM2 push-to-talk
key is stuck.
The COM2 external push-to-talk
(PTT) switch is stuck in the
enabled (or “pressed”) state.

Press the push-to-talk switch(s) again
to cycle its operation.
Check push-to-talk switch(s) and
wiring.
Check GIA2/GMA 1347D #2
interconnect.
Switch GIA1 and GIA2, to identify
whether the unit or connectors/wiring
is at fault (Both GIAs must be
configured when swapped, see
Section 3.9):
 If problem follows the unit,
replace GIA2.
 If problem persists replace
defective GMA 1347D #2.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-59
Revision 10
Failure Message
Cause
COM1 RMT XFR – COM1 remote
transfer key is stuck.
COM2 RMT XFR – COM2 remote
transfer key is stuck.
COM1 TEMP – COM1 over temp.
Reducing transmitter power.
COM2 TEMP – COM2 over temp.
Reducing transmitter power.
Page 5-60
Revision 10
Solutions
The COM1 external remote
transfer switch is stuck in the
enabled (or “pressed”) state.
Press the COM1 external remote transfer
switch again to cycle its operation.
Check COM1 external remote transfer
switch and wiring.
Switch GIA1 and GIA2, to identify
whether the unit or connectors/wiring is
at fault (Both GIAs must be configured
when swapped, see Section 3.9)
 If problem follows the unit,
replace GIA1.
 If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
The COM2 external remote
transfer switch is stuck in the
enabled (or “pressed”) state.
Press the COM2 external remote transfer
switch again to cycle its operation.
Check COM2 external remote transfer
switch and wiring.
Switch GIA1 and GIA2, to identify
whether the unit or connectors/wiring is
at fault (Both GIAs must be configured
when swapped, see Section 3.9):
 If problem follows the unit,
replace GIA2.
 If problem persists, continue to
troubleshoot remote transfer
switch & wiring.

The specified COM transceiver
is reporting a high temperature
condition and is reducing
transmit power to prevent
damage.



Check fan, wiring and air tubing for
proper operation (if applicable).
Replace cooling fan if unable to
determine if operating correctly.
Replace GIA.
If problem persists contact Garmin
Aviation Product Support for
assistance.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.11.2 NAV Alerts
Failure Message
Cause
Solution
NAV1 SERVICE – NAV1 needs
service. Return unit for repair.
The system has detected a failure
in NAV1 receiver.

Replace GIA1.
NAV2 SERVICE – NAV2 needs
service. Return unit for repair.
The system has detected a failure
in NAV2 receiver.

Replace GIA2.
NAV1 RMT XFR – NAV1 remote
transfer key is stuck.
NAV2 RMT XFR – NAV2 remote
transfer key is stuck.
The NAV1 external remote
transfer switch is stuck in the
enabled (or “pressed”) state.
Press the NAV1 external remote
transfer switch again to cycle its
operation.
Check NAV1 remote transfer switch and
wiring.
Switch GIA1 and GIA2, to identify
whether the unit or connectors/wiring is
at fault (Both GIAs must be configured
when swapped, see Section 3.9):
 If problem follows unit, replace
GIA1.
 If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
The NAV2 external remote
transfer switch is stuck in the
enabled (or “pressed”) state.
Press the NAV2 external remote
transfer switch again to cycle its
operation.
Check NAV2 remote transfer switch and
wiring.
Switch GIA1 and GIA2, to identify
whether the unit or connectors/wiring is
at fault (Both GIAs must be configured
when swapped, see Section 3.9):
 If problem follows unit, replace
GIA1.
 If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-61
Revision 10
5.11.3
Glideslope Alerts
Failure Message
Cause
Solution
G/S1 SERVICE – G/S1 needs
service. Return unit for repair.
The system has detected a failure
in G/S1 receiver.

Replace GIA1.
G/S2 SERVICE – G/S2 needs
service. Return unit for repair.
The system has detected a failure
in G/S2 receiver.

Replace GIA2.

Switch GIA1 and GIA2 to verify
location of problem:
 If problem follows the unit,
replace GIA.
G/S1 FAIL – G/S1 is inoperative.
The system has detected a failure
in G/S1 receiver.
 If problem does not follow unit,

G/S2 FAIL – G/S2 is inoperative.
The system has detected a failure
in G/S2 receiver.
check G/S1 antenna and
cabling.
Switch GIA1 and GIA2 to verify
location of problem:
 If problem follows the unit,
replace GIA.
 If problem does not follow unit,.
check G/S2 antenna and
cabling.
5.11.4 GPS Alerts
NOTE
Before troubleshooting, ensure that no cell phones or devices using cell phone technology
are turned on, even in a monitoring state, in the cabin.
Failure Message
Cause
Solution
MANIFEST – GPS1 software
mismatch. Communication
halted.
The system has detected an
incorrect software version loaded
in GIA1.

MANIFEST – GPS2 software
mismatch. Communication
halted.
The system has detected an
incorrect software version loaded
in GIA2.
Load the correct GPS software. See
Section 3.9 for the Software Loading
procedure.
GPS1 SERVICE – GPS1 needs
service. Return unit for repair.
The system has detected a failure
in GPS1 receiver.
GPS2 SERVICE – GPS2 needs
service. Return unit for repair.
The system has detected a failure
in GPS2 receiver.

Replace GIA.
GPS1 FAIL – GPS1 is inoperative.
The system has detected a failure
in GPS1 receiver.

GPS2 FAIL – GPS2 is inoperative.
The system has detected a failure
in GPS2 receiver.
Switch GIA1 and GIA2, to verify
location of problem:
 If problem follows the unit,
replace GIA.
 If problem does not follow the
unit, check GPS antenna and
cabling.
Page 5-62
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Failure Message
Cause
Solution
LOI – GPS integrity lost.
Crosscheck with other NAVS.
If the primary receiver is a WAAS
sensor, the alert indicates that
GPS position data has timed out.

GPS NAV LOST – Loss of GPS
navigation. Insufficient satellites.
There is no GPS position fix
available or the system is in dead
reckoning mode.
GPS NAV LOST – Loss of GPS
navigation. Position error.
The G1000 has detected an
internal position warning has
occurred.
GPS NAV LOST – Loss of GPS
navigation. GPS fail.
The G1000 has detected a GPS
engine failure.


Verify the area the aircraft was
traveling through did not have loss
of GPS coverage. FAA NOTAMs
may be issued for periods of
outages, or the US Coast Guard
website
http://www.navcen.uscg.gov/gps/gps
notices/default.htm will have notices
posted.
Using the MFD AUX – GPS Status
page, verify the signal strength bars
are not erratic. If so, this indicates
outside interference is affecting the
GPS receivers. Find and remove
the source of interference (i.e. cell
phones, FBO datalink antennas,
etc.).
If GPS receivers can not aquire a
position lock, troubleshoot per the
“Will not acquire satellites” section.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 5-63
Revision 10
5.11.5
GIA Cooling Alerts
Failure Message
Cause
Solution
GIA1 COOLING – GIA1
temperature too low.
GIA1 operating temperature is too
low.

Allow unit to warm up.
GIA2 COOLING – GIA2
temperature too low.
GIA2 operating temperature is too
low.

Allow unit to warm up.


GIA1 COOLING – GIA1 over
temperature.
GIA1 has exceeded its operating
temperature range.




GIA2 COOLING – GIA2 over
temperature.
Page 5-64
Revision 10
GIA2 has exceeded its operating
temperature range.


Check fan, wiring and air tubing for
proper operation (if applicable).
Replace cooling fan if unable to
determine if operating correctly.
Replace GIA1.
If problem persists contact Garmin
Aviation Product Support for
assistance.
Check fan, wiring and air tubing for
proper operation (if applicable).
Replace cooling fan if unable to
determine if operating correctly.
Replace GIA2.
If problem persists contact Garmin
Aviation Product Support for
assistance.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.11.6
GIA Configuration Alerts
Failure Message
Cause
Solution
MANIFEST – GIA1 software
mismatch. Communication
Halted.
The system has detected an
incorrect software version loaded
in GIA1.

MANIFEST – GIA2 software
mismatch. Communication
Halted.
The system has detected an
incorrect software version loaded
in GIA2.
Load the correct software. See
Section 3.9 for the Software Loading
procedure.

Reload audio configuration files.

Load the configuration files for that
GIA. See Section 3.9 for GIA 63
Configuration Loading
procedure.
If problem persists, replace
master configuration module,
check config module harness for
faults and replace if necessary.
GIA1 CONFIG – GIA1 audio
config error. Config service req’d.
GIA2 CONFIG – GIA2 audio
config error. Config service req’d.
The GIA’s audio configuration files
are incorrect or missing.
GIA1 CONFIG – GIA1
configuration error. Config service
req’d.

The system has detected a GIA
configuration mismatch. If GIAs
are not properly configured after
being swapped/replaced, this
message appears.
NOTE

New Terrain/Obstacle cards,
Jeppesen Aviation Database and
other optional features (i.e. TAWS
unlock card) will need to be
replaced if the master configuration
module is changed. The G1000
System ID number will change to a
new number when installing a new
master config module. The old
Terrain and other cards will no
longer work as they will remain
locked to the old System ID
number.
The G1000 has detected a nonWAAS GIA 63.

Replace GIA with a WAAS unit.
The G1000 has detected a failure
in the specified GIA.

Replace suspect GIA.
GIA2 CONFIG – GIA2
configuration error. Config service
req’d.
HW MISMATCH – GIA hardware
mismatch, GIA1 communication
halted.
HW MISMATCH – GIA hardware
mismatch, GIA2 communication
halted.
GIA1 SERVICE – GIA1 needs
service. Return unit for repair.
GIA2 SERVICE – GIA2 needs
service. Return unit for repair.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-65
Revision 10
5.12
GEA Troubleshooting
5.12.1 GEA Alerts
Failure Message
Cause
MANIFEST – GEA1 software
mismatch. Communication
halted.
The system has detected an
incorrect software version loaded
in the specified GEA 71.
MANIFEST – GEA2 software
mismatch. Communication
halted.
Solution
Load the correct software verion. See
Section 3.9 for GEA 71 Software Load
Procedure.

GEA1 CONFIG – GEA1
configuration error. Config service
req’d.

GEA1 CONFIG – GEA2
configuration error. Config service
req’d.
Page 5-66
Revision 10
The system has detected a
configuration mismatch in the
specified GEA 71.
Load GEA configuration files. See
Section 3.9 for GEA 71
Configuration Procedure.
If problem persists, replace master
configuration module, check config
module harness for faults and
replace if necessary.
NOTE
New Terrain/Obstacle cards,
Jeppesen Aviation Database and
other optional features (i.e. TAWS
unlock card) will need to be
replaced if the master configuration
module is changed. The G1000
System ID number will change to a
new number when installing a new
master config module. The old
Terrain and other cards will no
longer work as they will remain
locked to the old System ID
number.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.13
GTX Troubleshooting
5.13.1 GTX Alerts
Failure Message
MANIFEST – GTX1 software
mismatch. Communication
halted.
MANIFEST – GTX2 software
mismatch. Communication
halted.
Cause
The system has detected an
incorrect software version loaded
in the specified GTX 33 or GTX
3000.
XPDR1 SRVC – XPDR1 needs
service. Return unit for repair.
XPDR2 SRVC – XPDR2 needs
service. Return unit for repair.
XPDR1 FAIL – XPDR 1 is
inoperative.
XPDR2 FAIL – XPDR 2 is
inoperative.
XPDR1 ADS-B FAIL – XPDR 1
unable to transmit ADS-B
message.
XPDR 2 ADS-B FAIL – XPDR 2
unable to transmit ADS-B
message.

Reload software. See Section 3.9
for the Software Load Procedure.

The system has detected a
configuration mismatch for the
specified GTX 33 or GTX 3000.
Perform a SET>ACTV
configuration reset on the GTX
Config page and verify the aircraft
registration is present.

If error is still present, reload config
files from a loader card.
 If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
necessary.
NOTE
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
The G1000 has detected a failure
in the specified GTX 33 or GTX
3000.

Replace GTX 33 or GTX 3000.

Check wiring between GIA’s and
GTX.
Replace GTX 33 or GTX 3000.
XPDR1 CONFIG – XPDR1
configuration error. Config service
req’d.
XPDR2 CONFIG – XPDR2
configuration error. Config service
req’d.
Solutions
The specified GTX 33 or GTX
3000 is not responding.
The specified GTX 3000
transponder is not able to transmit
ADS-B data.



Check wiring between GIA’s and
GPS antenna.
Check wiring between GIA’s and
GTX.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-67
Revision 10
5.14
GDL 69A or GDL69A SXM Troubleshooting
5.14.1 GDL 69A or GDL69A SXM Common Problems
Symptom
Recommended Action
No SiriusXM audio is heard




No SiriusXM weather information is
displayed
Page 5-68
Revision 10
Ensure the following items are not preventing the audio panel
from distributing SiriusXM audio (reference applicable G1000
Pilot’s Guide):
 Verify the SiriusXM volume is not muted on the AUX – XM
RADIO page on the MFD.
 Verify the COM squelch is not open.
 Verify the ICS squelch is not open.
 Verify the marker beacon tones are not being received.
 Verify the headphone (if equipped) volume is turned up.
Go to the AUX – SYSTEM STATUS page on the MFD and
ensure unit is online.
 If a red X is present, verify the unit is receiving power at the
rack connector.
Ensure there are no GDL alerts in the alert window. If there is
an Alert for software or configuration error or mismatch, reload
the file noted in the Alert.
Restart the PFD’s and MFD in configuration mode and go to the
GDL page.
 Verify unit is active.
 Verify the Signal number is “2” or “3”. If it is “0” or “1” check
the GDL 69/69A antenna and cabling for faults.
 Reseat the GDL 69A/69A SXM to verify the coax
connector is fully seated.
 If unit is not active, contact SiriusXM Customer service to
have a refresh signal sent to your unit. You will need to
provide them the Audio Radio ID (and Data Radio ID
number for SiriusXM weather) numbers. Also verify with
SiriusXM that the correct Weather package (Aviator Lite or
Aviator) is on the account, and that no traffic service has
been activated against that Radio ID. The unit must be on
for approximately one hour after the request for the refresh
has been sent to receive the signal.
 Alternatively, you may also go to SiriusXM’s website and
enter the radio ID’s to have a refresh signal sent.
 If there is still problems receiving weather products after
performing the above step, call SiriusXM and have the
account deactivated, and a new account activated to clear
out any corrupt account information.
 Verify there is a good ground connection through the aircraft
between the MFD and the GDL69A/69A SXM unit.
Reference the Aircraft Maintenance Manual for instructions
on how to check bonding and ground points.
 If problem persists, replace the GDL 69A/69A SXM.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.14.2 GDL 69A/69A SXM Alerts
Failure Message
GDL 69 FAIL – GDL 69 has failed.
Cause
The G1000 has detected a failure
in the GDL 69A/69A SXM.
GDL69 CONFIG – GDL 69
configuration error. Config service
req’d.
The G1000 has detected a GDL
69A/69A SXM configuration
mismatch.
MANIFEST – GDL software
mismatch. Communication
halted.
The system has detected an
incorrect software version loaded
in the GDL 69A/69A SXM.
Solutions


Replace GDL 69A/69A SXM.
Check GDL 69A/69A SXM antenna
and cabling.

Check the GDL 69A/69A SXM and
MFD interconnect.

Reload configuration file. See
Section 3.9 for the Configuration
Procedure.

If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
necessary.
NOTE
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.

Load correct software version.
See Section 3.9 for the
Software Load Procedure.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-69
Revision 10
5.15
GRS 77 or GRS 7800 and GMU 44 Troubleshooting
5.15.1 AHRS Common Problems
Symptom
Recommended Action


AHRS does not complete
initialization






Attitude appears unstable




Page 5-70
Revision 10
Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
Ensure GPS has acquired at least four satellites, has a 3D navigation
solution, and a DOP of less than 5.0. This is particularly important if
this issue appears during ground operation only.
Calibrate the GRS 77 or GRS 7800.
Check GRS 77 or GRS 7800 configuration module wiring for damage.
Check GRS 77 or GRS 7800 connector for bent pins.
 If no damage can be found, replace GRS 77 or GRS 7800
configuration module.
 If problem persists, replace the GRS 77 or GRS 7800.
Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
Ensure the four GRS 77 or GRS 7800 mounting screws are tight.
Finger tight is not sufficient, a screwdriver must be used to verify.
Ensure mounting rack and airframe shelf are secure and all hardware
and brackets are present (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need to be re-leveled
and the PITCH/ROLL OFFSET procedure performed).
Ensure GRS 77 or GRS 7800 connector is securely fastened and
proper strain relief is provided.
Remove GRS 77 or GRS 7800 connector and verify there are no bent
pins.
Replace the GRS 77 or GRS 7800.
Contact Garmin for further troubleshooting if required.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.15.2 GRS Alerts
Failure Message
MANIFEST – GRS1 software
mismatch. Communication
halted.
MANIFEST – GRS2 software
mismatch. Communication
halted.
AHRS1 SERVICE – AHRS1
magnetic-field model needs
update.
AHRS2 SERVICE – AHRS2
magnetic-field model needs
update.
GEO LIMITS – AHRS1 too far
north/south, no magnetic
compass.
GEO LIMITS – AHRS2 too far
north/south, no magnetic
compass.
AHRS1 TAS – AHRS1 not
receiving airspeed.
AHRS2 TAS – AHRS2 not
receiving airspeed.
Cause
Solutions
The system has detected an
incorrect software version loaded
in the specified GRS 77 or GRS
7800.

Load correct software version. See
Section 3.9 for the Software Load
Procedure.

Load updated AHRS magnetic field
file. See Section 4.6.

Operate the aircraft only within the
limits as specified in the G1000/GFC
700, King Air 200/B200 AFMS, listed
in Table 1-3

Check GRS/GDC interconnect for
faults.
Replace the GDC 74B/GDC 7400
If problem persists, replace the GRS
77 or GRS 7800.
The AHRS magnetic field model
should be updated for the
specified unit. Appears on ground
only.
No magnetic compass information
available due to being too far
north or south.
The specified GRS 77 or GRS
7800 is not receiving airspeed
from the GDC 74B/GDC 7400.
AHRS1 GPS – AHRS1 not
receiving backup GPS
information.
The GRS 77 or GRS 7800 #1 is
not receiving backup GPS
information from either GIA 63.
AHRS1 GPS – AHRS1 operating
exclusively in no-GPS mode.
The GRS 77 or GRS 7800 #1 is
operating in the absence of GPS.
AHRS1 GPS – AHRS1 not
receiving any GPS information.
The GRS 77 or GRS 7800 #1 is
not receiving GPS data from the
GPS receivers.
AHRS1 GPS – AHRS1 using
backup GPS source.
The GRS 77 or GRS 7800 #1 is
using the backup GPS data path.






AHRS2 GPS – AHRS2 not
receiving backup GPS
information.
The GRS 77 or GRS 7800 #2 is
not receiving backup GPS
information from either GIA 63.
AHRS2 GPS – AHRS2 operating
exclusively in no-GPS mode.
The GRS 77 or GRS 7800 #2 is
operating in the absence of GPS.
AHRS2 GPS – AHRS2 not
receiving any GPS information.
The GRS 77 or GRS 7800 #2 is
not receiving GPS data from the
GPS receivers.
AHRS2 GPS – AHRS2 using
backup GPS source.
The GRS 77 or GRS 7800 #2 is
using the backup GPS data path.




AHRS MAG DB – AHRS magnetic
model database version
mismatch.
The G1000 has detected a
magnetic model database version
mismatch.

Ensure that a cell phone or a device
using cell phone technology is not
turned on (even in a monitoring
state) in the cabin.
Check GPS status for GIA 1 and 2
on MFD - AUX GPS STATUS page.
If one or both GPS receivers cannot
acquire a position lock, see GPS
troubleshooting section
Troubleshoot GIA1/2 –GRS1 wiring
for faults (ref. Failed Path
troubleshooting section).
Replace the GRS 77 or GRS 7800
#1.
Ensure that a cell phone or a device
using cell phone technology is not
turned on (even in a monitoring
state) in the cabin.
Check GPS status for GIA 1 and 2
on MFD - AUX GPS STATUS page.
If one or both GPS receivers cannot
acquire a position lock, see GPS
troubleshooting section
Troubleshoot GIA1/2 –GRS2 wiring
for faults (ref. Failed Path
troubleshooting section).
Replace the GRS 77 or GRS 7800
#2
Load AHRS magnetic model field in
both GRS units.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-71
Revision 10
Failure Message
Cause
Solutions

If flying near large radio towers or
other sources of possible
electromagnetic interference, the
condition should correct itself as the
aircraft leaves the area.
If problem persists, run magnetic
interference check in Section 5.15.4
to check for magnetic interference in
the aircraft.
MAG VAR WARN – Large
magnetic variance. Verify all
course angles.
Magnetic variance value from
GMU 44 is not accurate.
PIT MISCOMP
Difference in the pitch sensors is
greater than 5 degrees.
Perform Calibration Procedure A1: GRS
77 or GRS 7800 Pitch/Roll Offset
Calibration (reference Section 7).
ROL MISCOMP
Difference in the roll sensors is
greater than 6 degrees.
Perform Calibration Procedure A1: GRS
77 or GRS 7800 Pitch/Roll Offset
Calibration (reference Section 7).

5.15.3 GMU Alerts
Failure Message
Cause
MANIFEST – GMU1 software
mismatch. Communication
halted.
The system has detected an
incorrect software version loaded
in the specified GMU 44.
MANIFEST – GMU2 software
mismatch. Communication
halted.
HDG FAULT – AHRS1
magnetometer fault has occurred
HDG FAULT – AHRS2
magnetometer fault has occurred.
HDG MISCOMP
Page 5-72
Revision 10
Solutions
Load the correct software version. See
Section 3.9 for the Software Load
Procedure.

A fault has occurred in the
specified magnetometer; heading
will be flagged invalid.
Check GMU 44/GRS 77 or GRS
7800 interconnect for faults.
 Replace GMU 44.
 If problem persists, replace
GRS 77 or GRS 7800.
Difference in the heading sensors
is greater than 6 degrees.
Perform Calibration Procedure E:
Magnetometer Interference Test
(reference Section 5) and Procedure B:
GRS 77 or GRS 7800 and GMU 44
Magnetometer Calibration (reference
Section 7).
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.15.4 Calibration Procedure E: Magnetometer Interference Test
A magnetometer interference test is available for troubleshooting and/or verifying a magnetically ‘clean’
installation of the GMU 44. This test exercises various devices on the aircraft that could potentially
affect the magnetic field as measured by the GMU 44.
NOTE
This test is used to validate that no electronic device or magnetized components produce a
magnetic field sufficient to interfere with the operation of the GMU 44 magnetometer. It is
highly recommended that this test be performed after installation or maintenance of
electrical components on the aircraft and/or for troubleshooting the GMU 44.
Figure 5-7, Magnetometer Interference Test
1. Initiate the AHRS magnetometer interference test procedure by performing the following steps:
2. On PFD1, enter Configuration Mode and go to GRS/GMU Calibration page as shown in Figure
5-7.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-73
Revision 10
3. This page is protected and requires a keystroke password to perform this test. Press the following
softkeys in sequence: (as counted from left to right on lower bezel of MFD)




softkey 9
softkey 10
softkey 11
softkey 12
4. Select MAG INTERFERENCE TEST and press the PFD1 ENT key.
5. Follow the checklist items displayed on the PFD1, and press the ENT key as each one is
completed or confirmed.
NOTE
The 3 item on the checklist instructs the operator to “prepare a detailed test sequence with
precise start and stop times for exercising all electronic devices”. The list of relevant
electronic devices are given in Table 5-5. Begin test with flaps retracted, flight controls in
a neutral position, all lights selected OFF.
rd
Elapsed Time since Start of Test
(min:secs)
0:00
0:05
0:10
0:20
0:30
0:40
0:50
1:00
1:20
1:40
1:50
2:00
2:10
2:20
2:30
2:40
2:50
3:00
3:10
3:20
3:30
3:40
3:50
4:00
Action
Test begins
Tail Flood lights on
Tail Flood lights off
Navigation lights on
Navigation lights off
Landing lights on
Landing lights off
Taxi lights on
Taxi lights off
Strobes on
Strobes off
Recognition lights on
Recognition lights off
Beacon on
Beacon off
Rudder full left
Rudder full right
Rudder Trim full left
Rudder Trim full right
Elevator full nose UP
Elevator full nose DN
Elevator trim full nose UP
(manual electric)
Elevator trim full nose DN
(manual electric)
End of test
Table 5-5, Magnetometer Interference Test Sequence
Page 5-74
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
6. When the CALIBRATE field is blinking, press the ENT key to begin the procedure, and have a
stopwatch ready to begin recording the elapsed time.
NOTE
It is important that the “time equals zero” moment corresponds with the moment the PFD
first displays the blinking TEST COMPLETE? Message.
7. The operator should carry out the actions called for in the prepared test sequence.
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time as
specified in the prepared test sequence.
8. When the operator has completed the actions specified in the test sequence, press the ENTER button
to indicate that the process is complete. When this is done, the TEST COMPLETE field stops
blinking.
9. PFD1 informs the operator if the installation has passed or failed the magnetometer interference test.
If the test passes, no further action is required for this test.
If the test fails, the installation should be considered unreliable until the source of magnetic interference
is identified and remedied. When the magnetometer interference test fails, record the three magnetometer
maximum deviation values and their corresponding timestamps. Reference the appropriate installation
manual for the GRS 77 (190-00303-10) and GRS 7800 (190-01091-00) for acceptable magnetic
interference limits. 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
Three common reasons for a failed magnetometer interference test are: 1) rudder bellcrank
or other structure has become magnetized, 2) new equipment is installed in close proximity
to the GMU 44 magnetometer, and 3) an existing or new electronic device has become
grounded through the aircraft structure instead of via the proper ground wire in a twisted
shielded pair.
10. Press the ENT key on the PFD to conclude this procedure.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-75
Revision 10
5.16
GDC 74B/GDC 7400 Troubleshooting
5.16.1 Air Data Common Problems
Symptom
Recommended Action


Altitude shown on PFD is different
than standby altimeter
Note: The GDC 74B may be field adjusted per Garmin Service
Advisory 0720. Both units may individually be in spec but
show a difference in altitude. If the GDC 74B cannot be
adjusted within the limits per Garmin Service Advisory 0720,
replace the unit.
Note: The GDC 74B and GDC 7400 software/configuration for the
200/B200 contains error correction at 19,000 feet and above.
The standby altimeter does not contain any correction.

GDC 74B Configuration file
does not load.
Perform a pitot/static leak and accuracy check per Section 7.6 of
this manual.
Determine which instrument is outside limits and replace.

Replace GDC 74B configuration module.
If problem persists, replace GDC 74B configuration module wire
harness.
5.16.2 GDC 74B/GDC 7400 Alerts
Failure Message
MANIFEST – GDC1 software
mismatch Communication halted.
MANIFEST – GDC2 software
mismatch Communication halted.
Page 5-76
Revision 10
Cause
Solutions
The system has detected an
incorrect software version loaded
in the specified GDC.

Load correct software version.
See Section 3.9 for the Software
Load Procedure.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.17
GWX 68 or GWX 70 Troubleshooting
5.17.1 GWX 68 or GWX 70 Alerts and Problems
WARNING:
Before energizing the equipment, be sure microwave radiation safety precautions including both fuel and
personnel safety considerations have been observed. These include clearing all personnel to an area
beyond the maximum permissible exposure level (MPEL) boundary. The MPEL for the GWX 68 is 11
feet and GWX 70 is 10 feet.
Failure Message
Cause
Solutions

Load GWX configuration files,
 Replace GWX.
 If problem persists, replace
master configuration module,
check config module wiring
for faults and replace if
necessary.
NOTE
GWX CONFIG – GWX configuration
error. Configuration service
required.
The G1000 has detected a
GWX 68 or GWX 70
configuration mismatch.
GWX FAIL – GWX is inoperative.
The G1000 has detected a
failure in the GWX 68 or GWX
70.
New Terrain/Obstacle cards,
Jeppesen Aviation Database and
other optional features (i.e.
TAWS unlock card) will need to
be replaced if the master
configuration module is changed.
The G1000 System ID number
will change to a new number
when installing a new master
config module. The old Terrain
and other cards will no longer
work as they will remain locked
to the old System ID number.


Check Ethernet connection
between the GWX and GDL69A
for faults.
Replace the GWX 68 or GWX 70
GWX SERVICE – Needs service.
Return unit for repair.
The G1000 has detected a
failure in GWX 68 or GWX 70.

Replace the GWX 68 or GWX 70.
MANIFEST – GWX software
mismatch. Communication halted.
The system has detected an
incorrect software version
loaded in the GWX 68 or GWX
70.

Load correct software version. See
Section 3.9 for the Software Load
Procedure.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-77
Revision 10
5.18
GMC 710 Troubleshooting
5.18.1 GMC 710 Alerts and Problems
Failure Message
Cause
Solutions



Load GMC configuration files.
Replace GMC.
If problem persists, replace
master configuration module,
check config module wiring for
faults and replace if necessary.
NOTE
GMC CNFG – GMC Config error.
Config service req’d.
The G1000 has detected a
GMC 710 configuration
mismatch.
GMC FAIL – GMC is inoperative.
The G1000 has detected a
failure in the GMC 710.
MANIFEST – GMC software
mismatch. Communication halted.
Page 5-78
Revision 10
The system has detected an
incorrect software version
loaded in the GMC 710.
New Terrain/Obstacle cards,
Jeppesen Aviation Database and
other optional features (i.e.
TAWS unlock card) will need to
be replaced if the master
configuration module is changed.
The G1000 System ID number
will change to a new number
when installing a new master
config module. The old Terrain
and other cards will no longer
work as they will remain locked
to the old System ID number.



Check wiring for faults (ref Failed
Path troubleshooting section 5.7).
Replace the GMC 710.
Load the correct software version.
See Section 3.9 for the Software
Load Procedure.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.19
GCU 477 Troubleshooting
5.19.1 GCU 477 Alerts and Problems
Failure Message
Cause
Solutions



Load GCU configuration files.
Replace GCU.
If problem persists, replace
master configuration module,
check config module wiring for
faults and replace if necessary.
NOTE
GCU CNFG – GCU Config error.
Config service req’d.
The G1000 has detected a
GCU 477 configuration
mismatch.
GCU FAIL – GCU is inoperative.
The G1000 has detected a
failure in the GCU 477.
MANIFEST – GCU software
mismatch. Communication halted.
The system has detected an
incorrect software version
loaded in GCU 477.
New Terrain/Obstacle cards,
Jeppesen Aviation Database and
other optional features (i.e.
TAWS unlock card) will need to
be replaced if the master
configuration module is changed.
The G1000 System ID number
will change to a new number
when installing a new master
config module. The old Terrain
and other cards will no longer
work as they will remain locked
to the old System ID number.



Check wiring for faults (ref Failed
Path troubleshooting section).
Replace the GCU 477.
Load the correct software version.
See Section 3.9 for the Software
Load Procedure.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-79
Revision 10
5.20
Software/Configuration Troubleshooting
Problem
Solutions
MFD or PFD displays do not power up:




Software file load fails:




Configuration file load fails:





GIA1 and/or GIA2 to ‘LRU’ data path not
working

Software File Mismatch Alert appears in lower
right corner of PFD when started in normal mode:





After being in configuration mode, the PFD
displays a red AFCS annunciation and cycling of
the transponder field between valid and invalid
states.
Page 5-80
Revision 10

Ensure that the criteria listed in Section 5.20.1 are
fulfilled for the applicable situation.
Ensure power is present at display backshell
connector.
Troubleshoot per the “Blank Display” GDU section.
Ensure that criteria listed in Section 5.20.1 are
fulfilled for the applicable situation.
Ensure that LRU is reporting data on System
Status page (LRU is ‘ONLINE’). Check data path
wiring as needed.
Retry software file load or try using a different card.
Ensure that the MFD is not touched during the
loading process.
Ensure that LRU part number is compatible with
software version and Card Loader. Refer to the
General Arrangement Drawing and to Section 3.8
of this document.
Replace LRU.
Ensure that the criteria listed in Section 5.20.1 are
fulfilled for the applicable situation.
Ensure that LRU is reporting data on System
Status page (LRU is ‘ONLINE’). Check data path
wiring as needed.
Retry configuration file load or try using a different
card. Ensure that the MFD is not touched during
the loading process.
Ensure that LRU part number is compatible with
Card Loader. Refer to the General Arrangement
Drawing and to Section 3.8 of this document.
Replace LRU.
Ensure that the criteria listed in Section 5.20.1 are
fulfilled for the applicable situation.
Ensure GIA1 and GIA2 are configured correctly.
Check wiring, connectors & pins as needed.
Ensure that proper software file part number and
version were loaded to LRU. Refer to the General
Arrangement Drawing and to Section 5.20.1.
Check and ensure that correct Card Loader was
used during load process. Refer to the General
Arrangement Drawing.
Reload software to LRU.
With the G1000 system powered on, open the
MFD, PFD 1 (PRI), PFD 1 (SEC), and PFD 2
circuit breakers for approximately 30 seconds,
then close the circuit breakers.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.20.1
System Communication Hierarchy
The following criteria must be satisfied to be able to perform the desired operation:
Desired Operation
Criteria for Success
Load Software to MFD or PFD Displays



Load AIRFRAME, SYSTEM, MFD1, PFD 1,
PFD 2 and MANIFEST configuration files to
MFD and PFDs

Load Software/Configuration files to GIA 63Ws






Load Software/Configuration files to:
- GMA 1347D
- GDC 74B or GDC 7400
- GEA 71
- GRS 77 or GRS 7800 (software only)
- GMU 44 (software only)
- GTX 33 or GTX 3000






SW Loader Card must be inserted in top slot for
each display to be loaded.
CLR & ENT keys must be held during power up of
display.
Power on only one display at a time during
software loading.
SW Loader Card must be inserted in top slot of
PFD 1.
PFD 1 and MFD must be powered on.
PFD 1 and MFD must have correct software.
SW Loader Card must be inserted in top slot of
PFD 1.
G1000 system must be powered on.
PFD and MFD must have correct software.
PFD 1 and MFD must be successfully configured
with AIRFRAME, SYSTEM, MANIFEST, MFD1,
PFD 1 and PFD 2 configuration files.
SW Loader Card must be inserted into PFD 1 top
slot.
G1000 must be powered on.
PFD 1 and MFD must have correct software and
configuration settings.
GIA 63Ws must have correct software.
GIA 63Ws must be successfully configured with
GIA1 and GIA2 configuration files.
Data path from GIA1 to each LRU must be
operational.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-81
Revision 10
5.21
Backshell/Backplate Connectors
The following figures depict the backplate connectors as viewed with the LRU removed.
COM ANTENNA CONNECTOR
COOLING PORT
COM BOARD CONNECTOR (P601)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
MAIN DISCRETE CONNECTOR (P604)
MAIN SERIAL CONNECTOR (P603)
GPS ANTENNA CONNECTO
I/O CONNECTOR #2 (P606)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
I/O CONNECTOR #1 (P605)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
G/S ANTENNA CONNECTOR
VOR/ILS CONNECTOR (P602
NAV ANTENNA CONNECTOR
Figure 5-8, GIA 63W Backplate Connectors
Page 5-82
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
P712
1
2
3
4
5
6
7
8
P711
9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
Figure 5-9, GEA 71 Backplate Connectors
P13472
P13471
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
Figure 5-10, GMA 1347D Backplate Connectors
COOLING PORT
P331
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
22 23 24 25 26 2728 29 30 31 32 33 34 35 36 37 38 39 40 41 42
43 44 45 46 47 48 49 50 51 52 53 54 55 5657 58 59 60 61 62
TOP ANTENNA CONNECTOR
BOTTOM ANTENNA CONNECTOR
Figure 5-11, GTX 33/33D Backplate Connectors
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-83
Revision 10
(P3301)
Figure 5-12, GTX 3000 Connectors (P3301 and P3302)
Figure 5-13, GDU 1040A/1500 Backshell Connector (P10401 or P15001)
Figure 5-14, GRS 77 Backshell Connector (P771)
Figure 5-15, GRS 7800 Backshell Connector (P78001)
Page 5-84
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Figure 5-16, GDC 74B Backshell Connector (P74B1)
Figure 5-17, GDC 7400 Mating Connector (P74001)
Figure 5-18, GDL 69A/GDL 69 SXM Backplate Connector (P69A1)
Figure 5-19, GCU 477 Backshell Connector (P4751)
Figure 5-20, GMC 710 Backshell Connector (P7101)
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-85
Revision 10
Figure 5-21, GWX 68 Backshell Connector (P681)
Figure 5-22 GWX 70 Backshell Connector (P751)
60
40
61
41 42
21
1
62
22
2
63
43
23
3
64
44
24
4
65
45
25
5
66
46
26
6
67
47
27
7
68
48
28
8
69
49
29
9
30
10
70
50
71
72
51 52
31
11
32
12
73
53
33
13
74
54
34
14
75
55
35
15
76
56
36
16
77
58
57
37
17
78
38
18
59
39
19
20
Figure 5-23, GTS 820/850 Mating Connectors (P8001 and P8002)
(Rear View)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
Figure 5-24, GTS 820/850 Mating Connector (P8003)
(Rear View)
Figure 5-25 GTS Processor Connector (P8001)
Page 5-86
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Figure 5-26, GPA 65 Mating Connector (P651)
(Rear View)
Figure 5-27, Signal Conditioner (1PVIB1 and 2PVIB1)
(Rear View)
60
40
61
22
2
63
43
41 42
21
1
62
23
64
44
24
3
65
45
25
4
5
66
46
26
67
47
27
6
68
48
28
7
8
69
49
50
30
29
9
70
10
71
72
51 52
31
11
32
12
73
53
33
13
74
54
34
14
75
55
35
15
76
56
36
16
77
58
57
37
17
78
38
18
59
39
19
20
Figure 5-28, GDL 59 Mating Connector (1P591)
(Rear View)
15
14
30
13
29
44
12
28
43
11
27
42
10
26
41
9
25
40
8
7
24
39
23
38
37
6
22
36
5
4
21 20
35
3
19
34
2
18
33
1
17
32
16
31
Figure 5-29, GSR 56 Mating Connector (1P561)
(Rear View)
\
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-87
Revision 10
Figure 5-30, GRA 5500 Connector (P55001)
Page 5-88
Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.22
Standby Attitude Indicator Troubleshooting
Symptom
Recommended Action



Perform the Standby Instrument Electrical Power Checks in Section 8.1.5.
Remove the unit per Section 6.27 and inspect the electrical connector.
Check to ensure appropriate electrical power is being supplied to the
instrument.

If input electrical power is not adequate, troubleshoot the wiring
harness.

If input power is appropriate, the unit must be removed and serviced
by a qualified service facility See Section 6.27 for removal
instructions. Contact the manufacturer to find a qualified service
facility

The unit must be removed and serviced by a qualified service facility.
See Section 6.27 for removal instructions. Contact the manufacturer to
find a qualified service facility.
Warning flag pops into view,
indicating that the gyro motor is
not receiving sufficient power to
operate
Unit fails to perform to
specifications
5.23
Standby Airspeed Indicator Troubleshooting
Symptom
Recommended Action



Airspeed Indicator lighting is
inoperative or malfunctioning

Airspeed displayed is incorrect
Perform the Standby Instrument Electrical Power Checks in Section 8.1.5.
Remove standby airspeed indicator per Section 6.25 and inspect the
electrical connector.
Check that electrical power is being appropriately supplied to the
instrument.

If the input electrical power is not adequate, troubleshoot the wiring
harness.

If the input electrical power is appropriate, replace the standby
airspeed indicator or contact the manufacturer for further
troubleshooting.
Using a pitot-static ramp tester, check airspeed displayed on standby
altimeter against airspeed display from ADC2.

If the airspeeds are the same, inspect the pitot/static ports and
associated equipment for faults.

If the airspeeds are different, replace the standby altimeter or contact
the manufacturer for further troubleshooting. See Section 6.25 for
removal instructions.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-89
Revision 10
5.24
Standby Altimeter Troubleshooting
Symptom
Recommended Action
Altimeter lighting is inoperative or
malfunctioning



Altimeter Vibrator is inoperative or
malfunctioning or fail flag is
displayed

Altitude displayed is incorrect
5.25


Perform the Standby Instrument Electrical Power Checks in Section 8.1.5.
Remove standby altimeter per Section 6.26 and inspect the electrical
connector.
Check that electrical power is being appropriately supplied to the
instrument.

If the input electrical power is not adequate, troubleshoot the wiring
harness.

If the input electrical power is appropriate, replace the standby
altimeter or contact the manufacturer for further troubleshooting.
Using a pitot-static ramp tester, check altitude displayed on standby
altimeter (Note that PFD2 has error correction above 19,000 ft. and will
not be the same as the non-corrected standby altimeter.)
Inspect the pitot/static ports and associated equipment for faults.
Replace the standby altimeter or contact the manufacturer for further
troubleshooting. See Section 6.26 for removal instructions.
Safe Flight Lift Computer Troubleshooting
Symptom
Recommended Action
Stall Warning System is not
working properly or is invalid

Troubleshoot in accordance with the King Air 200 Series Maintenance
Manual, listed in Table 1-2, section 27-31-00.
Stall Warning Mounting Plate or
Vane Heater Inoperative

Troubleshoot in accordance with the King Air 200 Series Maintenance
Manual, listed in Table 1-2, section 27-31-00.
Only Pot 0 provides any
adjustment for Stall Warning
points.

Troubleshoot in accordance with the King Air 200 Series Maintenance
Manual, listed in Table 1-2, section 27-31-00.
Stall Warning Self-Test Will Not
Work Properly

Troubleshoot in accordance with the King Air 200 Series Maintenance
Manual, listed in Table 1-2, section 27-31-00.
Flap Information to the computer
is not working properly.

Troubleshoot in accordance with the King Air 200 Series Maintenance
Manual, listed in Table 1-2, section 27-31-00.


Display of ESP Alpha Floor
Symbology is inoperative or
erratic.
or
Advisory Alert – “ESP DEGRADE
– ESP AOA Mode is inoperative”






Page 5-90
Revision 10
Insure power is removed from the Stall Warning System.
With the aircraft on the ground, install the SK100360 Breakout Box per
Figure 7-15, Breakout Box and perform the following resistance
measurements per the table below.
Test Points (TP) on SK100360 Breakout Box
Expected Readings
24 – 25
140 ± 28 ohms
26 – 27
320 ± 64 ohms
28 – 27
320 ± 64 ohms
If the resistances are not within the ranges specified check the aircraft
wiring between the computer and the transducer in accordance with the
appropriate Hawker Beechcraft wiring diagram.
If the wiring between the computer and the transducer is good replace the
transducer.
If the resistances are within the ranges specified, check that there is a
ground on TP 2.
If all the resistances are within the ranges specified and there is a ground
on TP 2, apply power to the (Stall Warning System) Lift Computer and
check for the presence of 28 VDC from the aircraft circuit Breaker (C/B)
on TP 1 (Hi) and TP 2 (Lo).
If the 28 VDC is missing, check the C/B.
If 28 VDC power to the computer is present, check the transducer
excitation voltage on TP 24 (Hi) and TP 25 (Lo). The voltage should be 10
± 0.75 VAC at 720 ± 72 Hz.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01




5.25.1
If the excitation voltage is not within the ranges specified, replace the
computer.
If the excitation voltage is within the ranges specified, check the LAA
output on TP 18 (Lo) and TP 19 (Hi). The output is a varying DC voltage
based on the transducer vane position. The output from the computer with
the vane in neutral position depends on the flap position. See table below.
Flaps
Output
Full Up
+0.3 to 1.3 VDC
Approach
+0.75 to 1.75 VDC
Full Down
+1.1 to 2.1 VDC
If the output on TP 18 (Lo) and TP 19 (Hi) is not within the ranges
specified, replace the Lift Computer.
If the output on TP 18 (Lo) and TP 19 (Hi) is within the ranges specified,
check the aircraft wiring in accordance with the appropriate Garmin wiring
schematic.
Lift Computer Functional Pinout
Pin
I/O
Function
1
I
28 VDC Input
2
Information
28 VDC ground
4
O
Flap Transmitter Excitation
28 VDC
5
I
Flap Transmitter Input (Half Flap)
28 VDC input from the flap transmitter
6
I
Flap Transmitter Input (Full Flap)
28 VDC input from the flap transmitter
7
I
Squat Switch Input
Logic: Open/Ground Ground = In-Air
8
I
Self-Test Input
Ground = Test
9
O
Valid
28 VDC = Valid, Open = Fail
10
I
28 VDC Essential Bus Input
Jumpered from pin 1 of the mating connector
12
O
Pre-Stall Warning #1
28 VDC = Stall Warning
15
O
Pre-Stall Warning #2
Ground = Stall Warning
16
O
Transducer Self-Test
Output +15 VDC for On-Ground self-test to Lift
Transducer (Pin 8 of the transducer).
17
O
System Fail
28 VDC output = Fail
18
O
Low Airspeed Awareness (LAA) (Lo)
19
O
LAA Output (Hi)
This output is (0 VDC) at stall warning. Potentiometers
3, 4 and 5 on top of the computer are used to adjust
the (LAA) outputs to 2.2 VDC.
Pot 3 = (0 flaps) LAA adjustment.
Pot 4 = (½ flaps) LAA adjustment.
Pot 5 = (full flaps) LAA adjustment.
22
O
Lift Transducer Test Point
23
Varying voltage from Lift Transducer
Signal Ground
24
O
Lift Transducer Excitation Voltage (Hi)
25
O
Lift Transducer Excitation Voltage (Lo)
26
I
Lift Transducer Secondary (Fast) Input
27
I
Lift Transducer Center Tap (Common)
28
I
Lift Transducer Secondary (Slow) Input
10 VAC 700 Hz nominal
Lift Transducer Secondary Input into the computer.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-91
Revision 10
5.25.2
Lift Transducer Functional Pinout
Pin
I/O
Function
Information
1
O
Slow Secondary Pin (Hi)
2
I
Center E-Core Primary Pin (Hi)
3
O
Fast Secondary Pin (Hi)
Vane resistance Pins 6 to 7 (Lo) = 70 ohms
Fast Secondary Pins 3 to 4 (Lo) = 320 ohms
Slow Secondary Pins 1 to 4 (Lo) = 320 ohms
Center E-Core Primary
Pins 2 to 5 (Lo) = 140 ohms
Self-Test coil Pins 8 to 7 (Lo) = 50 ohms.
4
Secondary Pin (Lo)
5
I
Center E-Core Primary Pin (Lo)
6
I
Vane Heater Pin (Hi)
7
8
All resistances are +/- 20%
Vane Heater Pin (Lo)
I
Self-Test Coil Pin (Hi)
Transducer Mounting Plate heater resistance is 2.1 ± 20% ohms at ambient temperature
5.26
GDL 59 Troubleshooting
Symptom
Recommended Action
No communication with GDL 59
No or low-quality Wi-Fi signal
Connects to Wi-Fi but cannot send
report data
Page 5-92
Revision 10

Check power wiring and pin out of GDL 59 unit.

Ensure GDL 59 configuration option has been loaded.

Verify that a Wi-Fi network is configured and available.

Ensure the Wi-Fi antenna is within range of a Wi-Fi network.

Remove any obstacles between the aircraft Wi-Fi antenna and the Wi-Fi
network hub that may be blocking the signal.


Check the Wi-Fi antenna cable and connectors.
Verify antenna ground plane is adequate.
 Activate Garmin Connext (reference Section 7.28). Note that a replacement
GDL 59 unit must be registered again, even if the MFD already shows
REGISTERED.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
5.27
GSR 56 Troubleshooting
Symptom
Recommended Action
No communication with GSR 56
No or low-quality Iridium signal

Check power wiring and pin out of GSR 56 unit.

Ensure GSR 56 configuration option has been loaded.

Ensure the Iridium antenna has an unobstructed view of satellite
constellation.


Check the Iridium antenna cable and connectors.
Verify antenna ground plane is adequate.
No audio output
 Check wiring from GSR 56 to GDL 59 or from GSR 56 to GIA #1 (standalone), as applicable to the installation.
 Verify subscription with Garmin Connext (reference Section 7.28).
Unable to make a phone call
 Verify signal quality is adequate
 Verify communication between GSR 56 and the display/control device
 Verify subscription with Garmin Connext (reference Section 7.28).
5.28
GTS 820/850 Troubleshooting
Problem
Unit does not power up – Data
failed message
Cause
Improper wiring; circuit breaker open
Improper configuration
Traffic Display erroneously
indicates TA at own ship position
Suppression bus I/O fault
No Audio alerts
Improper wiring; Volume not set correctly
Calibration Fault
Factory calibration invalid
Configuration Fault
Both internal and external configuration
checks failed
Solution
Ensure power is properly wired to the
GTS 820/850 and the TRFC circuit
breaker is closed
Verify that the GTS 820/850 is
configured correctly for the desired
display
Check the mutual suppression line to
ensure it is connected to the correct
pins at the GTS 820/850 as well as
the installed transponder. Ensure
there are no fractures in the wire, and
that the suppression line is
functioning properly.
Ensure the audio is properly wired
from the GTS 820/850 and volume is
not set too low
If the unit fails to go into operate
mode then return to Garmin for
service
Verify the configuration
FPGA Fault
Internal Fault
Verify wiring to the configuration
module and replace if necessary
Return to Garmin for service
ROM Fault
Internal Fault
Return to Garmin for service
Execution Fault
Internal Fault
Return to Garmin for service
Electrical Fault
Internal Fault
Return to Garmin for service
Whisper Shout Fault
Internal Fault
Return to Garmin for service
Transmit Power Fault
Internal voltages are out of tolerance
Check power connections to the GPA
65 to verify that they are not
connected to ground or each other.
Ensure that power and ground
connections to the GPA 65 are
connected in their proper place.
Verify input voltage and if it continues
return to Garmin for service.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 5-93
Revision 10
Problem
Cause
Solution
1030 MHz Fault
Internal Fault
Return to Garmin for service
1090 MHz Fault
Internal Fault
Return to Garmin for service
PA/LNA Fault
Antenna connections or internal fault
Receiver Fault
Antenna connections or internal fault
Transmitter Fault
Antenna connections or internal fault
Baro Altitude Fault
Baro Altimeter is not powered on or
improper wiring.
Improper configuration settings
Ensure all antenna connections are
correct otherwise return to Garmin for
service
Ensure all antenna connections are
correct otherwise return to Garmin for
service
Ensure all antenna connections are
correct otherwise return to Garmin for
service
Verify that the baro altimeter has
power and is properly wired.
Verify the configuration correct
Temperature Fault
Fan is not operating, Poor ventilation at the
mounting location
Broken wire, improper configuration
TCAS Equipage Fault
Radio Altitude Fault
Radar Altimeter is not powered on or
improper wiring.
Improper configuration settings
Red ‘X’ on a data port on the
configuration page
Improper wiring; wrong port or speed
selected
5.29
Verify the fan is running and the unit
is getting adequate ventilation.
Verify configuration settings on the
transponder and the GTS. Ensure
proper wiring between the
transponder and the GTS
Verify that the radar altimeter has
power and is properly wired.
Verify the configuration is correct.
Ensure the port is properly wired to
the GTS 820/850 and the correct
settings are selected on the
configuration page.
GTS Traffic Processor Troubleshooting
Symptom
Recommended Action
 Ensure power is properly wired to the GTS Traffic Processor and the
TRFC circuit breaker is closed
Unit does not power up –
Data failed message
 Verify that the GTS Traffic Processor is configured correctly for the
desired display
Traffic Display erroneously
indicates TA at own ship
position
 Check the mutual suppression line to ensure it is connected to the correct
pins at the GTS Processor as well as the installed transponder. Ensure
there are no fractures in the wire, and that the suppression line is
functioning properly.
Calibration Data Fault
 Return unit to Garmin for service
Configuration Data Fault
 Attempt configuration per the configuration
 Download the assert log and send to Garmin for diagnosis
FPGA Fault
 If upload of FPGA image was recently attempted, retry the upload.
Otherwise return unit to Garmin for service.
ROM Fault
 If upload of audio image or IGRF magnetic field image was recently
attempted, retry the upload. Otherwise return unit to Garmin for service.
Execution Fault
 Cycle power and retry self-test.
 Download the assert log and send to Garmin for diagnosis.
 Return unit to Garmin for service if fault persists.
Electrical Fault
 Check aircraft power supply
 Download the assert log and send to Garmin for diagnosis.
 Return unit to Garmin for service if fault persists.
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Whisper Shout Fault
 Check cable loss configuration, antenna installation and all cable
connections and retry self-test.
 Return unit to Garmin for service if fault persists.
Transmit Power Fault
 Check aircraft power supply
 Return unit to Garmin for service if fault persists
1030 MHz Fault
 Cycle power and retry self-test
 Return unit to Garmin for service if fault persists
1090 MHz Fault
 Cycle power and retry self-test
 Return unit to Garmin for service if fault persists
Receiver Cal Fault
 Check antenna installation and all cable connections and retry self-test.
Ensure that self-test occurs in area free of buildings and large objects that
can reflect signals.
 Download the assert log and use Assert Log Diagnosis Tool or send to
Garmin for diagnosis.
 Return unit to Garmin for service if fault persists
Transmitter Cal Fault
 Check antenna installation and all cable connections and retry self-test.
Ensure that self-test occurs in area free of buildings and large objects that
can reflect signals.
 Download the assert log and use Assert Log Diagnosis Tool or send to
Garmin for diagnosis.
 Return unit to Garmin for service if fault persists
Baro Altitude Fault
 Check wiring to source of barometric altitude and ensure that source is
operating.
Temperature Fault
 Download the assert log and send to Garmin for diagnosis
TCAS Equipage Fault
 Check wiring to TCAS Equipage data source and ensure that source is
operating
Radio Altitude Fault
 Check wiring to source of radio altitude and ensure that source is
operating
Display Fault
 Check the HSDB connection between the GTS Processor and the display
 Verify that the display is operational.
 For non-HSDB installations, ensure that the Traffic Display Status Valid
inputs (TAS/TCAS I) and RA Display Status Valid inputs (TCAS II) are
wired properly to the Display Status Valid output of the display device.
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6
Equipment Removal & Installation
This section describes how to remove and replace equipment in the King Air 200/B200 associated with
this STC. After removal and replacement, LRUs must be configured and tested as described in Section 7.
CAUTION:
When removing and/or replacing any G1000 component, always ensure that aircraft
power is off. Unplug any auxiliary power supplies. Before performing maintenance,
it is required that the technician verify the LRU software part number and version
number matches the software configuration listed in the General Arrangement
drawing, listed in Table 1-2.
NOTE
After installation or maintenance of electrical components near the GMU 44
magnetometers (either tail or horizontal stabilizer locations), perform the Calibration
Procedure E: Magnetometer Interference Test (reference Section 5) and Procedure B: GRS
77 or GRS 7800 and GMU 44 magnetic Calibration (reference Section 7).
To check an LRU software part number and/or version, follow the procedure defined in Section 3.9.3.
If a faulty LRU is not reporting its software version and part number, check aircraft maintenance logs for
last software version loaded and verify against the General Arrangement drawing. The Software
Manifest page may also be used to check part numbers and versions.
The General Arrangement drawing allows alternate part number units to be installed with certain
hardware/software combination restrictions. Refer to the applicable “Garmin Equipment/Software List”
contained in the General Arrangement drawing for details.
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Revision 10
6.1
GDU 1040A/1500
Removal:
1. Using a 3/32” hex tool, rotate all four ¼-turn fasteners counter-clockwise until they reach their
stops.
2. Carefully remove the display from the panel.
3. While supporting the display, disconnect the connector.
Reinstallation:
1. Visually inspect the connector and pins for signs of damage. Repair any damage. While
supporting the display, connect the connector to the rear of the unit.
2. Carefully insert the display into the panel cutout, ensuring that all 4 ¼-turn fasteners align with
the corresponding holes.
3. Seat the display in the panel cutout. Do not use excessive force while inserting the display.
4. Once seated, rotate all four ¼-turn fasteners clockwise to lock the display to the panel.
5. Configure and test the MFD and/or PFD according to Section 7.1.
6.2
GMA 1347D Audio Panel
Removal:
1. Using a 3/32” hex tool, turn the hex nut counter-clockwise until the GMA 1347D is unlocked
from its location.
2. Carefully remove the GMA 1347D from its rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Gently insert the GMA 1347D into the rack until the locking tab engages the rack.
3. Begin to turn the hex nut clockwise. This draws the unit into the rack until seated. Do not overtighten the nut.
4. Configure and test the GMA 1347D according to Section 7.2.
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6.3
GIA 63W Integrated Avionics Units
Removal:
1. Gain access to the forward avionics compartment in the nose of the aircraft.
2. Unlock the GIA 63W handle by loosening the Phillips screw on the handle.
3. Pull the handle upward to unlock the GIA 63W. Gently remove the unit from the rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Gently insert the GIA 63W into its rack. The handle should engage the dogleg track.
3. Press down on the GIA 63W handle to lock the unit into the rack.
4. Lock the handle to the GIA 63W body using the Philips screw.
5. Configure and test the GIA 63W(s) according to Section 7.3.
6.4
GEA 71 Engine/Airframe Unit
Removal:
1. Gain access by removing the appropriate GDU 1040A display unit (see Section 6.1.)
2. Unlock the GEA 71 handle by unscrewing the Phillips screw.
3. Firmly grasp the GEA 71 handle and pull it up vertically. This unlocks the unit from the rack.
4. Gently remove the GEA 71 from its rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Gently insert the GEA 71 into the rack. The handle should engage the dogleg track.
3. Press down on the handle to lock the unit into place.
4. Lock the handle to the GEA 71 body using the Philips screw.
5. Configure and test the GEA 71 according to Section 7.4.
6. Reinstall the GDU 1040A display unit.
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Page 6-3
Revision 10
6.5
GTX 33( ) or GTX 3000 Transponder
GTX 33 () Removal:
1. Gain access by removing the cabin center floor panel at the main entry door.
2. Remove the remote equipment shelf. Alternately, detach the two rack mount angles from the
shelf. Retain all mounting hardware.
3. Unlock the GTX 33( ) handle by loosening the Phillips screw on the handle.
4. Pull the handle upward to unlock the GTX 33( ). Gently remove the unit from the rack.
GTX 33 () Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Gently insert the GTX 33( ) into its rack. The handle should engage the dogleg track.
3. Press down on the GTX 33( ) handle to lock the unit into the rack.
4. Lock the handle to the GTX 33( ) body using the Philips screw.
5. Reinstall the remote equipment shelf or two rack mount angles using the retained hardware.
6. Reinstall the cabin center floor panel.
7. Configure and test the GTX 33( ) according to Section 7.5.
GTX 3000 Removal:
1. Gain access to the avionics shelf in the tail area.
2. Pull back on the lockdown mechanism and simultaneously turn counterclockwise until free.
3. Disengage the lockdown mechanism collar from the GTX 3000 hook and gently slide the GTX
3000 from the mounting rack.
GTX 3000 Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Place the GTX 3000 on the mounting rack.
3. Slide the GTX 3000 back until the foot is fully engaged with the mounting rack.
4. Lift the lockdown mechanism collar in place on the GTX 3000 hook and hand turn lockdown
mechanism knobs clockwise until the GTX 3000 is secure.
5. Configure and test the GTX 33( ) according to Section 7.5.
6.6
GDC 74B/GDC 7400 Air Data Computer
Removal:
1. Gain access by removing the appropriate GDU 1040A display unit (see Section 6.1.)
2. Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single connector.
3. Loosen each thumbscrew on the hold-down clamp and remove the clamp.
4. Carefully remove the unit from its mount.
Reinstallation:
1. Inspect the connector and pins for damage. Inspect the pitot/static plumbing for damage. Repair
any damage.
2. Place the unit in the mounting tray. Position the locking clamp and fasten using the thumbscrews.
3. Connect the backshell assembly and pitot/static plumbing to the unit.
4. Configure and test the GDC 74B/ GDC 7400 according to Section 7.6.
5. Reinstall the GDU 1040A display unit.
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6.7
GTP 59 OAT Probe
Removal:
1. Using a deep-socket to hold the probe in place on the outside of the aircraft, loosen the GTP 59
mounting nut and remove the GTP 59.
Reinstallation:
1. Installation is the reverse of removal.
2. No configuration is required for the GTP 59. Test according to Section 7.6.3.
6.8
GRS 77 or GRS 7800 AHRS
GRS 77 Removal:
1. Gain access to the forward avionics compartment in the nose of the aircraft.
2. Disconnect the AHRS connector.
3. Loosen the four Phillips thumbscrews with a screwdriver until they are free from the rack.
4. Gently lift the GRS 77 from the mounting rack. (If the mounting rack is removed, the GRS 77
must be re-calibrated. Do not loosen mounting bolts. See Section 7.7)
GRS 77 Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Place the GRS 77 on the mounting plate, ensuring the orientation is correct.
3. Fasten the unit to the plate using the Phillips thumbscrews.
4. Connect the connector to the GRS 77.
5. Calibrate and test the GRS 77 according to Section 7.7.
GRS 7800 Removal:
1. Gain access to the forward avionics compartment in the nose of the aircraft.
2. Disconnect the AHRS connector.
3. Pull back on the lockdown mechanisms and simultaneously turn counterclockwise until free.
4. Disengage the lockdown mechanism collars from the GRS 7800 hooks and gently slide the GRS
7800 from the mounting rack. (If the mounting rack is removed, the GRS 7800 must be recalibrated. Do not loosen mounting bolts. See Section 7.7)
GRS 7800 Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Place the GRS 7800 on the mounting rack, ensuring the orientation is correct.
3. Slide the GRS 7800 back until the feet are fully engaged with the mounting rack.
4. Lift the lockdown mechanism collars in place on the GRS 7800 hooks and hand turn lockdown
mechanism knobs clockwise until the GRS 7800 is secure.
5. Connect the connector to the GRS 7800.
6. Calibrate and test the GRS 7800 according to Section 7.7.
6.9
GMU 44 Magnetometer
NOTE
The GMU 44 magnetometers may be located in the tailcone or in the horizontal stabilizer.
Always use a non-magnetic Phillips screwdriver when removing or installing all screws
near the magnetometers.
Reference the “Magnetometer Install” and “Wire Harness Installation, Tail” drawings
listed in Table 1-2 for more details.
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Page 6-5
Revision 10
For Tailcone Location:
Removal:
1. Disconnect electrical wiring harnesses and remove the tailcone.
2. Remove three screws connecting the unit to the aircraft mounting bracket.
3. Remove the cable tie attaching the magnetometer pigtail harness to the shelf.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Fasten the GMU to the aircraft mounting bracket.
3. Attach the magnetometer pigtail harness to the shelf with a cable tie
4. Reinstall tailcone and connect the electrical wiring harnesses.
5. Calibrate and test the GMU 44 according to Section 7.7.
For Horizontal Stabilizer Location (left or right side):
Removal:
1. Remove inspection access panel (second from inboard) from lower side of the horizontal
stabilizer to gain access to the GMU electrical wiring harness.
2. Disconnect GMU pigtail harness from the electrical wiring harness.
3. Remove the screws and flux valve access cover from the upper side of horizontal stabilizer.
4. Mark the orientation of the GMU adapter plate assembly to the flux valve mounting dish.
5. Remove three screws/washers connecting the GMU adapter plate assembly to the flux valve
mounting dish.
6. Remove three screws connecting the GMU to the GMU adapter plate assembly.
7. If the unit is to be replaced, remove cable ties attaching the phenolic wire guard to the unit and
retain the wire guard and grommet from the pigtail harness.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Reinstall the three screws attaching the GMU to the GMU adapter plate assembly.
3. If a new GMU is installed, use two MS3367-7-1 cable ties through the retained phenolic wire
guard to secure the guard and connector harness to the GMU.
4. Ensure the MS35489-4 grommet is installed on the unit pigtail harness and secured in the slot in
the aft side of the GMU adapter plate assembly.
5. Use the orientation marks on the GMU adapter plate assembly to align the adapter plate assembly
to the flux mounting dish and reinstall the three screws/washers attaching the adapter plate.
6. Ensure there is a gap of at least 0.2 inch between the unit pigtail harness and the flux valve access
cover.
7. Reinstall the screws and flux valve access cover on the upper side of horizontal stabilizer.
8. Connect the GMU pigtail harness to the electrical wiring harness.
9. Reinstall the inspection access panel (second from inboard) on the lower side of the horizontal
stabilizer.
10. Calibrate and test the GMU 44 according to Section 7.7.
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190-00915-01
6.10
GDL 69A or GDL 69A SXM
Removal:
1. Gain access by removing the right side GDU 1040A display unit (see Section 6.1.)
2. Unlock the GDL 69A/69A SXM handle by loosening the Phillips screw on the handle.
3. Pull the handle upward to unlock the GDL 69A/69A SXM. Gently remove the unit from the
rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Gently insert the GDL 69A/69A SXM into its rack. The handle should engage the dogleg track.
3. Press down on the GDL 69A/69A SXM handle to lock the unit into the rack.
4. Lock the handle to the GDL 69A/69A SXM body using the Philips screw.
5. Configure and test the GDL 69A/69A SXM according to Section 7.8.
6.11
GSA 80 Servos
Removal:
1. Gain access to the desired servo(s).
2. Disconnect the servo harness connector.
3. Use a socket or open-wrench to loosen and remove the servo attachment bolts. The Pitch-Trim
servo bracket will need to be removed to access all the Pitch-Trim servo attachment bolts.
4. Carefully remove the servo and place a protective cover on the output gear.
5. Place a protective cover over the GSM 85A/86 servo gearbox.
Reinstallation:
1. Inspect the servo output gear for abnormal wear.
2. Using a lint-free cloth, remove excess grease build-up from the servo output gear (see Figure
6-1.)
IMPORTANT!
It is not necessary to remove all of the grease from the output gear, only the excess
grease. DO NOT USE SOLVENTS TO CLEAN THE OUTPUT GEAR!
3. Using a brush or other applicator, apply a thin coat of Aeroshell 33MS (Lithium-complex based)
grease to the servo output gear
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Page 6-7
Revision 10
Figure 6-1, Servo Gear
4. Carefully place the servo into the servo gearbox, ensuring proper orientation and alignment.
5. Fasten the servo to the servo gearbox using the existing hardware. Follow the installation
instructions provided in the respective servo installation drawing(s) listed in Table 1-2.
6. Inspect the harness connectors and check that no pins are bent or otherwise damaged. Connect
the harness and secure it appropriately.
7. If no further maintenance is required, continue to Section 7.9.
6.12
GSM 85A/86 Servo Gearbox
Removal:
1. Remove the desired servo(s) per Section 6.11.
2. For the Roll, Pitch and Yaw Servos: remove the servo bridle cables from the control cable
clamps. For the Pitch-Trim Servo: disconnect the servo cable at the forward turnbuckle and aft
terminal.
3. Use a socket or open-wrench to loosen and remove the servo attachment bolts.
4. Carefully remove the servo gearbox(es).
5. Remove the cable retention pins and ring (or cover) and then remove the servo cable from the
capstan.
Reinstallation:
1. Ensure cable retention pins are oriented correctly. Follow the installation instructions provided in
the respective servo installation drawing(s) listed in Table 1-2.
2. If no other maintenance is to be performed, reinstall the servo(s) per Section 6.11.
6.13
GCU 477
Removal:
1. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn counterclockwise until
they reach their stops.
2. Disconnect backshell assembly from unit.
Reinstallation:
1. Inspect connector(s) for damaged pins.
2. Connect backshell assembly to unit.
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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3. Hold unit flush with the pedestal, ensuring locking stud alignment marks are in the vertical
position.
4. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn clockwise. This may
require applying a small amount of forward pressure to engage the ¼ turn sockets.
5. Configure and test the GCU 477 according to Section 7.10.
6.14
GMC 710
Removal:
1. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn counterclockwise until
they reach their stops.
2. Disconnect backshell assembly from unit.
Reinstallation:
1. Inspect connector(s) for damaged pins.
2. Connect backshell assembly to unit.
3. Hold unit flush with the mounting bracket, ensuring locking stud alignment marks are in the
vertical position.
4. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn clockwise. This may
require applying a small amount of forward pressure to engage the ¼ turn sockets.
5. Configure and test the GMC 710 according to Section 7.11.
6.15
GWX 68 or GWX 70
Removal:
1. Gain access by removing nose radome.
2. Disconnect backshell assembly from unit.
3. Use a 3/16” hex drive tool to remove each of the four mounting screws.
Reinstallation:
1. Inspect connector for damaged pins.
2. Hold unit flush with the radar mount.
3. Use a 3/16” hex drive tool to tighten each of the four mounting screws.
4. Connect backshell assembly to unit.
5. Configure and test the GWX 68 or GWX 70 according to Section 7.12.1.
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Page 6-9
Revision 10
6.16
Configuration Modules
6.16.1 Configuration Module Removal & Replacement
Configuration modules (Reference Figure 6-2 and Table 6-1, Item 1 shown below) are located in the
following LRU harness connector backshells (Item 6): GDU 1040A PFD, GRS 77 AHRS, GDC 74B Air
Data Computer, and the GEA 71 Engine/Airframe Unit. Additionally, the GRS 7800 has a different
configuration module that is located in the GRS 7800 connector backshell. Refer to Section 6.16.2 for the
GRS 7800 configuration module removal and replacement instructions. Refer to the Master Drawing
List, listed in Table 1-2, for specific installation drawings.
Figure 6-2, Configuration Module Installation
Table 6-1, Configuration Module Kit – 011-00979-00
Item
1
2
3
4
Description
Qty Needed
Configuration Module PCB Board Assembly w/EEPROM & Temp
Sensor
Spacer, Config Module
Cable, 4-Conductor Harness
Pins, #22 AWG (HD)
1
1
1
5
Garmin Part
Number
012-00605-00 or -02
213-00043-00
325-00122-00
336-00021-00
Removal:
1. Disconnect connector from LRU.
2. Remove 2 screws (8) from cover (7) and remove cover.
3. Unplug connector from configuration module (1).
4. Remove configuration module.
Installation:
1. Inspect connector for damaged pins (4).
2. Place configuration module (1) in position.
3. Insert connector into configuration module (1).
4. Assembly of the connector is the reverse of disassembly.
5. Continue to Section 0.
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6.16.2 GRS 7800 Configuration Module Removal & Replacement
The GRS 7800 configuration module is located on the LRU harness connector strain relief. Refer to the
Master Drawing List, listed in Table 1-2, for specific installation drawings.
X
2
S
L
A
N
I
M
R
E
T
G
N
I
R
,
S
R
E
H
S
A
W
X
4
Figure 6-3, GRS 7800 Configuration Module Installation
Table 6-2, GRS 7800 Configuration Module Parts
Item
Description
Qty Needed
Part Number
Vendor
4
5
Configuration Module, Circular Connector
Socket, Contact
1
4
011-02582-00
M39029/56-348
Garmin
Best Source
Removal:
1. Disconnect connector (1) from LRU.
2. Remove 2 screws (3), washers, ring terminals and configuration module (4) from strain relief (2).
3. Disconnect the strain relief (2) from the connector (1).
4. Remove the 4 configuration module contact pins from the connector (1).
5. Remove the configuration module (4).
Installation:
1. Inspect connector (1) for damaged pins.
2. Install 4 contact pins (5) on the new configuration module (4) wires.
3. Install the 4 configuration module contact pins (5) into the connector (1).
4. Assembly of the connector and strain relief is the reverse of the disassembly.
5. Continue to Section 0.
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Page 6-11
Revision 10
6.16.3 Configuration Module Checkout
If a GRS 77 or GRS 7800 AHRS Configuration Module is replaced:
All three GRS 77 or GRS 7800 and GMU 44 calibration procedures must be performed. Proceed to
Section 7.7.3.
If a GDC 74B Configuration Module is replaced:
Configuration settings must be reloaded to the GDC 74B per Section 3.9, then proceed to Section 7.6.1.
If a GEA 71 Configuration Module is replaced:
Proceed to Section 7.4.1.
If only the Master Configuration Module is replaced:
NOTE
New Terrain/Obstacle cards, Jeppesen Aviation Database and other optional features (i.e.
TAWS unlock card) will need to be replaced if the master configuration module is changed.
The G1000 System ID number will change to a new number when installing a new master
config module. The old Terrain and other cards will no longer work as they will remain
locked to the old System ID number.
1.
2.
3.
Start the G1000 system in configuration mode.
Go to the Configuration Upload Page on PFD 1.
Press the UPDT CFG softkey and press ENT.
If both PFD 1 and Master Configuration Module are replaced:
NOTE
New Terrain/Obstacle cards, Jeppesen Aviation Database and other optional features (i.e.
TAWS unlock card) will need to be replaced if the master configuration module is changed.
The G1000 System ID number will change to a new number when installing a new master
config module. The old Terrain and other cards will no longer work as they will remain
locked to the old System ID number.
1.
2.
3.
4.
5.
The entire G1000 system must be re-configured. Insert the correct G1000 software loader card into
PFD 1.
Start the G1000 in configuration mode. Go to the System Upload Page on PFD 1.
See Section 3.9 for instructions on how to use the System Upload page. Check all configuration
files and reload them.
After reloading configuration files, examine the G1000 installation for any installed configuration
options. Options are listed in Section 3.9. Load optional files as necessary.
Continue to Section 8 and conduct the return to service checkout.
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6.17
GEA 71 Backshell Thermocouple Removal & Replacement
The GEA 71 has a K-Type thermocouple (Item 1 shown below) installed in its backshell, in addition to
the configuration module. The thermocouple is used in conjunction with the configuration module
temperature sensor to compensate for temperature probe errors resulting from the dissimilar metals at the
pin contacts.
Figure 6-4, GEA Backshell Thermocouple
Table 6-3, Thermocouple Kit (011-00981-00)
Item #
Description
Qty. Needed
Garmin Part Number
1
3” Thermocouple, K type
1
925-L0000-00
2
Pins #22 AWG
2
336-00021-00
3
Screw
1
211-60234-08
Removal:
1. Remove GEA 71 per Section 6.4.
2. Remove GEA connector backplate.
3. Remove connector assembly J711 from the backplate.
4. Remove screws, item 7, and cover, item 6, from the backshell, item 5.
5. Unscrew thermocouple from boss on backshell. Extract the thermocouple pins from the
connector.
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Replacement:
1. Crimp pins, item 2, onto each of the thermocouple wires, item 1. Ensure that pre-stripped wire
length is 1/8” prior to crimping.
2. Insert newly crimped pins and wires into the appropriate connector housing location, item 4, as
specified by King Air 200/B200 Wiring Diagram, listed in Table 1-2.
3. Place thermocouple body, item 1, onto the backshell boss, item 5. Place the thermocouple as
shown in Figure 6-4 so that the wires exit towards the bottom of the backshell.
4. Fasten thermocouple tightly to backshell using the provided screw, item 3.
5. Fasten cover, item 6, to backshell using screws, item 7.
6. Continue to Section 7.4.1 and verify that the ITT indications are valid on the MFD.
6.18
GPS/WAAS Antennas
Removal:
1. Gain access to the antenna coaxial cable connector by removing the cabin interior ceiling panel.
Refer to the Antenna Install drawing listed in Table 1-2.
2. Disconnect the antenna coaxial cable.
3. Remove the antenna mounting screws.
4. Remove antenna.
Reinstallation:
1. Install antenna using retained mounting screws.
2. Connect the antenna coaxial cable.
3. Fillet seal around antenna. Refer to the Antenna Install drawing listed in Table 1-2.
4. Reinstall cabin interior ceiling panel.
5. Proceed to Section 7.3.1 GPS Signal Acquisition for testing.
6.19
Diversity Transponder Antenna
Removal:
1. Gain access to the antenna coaxial cable connector and mounting hardware by removing the cabin
interior ceiling panel. Refer to the Antenna Install drawing listed in Table 1-2.
2.
3.
4.
Disconnect the antenna coaxial cable.
Remove the two nuts and washers securing the antenna.
Remove antenna.
Reinstallation:
1. Install antenna using retained hardware.
2. Connect the antenna coaxial cable.
3. Fillet seal around antenna. Refer to the Antenna Install drawing listed in Table 1-2.
4. Reinstall cabin interior ceiling panel.
5. Proceed to Section 7.5.2 for testing of the GTX33D or GTX 3000.
6.20
Iridium Antenna
Removal:
1. Gain access to the antenna coaxial cable connector by removing the aft cabin ceiling panel. Refer
to the Antenna Install drawing listed in Table 1-2.
2. Disconnect the antenna coaxial cable.
3. Remove the antenna mounting screws.
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4. Remove antenna.
Reinstallation:
1. Install antenna using retained mounting screws.
2. Connect the antenna coaxial cable.
3. Fillet seal around antenna. Refer to the Antenna Install drawing listed in Table 1-2.
4. Reinstall the aft cabin ceiling panel.
5. Proceed to Section 7.30 for testing of the GSR 56.
6.21
Wi-Fi Antenna
Removal:
1. Gain access to the antenna coaxial cable connector by opening the tail access door behind the aft
pressure bulkhead. Refer to the Antenna Install drawing listed in Table 1-2.
2. Disconnect the antenna coaxial cable.
3. Remove the antenna mounting screws.
4. Remove antenna.
Reinstallation:
1. Install antenna using retained mounting screws.
2. Connect the antenna coaxial cable.
3. Fillet seal around antenna. Refer to the Antenna Install drawing listed in Table 1-2.
4. Secure the tail access door.
5. Proceed to Section 7.29 for testing of the GDL 59.
6.22
Signal Conditioners
Removal:
1. For Signal Conditioner No. 1, remove PFD1 from the instrument panel as per Section 6.1. For
Signal Conditioner No. 2, remove PFD2 from the instrument panel as per Section 6.1.
2. Remove 3 top screws from Signal Conditioner rack.
3. Slide mounting tray out from rack and disconnect the unit connector. If needed, remove MFD as
per Section 6.1 to access the Signal Conditioner connector.
4. Remove the four mounting bolts and remove the Signal Conditioner unit.
5. If planning to reinstall the same unit, it is not necessary to disconnect the ground strap from the
unit ground stud. If replacing with a new unit, disconnect the ground strap from the removed unit
and retain the ground strap and associated hardware for reinstallation on the new unit.
Reinstallation:
1. Reinstallation of the Signal Conditioners is the reverse of the removal.
Note that the p/n 85-292-2 and 85-292-4 units are interchangeable.
Reference the Main Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. Proceed to Section 7.4.1 for testing.
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6.23
Instrument Panel Annunciators (Prop Synch and Standby Battery)
Removal:
1. Remove MFD from the instrument panel as per Section 6.1.
2. Using a M22885/108T8234 extraction tool, disconnect connector from the back of the switch.
3. Pull the pushbutton cap fully out of the switch body and allow the cap to rotate 90° where it is
held by the retaining element.
4. While holding the retaining sleeve (back side of the instrument panel), loosen the two screws
inside the switch body until the switch is free to come out.
5. Remove the mounting sleeve and switch from the instrument panel.
Reinstallation:
1. Reinstallation of the Prop Synch and Standby Battery switches is the reverse of the removal.
Reference the Main Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. Press and hold the cockpit annunciator “Press To Test” switch located to the left of the
annunciator panel, and verify the following:
 For the Standby Battery Annunciator/Switch: STBY Battery Switch legends illuminates
and reflects “STANDBY BATTERY” in white, “ARM” in green, and “ON” in amber.
 For the Prop Synch Annunciator/Switch: Prop Synch Switch legends illuminates and
reflects “PROP SYNC” in white, and “ON” in green.
3. Release cockpit annunciator “Press To Test” switch.
4. If further maintenance is not required, proceed to Section 8.
6.24
L-3 Avionics (BF Goodrich) PS-835(C or D Model) Emergency Battery
Removal:
1. Gain access to the forward avionics compartment in the nose of the aircraft.
2. Unscrew the knurled hold-down nut to allow it to move free of the unit.
3. Remove the unit from the rack.
Reinstallation:
1. Install the emergency battery in accordance with the Electrical Equipment Install, Nose Bay
drawing (refer to Master Drawing List, listed in Table 1-2, for specific drawing number). Refer
to the King Air 200 Series Maintenance Manual, listed in Table 1-2, for access requirements as
needed.
2. If further maintenance is not required, proceed to Section 8.
6.25
Standby Airspeed Indicator
Removal:
1. Remove MFD per Section 6.1.
2. Disconnect pitot-static plumbing from the back of the standby airspeed indicator. Take necessary
precautions to prevent foreign object debris from entering the pitot-static lines during
maintenance.
3. Disconnect the electrical connector from the standby airspeed indicator.
4. Use a Phillips screwdriver to remove the attachment screws from the front of the standby airspeed
indicator.
5. Remove the standby airspeed indicator.
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Reinstallation:
1. Reinstallation of the standby airspeed indicator is the reverse of the removal. Reference the Main
Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. If further maintenance is not required, proceed to Section 8.
6.26
Standby Altimeter
Removal:
1. Remove MFD per Section 6.1.
2. Disconnect pitot-static plumbing from the back of the standby altimeter. Take necessary
precautions to prevent foreign object debris from entering the pitot-static lines during
maintenance.
3. Disconnect the electrical connector from the standby altimeter.
4. Use a Phillips screwdriver to remove the attachment screws from the front of the standby
altimeter.
5. Remove the standby altimeter.
Reinstallation:
1. Reinstallation of the standby altimeter is the reverse of the removal. Reference the Main
Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. If further maintenance is not required, proceed to Section 8.
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6.27
Standby Attitude Indicator
Ensure the standby attitude indicator gyro is not spinning—this may take 10 minutes or longer after the
unit has been turned off. This unit is very delicate; handle like eggs. Refer to the 4200 Series Attitude
Indicator Installation Manual, listed in Table 1-2, for more handling instructions.
Removal:
1. Remove MFD per Section 6.1.
2. Disconnect the electrical connector of the standby attitude indicator.
3. Use a 0.060” 6-Spline wrench to remove the knob from the front of the standby attitude indicator.
4. Use a Phillips screwdriver to remove the three attachment screws from the front of the standby
attitude indicator.
5. Remove the standby attitude indicator.
Reinstallation:
1. Ensure the lighting control voltage switches on rear of unit are set for 28V.
28V
2. Reinstallation of the standby attitude indicator is the reverse of the removal. Reference the Main
Instrument Panel Installation drawing, listed in Table 1-2, for more details.
3. If further maintenance is not required, proceed to Section 8.
6.28
GIA Cooling Fans
Removal:
1. Gain access into the nose avionics equipment bay.
2. Disconnect the cooling fan hoses from the cooling fan. Take necessary precautions to prevent
any foreign debris from entering the fan hoses during maintenance.
3. Disconnect the electrical connector of the cooling fan.
4. Use a Phillips screwdriver to remove the attachment screws and fan inlet duct (if installed) from
the cooling fan.
5. Remove the cooling fan.
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COOLING FAN
COOLING FAN HOSE (TYP)
NOSE WHEEL WELL HOUSING
VIEW OF LEFT SIDE NOSE AVIONICS BAY
(NOT ALL ITEMS SHOWN FOR CLARITY)
Figure 6-5, GIA Cooling Fan Installation
Configuration applicable to MDL 005-00421-00 Rev. 15 or previous FAA-approved
revisions
COOLING FAN
COOLING FAN HOSE (TYP)
FAN INLET DUCT (IF INSTALLED)
P/N 115-00580-02
NOSE WHEEL WELL HOUSING
VIEW OF LEFT SIDE NOSE AVIONICS BAY
(NOT ALL ITEMS SHOWN FOR CLARITY)
Figure 6-6, GIA Cooling Fan Inlet Duct Installation
Configuration applicable to MDL 005-00421-00 Rev. 16 or later FAA-approved
revisions, or modified per Garmin Service Bulletin 1375
Reinstallation:
1. Reinstallation of the avionics cooling fan is the reverse of the removal. Reference the Electrical
Equipment Install, Nose Bay drawing, listed in Table 1-2, for more details.
2. If further maintenance is not required, proceed to Section 8.
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6.29
GDU Cooling Fans
Removal:
1. Remove the display associated with the cooling fan, per Section 6.1.
2. Disconnect the electrical connector of the cooling fan.
3. Use a Phillips screwdriver to remove the attachment screws from the cooling fan.
4. Remove the cooling fan.
Reinstallation:
1. Reinstallation of the Sandia GDU cooling fan is the reverse of the removal. Reference the Main
Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. If further maintenance is not required, proceed to Section 8.
6.30
GTS 820/850 Traffic Unit
CAUTION:
After any maintenance or modification is made to the GTS 820/850
TAS/TCAS cables such as replacing a connector or entire cable, be
sure to adhere to all of the specifications and limitations such as
minimum and maximum cable attenuation, attenuation balance
between cables, phase matching etc.
Removal:
1. Gain access to the left forward avionics compartment in the nose of the aircraft.
2. Disconnect the eight coax “quick-lock” connectors.
3. Disconnect the three electrical connectors.
4. Unlock the unit from the rack by loosening the ratcheting latch mechanism.
5. Remove the unit from the rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Insert the unit into the installation rack.
3. Lock the unit into the rack by using the ratcheting latch mechanism.
4. Reconnect the eight coax “quick-lock” connectors and the three electrical connectors.
5. Close access to the left forward avionics compartment.
6. Configure the GTS 820/850 per Section 3.14 and test per Section 7.27.
6.31
GPA 65 PA/LNA Unit
Removal:
1. Remove cabin interior to access FS 158 at WL 119 on the left side of the fuselage. Reference the
Antenna Install drawing listed in Table 1-2 for more details.
2. Disconnect the eight coax “quick-lock” connectors.
3. Disconnect the electrical connector.
4. Remove the four mounting screws that hold the unit to the installation brackets.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Reattach the unit to the mounting brackets reusing existing hardware.
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3. Connect the eight coax connectors. Note the color coded bands which match the mating
connectors on the unit.
4. Reconnect the electrical connector pigtail.
5. Ensure that all connectors (coax and electrical) are locked in place.
6. Reinstall cabin interior.
7. No configuration is required for the GPA 65. Test the GTS 820/850 per Section 7.27.
6.32
GA 58 Traffic Antennas
Removal:
1. Gain access to the antenna coaxial cable connectors by removing the cabin interior ceiling panel.
Refer to the Antenna Install drawing listed in Table 1-2.
2. Disconnect the four coaxial cable connectors.
3. Remove the antenna mounting screws.
4. Remove antenna.
Reinstallation:
1. Install antenna using retained mounting screws.
2. Connect the four coaxial cable connectors. Note the color coded bands which match the mating
connectors.
3. Fillet seal around antenna. Refer to the Antenna Install drawing listed in Table 1-2.
4. Reinstall cabin interior ceiling panel.
5. Test the GTS 820/850 or GTS Processor per Section 7.27.
6.33
GDL 59 Wi-Fi Datalink
Removal:
1. Gain access by removing the cabin center floor panel at the main entry door.
2. Detach the two rack mount angles from the remote equipment shelf. Retain all mounting
hardware.
3. Remove the Philips head screw which holds the locking lever down.
4. Lift the locking lever up to unlock the unit from the mounting rack.
5. Remove the unit from the mounting rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Insert the unit into the installation rack.
Do not use excessive force when inserting the GDL 59 into the rack. This may cause
damage to occur to the connectors, unit, and/or unit rack. If heavy resistance is felt
during installation, stop! Remove the GDL 59 and identify the source of resistance. The
rear plate is designed to float in the unit rack. Check to ensure the rear plate is not bound
by the connector harness.
3. Lock the GDL 59 in place using the lever-locking handle. Fasten the handle to the GDL 59 body
using the provided Phillips screw.
CAUTION:
Start the handle screw into the hole carefully to avoid crossthreading. Do not apply torque in excess of 14 in-lbs to the handle
screw. The application of torque exceeding 14 in-lbs to this screw
will damage the LRU case and/or retaining hardware.
4. Reinstall the two rack mount angles on the remote equipment shelf using retained hardware.
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5. Reinstall the cabin center floor panel.
6. If new unit is installed, register with Garmin Connext per Section 7.28.
7. Configure the GDL 59 per Section 3.35 and 3.19. Test the GDL 59 per Section 7.29.
6.34
GSR 56 Satellite Receiver
Removal:
1. Gain access by removing the cabin center floor panel at the main entry door.
2. Detach the two rack mount angles from the remote equipment shelf. Retain all mounting
hardware.
3. Unlock the unit from the rack by loosening the ratcheting latch mechanism.
4. Remove the unit from the rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Insert the unit into the installation rack.
CAUTION:
Do not use excessive force when inserting the GDL 56 into the rack.
This may cause damage to occur to the connectors, unit, and/or unit
rack. If heavy resistance is felt during installation, stop! Remove
the GDL 56 and identify the source of resistance.
3. Lock the unit into the rack by using the ratcheting latch mechanism.
4. Reinstall the cabin center floor panel.
5. If new unit is installed, register with Garmin Connext per Section 7.28.
6. No configuration is required for the GSR 56. Test the GSR 56 according to Section 7.30.
6.35
GTS Traffic Processor
Removal:
1. Gain access to the left forward avionics compartment in the nose of the aircraft.
2. Disconnect the eight coaxial cable connectors.
3. Disconnect the three electrical connectors.
4. Unlock the unit from the rack by loosening the ratcheting latch mechanism.
5. Remove the unit from the rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Insert the unit into the installation rack.
3. Lock the unit into the rack by using the ratcheting latch mechanism.
4. Connect the eight coaxial cable connectors. Note the color coded bands which match the mating
connectors.
5. Connect the three electrical connectors.
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6.36
GRA 5500 Radar Altimeter
Removal:
1. Gain access to the avionics shelf in the tail area.
2. Disconnect the electrical connector.
3. Disconnect the two coaxial cable connectors, making note of which cable is Transmit (Tx) and
which cable is Receive (Rx).
4. Pull back on the lockdown mechanism and simultaneously turn counterclockwise until free.
5. Disengage the lockdown mechanism collar from the GRA 5500 hook and slide the GRA 5500
forward to remove the unit from the rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Place the unit on the mounting rack ensuring the GRA 5500 rear feet are aligned in the mounting
rack slots.
3. Slide the GRA 5500 back until the feet are fully engaged with the mounting rack.
4. Lift the lockdown mechanism collar in place on the GRA 5500 hook and hand turn the lockdown
mechanism knob clockwise until the GRA 5500 is secure and cannot reasonably be ratcheted any
tighter by hand.
5. Connect the electrical connector.
6. Connect the two coaxial cable connectors.
7. Configure the GRA 5500 according to Section 3.31 and test per Section 7.22.
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7
G1000 Equipment Configuration & Testing
This section provides procedures to be followed after a piece of G1000 equipment is replaced. At the
beginning of each LRU section, instructions are given to guide the technician for various
removal/replacement scenarios. These instructions define necessary procedures to be followed for
situations where original equipment was reinstalled as well as for situations where new equipment (new
serial number) is installed.
CAUTION
Remove Supplemental Database Cards from the lower slot of all displays before loading
software into any unit. Not removing the cards may corrupt them. Replacing corrupted
database cards are not covered under warranty.
NOTE
Garmin recommends the use of SanDisk or Toshiba brand SD cards to load G1000 software
and configuration files. If another brand of card is used, and software loading problems
occur, replace the card with a SanDisk or Toshiba brand card and reattempt the software
load.
WARNING
Connect a ground power unit to the aircraft for software loading. Do not rely on only the
aircraft batteries to prevent loss of power during the software loading process. DO NOT
ALLOW POWER TO BE REMOVED FROM THE SYSTEM WHEN LOADING
SOFTWARE! Remove power only when told to do so by the following procedure. As a
general rule all displays should be in the same mode (configuration or normal), unless
instructed differently.
7.1
GDU 1040/1500 MFD & PFD
Original Display Reinstalled
If the removed display(s) are re-installed in their original positions, no software or configuration loading
is required. This does not include units that were returned for repair as their software and configuration
files are deleted during the repair testing process. Continue to the PFD/MFD Test procedure.
Original PFD Displays Installed in Opposite Locations for Troubleshooting
If the PFD 1 and PFD 2 are installed in opposite positions, no software or configuration loading is
required. Continue to the PFD/MFD Test procedure.
New Repair or Exchange Display(s) Installed
If a new, repaired or exchange GDU 1040A or GDU 1500 is installed, the correct software and
configuration files must be loaded to the unit. See Section 3.9. If ChartView or TAWS were previously
installed, these must be reactivated. See Sections 3.41 and 3.42, respectively. If any other options were
previously installed, these must also be reactivated per Section 3.9. Then continue to the PFD/MFD Test
procedure.
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7.1.1
PFD/MFD Test
1. Allow displays to initialize for ~1 minute.
2. Check that all COM/NAV display fields are valid in the top corners of both PFDs.
3. Check that attitude, heading, altitude, airspeed, vertical speed and OAT fields are valid within 2
minutes of power up on both PFDs.
4. Press the SENSOR softkey on each PFD and switch between ADC1 and ADC2. Verify that data
from both GDC air data computers is valid on both displays.
5. Press the SENSOR softkey on each PFD and switch between AHRS1 and AHRS2. Verify that data
from both GRS 77s/7800s is valid on both displays.
6. Check that the engine instrument fields are valid on the MFD.
Figure 7-1, G1000 Normal Mode Check
7. Push the red DISPLAY BACKUP button on the pilot-side GMA 1347D. Verify that the pilot-side
PFD and MFD displays enter reversion mode. MFD should have valid altitude, airspeed, vertical
speed, COMM1, COMM2, NAV1, NAV2 and engine instruments.
8. De-activate pilot-side reversion mode by pushing the DISPLAY BACKUP button. Verify PFD 1 and
MFD return to normal display modes.
9. Repeat Step 1 using GMA2. Ensure that PFD 2 and MFD enter reversion mode and MFD displays
valid altitude, airspeed, vertical speed, COMM1, COMM2, NAV1, NAV2 and engine instruments.
10. De-activate co-pilot’s side reversion mode by pushing the DISPLAY BACKUP button. Verify PFD 2
and MFD return to normal display modes.
11. Select the TAWS page on the MFD.
12. Verify that the title at the top of the page reads “MAP – TAWS-B” or “MAP-TAWS-A”. If TAWS
has not been enabled, the title will read “MAP – TERRAIN PROXIMITY” or “MAP – TERRAIN”.
13. Press the MENU button and select “Test TAWS” from the pop-up menu.
14. After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the cockpit
speaker.
15. If no other service is to be performed, perform final return-to-service test as specified in Section 8.
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7.2
GMA 1347D Audio Panel
Original GMA 1347D Reinstalled
No software/configuration loading or testing is required if the removed GMA 1347D is re-installed. This
does not include units that were returned for repair as their software and configuration files are deleted
during the repair testing process. Continue to the final return-to-service checks in Section 8.
Original GMA 1347D Installed in Opposite Locations for Troubleshooting
If the original GMA #1 and GMA #2 are installed in opposite locations, configuration loading is required.
See Section 3.9, and then continue to the GMA 1347D Test (Section 7.2.1).
New, Repaired or Exchange GMA 1347D Installed
If a new, repaired or exchanged GMA 1347D is installed, the correct software and configuration files
must be loaded to the unit. See Section 3.9, and then continue to the GMA 1347D Test (Section 7.2.1).
7.2.1
GMA 1347D Test
Except for marker beacon operation, an in-aircraft checkout may be performed in the aircraft with known
good microphone, headset, and speaker.
Intercom System (ICS) Check
1. Ensure that the MAN SQ key is off (no light).
2. Adjust GMA1 and GMA2 ICS volume to a comfortable level.
3. Plug in a headset at each COCKPIT ICS position. One at a time, plug a headset into each left and
right CABIN ICS jack location (if installed)(one headset on right, one headset on left).
4. Verify the following:
 Two-way communication between each CABIN ICS jack position.
 CABIN ICS position cannot hear the pilot and copilot.
 CABIN ICS positions cannot be heard by the pilot or copilot.
5. On GMA1 select COM1 MIC and AUDIO.
6. Ensure INTR COM is deselected on GMA1 or GMA2. Verify an active (green) COM1 frequency is
displayed on both PFDs.
7. On GMA1 or 2 select PA and verify the PA select annunciator is illuminated on GMA1 and GMA2.
Verify COM1 active frequency is displayed white.
8. Initiate passenger address using pilot’s headset boom mic by keying the pilot’s PTT. Verify the
following:
 Clear PA audio can be heard over cabin speaker and CABIN ICS headsets
 PA selected annunciator on GMA1 flashes ~ once per second during PA address.
9. Repeat Step 8 using pilot hand mic.
10. Initiate passenger address using copilot’s headset boom mic by keying the copilot’s PTT. Verify the
following:
 Clear PA audio can be heard over cabin speaker and CABIN ICS headsets
 PA selected annunciator on GMA1 flashes ~ once per second during PA address.
11. Repeat Step 10 using copilot hand mic.
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Transceiver Operational Check
Perform a ramp test radio check by exercising the installed transceivers, microphone, microphone key
and audio over the headphones and speaker. Verify that communications are clear and PTT operation is
correct for each pilot position.
1. On the pilot’s audio panel, select the audio source corresponding to each installed avionics unit (i.e.
NAV1, NAV2, COM1, COM2, ADF and DME) and check for audio over the pilot’s headset.
2. Press the SPKR key on pilot’s audio panel and verify that the selected audio is heard over the pilot’s
speaker.
3. On the copilot’s audio panel, select the audio source corresponding to each installed avionics unit (i.e.
NAV1, NAV2, COM1, COM2, ADF and DME) and check for audio over the copilot’s headset.
4. Press the SPKR key on copilot’s audio panel and verify that the selected audio is heard over the
copilot’s speaker.
Failsafe Operation Check – GMA 1347D #1
1. Turn the GMA 1347D #1 off by pulling the AUDIO NO 1 circuit breaker. This directs all COM 1
phone audio, MIC audio and MIC key to the pilot’s position.
2. Check the failsafe operation by exercising the COM 1 boom mic, hand mic, microphone key and
audio over the headphones. All volume control for the COM audio should be through the PFD
volume control. Verify proper operation of COM 1 using the failsafe operation.
3. Close the AUDIO NO 1 circuit breaker to continue testing.
Failsafe Operation Check – GMA 1347D #2
1. Turn the GMA 1347D #2 off by pulling the AUDIO NO 2 circuit breaker. This directs all COM 2
phone audio, MIC audio and MIC key to the co-pilot’s position.
2. Check the failsafe operation by exercising the COM 2 boom mic, hand mic, microphone key and
audio over the headphones. All volume control for the COM audio should be through the PFD
volume control. Verify proper operation of COM 2 using the failsafe operation.
3. Close the AUDIO NO 2 circuit breaker to continue testing.
Marker Beacon Test
Figure 7-2, Marker Beacon Symbology
1. Using a ramp tester, simulate the outer marker, middle marker and inner marker signals by following
the test equipment manufacturer’s instructions. Verify that each marker audio signal is present over
the pilot and co-pilot headphones and speaker.
2. Verify that the outer, middle, and inner annunciations appear on PFD 1 and PFD 2 when the
corresponding signal is applied. Marker beacon annunciations appear at the upper left corner of the
altitude indicator on the PFD (Figure 7-2). Operate the MKR MUTE key on the #1 and #2 GMA
1347D and ensure that the audio signal is muted.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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7.2.2
Landing Gear Aural Alert Check
This check should be conducted in conjunction with the Phase 2 and Phase 4 Landing Gear Retraction,
Warning Horn check, in the existing King Air Maintenance Program.
NOTE
This procedure is applicable only to aircraft equipped with a tone generator as part of the
aircraft audio system. Refer to the appropriate aircraft wiring diagrams to determine if a
tone generator is installed.
This check can be accomplished in conjunction with the Weight on Wheels and Low Speed
Awareness Band Test in Section 7.23.
1. Conduct the Landing Gear Retraction, Warning Horn check as stated in the King Air 200 Series
Maintenance Manual, listed in Table 1-2.
2. Verify that the aural tone is played through the G1000 audio system and through both cockpit
speakers.
7.2.3
SiriusXM Audio Suppression Check
This procedure is applicable only to aircraft that have SiriusXM radio subscriptions.
WARNING
The following steps require movement of the landing gear. Ensure aircraft is safe for
the operation of the landing gear before proceeding.
1. Jack aircraft to allow operation of landing gear (reference King Air 200 Series Maintenance Manual
Chapter 7-00-00).
2. Ensure both left and right throttles are at IDLE position.
3. While monitoring pilot and copilot SiriusXM audio, retract landing gear to the full up and locked
position and verify the following:
4.
5.
6.
7.
8.
9.
 landing gear warning horn is active
 SiriusXM audio is muted in the pilot and co-pilot stations
Increase both left and right throttles forward of IDLE position (towards takeoff position) and verify
the following:
 landing gear warning horn is not active
 SiriusXM audio can be heard (For aircraft not equipped with a tone generator, deselect mute
softkey or adjust SiriusXM volume to restore SiriusXM audio)
Extend landing gear to the full down and locked position and return both throttles to idle position.
Remove aircraft from jacks.
Ensure STALL WARN circuit breaker is closed.
While monitoring pilot and copilot SiriusXM audio, press the STALL WARN TEST switch and
verify the following:
 Stall warning tone is active
 SiriusXM audio is muted in the pilot and co-pilot stations
Release the STALL WARN TEST switch and verify the following:
 Stall warning tone is not active.
 SiriusXM audio can be heard (For aircraft not equipped with a tone generator, deselect mute
softkey or adjust SiriusXM volume to restore SiriusXM audio.)
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-5
Revision 10
7.3
GIA 63W Integrated Avionics Unit
Original GIA 63W(s) Reinstalled
No software or configuration loading is required if the removed GIA is re-installed in its original position
(GIA1 and GIA2 in their original racks). This does not include units that were returned for repair as their
software and configuration files are deleted during the repair testing process. Continue to the return-toservice checks in Section 8.
Original GIA 63Ws Swapped for Troubleshooting
No software loading is required if the originally installed GIA units are re-installed in opposite positions
(GIA1 and GIA2 in opposite unit racks). However, configuration loading is required. See Section 3.9,
and then continue to the GIA 63W Test (Section 7.3.1).
New, Repaired or Exchange GIA 63W(s) Installed
If a new, repaired or exchange GIA 63 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9, and then continue to the GIA 63W Test (Section 7.3.1).
7.3.1
GIA 63W Test
GPS Signal Acquisition
Figure 7-3, AUX – GPS STATUS Page (MFD)
The GIA 63W units should normally acquire a GPS navigation solution within 5 to 10 minutes of startup,
provided the aircraft is outside (or indoors with a GPS repeater). Select the GPS STATUS page on the
MFD (4th page in AUX group). Two softkeys on the bottom of the display allow the user to toggle
between GPS 1 and GPS 2. Verify that both receivers show 3D DIFF NAV on the MFD.
Continue to the VHF COM Interference test.
NOTE
It may be necessary to temporarily disable or move away from GPS repeaters while testing,
as repeaters may adversely affect GPS receiver performance.
Page 7-6
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VHF COM Interference Test
This test must be conducted outside. Use of a GPS repeater inside a hangar may result in a failed test.
This procedure assumes that the system is currently set to 25 kHz COM channel spacing. Once the signal
acquisition test has been completed successfully, perform the following steps:
1. On the MFD, monitor GPS signal strength bars on the AUX – GPS STATUS page.
2. On the PFD, ensure that the CDI is set to GPS. If it is not, press the ‘CDI’ softkey until GPS ENR is
displayed.
3. Verify that the GPS “INTEG” flag is out of view.
4. Select 121.150 MHz on the No. 1 COM transceiver.
5. Transmit for a period of 35 seconds while monitoring GPS 1 signal strength levels.
6. During the transmit period, verify that the GPS “INTEG” flag does not come into view on the PFD
and verify that GPS 1 does not lose a 3-D navigation solution on the MFD.
7. Repeat steps 5 and 6 and re-transmit while monitoring GPS 2 signal levels on the MFD.
8. Repeat steps 4 through 7 for each of the following frequencies:
 121.175 MHz
 121.200 MHz
 131.250 MHz
 131.275 MHz
 131.300 MHz
9. Repeat steps 4 through 8 for the No. 2 COM transceiver (GIA2).
10. On the MFD, select the AUX – SYSTEM SETUP page.
11. Under the COM CONFIG field, change the COM channel spacing from 25 kHz to 8.33 kHz.
12. Go back to the AUX – GPS STATUS page.
13. Select 121.185 MHz on the No. 1 COM transceiver.
14. Transmit for a period of 35 seconds while monitoring GPS 1 signal strength levels.
15. During the transmit period, verify that the GPS “INTEG” flag does not come into view on the PFD
and verify that GPS 1 does not lose a 3-D navigation solution on the MFD.
16. Repeat steps 14 and 15 and re-transmit while monitoring GPS 2 signal levels on the MFD.
17. Repeat steps 14 through 16 for each of the following frequencies:
 121.190 MHz
 130.285 MHz
 131.290 Mhz
18. Repeat steps 14 through 17 for the No. 2 COM transceiver (GIA2).
19. On the MFD, select the AUX – SYSTEM SETUP page and change the COM channel spacing back
to 25 kHz.
Continue to the VOR/LOC/GS Test.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-7
Revision 10
VOR/LOC/GS Test
Check the VOR, ILS, and Glideslope functions with ramp test equipment. Operate the equipment
according to the test equipment manufacturer’s instructions. Adjust the RF signal to a level adequate to
perform the test. Select the appropriate HSI source by using the CDI softkey.
NOTE
The PFD HSI does not show a course deviation bar unless a valid VHF NAV frequency is
tuned.
GFC 700 VOR/LOC/GS Test
1. Ensure FD is coupled to PFD1 as indicated by a left pointing arrow next to the AFCS mode
controller XFR button.
2. Simulate a VOR signal on a radial equivalent to the aircraft heading. Tune the NAV 1 and NAV 2
receivers to the simulation frequency.
3. Set the HSI on PFD1 to VOR1 by pressing the CDI soft key until VOR1 is selected. Set the HSI on
PFD2 to VOR2 by pressing the CDI soft key until VOR2 is selected. Rotate CRS1 and CRS2 knobs
to set VOR1 and VOR2 course pointers to aircraft heading. (CDI Synchronization must be set to
OFF on the AUX-SYSTEM SETUP 1 page on the MFD.)
4. Verify full scale deflection of VOR1 and VOR2 CDI by varying CRS1 and CRS2 selected course at
least 10° left and right. Reset course pointers to aircraft heading.
5. Engage the autopilot and press the NAV key on the AFCS mode controller. Using the CRS1 knob
alter course by 10° to the right. Verify the flight director and aircraft controls respond by flying to
the VOR course. Repeat to the left.
6. Couple FD to PFD2 by pressing the XFR button on the AFCS mode controller. Verify FD is
coupled right as indicated by a right pointing arrow on the AFCS mode controller next to the XFR
button. Repeat step 5 using CRS2 knob while coupled to PFD2.
7. Set CRS1 and CRS2 course pointers to aircraft heading.
8. Simulate a Localizer/Glideslope signal. Tune this signal on NAV 1 and NAV 2 receiver. Set the
PFD1 HSI to LOC1 and PFD2 HSI to LOC2 by pressing CDI soft key until LOC1 and LOC2 is
selected. Use the test equipment to center the deviation bars (localizer and glideslope) on PFD1 and
PFD2.
9. Press the APR key on the AFCS mode controller. Verify that the LOC and PIT annunciations are
green and ALTS and GS are white on PFD1 and PFD2. Apply right/left and up/down
localizer/glideslope signals using the test equipment. Verify that the Flight Director and flight
controls respond appropriately.
10. Couple FD to PFD1 by pressing the XFR button on the AFCS mode controller. Verify FD is
coupled to PFD1 as indicated by a left pointing arrow on the AFCS mode controller next to the XFR
button.
11. Repeat step 9 while coupled to PFD1.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
Page 7-8
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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7.4
GEA 71 Engine/Airframe Unit
Original GEA 71 Reinstalled
No software or configuration loading is required if the removed GEA 71 is re-installed. This does not
include units that were returned for repair as their software and configuration files are deleted during the
repair testing process. Continue to the return-to-service checks in Section 8.
Original GEA 71 Installed in Opposite Locations for Troubleshooting
No software loading is required if the original GEA units are installed in opposite locations (GEA #1 and
GEA #2 in opposite unit racks). Continue to the GEA 71 Test (Section 7.4.1).
New, Repaired or Exchange GEA 71 Installed
If a new, repaired or exchange GEA 71 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9, and then continue to the GEA 71 Test (Section 7.4.1).
7.4.1
GEA 71 Test
On the MFD (normal mode), check the indication for each of the sensor or monitor inputs with the
aircraft engines off.
In general, verify all engine and system instruments show valid static normal values and markings, with
no red Xs or erratic indications. Reference Figure 7-4 for normal engine instrument markings (figure
may not reflect actual aircraft installation). If necessary, reference Sections 7.4.2, 7.4.3 and 7.4.4 for
additional tests to verify instrument readings.
Figure 7-4, Normal Engine Instrument Markings (MFD)
If no other service is to be performed, continue to the return-to-service checks in Section 8.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-9
Revision 10
7.4.2
GEA Engine Indication Checks
Perform engine indicating systems checks for the following left and right engine indications:
Reference King Air 200 Series Maintenance Manual, Chapter 77-00-00, “Engine Indicating –
Maintenance Practices”.




7.4.3
ITT
N1
N2
Torque
GEA Fuel Flow Indication Functional Check
The test tools and equipment listed in Table 7-1 are provided for reference only and are not specifically
required. Any product conforming to the specification listed may be used. It is the responsibility of the
technician or mechanic to determine the applicable specification prior to testing.
Table 7-1, Fuel Flow Indication Test Equipment
Name
Requirement
Decade Box
0-1k ohms
Signal Generator
0-10Vdc / 0 – 1k Hz
The following steps are required to be completed on both engines as necessary.
1. Remove the engine cowling (Ref. King Air 200 Series Maintenance Manual, Chapter 71-10-00) to gain
access to the engine MT5 fuel flow transmitter connector (P6).
2. Disconnect the P6 connector from the fuel flow transmitter.
3. Connect the Decade Box, set to a resistance of 1000 ± 10 Ω, to pins C and D of the P6 connector.
4. Connect the Signal Generator to pins A (+) and B (-) of the P6 connector.
5. Apply external power to aircraft.
6. Set the BATT and AVIONICS MASTER PWR switches to ON.
7. Inject a 25 mV P-P signal with the signal generator and simulate the frequencies specified in the
table below.
8. Observe MFD in normal mode and verify fuel flow indications match those values listed in Table
7-2.
Table 7-2, Fuel Flow Test Points
Test Point (Hz)
Page 7-10
Revision 10
Indication (PPH)
0
0±2
140
100 ± 10
561
400 ± 10
841
600 ± 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
7.4.4
GEA Oil Pressure Indication Functional Check
The test tools and equipment listed in Table 7-3 are provided for reference only and are not specifically
required. Any product conforming to the specification listed may be used. It is the responsibility of the
technician or mechanic to determine the applicable specification prior to testing.
Table 7-3, Oil Pressure Indication Test Equipment
Name
DC Power Supply
Requirement
0-10Vdc
The following steps are required to be completed on both engines as necessary.
1. Remove the engine cowling (Ref. King Air 200 Series Maintenance Manual, Chapter 71-10-00) to gain
access to the engine Oil Pressure Transmitter connector (P12).
2. Disconnect the P12 connector from the Oil Pressure Transmitter.
3. Connect the DC Power Supply to pins A (-) and B (+) of the P12 connector.
4. Apply external power to aircraft.
5. Set the BATT and AVIONICS MASTER PWR switches to ON.
6. Set the DC Power Supply to the output voltages specified in the table below.
7. Observe MFD in normal mode and verify Oil Pressure indications match those values listed in
Table 7-4.
Table 7-4, Oil Pressure Test Points
Test Point (VDC)
Indication (PSI)
0
0±4
1.25
50 ± 4
2.50
100 ± 4
3.75
150 ± 4
5.00
200 ± 4
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Revision 10
7.5
GTX 33( ) or GTX 3000 Transponder
Original GTX 33( ) or GTX 3000 is Reinstalled
No software or configuration loading is required if the removed GTX 33 or GTX 3000 is re-installed.
This does not include units that were returned for repair as their software and configuration files are
deleted during the repair testing process. Continue to GTX 33 or GTX 3000 Test (Section 7.5.2).
Original GTX 33( ) or GTX 3000 Installed in Opposite Locations for Troubleshooting
No software loading is required if the original GTX #1 and GTX #2 are installed in opposite locations.
Continue to Transponder Configuration (Section 7.5.1).
New, Repaired or Exchange GTX 33( ) or GTX 3000 is Installed
If a new, repaired or exchange GTX 33( ) or GTX 3000 is installed, the correct software and
configuration files must be loaded to the unit per Section 3.9. Continue to Transponder Configuration
(Section 7.5.1).
7.5.1
1.
2.
3.
4.
Transponder Configuration
If not applied, apply power to the G1000 system.
With PFD1 in configuration mode, select the GTX page group, then select the TRANSPONDER
CONFIGURATION page on PFD1.
The ‘ADDRESS TYPE’ default is ‘US TAIL’. To enter a non-US Mode-S registration number set
the ‘ADDRESS TYPE’ field to ‘HEX ID’.
Activate the cursor and highlight the ‘MODE S ADDRESS’ field. Use the small/large FMS knobs
to enter the US aircraft registration number or other Mode-S registration number.
Figure 7-5, Aircraft Registration
5.
For US registered aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘SAME AS TAIL’. For
other aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘CONFIG ENTRY’ or ‘PFD ENTRY’.
NOTE
6.
7.
8.
The CONFIG ENTRY setting requires the Aircraft Registration/ID number to be entered
once in the ‘FLIGHT ID’ field. The PFD ENTRY setting allows the pilot to enter the
Aircraft Registration/ID number from the PFD, via the ‘TMR/REF’ softkey.
After each configuration setting change, press the ENT key to configure the transponders.
Press the ENT key on PFD1 to acknowledge prompt.
After completing transponder configuration, deactivate the cursor.
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7.5.2
GTX 33( ) or GTX 3000 Test
Operation of the GTX () or GTX 3000 Mode-S transponder is accomplished using PFD 1, PFD 2 or the
MFD. Refer to G1000 in King Air 200/B200 Cockpit Reference Guide, listed in Table 1-2, for basic
operation.
The integrated transponder/altitude reporting system must be verified in accordance with Title 14 of the
Code of Federal Regulations (14 CFR) §§ 91.411 and 91.413, every 24 calendar months, or any time
the transponder is removed. This test requires the use of a Mode S ramp generator. Specific instructions
for operating the ramp tester are contained in the applicable operator's manual. Refer to 14 CFR Part 43
Appendices E and F for testing criteria.
Note that for GTX 33D or GTX 3000 units, the aircraft must be put on jacks to simulate an in-air
condition in order to test the Mode S diversity transmission channel isolation.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
7.6
GDC 74B or GDC 7400 Air Data Computer
Original GDC unit is Reinstalled
No software or configuration loading is required if the removed GDC 74B or GDC 7400 is re-installed.
This does not include units that were returned for repair as their software and configuration files are
deleted during the repair testing process. Continue to GDC 74B or GDC 7400 Test (Section 7.6.1).
Original GDC unit Installed in Opposite Locations for Troubleshooting
No software loading is required if the original GDC #1 and GDC #2 are installed in opposite locations.
Continue to GDC 74B or GDC 7400 Test (Section 7.6.1).
New, Repaired or Exchange GDC unit is Installed
If a new, repaired or exchange GDC unit is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9, and then continue to GDC 74B or GDC 7400 Test (Section 7.6.1).
New GDC 74B Configuration Module is Installed
The correct configuration files must be loaded if the GDC 74B configuration module has been replaced.
See Section 3.9, and then continue to GDC 74B or GDC 7400 Test (Section 7.6.1).
7.6.1
Air Data Test (GDC 74B or GDC 7400)
The G1000 system must be maintained in accordance with the G1000 System Maintenance Manual listed
in Table 1-3 and appropriate regulations. When the GDC unit is tested in accordance with 14 CFR Part
43, Appendix E, note the following exceptions:
 For paragraph (b)(1)(i) Scale Error, use Table 7-5 of this section instead of Appendix E, Table I
 Do not perform paragraph (b)(1)(iv) Friction
 Do not perform paragraph (b)(1)(vi) Barometric Scale Error
The following Air Data Test is to be performed in addition to or in conjunction with any other
regulated tests. This test must be performed on both pilot and copilot systems with a calibrated Air Data
Test Set (ADTS) with a combined accuracy/repeatability specification of less than ±20 feet for the test
altitude range.
1.
2.
Perform pitot static system leak check of each system as described in the King Air 200 Series
Maintenance Manual, 34-00-00, with the following changes:
a. For the pitot leak check, set the air data test unit to an indicated airspeed of 200 knots with the
static system vented to ambient pressure conditions (ground). Pitot leak rate is not to exceed 1
knot in 1 minute.
b. For the static leak check, set the air data test set to 30,000 feet and an indicated airspeed of 120
knots. Static leak rate is not to exceed 300 feet in 1 minute.
Connect the pitot/static tester to the aircraft left and right pitot and static ports. Note that the
standby altimeter and airspeed indicator are connected to the copilot side pitot and static lines.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-13
Revision 10
3.
4.
Verify that the PFD1 altimeter baro setting is set to 29.92 in Hg (1013.25 mb).
Start PFD1 in configuration mode and navigate to the GRS page. The values for altitude and
airspeed are shown on the AHRS/AIR DATA INPUT table as B ALT and IAS for both
AIR DATA 1 and AIR DATA 2.
5. Simulate the altitudes and airspeeds for each condition shown in Table 7-5. Wait for ADTS to
report that target values have been achieved.
6. On Table 7-5, record the altitude (B ALT) displayed on PFD1 for AIR DATA 1 and AIR DATA 2
for each condition.
7. On Table 7-5, record the airspeed (IAS) displayed on PFD1 for AIR DATA 1 and AIR DATA 2 for
each condition.
8. Verify that the indicated altitudes and airspeeds are within allowable tolerances.
9. File the results with the aircraft maintenance records.
If either the pilot or copilot air data system does not meet the tolerances specified, have maintenance
checks performed on the air data system or the pitot/static system.
Page 7-14
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Table 7-5, Air Data System Test
Test
Point
Altitude (FT)
Airspeed (KIAS)
AIR DATA 1 AIR DATA 2
Nominal
Altitude
ALT
AS
0
0
0
99
0
132
0
198
0
50
1000
50
2000
80
4000
80
8000
260
8000
10000
120
10000
11000
120
11000
13000
150
13000
14000
150
14000
16000
180
16000
18000
210
18000
19000
138
18983
19000
162
18971
19000
185
18958
19000
209
18947
19000
221
18947
19000
233
18947
0
0
0
1000
2000
4000
8000
8000
AIR DATA 1
AIR DATA 2
Tolerance
Tolerance
Tolerance
Tolerance
Actual
Actual
Actual
Actual
+/-20
+/-20
+/-2
+/-2
+/-20
+/-20
+/-2
+/-2
+/-20
+/-20
+/-2
+/-2
+/-20
+/-20
+/-2
+/-2
+/-20
+/-20
+/-2
+/-2
+/-25
+/-25
+/-2
+/-2
+/-25
+/-25
+/-2
+/-2
+/-30
+/-30
+/-2
+/-2
+/-30
+/-30
+/-2
+/-2
+/-30
+/-30
+/-2
+/-2
+/-35
+/-35
+/-2
+/-2
+/-40
+/-40
+/-2
+/-2
+/-40
+/-40
+/-2
+/-2
+/-45
+/-45
+/-2
+/-2
+/-45
+/-45
+/-2
+/-2
+/-47
+/-47
+/-2
+/-2
+/-47
+/-47
+/-2
+/-2
+/-47
+/-47
+/-2
+/-2
+/-47
+/-47
+/-2
+/-2
+/-47
+/-47
+/-2
+/-2
+/-47
+/-47
+/-2
+/-2
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-15
Revision 10
Air Data System Test (Continued)
Test Point
ALT
AS
29000
Altitude (FT)
Nominal
Altitude
111
28999
29000
130
28982
29000
150
28967
29000
169
28953
178
28946
188
28937
196
28928
97
35016
114
34996
130
34978
147
34961
156
34953
164
34946
29000
29000
29000
35000
35000
35000
35000
35000
35000
35000
171
34939
Aircraft S/N: _____________________
ADTS
Make: _______________________
Model: _______________________
S/N: _______________________
Cal. Date: _______________________
Airspeed (KTS)
AIR DATA 1
AIR DATA 2
AIR DATA 1
AIR DATA 2
Tolerance
Tolerance
Tolerance
Tolerance
Actual
+/-72
Actual
+/-72
Actual
+/-2
Actual
+/-2
+/-72
+/-72
+/-2
+/-2
+/-72
+/-72
+/-2
+/-2
+/-72
+/-72
+/-2
+/-2
+/-72
+/-72
+/-2
+/-2
+/-72
+/-72
+/-2
+/-2
+/-72
+/-72
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
+/-87
+/-87
+/-2
+/-2
Date: __________________
ADC1
Model: GDC _______
P/N: ___________________
S/N: ___________________
Operator: ___________________
ADC2
Model: GDC _______
P/N: ____________________
S/N: ____________________
Leak Check Static System at 30,000 ft, 120 kts (pass if <300 ft in 1 min)
Pilot: _____________ Feet/Min
Copilot: ___________ Feet/Min
Leak Check Pitot System at 200 kts (pass if <1 KIAS in 1 min)
Pilot: _____________ KIAS/Min
Copilot: ___________ KIAS/Min
Page 7-16
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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7.6.2
Static Port Vertical Speed (Rate of Climb) Test
1. Command ADTS to change the altitude at the rates shown in the table below.
2. Wait for ADTS to report that target rates have been achieved.
3. Verify that the Rate of Climb reported by the Vertical Speed field on PFD1 and PFD2 are within the
tolerances specified in Table 7-6:
Table 7-6, Vertical Speed Table
Vertical Speed, feet/minute
2000
1000
500
200
0
-200
-500
-1000
-2000
7.6.3
Allowed tolerance, ±feet/minute
100
50
45
45
N/A (No VS Display)
45
45
50
100
OAT Probe Check
1.
2.
Ensure on-side sensors for PFD1 and PFD2.
Ensure the outside air temperature (OAT) probes and a calibrated thermometer stabilize at ambient
temperature.
3. Verify that the OAT measurement shown on PFD1 and PFD2, in degrees Celsius, indicate within 2
°C of the ambient temperature as measured by the calibrated thermometer.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-17
Revision 10
7.7
GRS AHRS / GMU 44 Magnetometer
Original GRS is Reinstalled
If the original GRS is reinstalled, then no software loading is required. This does not include units that
were returned for repair as their software and configuration files are deleted during the repair testing
process.
If the GRS rack was not removed or loosened, continue to the GRS/GMU Test (Section 7.7.6).
If the GRS rack was removed or loosened, continue to the GRS/GMU Calibration Procedures (Section
7.7.1).
Original GRS is Installed in Opposite Location for Troubleshooting
If the original GRS #1 and GRS #2 are installed in opposite locations (GRS #1 and GRS #2 in opposite
unit racks), no software loading is required.
If the GRS rack(s) was not removed or loosened, continue to the GRS/GMU Test (Section 7.7.6).
If the GRS rack(s) was removed or loosened, continue to the GRS/GMU Calibration Procedures (Section
7.7.1).
New, Repaired or Exchange GRS is Installed
If a new, repaired or exchange GRS is installed, then software must be loaded. Continue to Section 3.9
for software loading, then proceed as follows:
If the GRS rack(s) was not removed or loosened, continue to the GRS/GMU Test (Section 7.7.6).
If the GRS rack(s) was removed or loosened, continue to the GRS/GMU Calibration Procedures (Section
7.7.1).
New GRS Configuration Module is Installed
If the GRS configuration module is replaced, no software loading is required. Continue to the
GRS/GMU Calibration Procedures (Section 7.7.1).
Original GMU 44 is Reinstalled
If the original GMU 44 is reinstalled, then no software loading is required. This does not include units
that were returned for repair as their software and configuration files are deleted during the repair testing
process. Continue to the GRS/GMU Test (Section 7.7.6).
Original GMU 44 is Installed in Opposite Location for Troubleshooting
If the original GMU #1 and GMU #2 are installed in opposite locations (GMU #1 and GMU #2 in
opposite unit racks), no software loading is required. However, performing the Magnetometer
Calibration Procedure is required. Continue to the GRS/GMU Magnetic Calibration (Section 7.7.4).
New, Repaired or Exchange GMU 44 is Installed
If a new, repaired or exchange GMU 44 is installed, then software must be loaded. Continue to Section
3.9 for software loading, then continue to the GRS/GMU Calibration Procedures (Section 7.7.1).
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7.7.1
GRS/GMU Calibration Procedures
GRS/GMU Recalibration Criteria
The following calibration procedures are provided for the GRS and GMU 44:
 Pitch/Roll Offset: (Procedure A1, PROVIDED IN SECTION 7.7.2)
 Magnetometer Calibration: (Procedure B, PROVIDED IN SECTION 7.7.4)
 Engine Run-Up Vibration Test: (Procedure D, PROVIDED IN SECTION 7.7.5)
 Magnetometer Interference Test: (Procedure E, PROVIDED IN SECTION 5.15.4)
Follow the steps given for each procedure on-screen at the GRS/GMU CALIBRATION page. Note that
the CALIBRATE command cannot be selected and activated until the installer acknowledges all required
steps have been carried out by pressing the ENT key on each step.
Table 7-7, Required GRS/GMU Calibrations
Condition
Procedure A1:
GRS 77 or GRS
7800 Pitch/Roll
Offset
None Required.
Continue to GRS/GMU Test section.
Either GMU 44 was removed and
reinstalled. (no change in serial number)
GMU 44 was replaced with new unit.
(New serial number)
X
GRS AHRS was removed and/or replaced.
The mounting tray was NOT removed and
the mounting tray bolts were NOT loosened.
GRS AHRS was removed and/or replaced.
The mounting tray WAS removed and/or
mounting tray bolts WERE loosened.
GRS AHRS Configuration Module was
replaced.
Calibrations Required
Procedure B:
Procedure D:
GRS/GMU
Engine Run-up
Magnetic
Vibration
Calibration
Test
None Required.
Continue to GRS/GMU Test section.
X
X
X
X
X
X
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7.7.2
Procedure A1: GRS 77 or GRS 7800 Pitch/Roll Offset Calibration
This procedure must be performed for both GRS units installed in the aircraft. This first procedure must
be carried out with the engine off.
1.
2.
3.
4.
5.
Level the aircraft to within 0.25° of zero pitch and zero roll using a digital level. (Follow
instructions in King Air 200 Series Maintenance Manual, listed in Table 1-2, for leveling)
Start PFD #1 in Configuration mode.
Go to the GRS Page Group and select the GRS/GMU Calibration page at the PFD. This page is
protected and the following softkey password must be entered at the PFD to continue:
 9
 10
 11
 12 (Far Right softkey)
Ensure that the No. 1 GRS is selected in the SELECT GRS UNIT window on the PFD.
Activate the cursor and highlight the SELECT PROCEDURE window and select PITCH/ROLL
OFFSET.
6. Press the ENT key.
7. Use the cursor to highlight the BEFORE CALIBRATION window.
8. Follow the checklist items displayed on the PFD and press the ENT key as each step is completed or
confirmed.
9. When the CALIBRATE field is blinking, press the ENT button to begin the procedure.
10. After several seconds, a new checklist appears in the lower half of the PFD. Press the ENT key as
each step is confirmed. When the CONFIRM AIRCRAFT IS LEVEL field is blinking, press the
ENT key to continue.
11. The result of the pitch/roll offset compensation is displayed on the PFD. If successful, the AHRS
records the required pitch and roll offsets, informs the operator of a successful conclusion and
returns to normal operation.
12. Press the ENT key on the PFD to conclude this procedure for GRS #1.
13. Repeat steps 1 through 13 for GRS #2 with PFD #2.
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7.7.3
Compass Rose Evaluation of Magnetic Disturbances for Magnetometer
Calibration Procedure (Optional)
NOTE
The Magnetometer Calibration Procedure that follows in Section 7.7.4
(Calibration Procedure B) must be carried out at a site that is determined
to be free of magnetic disturbances. If it is unsure whether the site is
‘clean’, the technician should verify that the site is ‘clean’ by following
the guidance provided in Section 7.7.3. The technician may skip Section
7.7.3 if the site condition is acceptable.
Typically, a compass rose is an acceptable location to perform the
magnetometer calibration procedure. However, because not all compass
roses are well maintained, even an existing compass rose should be
regularly evaluated using the method described here to determine if it is
free of magnetic disturbances. If evaluation of an existing compass rose
indicates that magnetic disturbances are present, then an alternative
location must be found to perform the Magnetometer Calibration
Procedure.
A G1000-equipped airplane that has completed the pitch/roll offset compensation procedure (Procedure
A-1, Section 7.7.2) can be used to evaluate a candidate site for magnetic disturbances and determine
whether it is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters.
In order to evaluate a candidate site, the Magnetometer Calibration Procedure must be performed twice:
once turning clockwise around the site, and once turning counter-clockwise. Both times, the procedure
should be conducted as described in Section 7.7.4 of this document, with the exception of the direction of
turns around the site.
NOTE
Although Section 7.7.4 indicates that the Magnetometer Calibration
Procedure should be performed by making a series of clockwise turns
around the site, the procedure can also be performed by making counterclockwise turns for the purpose of evaluating the site for magnetic
disturbances.
If the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN” message upon completion
of the Magnetometer Calibration Procedure in each clockwise and counter-clockwise direction, then the
candidate site is sufficiently free of magnetic disturbances and is acceptable for performing the
Magnetometer Calibration Procedure. It is important to obtain successful result in both the clockwise and
counter-clockwise directions to ensure that the magnetometer sweeps over a large enough area at the
candidate site.
If the PFD displays either the “MAG FIELD AT SITE NOT UNIFORM” or “MAG FIELD AT SITE
DIFFERS FROM IGRF MODEL” message upon completion of the Magnetometer Calibration Procedure
in either of the two directions, then the site contains magnetic disturbances that are too large.
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7.7.4
Procedure B: GRS 77 or GRS 7800 and GMU 44 Magnetic Calibration
NOTE
Procedure A-1 (Section 7.7.2) must first be successfully accomplished before performing
Procedure B, only for situations where the GRS was replaced with a new unit.
1.
2.
3.
Start the aircraft engine following the procedures referenced in the appropriate King Air AFM or
AFMS as shown in the General Arrangement drawing, listed in Table 1-2.
After aircraft engine startup, taxi the aircraft to a properly calibrated compass rose.
At the compass rose, align the aircraft to a heading of magnetic north (5°).
CAUTION
Calibration Procedure B must be carried out on a compass rose in order to guarantee
measurements free of environmental magnetic disturbances. Attempting to carry out this
maneuver on a typical ramp area may not yield a successful calibration. The accuracy of
the AHRS cannot be guaranteed if this calibration is not performed on a magnetically clean
compass rose or equivalent. If the compass rose condition is not known, it is recommended
that the technician follow the guidance in Section 7.7.3.
NOTE
This procedure provides instructions for calibrating both GRS AHRS separately. It is
acceptable to calibrate both GRS AHRS simultaneously by putting both PFD 1 and PFD 2
in configuration mode and following the procedure below, using PFD 1 to calibrate GRS
#1 and PFD 2 to calibrate GRS #2.
4. Restart PFD #1 in configuration mode.
5. Go to the GRS Page Group on the PFD.
6. Select the GRS/GMU Calibration page and enter the following softkey password:
 9
 10
 11
 12 (far right softkey)
7. Use the FMS small knob to highlight GRS for calibration and press the ENT key. The SELECT
PROCEDURE field is not blinking.
8. Using the FMS small knob, select MAGNETOMETER. Press the ENT button.
9. Use the cursor to highlight the BEFORE CALIBRATION window.
10. Follow the checklist items displayed on the PFD and press the ENT key as each one is completed or
confirmed. When the CALIBRATE field is blinking, press the ENT key to begin the procedure.
11. The PFD display advises the operator when to turn the aircraft, when to stop, and when to turn again.
12. Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn from
the last heading, the PFD display advises the operator to stop the aircraft.
NOTE
Due to the difficulties in executing smooth, accurate turns the PFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a 30
turn. If this scenario is encountered, it is best for the operator to ignore the “HOLD
POSITION” command and instead use outside references to complete the approximate 30
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turn. Instead of using the PFD instruction to turn as a real-time indication of when to turn,
simply judge the 30° (±5°) turn increments of the aircraft by using the compass rose radials.
Dwelling at these 30 increments for the time recommended by the PFD should result in
successful calibration.
13. The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE
Due to high winds or excessive airframe vibration, the operator may encounter a condition
where the PFD restarts the 18-second countdown without full completion of the previous
countdown. If this is encountered more than once for a given station, the operator should
begin turning to the next station (approximately 30). A minimum of 2 successful stations
per quadrant is required, where a successful station is a full 18-second countdown followed
by instruction to move. Ensure that at least 2 stations per quadrant are completed. Thus,
it may sometimes be required to dwell at a station after a countdown restart. A maximum
of 30 stations is allowed for the entire calibration procedure. If too many countdown
restarts are encountered, the calibration will fail with the message, “TOO MANY
STATIONS.”
14. Repeat the turn-and-stop process until the PFD advises that a successful calibration is complete.
The GRS AHRS then enters its normal operational mode. Press the ENT button on the PFD to
conclude this procedure.
15. Repeat steps 4 through 14 for GRS #2 and PFD #2.
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7.7.5
Procedure D: Engine Run-Up Vibration Procedure
NOTE
Calibration Procedure D is performed in order to guarantee that the AHRS mounting is
sufficiently rigid and insensitive to vibration. This procedure must be performed for both
GRS units installed in the aircraft. Calibration Procedures A1 and B (Sections 7.7.2 and
7.7.4 respectively) are not required prior to this procedure.
Figure 7-6, Engine Run-Up Test Page
1. Restart PFD #1 in configuration mode.
2. Use the FMS small knob to highlight GRS #1 for calibration and press the ENT key. The SELECT
PROCEDURE field is not blinking.
3. Initiate the AHRS engine run-up vibration test procedure by performing the following steps:
a) Select the ENGINE RUN-UP TEST procedure and press the ENT key.
b) Follow the checklist items displayed on the PFD, and press the ENT key as each one is completed
or confirmed. When the CALIBRATE field is blinking, press the ENT key to begin the
procedure.
4. The PFD display instructs the operator to gradually increase power from idle to full throttle and back
to idle over a period of 2-4 minutes.
5. When the operator has completed the engine run-up and the engine is back to an idle setting, press the
ENT key to indicate that the process is complete. When this is done, the TEST COMPLETE field
stops blinking.
6. The PFD informs the operator if the installation has passed or failed the vibration test. If the test fails,
the specific measurements causing the failure are identified and associated numeric values are
displayed on the PFD.
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NOTE
Should a failure occur, the technician may perform the Engine Run-up test up to 3 times
successively before corrective action must be taken. If the test does not pass after three
attempts, then the installation should not be considered reliable until the source of the
vibration problem is identified and remedied. In the event of repeated failure of the engine
run-up test, record the values that are reported to be out of range for future reference.
The following are potential causes for failure of the engine run-up test:
a) Vibration motion of GRS and/or GMU44 caused by neighboring equipment
and/or supports.
b) Mounting screws and other hardware for GRS and/or GMU44 not firmly
attached.
c) GRS connector not firmly attached to unit.
d) Cabling leading to GRS or GMU44 not firmly secured to supporting structure.
e) An engine / propeller that is significantly out of balance.
7. Press the ENT key on the PFD to conclude this procedure
8. Repeats steps 1 through 7 for GRS #2 and PFD #2 then proceed to Section 7.7.6.
7.7.6
GRS/GMU Test
The aircraft can now be taxied back and the engine can be shut down for final testing. Restart the
displays in normal mode to conduct final system checks. When the PFDs power up in normal mode, the
AHRS attitude and heading information displayed should become valid within 1 minute of power-up, as
shown in Figure 7-7 (provided both GPS receivers have a valid position; if GPS is unavailable, AHRS
initialization may take as long as 2 minutes).
Figure 7-7, Normal Mode AHRS Check
If no other service is to be performed, continue to the return-to-service checks in Section 8.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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7.8
GDL 69A or GDL 69A SXM Data Link
Original GDL 69A/69A SXM is Reinstalled
No software or configuration loading is required if the removed GDL 69A/69A SXM is re-installed. This
does not include units that were returned for repair as their software and configuration files are deleted
during the repair testing process. Continue to the GDL 69A/69A SXM Test (Section 7.8.1).
New, Repaired or Exchange GDL 69A/69A SXM Installed
If a new, repaired or exchange GDL 69A/69A SXM is installed, the correct software and configuration
files must be loaded to the unit, then the SiriusXM Satellite Radio subscription must be reactivated. See
Section 3.9 and the SiriusXM Activation Instructions listed in Table 1-2. Then continue to the GDL
69A/69A SXM Test (Section 7.8.1).
7.8.1
GDL 69A/69A SXM Test
If an SiriusXM Satellite Radio subscription has already been activated for the GDL 69A/69A SXM, then
power up the G1000 and go to the AUX – XM INFORMATION page and verify that the GDL 69A/69A
SXM is working properly. Refer to the Cockpit Reference Guide, listed in Table 1-2, for details on
SiriusXM Radio weather and music operation.
If the GDL 69A/69A SXM is replaced (new unit), the owner must re-activate the subscription, using the
new GDL 69A/69A SXM Radio ID number(s). Refer to the GDL 69 Series SiriusXM Satellite Radio
Activation Instructions, listed in Table 1-3, for details on the activation process.
As a final operations check, make sure there are no MANIFEST errors shown on the PFD for the
GDL 69A/69A SXM.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
7.9
GSA 80 Servos
Original Servo(s) Reinstalled
No software loading is required if the removed servo(s) is re-installed. This does not include units that
were returned for repair as their software and configuration files are deleted during the repair testing
process. Continue to the return-to-service checks in Section 8.
New, Repaired or Exchange Servo(s) Installed
If a new, repaired or exchange servo is installed, the correct software files and certification gains must be
loaded to the unit. See Section 3.9 and then continue to the return-to-service checks in Section 8.
NOTE
Refer to the appropriate servo installation drawing listed in Table 1-2.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.10
GCU 477 FMS Controller
Original GCU 477 Reinstalled
No software or configuration loading is required if the removed GCU 477 is re-installed. This does not
include units that were returned for repair as their software and configuration files are deleted during the
repair testing process. Continue to the GCU 477 Test (Section 7.10.1).
New, Repaired or Exchange GCU 477 Installed
If a new, repaired or exchange GCU 477 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9 and then continue to the GCU 477 Test (Section 7.10.1).
7.10.1 GCU 477 Test
Perform the following key and knob presses and knob rotations on the GCU 477, and verify the actions
on the MFD.
1.
Rotate the large FMS knob and verify that the page groups change.
2.
Rotate the small FMS knob and verify that the pages change within the page groups.
3.
Use the large FMS knob to display the MAP page group and the small FMS knob to display the
NAVIGATION MAP page.
4.
Rotate the RANGE knob to the right and verify the map display zooms out.
5.
Rotate the RANGE knob to the left and verify the map display zooms in.
6.
Press the RANGE knob to get the pointer on the map display.
7.
Move the RANGE knob to the left and verify the pointer moves to the left.
8.
Move the pointer up, right and down and verify that the pointer moves accordingly.
9.
Press the RANGE knob to stop displaying the pointer.
10. Press the left and right arrowheads of the SOFTKEY SELECT keys. Verify softkeys highlighting
on the MFD changes.
11. Press the SEL key to select one of the softkeys.
12. Press the
key to display the DIRECT TO page.
13. Use the keypad to type KIXD and verify KIXD is displayed on the MFD.
14. Press the SPC key to add a space and then the BACK key to delete the space.
15. Press the CLR key to clear the field.
16. Type K34 and then press the ENTER key twice. Verify that the flight path to K34 is displayed on
the map.
17. Press the FPL key to open the ACTIVE FLIGHT PLAN page. Press the FPL key again to close it.
18. Press the PROC key to open the PROCEDURES page. Press the PROC key again to close it.
19. Press the MENU key to open the MENU page. Press the MENU key again to close it.
20. Press the COMM key until 1 is lit. Verify the tuning box is present around the COMM 1 frequency
on PFD1.
21. Using GCU477 keypad, enter in a frequency of 123.450. Verify COMM1 frequency changes as
entered.
22. Press the COMM key until 2 is lit. Verify the tuning box is present around the COMM 2 frequency
on PFD1.
23. Using GCU477 keypad, enter in a frequency of 123.450. Verify COMM2 frequency changes as
entered.
24. Press the NAV key until 1 is lit. Verify the tuning box is present around the NAV 1 frequency on
PFD1.
25. Using GCU477 keypad, enter in a frequency of 108.00. Verify NAV1 frequency changes as
entered.
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26.
Press the NAV key until 2 is lit. Verify the tuning box is present around the NAV 2 frequency on
PFD1.
27. Using GCU477 keypad, enter in a frequency of 108.00. Verify NAV1 frequency changes as
entered.
28. Press the XPDR key until the light to the right of the button is lit. Verify a flashing box appears in
the XPDR 1 code window.
29. Using GCU477 keypad, enter in a code of 1234. Verify XPDR1 shows a code of 1234 in the
window.
30. Press the XPDR key until the light to the right of the button is lit. Verify a flashing box appears in
the XPDR 2 code window.
31. Using GCU477 keypad, enter in a code of 1234. Verify XPDR2 shows a code of 1234 in the
window.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.11
GMC 710 AFCS Controller
Original GMC 710 Reinstalled
No software or configuration loading is required if the removed GMC 710 is re-installed. This does not
include units that were returned for repair as their software and configuration files are deleted during the
repair testing process. Continue to the GMC 710 Test (Section 7.11.1).
New, Repaired or Exchange GMC 710 Installed
If a new, repaired or exchange GMC 710 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9 and then continue to the GMC 710 Test (Section 7.11.1).
7.11.1 GMC 710 Test
Perform a basic operational check on the GMC 710. The following knob, wheel and key presses and
rotations are to be performed on the GMC 710.
1. Ensure the G1000 is operating in normal mode and the autopilot is operational.
2. Press the FD key a few times; verify the Flight Director display on PFD1 toggles on and off. Leave
the flight director displayed.
3. Press the XFR key and verify the white-illuminated arrowhead points in the opposite direction.
Verify the green arrow displayed at the top of PFD 1 also points in the same direction.
4. Rotate the ALT SEL knob and verify the altitude bug, displayed on PFD 1 altitude tape, moves.
5. Rotate the UP/DN wheel and verify the flight director moves in the vertical direction.
6. Press the HDG key and verify the white illumination appears next to the key. Rotate the HDG knob
and verify the heading bug, displayed on PFD 1 compass card, moves and the flight director follows.
7. Press the HDG knob and verify the heading bug centers.
8. Press the YD key and verify the white illumination appears next to the key.
9. Press the VS key and verify the white illumination appears next to the key.
10. Press the FLC key and verify the white illumination appears next to the key.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.12
GWX 68 or GWX 70 Weather Radar
Original GWX 68 or GWX 70 Reinstalled
No software or configuration loading is required if the removed GWX 68 or GWX 70 is re-installed. This
does not include units that were returned for repair as their software and configuration files are deleted
during the repair testing process. Continue to the GWX 68 or GWX 70 Test (Section 7.12.1).
New, Repaired or Exchange GWX 68 or GWX 70 Installed
If a new, repaired or exchange GWX 68 or GWX 70 is installed, the correct software and configuration
files must be loaded to the unit. See Section 3.9 and then continue to the GWX 68 or GWX 70 Test
(Section 7.12.1).
7.12.1 GWX 68 or GWX 70 Test
Operation of the GWX 68 or GWX 70 Weather Radar is accomplished using the MFD/GCU 477. Refer
to G1000 200/B200 King Air Cockpit Reference Guide, listed in Table 1-2, for basic operation.
NOTE
Before energizing the equipment, be sure microwave radiation safety precautions including
both fuel and personnel safety considerations have been observed. These include clearing
all personnel to an area beyond the maximum permissible exposure level (MPEL)
boundary. The MPEL for the GWX 68 is 11 feet and the GWX 70 is 10 feet.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
On the GCU, turn the large FMS knob to select the Map Page Group then turn the small FMS knob
to select the Weather Radar page.
Select the MODE softkey.
Select the STANDBY softkey to initiate the one minute warm-up period. Verify the radar enters the
standby mode after the warm-up is complete.
Select the MODE softkey.
Select the WEATHER softkey. After reading the CAUTION statement, turn the large FMS knob to
select YES. Press the GCU ENT key.
Select the STAB ON softkey to activate antenna stabilization or select the STAB OFF softkey to
deactivate. Verify the current stabilization condition is shown in the upper right of the weather radar
display.
Select the BACK softkey.
Select the VERTICAL softkey.
Select the TILT softkey to activate the cursor in the TILT field.
On the GCU, turn the small FMS knob to select the desired antenna tilt angle. Press the GCU ENT
key. Press the GCU FMS knob to remove the cursor.
Select the GAIN softkey to activate the cursor in the GAIN field.
On the GCU, turn the small FMS knob to adjust the gain for the desirable level. Verify the gain
setting is visible in the gain field as a movable horizontal bar in a flashing box and the line pointer is
a reference depicting the calibrated position. Press the FMS knob to remove the cursor.
On the GCU, select the GAIN softkey again to recalibrate the gain. Verify ‘CALIBRATED’ is
displayed in the GAIN field.
Select the MODE softkey.
Select the OFF softkey.
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7.13
Non-Garmin Traffic System Functional Check
1. Select the TRAFFIC MAP page on the MFD.
2. Verify that the STANDBY, OPERATE, TEST and ALT MODE soft keys are available on the bottom
of the MFD. Verify that an operating mode; STANDBY, OPERATE, or TEST (not TAS FAIL) is
displayed in the upper left corner of the traffic map. Verify that NO DATA is not displayed in yellow
in the center of the display over the aircraft symbol.
NOTE
If the ALT MODE softkey is not displayed, the G1000 has not been properly configured
for the traffic system. Reference Section 3.31, “Non-Garmin Traffic System Option
Configuration” to enable the traffic system.
3. Press the OPERATE soft key and verify that OPERATING is displayed in the upper left corner of the
traffic map.
4. Press the STANDBY soft key and verify that STANDBY is displayed in the upper left corner of the
traffic map.
5. Press the TEST soft key and verify that TEST is displayed in the upper left corner of the traffic map
and a traffic test pattern is displayed. Upon completion of the test, verify that “TAS SYSTEM TEST
OK” is heard over the cockpit speaker.
NOTE
This annunciated traffic system test message may be different from the traffic system
installed on subject aircraft.
6. Open the TRFC circuit breaker on the avionics circuit breaker panel. On the MFD, verify that NO
DATA is displayed in yellow after several seconds.
7. Close the TRFC circuit breaker on the avionics circuit breaker panel and verify that NO DATA is
removed after several seconds.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.14
Stormscope Functional Check
Reference Section 3.33, Stormscope (WX-500) Configuration, for configuring Stormscope. This
procedure assumes familiarity with the set-up and operation of the WX-PA portable analyzer kit.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Apply power to the WX-500 and verify that no failed test messages appear. If fault messages do
appear, refer to the WX-500 Installation Manual for troubleshooting.
Following successful power up, verify the following modes:
 Access to both 3600 and 1200 weather view modes.
 All available ranges can be displayed.
 Access to the cell mode and strike mode.
 Strike counter is displayed in all weather modes and ranges.
Key COM1 and COM2 several times on different frequencies representing the lower, mid and upper
portion of the VHF COM frequency band. Verify keying of COM1 or COM2 does not cause strike
data to appear on the MFD.
Operate DME, XPDR 1, XPDR 2 and weather radar. Verify these systems do not cause strike data
to appear on the MFD.
Connect the WX-PA cable to the WX-PA antenna.
Position the WX-PA antenna on the WX-500 antenna. Ensure the connection is tight. If necessary,
use tape to secure the WX-PA antenna. Ensure the “FORWARD” arrows are aligned and the WXPA antenna suction cups are positioned forward of center along the longitudinal axis.
Secure the WX-PA cable to the aircraft with the attached suction cup and route the cable to the
cockpit.
Connect the remaining cable end to the WX-PA.
Power up the WX-PA and verify the WX-500 is in the weather mapping mode (i.e. 3600 weather
view at the 200 NM range.
Set the WX-500 to STRIKE mode; 100 NM range (or next highest available range).
Select the Continuous Out mode displayed on the WX-PA menu and press MENU/ENTER.
Select the bottom mount antenna configuration on the WX-PA keyboard (“A” key).
Select a cardinal bearing and a range of 120 NM.
Use the F1 and F2 keys to adjust range and F3 and F4 keys to adjust heading.
NOTE
The WX-500 will plot data at one-half the range selected on the WX-PA.
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15. Press MENU/ENTER to start the test.
16. Observe the MFD to ensure the proper positioning of the strikes, based on range and azimuth
settings on the WX-PA. Change the cardinal bearings and verify correct test strikes. Verify the
strikes are within 10 degrees of the selected azimuth and plot at 60NM (1/2 120 NM).
17. Verify after 20 seconds of operation the strike counter reads 580 +/-40.
18. After testing for all ranges and bearings indicated, press 2ND then MENU/ENTER to return to the
main menu.
19. Select Circular Pattern mode on the WX-PA mode menu and press MENU/ENTER.
20. Select bottom mount antenna configuration on the WX-PA keyboard (“A” key).
NOTE
The MFD should be set at 100 NM (or next highest available range) on the 360 degree
weather screen and in strike mode.
21. Use the F1 and F2 keys to select 120 NM range and press MENU/ENTER to start the test. Verify
the WX-500 plots discharge points at approximately 60 NM.
22. Observe the MFD to ensure the proper positioning of the test strikes. Verify the strikes are within 10
degrees of the 30 degree azimuth increment and within 12 NM of 60 NM,
23. When complete, set WX-PA for 55 NM, set the MFD for 50 NM (or the next highest available
range) and repeat test.
24. On the MFD, verify the sensor plots points just outside of 25 NM and the strikes are within 10
degrees of the 30 degree azimuth and within 5 NM of 27.5 NM.
25. Repeat above setting the MFD for 25 NM (or the next highest available range) and the WX-PA for
15 NM.
26. On the MFD, verify the positioning of test strikes are within 10 degrees of azimuth and within 2 NM
of 7.5 NM.
27. Restart the G1000 in configuration mode by opening the PFD and MFD circuit breakers. While
holding the ENT keys on the PFDs and MFD, restore power by closing the PFDs and MFD circuit
breakers.
28. Select the OTHER page group on the MFD. The STORMSCOPE page is shown by default.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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Page 7-33
Revision 10
7.15
TAWS Functional Check
7.15.1 Functional Check for TAWS-B
1.
2.
With the G1000 in Normal Mode, use the GCU FMS knob to select the MAP group and TAWS
page on the MFD.
Verify that the title at the top of the page reads “MAP – TAWS-B”.
NOTE
If TAWS has not been enabled, the title will read “MAP – TERRAIN PROXIMITY” or
“MAP – TERRAIN”. Refer to section 3.42 for TAWS Configuration for configuring
TAWS.
3. Press the GCU MENU button and select “Test TAWS System” from the pop-up menu. Verify
TAWS test annunciation is displayed on the MFD and both PFDs.
4. After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the
cockpit speaker (if selected) and the headsets.
5. Press the GCU MENU button again and select “Inhibit TAWS” from the pop-up menu and press
ENT on the GCU. Verify “TAWS INH” is displayed on PFD 1 and PFD 2.
6. Press the GCU MENU button again and select “Enable TAWS” from the pop-up menu and press
ENT on the GCU. Verify the “TAWS INH” annunciation on the PFDs has extinguished.
7. With a GPS position acquired, shield or disconnect the GPS antennas to remove the GPS signal.
Verify “LOI” shows on the MFD and the “TAWS N/A” and “LOI” annunciations show on the
PFDs.
8. Reconnect or remove the shield from the GPS antennas, and verify the MFD “LOI” indication and
PFD “TAWS N/A” and “LOI” annunciations are removed once the GPS satellites are acquired.
9. Pull PFD1 PRI and PFD1 SEC circuit breakers. Re-power PFD1 in configuration mode, and use the
PFD1 FMS knob to select the System Audio - Audio Alert Configuration page.
10. Ensure cockpit speaker is selected ON. Use the PFD1 FMS knob to highlight each of the following
messages then select PLAY. Verify each of the following audio messages are played:













Too Low Terrain
Sink Rate
Pull Up
Don’t Sink
Five Hundred
Caution, Terrain (2X)
Terrain (2X), Pull Up (2X)
Caution, Obstacle (2X)
Obstacle (2X), Pull Up (2X)
Terrain Ahead (2X)
Terrain Ahead, Pull Up (2X)
Obstacle Ahead (2X)
Obstacle Ahead, Pull Up (2X)
11. Pull the PFD1 PRI and PFD1 SEC circuit breakers, and re-power PFD1 in normal operating mode.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.15.2
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Functional Check for TAWS-A
With the G1000 in Normal Mode, use the GCU FMS knob to select the MAP group and TAWS page
on the MFD.
Verify that the title at the top of the page reads “MAP – TAWS-A”.
NOTE
If TAWS has not been enabled, the title will read “MAP – TERRAIN PROXIMITY” or
“MAP – TERRAIN”. Refer to section 3.42 for TAWS Configuration for configuring
TAWS.
Press the GCU MENU button and select “Test TAWS System” from the pop-up menu. Verify
TAWS test annunciation is displayed on the MFD and both PFDs.
After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the
cockpit speaker (if selected) and the headsets.
Press the GCU MENU button again and select “Inhibit TAWS” from the pop-up menu and press
ENT on the GCU. Verify “TAWS INH” is displayed on PFD 1 and PFD 2.
Press the GCU MENU button again and select “Enable TAWS” from the pop-up menu and press
ENT on the GCU. Verify the “TAWS INH” annunciation on the PFDs has extinguished.
Press the GCU MENU button again and select “Inhibit GPWS” from the pop-up menu and press
ENT on the GCU. Verify “GPWS INH” is displayed on PFD 1 and PFD 2.
Press the GCU MENU button again and select “Enable GPWS” from the pop-up menu and press
ENT on the GCU. Verify the “GPWS INH” annunciation on the PFDs has extinguished.
Press the GCU MENU button again and select “Flap Override” from the pop-up menu and press
ENT on the GCU. Verify “FLAP OVR” is displayed on PFD 1 and PFD 2.
Press the GCU MENU button again and select “Disable Flap Override” from the pop-up menu and
press ENT on the GCU. Verify the “FLAP OVR” annunciation on the PFDs has extinguished.
With a GPS position acquired, shield or disconnect the GPS antennas to remove the GPS signal.
Verify “LOI” shows on the MFD and the “TAWS N/A” and “LOI” annunciations show on the
PFDs.
Reconnect or remove the shield from the GPS antennas and verify the MFD “LOI” indication and
PFD “TAWS N/A” and “LOI” annunciations are removed once the GPS satellites are acquired.
Pull the RADIO ALTM circuit breaker. Verify “GPWS FAIL” is displayed on PFD1 and PFD2.
Reset the RADIO ALTM circuit breaker. Verify “GPWS FAIL” annunciations are removed.
Pull PFD1 PRI and PFD1 SEC circuit breakers. Re-power PFD1 in configuration mode, and use the
PFD1 FMS knob to select the System Audio - Audio Alert Configuration page.
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Page 7-35
Revision 10
16. Ensure cockpit speaker is selected ON. Use the PFD1 FMS knob to highlight each of the following
messages then select PLAY. Verify each of the following audio messages are played:
 Too Low, Terrain
 Terrain Ahead (2X)
 Too Low, Flaps
 Terrain Ahead, Pull Up (2X)
 Too Low, Gear
 Obstacle Ahead (2X)
 Sink Rate
 Obstacle Ahead, Pull Up (2X)
 Pull Up
 Five Hundred
 Don’t Sink
 Four Hundred
 Caution, Terrain (2X)
 Three Hundred
 Terrain (2X), Pull Up (2X)
 Two Hundred
 Terrain (2X)
 One Hundred
 Caution, Obstacle (2X)
 Glide Slope
 Obstacle (2X), Pull Up (2X)
 Glide Path
17. Pull the PFD1 PRI and PFD1 SEC circuit breakers, and re-power PFD1 in normal operating mode.
NOTE
The following steps require the movement of the flaps and landing gear.
This portion of the check can be accomplished in conjunction with the Landing Gear Aural
Alert and XM Audio Suppression Test in Section 7.2.2.
18. Place the airplane on jacks (Ref. King Air 200 Series Maintenance Manual Chapter 7-00-00) with
the wheels clear of the ground.
19. Ensure all equipment and personnel are clear of the flaps and landing gear. Place the flaps and
landing gear in the full down positions.
20. Using an air data test set connected to the pilot side pitot/static system, set an airspeed of at least 190
kts as displayed on PFD1.
21. After an alert advisory appears, press the softkey directly below the flashing ADVISORY.
22. Verify the “TAWS FLAP FAULT – Flaps detected in the LDG position” and “TAWS GEAR
FAULT – Landing Gear detected in the DOWN position” messages are present.
23. Press the ALERTS softkey to close the alerts window.
24. Place the flaps and landing gear in the full up positions.
25. Press the ALERTS softkey again to open the alerts window.
26. Verify the “TAWS FLAP FAULT – Flaps detected in the LDG position” and “TAWS GEAR
FAULT – Landing Gear detected in the DOWN position” messages not present.
27. Return air data test set to GROUND.
28. Place the landing gear in the down position and remove the aircraft from the jacks.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.16
FliteCharts Functional Check
Reference Section 3.34, FliteCharts Configuration, for configuring FliteCharts.
NOTE
This test is not required if ChartView is enabled.
1.
2.
3.
4.
5.
6.
7.
With the G1000 in Normal Mode, use the GCU FMS knob to select ‘AUX – System Status’ page,
then select MFD1 DB softkey.
Use the small FMS knob to scroll to CHART.
Verify “FliteCharts” is displayed in blue text adjacent to “CHART”.
Verify the FliteCharts database cycle number is displayed in blue text and the FliteCharts database is
current.
Deactivate the cursor and use the GCU large FMS knob to select the Navigation Map Page then
press the SHW CHRT softkey.
Verify the airport chart is displayed and the following softkeys are displayed (some softkeys may be
grayed out):
 CHRT OPT
 CHRT
 INFO-1
 DP
 STAR
 APR
 WX
 NOTAM
 GO BACK
Press the CHRT OPT softkey and verify the following softkeys are displayed (some softkeys may be
grayed out):
 ALL
 HEADER
 PLAN
 PROFILE
 MINIMUMS
 FIT WDTH
 FULL SCN
 BACK
If no other service is to be performed, continue to the return-to-service checks in Section 8.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-37
Revision 10
7.17
ChartView Functional Check
ChartView must be enabled using a ChartView Enable Card, as specified in the General Arrangement
Drawing listed in Table 1-2, and a current ChartView database. Reference section 3.41, “ChartView
Configuration” for enabling procedures.
NOTE
The required ChartView databases are subscription-based and are to be procured by the
aircraft owner directly from Jeppesen.
1. With the G1000 in Normal Mode, use the GCU FMS knob to select ‘AUX – System Status’ page,
then select MFD1 DB softkey.
2. Use the small FMS knob to scroll to CHART.
3. Verify “ChartView” is displayed in blue text adjacent to CHART.
4. Verify the ChartView database cycle number is displayed in blue text and the ChartView database is
current.
5. Deactivate the cursor and use the large GCU FMS knob to select the Navigation Map Page then press
the SHW CHRT softkey.
6. Verify the airport chart is displayed and the following softkeys are displayed(some softkeys may be
grayed out):
 CHRT OPT
 APR
 CHRT
 WX
 INFO-1
 NOTAM
 DP
 GO BACK
 STAR
7. Press CHRT OPT softkey and verify the following softkeys are displayed (some softkeys may be
grayed out):
 ALL
 HEADER
 PLAN
 PROFILE
 MINIMUMS
 FIT WDTH
 FULL SCN
 BACK
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.18
SafeTaxi Functional Check
The maximum map ranges for enhanced detail are configurable by the flight crew. When zoomed in close
enough to show the airport detail, the map reveals runways with numbers, taxiways with identifying
letters/numbers, and airport landmarks including ramps, buildings, control towers, and other prominent
features. Resolution is greater at lower map ranges. When the aircraft location is within the screen
boundary, including within SafeTaxi ranges, an airplane symbol is shown on any of the navigation map
views for enhanced position awareness.
Any map page that displays the navigation view can also show the SafeTaxi airport layout, within the
maximum configured range. The following is a list of pages where the SafeTaxi feature can be seen:
 Navigation Map Page
 Inset map
 Weather Datalink Page
 Airport Information Page
 Intersection Information Page
 NDB Information Page
 VOR Information Page
 User Waypoint Information Page
 Trip Planning Page
 Nearest Pages
1. Use the FMS knob on the GCU to select the AUX – System Status page and select DBASE softkey.
Use the small FMS knob to scroll to CHART category and verify “FliteCharts” is displayed in blue
text adjacent to “CHART”.
2. Verify the FliteCharts database ‘REGION’, ‘CYCLE’ number, ‘EFFECTIVE’, ‘EXPIRES’, and
‘DISABLES’ dates of the subscription appear in blue text.
3. Use the FMS knob on the GCU to select MAP - Navigation Map page.
4. On the GCU, press MENU. With Map Setup highlighted, press ENT on the GCU. Rotate the small
GCU FMS knob to select the Aviation group and press the ENT key on GCU.
5. Turn the GCU large FMS Knob to scroll through the Aviation Group options to ‘SAFETAXI’.
6. Turn the GCU small FMS Knob to display the range of distances.
7. Turn the GCU FMS Knob to select 5000ft as the distance for maximum SafeTaxi display range, and
then press the GCU ENT key to complete the selection.
8. Using the GCU range knob, select a range of 5000ft or less. Verify SafeTaxi display represents the
current aircraft location and the airport layout.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-39
Revision 10
7.19
DME Functional Check
This check verifies that the DME-to-G1000 interface operates correctly.
NOTE
Support for a single Collins DME-42 system is provided as an option in the G1000. If the
DME option is selected, the DME channel one audio level must be adjusted by the
procedure contained within Collins DME-42 Transceiver Repair Manual 523-0772458,
Maintenance Section 523-0772460-006118, to adjust DME channel one audio level.
Recommended nominal DME audio output level is 4.46 Vpp + 0.10 Vpp. Procedure must
be accomplished by an approved repair station.
1. If DME is not displayed, press the PFD softkeys on PFD1 and PFD2, then press the DME softkey.
Verify the DME window is displayed next to the PFD1 and PFD2 HSI.
2. On PFD1 and PFD2, press the BACK softkey then select DME softkeys. Verify the DME TUNING
screen is displayed.
3. On PFD1 and PFD2, use the large FMS knob to select the NAV1, NAV2 and HOLD modes in the
DME field. Verify that the NAV1, NAV2 and HOLD modes can be selected by turning the small
FMS knob.
4. Set NAV1 and NAV2 frequencies to 108.00 and 117.00 respectively.
5. On PFD1 and PFD2, select the DME NAV1 mode. Verify that the DME window display is set to the
NAV1 frequency of 108.00.
6. On PFD1 and PFD2, select the DME NAV2 mode by pressing the ENT softkey. Verify that the
DME window display is set to the NAV2 frequency of 117.00.
7. On PFD1 and PFD2, select the DME HOLD mode by using the FMS knob. Verify that the last
selected NAV frequency of 117.00 remains the same when the NAV2 frequency is changed. Deselect
DME HOLD.
8. On the NAV Test Set, set up a DME test and note the NAV frequency. Tune NAV 1 to the test set
frequency and set PFD1 and PFD2 DME MODE to NAV1. Set NAV 2 to a frequency other than the
test set frequency.
9. Verify that the DME distance on PFD1 and PFD2 match the test set.
10. Select, or verify selected, DME and SPKR buttons on GMA1 and GMA2 audio panels to select the
DME audio and select speaker to ON. Verify that the DME audio can be heard over the cockpit
speakers.
11. On PFD1 and PFD2, set the DME mode to NAV2 and verify that the DME distance is dashed out.
12. Tune NAV 2 to the test set frequency. Set NAV 1 to a frequency other than the test set frequency.
13. Verify that the DME distance on PFD1 and PFD2 match the test set.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.20
ADF Functional Check
This check verifies that the ADF / G1000 interface operates correctly.
1. Press the PFD softkey on PFD1 and PFD2. Toggle the BRG1 and BRG2 softkey until the ADF
bearing is shown on PFD1 and PFD2.
2. Verify that the ADF window is not invalid (no red ‘X’).
3. Using the ADF control head select a known valid local ADF. Verify that the ADF bearing pointer
moves towards a bearing and stabilizes.
4. Select ADF and SPKR on GMA1 and GMA2. Using the ADF control head, select, ANT mode.
Verify that the audio from the station tuned can be heard on the pilots and copilots headset and
cockpit speaker.
5. Increment the ADF volume control from full low to full high. Verify the volume increases and
decreases appropriately over pilots and copilots headset and cockpit speaker.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
7.21
GRA 5500 Radar Altimeter Functional Check
This check verifies that the G1000/radar altimeter interface is operates correctly.
1. Navigate to the AUX – SYSTEM STATUS page on the MFD.
2. Press the RA TEST softkey and verify that the “RA TEST” annunciation is displayed on both PFDs.
3. Verify 40 feet is displayed in the RA display window on both PFDs.
4. Press the RA TEST softkey again. Verify the RA readout window decreases to 0 feet on PFD1 and
PFD2.
5. Pull the RADIO ALTM circuit breaker. Verify on PFD 1 and PFD 2 that an RA FAIL message is
displayed.
6. Reset the RADIO ALTM circuit breaker.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
7.22
Non-Garmin Radar Altimeter Check (Optional)
This check verifies that the G1000 / radar altimeter interface is operates correctly.
NOTE
This check only verifies the data output from the G1000 equipment. Any equipment/wiring
added that is not part of the installation data will need separate testing and verification not
covered as part of this document.
1.
2.
3.
4.
Navigate to the AUX – SYSTEM STATUS page on the MFD.
Press the RA TEST softkey and verify that “RA TEST” annunciation is displayed on both PFDs.
Verify 50 feet is displayed in the RA display window on both PFDs.
Press the RA TEST softkey again. Verify the RA readout window displays 2500 feet and decreases to
0 feet on PFD1 and PFD 2.
5. Pull the RADIO ALTM circuit breaker. Verify on PFD 1 and PFD 2 that an RA FAIL message is
displayed.
6. Reset the RADIO ALTM circuit breaker.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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Page 7-41
Revision 10
7.23
Weight on Wheels and Low Speed Awareness Band Check
This procedure will verify that the GDU air ground status uses valid Weight on Wheels (WOW) inputs.
1. Ensure aircraft is positioned with weight on wheels.
2. Apply external power to the aircraft. Set BATT and AVIONICS MASTER switches to ON and wait
for all aircraft and avionics systems to complete their initialization and begin operating normally.
3. Verify there are no WOW INVALID or WOW FAULT messages. Refer to Section 5.3 to
troubleshoot messages.
4. Verify the Low Speed Awareness band (red band) is NOT displayed on the PFD1 and PFD2 airspeed
tapes (see Figure 7-8.)
NOTE
This portion of the check can be accomplished in conjunction with the Landing Gear Aural
Alert and XM Audio Suppression Test in Section 7.2.2.
5. Place the airplane on jacks (Ref. King Air 200 Series Maintenance Manual Chapter 7-00-00) with the
wheels clear of the ground.
6. Verify there are no WOW INVALID or WOW FAULT messages. Refer to Section 5.3 to
troubleshoot messages.
7. Verify the Low Speed Awareness band (red band) appears at the low end of the Air Speed Tape on
the PFD1 and PFD2 (see Figure 7-8.)
8. Remove airplane from jacks.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
Figure 7-8, Low Speed Awareness Band Symbolization
Page 7-42
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7.24
RVSM Checks
The following are required initial and continued airworthiness checks to verify proper configuration for
operation in RVSM airspace. RVSM operations are prohibited until the all of the RVSM checks are
completed successfully. Any changes to the aircraft external configuration, such as the installation of
additional antennas, probes, fairings or radomes along the sides of the airplane, that may impact the air
data system or aircraft performance may also invalidate the RVSM certification for this aircraft.
7.24.1 RVSM Required Avionics Check
With the PFD in configuration mode, select the System Status page using the small FMS knob. Press the
small FMS knob to activate the cursor. Highlight each of the following items in the LRU window and
verify that the required software part number and version matches the information in the General
Arrangement drawing listed in Table 1-2. Verify hardware part number by visual inspection of the units.
Record the results in Table 7-8.
HARDWARE
ITEM
1
2
DESCRIPTION
GIA 63W IAU #1
GIA 63W IAU #2
SOFTWARE
PART NUMBER
OK
DESCRIPTION
PART NUMBER
VER
OK
SYSTEM STATUS
REPORT
MAIN SUB-SYSTEM
GIA1
AUDIO
GIA1 AUDIO
GPS/WAAS ENGINE
GPS1
CERTIFICATION GAINS
GFC CERT GIA 1
MAIN SUB-SYSTEM
GIA2
AUDIO
GIA2 AUDIO
GPS/WAAS ENGINE
GPS2
CERTIFICATION GAINS
GFC CERT GIA 2
SYSTEM
PFD1
FPGA
PFD1 FPGA
3
GDU 1040A PFD#1
4
GDU 1040A PFD#2
5
GDU 1500 MFD
6
GDC 74B ADC #1
GDC 7400 (OPTIONAL)
SYSTEM
GDC1
FPGA
GDC1 FPGA
GDC 74B ADC #2
GDC 7400 (OPTIONAL)
SYSTEM
GDC2
FPGA
GDC2 FPGA
GTX 33/3000 SYSTEM
GTX1
GTX 33/3000 SYSTEM
GTX2
7
8
9
GTX 33/3000
TRANSPONDER #1
GTX 33D (OPTIONAL)
GTX 33/3000
TRANSPONDER #2
SYSTEM
PFD2
FPGA
PFD2 FPGA
SYSTEM
MFD1
FPGA
MFD FPGA
GTX 33D (OPTIONAL)
Table 7-8, RVSM Required Avionics
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Page 7-43
Revision 10
7.24.2
RVSM Critical Region Visual Inspection
The RVSM critical region is a 24 x 24 inch area around the static ports on both sides of the airplane. The
corners of the RVSM critical region are to be marked on the aircraft with placards or paint of a
contrasting color (see Figure 7-9.) The RVSM critical region must meet the following visual inspection
criteria:
1. The fuselage skin must be free from damage. All skin repairs within the RVSM critical region must
be flush (no external doublers). If any damage is found, the area must be repaired. Locations of
existing protruding head rivets in frames and skin laps are acceptable.
2. The paint (including stripes) must be uniform and smooth. Remove any paint blisters or flaking and
sand smooth. Any decals or placards must be flush with no peeling edges.
3. The static ports must be free from any corrosion, elongation of holes, deformation or obstructions. If
any damage is found, replace the static port.
4. The oxygen servicing door on the right hand side must close approximately flush with the fuselage
skin and be free from damage or deformation. The ELT access hole cover on the right hand side must
be in place.
AFT
CORNER MARKING - TYPICAL
(USE CONTRASTING COLOR)
12 INCHES
STATIC PORTS
ELT ACCESS HOLE
(RH SIDE ONLY)
OXYGEN SERVICING DOOR
(RH SIDE ONLY)
12 INCHES
10 INCHES
14 INCHES
AFT
Figure 7-9, RVSM Critical Region
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7.24.3
RVSM Static Port Height Inspection
The Gauging Assembly p/n SPF-4 (A1M-BCH-GE) is available from Hawker Beechcraft. Any alternate
tool authorized in the King Air 200 Series Maintenance Manual for RVSM static port measurements may
be substituted for this tool. Initialize the tool as follows:
1. Make sure the dial indicator reads negative when the plunger is pressed and positive when the
plunger is free.
2. Place the gauging assembly on a flat surface (gauge block or equivalent.)
3. Ensure the smaller needle is at approximately (.1).
4. Rotate the dial indicator to set the large needle at (0) as shown in Figure 7-10.
DIAL INDICATOR
Figure 7-10, Dial Indicator
The static port measurements are obtained at four locations on each static port as shown in Figure 7-12.
These measurements are used to find an AVERAGE and ANGLE for each of the four static ports. The
AVERAGE is calculated by adding the four measurements and dividing the total by 4. The ANGLE is
calculated by subtracting the minimum measurement from the maximum measurement. The calculated
AVERAGE and ANGLE for each static port must fall within the ranges shown in Figure 7-13.
Perform the static port measurement as follows:
1. Wipe the surface of static ports clean with isopropyl alcohol.
2. Place the gauging assembly onto the static port surface as shown in Figure 7-11.
DIAL INDICATOR
GAGING ASSEMBLY
STATIC PORT
FUSELAGE SKIN
Figure 7-11, Static Port Measurement
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NOTE
The dial indicator shows 0.100 inch when completely flush. Therefore subtract the
readings from 0.100 inch to determine the actual static port height. This should be
completed before making any calculations.
3. For each static port, measure the static port height at the A, B, C and D locations as shown in Figure
7-12. Record the measurements in the measurement log, Figure 7-13.
4. Calculate the AVERAGE for each static port using the measurements by adding the four
measurements and dividing the total by 4. Record the AVERAGE in the measurement log, Figure
7-13.
5. Ensure the AVERAGE for each static port is within tolerance (+0.045 to +0.085 inch.) If it is not,
remove and reinstall the static ports as necessary to meet the tolerance.
6. Calculate the ANGLE for each static port by subtracting the smallest of the A, B, C or D
measurements from the largest of the A, B, C or D measurements. Record the ANGLE in the
measurement log, Figure 7-13.
7. Ensure the ANGLE for each static port is within tolerance (0.000 to +0.026 inch.) If it is not, remove
and reinstall the static ports as necessary to meet the tolerance.
A
B
D
C
Figure 7-12, Static Port Measurement locations
A
B
C
D
AVERAGE
ANGLE
(A+B+C+D)/4
Largest - Smallest
UPPER
LEFT
LOWER
LEFT
UPPER
RIGHT
LOWER
RIGHT
Aircraft s/n:
Date:
Figure 7-13, Static Port Measurement Log
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7.24.4
RVSM Air Data System Check
Perform the Air Data Test per Section 7.6.1
If either the pilot or copilot air data system does not meet the tolerances specified, have maintenance
checks performed on the air data system or the pitot/static system.
IMPORTANT!
RVSM operations are prohibited until the air data system meets all test conditions.
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7.24.5
RVSM In-Flight Altitude Hold Check
RVSM operation requires that the autopilot system accurately maintain the acquired altitude during nonturbulent, non-gust cruise conditions. The autopilot must be maintained in accordance with the G1000
System Maintenance Manual listed in Table 1-3. The autopilot must be shown to meet the performance
specification of the following in-flight altitude hold test.
1. Verify the following conditions (normal RVSM cruise flight):
• Altitude FL290 to FL350
• Altimeter setting 29.92 in Hg (1013 HPA)
• Autopilot altitude hold engaged
• Non-turbulent, non-gust conditions
2. Record the data from the primary cockpit displays as specified by Table 7-9 every 5 minutes for a
minimum flight segment of 30 minutes in length. The maximum altitude deviation shown on the
display throughout the test should not exceed ±65 feet.
If the aircraft fails to hold altitude to this tolerance, repeat the test ensuring that the airspeed remains
constant and the air remains stable during the entire test. If the test still fails, have maintenance checks
performed on the GFC 700 system, then repeat the test. RVSM operations are prohibited until the
autopilot is capable of maintaining altitude within ±65 feet of the selected cruise altitude.
Aircraft s/n:
Date:
Enroute To:
Pilot:
Time
(hr:min)
Pilot
Altitude
(ft)
Copilot
Airspeed
(kt)
Altitude
(ft)
Airspeed
(kt)
0:00
0:05
0:10
0:15
0:20
0:25
0:30
0:35
0:40
0:45
0:50
0:55
1:00
Table 7-9, In-Flight Altitude Hold Performance Test
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7.25
Safe Flight Lift Computer Ground Calibration
NOTE
This procedure is required only for aircraft with the optional Electronic Stability
and Protection (ESP) feature with Angle of Attack (AoA) modes and the Safe
Flight Lift Computer p/n C-05606-1.
Prior to removal of the lift computer, it is recommended that Section 7.25.1 be accomplished to record the
existing stall warning points for Pots 0, 1 and 2.
Original C-05606-1 Lift Computer Reinstalled
No ground or flight calibration is required if the removed C-05606-1 Lift Computer is re-installed and the
potentiometers are not adjusted. This does not include units that were returned for repair as their
calibration will need to be completed at installation.
New, Repaired or Exchange C-05606-1 Lift Computer Installed
If a new, repaired or exchange C-05606-1 Lift Computer is installed, the ground and flight calibration will
need to be accomplished. See Section 7.25.2 for the ground calibration and Section 7.25.3 for the flight
calibration of the C-05606-1 Lift Computer.
NOTE
Safe Flight P/N C-05606-1 lift computers are equipped with six adjustable
potentiometers in the top of the computer. The potentiometers are marked 0, 1, 2,
3, 4, and 5. (Ref. Figure 7-14.)
The potentiometers marked 0, 1, and 2 are used to calibrate the stall warning
points for the three flap positions (full up, approach, and full down.)
The potentiometers marked 3, 4, and 5 are used to calibrate the Low Airspeed
Awareness (LAA) output for the three flap positions (full up, approach, and full
down) which determines Electronic Stability and Protection (ESP) and Autopilot
Underspeed Protection (USP) alpha floor symbol position.
7.25.1
Measuring Lift Computer Stall Warning Points
Prior to removal of the lift computer, it is recommended that the stall warning points from the lift
computer installed in the aircraft be measured. This section is used to measure stall warning points of the
lift computer.
1. Gain access to the stall warning computer.
2. Connect the breakout box (P/N SK100360 or equivalent) between the lift computer and the
airplane wiring harness (see Figure 7-15).
3. Make sure that the stall warning heat system is turned OFF.
4. Remove the potentiometer access cover plate from the lift computer.
5. Simulate an in-flight condition as follows: Bypass the landing gear safety switch by connecting
an electrical ground to TP 7 of the breakout box. This is best accomplished by placing a jumper
between TP 2 and TP 7 of the breakout box.
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CAUTION
The anchor tab of the force applicator can be bent if the knob that applies
tension to the transducer mounting plate is over tightened. Use care when
installing the force applicator to prevent damage to the anchor tab. Refer to
the data supplied with the force applicator.
6. Install the 1952-3 gauge (2 to 15 gram scale), in the force applicator (see Figure 7-16) onto the
left wing in accordance with the manufacturer's instructions. Refer to the data supplied with the
force applicator. The force arm must be positioned so that the applied force is within 1/32 inch of
the transducer vane tip. Forces applied forward or up will be classified as minus values. Forces
applied aft or down will be classified as plus values. Make sure that the vane is free to move with
the force applicator.
7. Apply external power to the aircraft.
8. Place the BATT master switch to the ON position.
9. Verify the STALL WARN circuit breaker on the copilot circuit breaker panel is set.
WARNING:
Make sure that all personnel are clear of the flap area before proceeding
with these procedures.
10. Flaps retracted (Pot 0) measurement
a.
b.
c.
d.
Run the flaps to the full UP position.
Install voltmeter leads between TP5 (Hi) and TP2 (Lo), TP6 (Hi) and TP2 (Lo) on the
SK100360 Breakout Box. Ensure that 28 VDC is not present. If the flap information is
incorrect, troubleshoot in accordance with King Air 200 Series Maintenance Manual
procedure 27-31-00.
Using the force applicator, slowly apply a negative Tip Gram (TG) force forward (UP)
on the vane until the stall warning horn sounds. Record the flaps retracted (Pot 0) TG
value.
Return the force on the vane to 0 TG.
11. Approach Flaps (Pot 1) measurement
a.
b.
Run the flaps to the APPROACH position.
Install voltmeter leads between TP5 (Hi) and TP2 (Lo), TP6 (Hi) and TP2 (Lo) of the
SK100360 Breakout Box. Ensure that 28 VDC is ONLY present between TP5 and
TP2. If the flap information is incorrect, troubleshoot in accordance with King Air 200
Series Maintenance Manual procedure 27-31-00.
c.
Using the force applicator, slowly apply a negative TG force forward (UP) on vane
until the stall warning horn sounds. Record the approach flaps (Pot 1) TG value.
d. Return the force on the vane to 0 TG.
12. Flaps Extended (Pot 2) measurement
a.
b.
c.
d.
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Run the flaps to the FULL DOWN position.
Install voltmeter leads between TP5 (Hi) and TP2 (Lo), TP6 (Hi) and TP2 (Lo) of the
SK100360 Breakout Box. Ensure that 28 VDC is ONLY present between TP6 and
TP2. If the flap information is incorrect, troubleshoot in accordance with King Air 200
Series Maintenance Manual procedure 27-31-00.
Using the force applicator, slowly apply a negative TG force forward (UP) on the vane
until the stall warning horn sounds. Record the flaps extended (Pot 2) TG value.
Return the force on the vane to 0 TG and remove the force applicator from the aircraft.
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13. Place the BATT master switch to the OFF position.
14. Remove external power to the aircraft.
15. Remove the breakout box from the aircraft.
16. Reinstall the potentiometer access cover plate on the lift computer.
7.25.2
Calibration of the C-05606-1 Lift Computer
NOTE
For calibration of the stall warning points, reference King Air 200 Series
Maintenance Manual, listed in Table 1-2, section 27-31-00. The procedures
listed here are provided to augment the King Air 200 Series Maintenance
Manual and allow the installer to adjust the stall warning points (Pots 0, 1 and
2) and LAA output (Pots 3, 4 and 5) simultaneously to save setup time.
1. Connect the SK100360 breakout box between the Safe Flight P/N C-05606-1 lift computer and
the mating aircraft harness (see Figure 7-15).
2. Make sure the stall warning heater system is turned OFF.
3. Remove the potentiometer access cover plate from the lift computer.
4. Simulate an in-flight condition as follows: Bypass the landing gear safety switch by connecting
an electrical ground to TP7 of the breakout box. This is best accomplished by placing a jumper
between TP2 and TP7 of the breakout box.
CAUTION
The anchor tab of the force applicator can be bent if the knob that applies
tension to the transducer mounting plate is over tightened. Use care when
installing the force applicator to prevent damage to the anchor tab. Refer to
the data supplied with the force applicator.
5. Install the appropriate gauge, 1952-1 gauge (0.5 to 3 gram scale) or the 1952-3 gauge
(2 to 15 gram scale), in the force applicator (see Figure 7-16), onto the left wing in accordance
with the manufacturer's instructions. Refer to the data supplied with the force applicator. The
force arm must be positioned so that the applied force is within 1/32 inch of the transducer vane
tip. Forces applied forward or up will be classified as minus values. Forces applied aft or down
will be classified as plus values. Make sure that the vane is free to move with the force
applicator.
6. Apply external power to the aircraft.
7. Place the BATT master switch to the ON position.
8. Verify the STALL WARN circuit breaker on the copilot circuit breaker panel is set.
WARNING:
Make sure that all personnel are clear of the flap area before proceeding
with these procedures.
9. Flaps retracted calibration:
a.
Run the flaps to the FULL UP position.
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Using the force applicator, deflect the transducer vane forward (UP) to the (Pot 0) TG
force measured in step 10 in Section 7.25.1. If the stall warning horn is already ON, turn
(Pot 0) CCW until the horn is OFF and then slowly turn the (Pot 0) CW until the horn is
ON again. Press down on the vane until the horn is OFF and slowly release the vane. If
the horn is not ON when the vane is released, turn the (Pot 0) until the horn is ON.
c. Reduce the force on the vane to 0 TG and reposition the force applicator to apply a
downward force on the vane.
d. Calculate the (Pot 3) TG force by adding +10 TG to the (Pot 0) TG force.
b.
Example:
If the (Pot 0) force is -4 TG, add +10 TG and the (Pot 3) force is +6 TG.
Install voltmeter leads between TP18 (Lo) and TP19 (Hi) of the SK100360 Breakout
Box.
f. Apply the calculated (Pot 3) TG force to the vane with the force applicator.
g. Adjust the (Pot 3) on the lift computer until the voltage output from TP18 (Lo) and TP19
(Hi) reads 2.2 ± 0.2 VDC on the voltmeter.
h. Return the force on the force applicator to 0 TG.
e.
10. Approach Flaps calibration:
a. Run the flaps to the APPROACH position.
b. Using the force applicator, deflect the transducer vane forward (UP) to the (Pot 1) TG
force measured in step 11 in Section 7.25.1. If the stall warning horn is already ON, turn
the (Pot 1) CCW until the horn is OFF and then slowly turn the (Pot 1) CW until the horn
is ON again. Press down on the vane until the horn is OFF and slowly release the vane. If
the horn is not ON when the vane is released, turn the (Pot 1) until the horn is ON.
c. Reduce the force on the vane to 0 TG and reposition the force applicator to apply a
downward force on the vane.
d. Calculate the (Pot 4) TG force by adding +14 TG to the (Pot 1) TG force.
Example:
If the (Pot 1) force is -9 TG, add +14 TG and the (Pot 4) force is +5 TG.
e. Install voltmeter leads between TP18 (Lo) and TP19 (Hi) of the SK100360 Breakout
Box.
f. Apply the calculated (Pot 4) TG force to the vane with the force gram applicator.
g. Adjust the (Pot 4) on the lift computer until the voltage output from TP18 (Lo) and TP19
(Hi) reads 2.2 ± 0.2 VDC on the voltmeter.
h. Return the force on the force applicator to 0 TG.
11. Flaps Extended calibration:
a. Run the flaps to the FULL DOWN position.
b. Using the force applicator, deflect the transducer vane forward (UP) to the (Pot 2) TG
force measured in step 12 in Section 7.25.1. If the stall warning horn is already ON, turn
the (Pot 2) CCW until the horn is OFF and then slowly turn the (Pot 2) CW until the horn
is ON again. Press down on the vane until the horn is OFF and slowly release the vane. If
the horn is not ON when the vane is released, turn the (Pot 2) until the horn is ON.
c. Reduce the force on the vane to 0 TG and reposition the force applicator to apply a
downward force on the vane.
d. Calculate the (Pot 5) TG force by adding +17 TG to the (Pot 2) setting.
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Example:
If the (Pot 2) force is -10 TG, add +17 TG and the (Pot 5) force is +7 TG.
e. Install voltmeter leads between TP18 (Lo) and TP19 (Hi) of the SK100360 Breakout
Box.
f. Apply the calculated (Pot 5) TG force to the vane with the force applicator.
g. Adjust the (Pot 5) on the lift computer until the voltage output from TP18 (Lo) and TP19
(Hi) reads 2.2 ± 0.2 VDC on the voltmeter.
h. Return the force on the force applicator to 0 TG.
12. Place the BATT master switch in the OFF position and remove the external power from the
airplane.
13. Remove the force applicator from the left wing.
14. Remove the breakout box and reconnect the lift computer.
15. Install the potentiometer access cover on the lift computer.
16. Close all panels opened to access the lift computer.
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Figure 7-14, C-05606-1 Lift Computer
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Figure 7-15, Breakout Box
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Figure 7-16, Force Applicator Usage Instructions
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7.25.3
Safe Flight Lift Computer Flight Calibration
NOTE
This procedure is required only for aircraft with the optional Electronic Stability
and Protection (ESP) feature.
1. Disable the STABILITY & PROTECTION item via the MFD AUX – SYSTEM SETUP 2 page.
Verify that the message “ESP OFF” is present.
2. Perform the “Flight Test and Calibration” procedure in accordance with the King Air 200 Series
Maintenance Manual, listed in Table 1-2, Section 27-31-00.
3. If the stall warning points for the new lift computer were set to match the lift computer that was
removed, adjustments to the new lift computer may not be necessary in flight. If the stall warning
points are adjusted in flight, verify the LAA output per Section 7.25.2.
4. Enable the STABILITY & PROTECTION item via the MFD AUX – SYSTEM SETUP 2 page.
Verify that the message “ESP OFF” is not present.
7.26
ESP Functional Check
NOTE
This procedure is required only for aircraft with the optional Electronic Stability
and Protection (ESP) feature.
1. Apply power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to ON. Ensure G1000 system and components are powered and
operating normally.
2. Verify the DISPLAY BACKUP button on the audio panel is pushed in so that the GDUs will not
operate in reversionary mode.
3. Verify no AHRS, ADC, Autopilot, PFD, AFCS Mode Controller, GCU alert messages or monitor
flags (HDG MISCOMP etc) are present on PFD1 or PFD2.
4. On initial power up verify that the MFD splash screen includes a graphic similar to the following:
5. On the GMC 710 couple the Flight Director to the left side by pressing the XFR button. The arrow
that is illuminated indicates which side is coupled. No flight director modes should be active at
this time.
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6. On the GCU, rotate the inner FMS knob to activate the AUX – SYSTEM SETUP page on the MFD.
7. On the MFD AUX – SYSTEM SETUP page press the SETUP 2 softkey.
8. Verify that on the MFD SETUP 2 page there is a window for Stability & Protection and the status
is “ENABLED”.
9. Verify on PFD 1 and PFD 2 that there are no “ESP FAIL”, “ESP OFF”, or “ESP DEGRADE” alert
messages.
10. Cover both GPS1 and GPS2 antennas.
11. Verify on PFD 1 and PFD 2 the ESP Roll Indices are displayed at 45° on the roll indicator on the
Attitude Display.
12. For installations with AOA mode, verify on PFD 1 and PFD 2 that there is an “ESP DEGRADE”
alert message.
13. On the GCU, press the inner FMS knob to activate the cursor then rotate the outer FMS knob to
select the Stability & Protection window on the MFD.
14. Rotate the inner FMS knob to change the status to “DISABLED”.
15. Verify that on the MFD SETUP 2 page Stability & Protection window that the status is
“DISABLED”.
16. Verify on PFD 1 and PFD 2 the ESP Roll Indices are not displayed at 45° on the roll indicator on
the Attitude Display.
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17. Verify on PFD 1 and PFD 2 that there is an “ESP OFF” and for installations with AOA mode, an
“ESP DEGRADE” alert message.
18. Remove the cover from both GPS1 and GPS2 antennas.
19. Remove power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to OFF.
20. Wait ~ 1 minute before re-applying aircraft power.
21. Apply power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to ON.
22. During power up and GPS satellite acquisition, verify on PFD1 and PFD2 the ESP Roll Indices are
displayed at 45° on the roll indicator on the Attitude Display.
23. Once AFCS PFT is complete and GPS has acquired satellites, verify on PFD1 and PFD2 the ESP
Roll Indices are not displayed at 45° on the roll indicator on the Attitude Display.
24. On the GCU, rotate the inner FMS knob to activate the AUX – SYSTEM SETUP page.
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25. On the MFD AUX – SYSTEM SETUP page press the SETUP 2 softkey.
26. Verify that on the MFD SETUP 2 page there is a window for Stability & Protection and the status
is “ENABLED”.
27. Verify on PFD 1 and PFD 2 that there are no “ESP FAIL”, “ESP OFF”, or “ESP DEGRADE” alert
messages.
28. On the GMC 710, couple the Flight Director to the right side by pressing the XFR button. The
arrow that is illuminated indicates which side is coupled. No flight director modes should be active
at this time.
NOTE
On power up the coupled side will default to the left side. Each time power is
reapplied couple back to the right side and continue test steps.
29. Repeat step 1 thru 27 while coupled to right side.
30. Remove power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to OFF.
31. Wait ~ 1 minute before re-applying power for further testing as required.
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7.27
GTS Traffic System Functional Check
This section is applicable to the GTS 820/825 (TAS), GTS 850/855 (TCAS I), and GTS 8000 (TCAS II)
traffic systems. Perform the following tests to verify GTS 820/850 or GTS Processor operational and
surveillance functions. Use a ramp tester such as a TIC TR220 or equivalent to perform the tests.
To perform these tests for the GTS 820/825/850/855 (GTS 8XX) traffic systems, the aircraft must be on
the ground, the Radar Altimeter circuit breaker (if installed) must be opened prior to GTS 8XX unit power
on, remain open throughout testing, and the GTS 8XX must be in Ground Test mode. For those tests with
the GTS 8000 TCAS II configuration, the Radar Altimeter circuit breaker (if installed) must be engaged
throughout these tests. On the MAP-TRAFFIC MAP page of the MFD, press the softkey sequence: 3, 4,
4, 3 The GND TEST softkey will appear. Press the GND TEST softkey to activate Ground Test mode.
This simulates the GTS 8XX to be airborne at 50,000 feet with a magnetic heading of 0 degrees. To exit
the Ground Test mode, press the GND TEST softkey again.
To perform these tests for the GTS 8000 traffic system, the aircraft must be in a simulated ‘in-air’
condition. To accomplish this, place the aircraft on jacks or actuate the weight on wheels switches on
both L/H and R/H main landing gear.
Figure 7-17, GTS 820/850 or GTS Processor GND TEST softkey
7.27.1
Antenna Verification
The following test assures the antennas and coaxial cables are properly connected. The GTS 8XX must be
in Ground Test mode.
1. On the MAP-TRAFFIC MAP page of the MFD, press the OPERATE softkey (for GTS 8XX) or
press TA ONLY softkey (for GTS 8000). A self-test of the antenna circuit is initialized. If the
MFD displays FAILURE at the upper left corner of the traffic display area, it will be necessary to
recheck the coaxial connections. If MFD displays OPERATE (FOR GTS 8XX) OR TA ONLY
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(FOR GTS 8000) without indicating a fault, proceed to the next step of antenna verification.
2. Ensure that the transmitter or receiver (TX/RX) that you are testing is significantly closer to the
ramp tester than another operating RX/TX, or erroneous and inaccurate results may occur. All
four quadrants (0, 90, 180 and 270 degrees) will be similarly tested to verify bearing of simulated
intruder supplied via the ramp tester are correctly displayed on the MAP-TRAFFIC MAP page of
the MFD.
3. Set up a stationary intruder by selecting the following on the ramp tester:
 Intruder type: ATCRBS.
 Intruder Start Distance: 2 nm
 Intruder Start Altitude (GTS 8XX): 50,000 ft.
 Intruder Start Altitude (GTS 8000): Local field elevation
 Vertical Speed: 0 fpm
 Velocity: 0 kts (on some ramp testers, a velocity greater than 0 kts is required and a
stationary intruder is created by not starting the scenario.)
4. Position ramp tester at 0 degrees.
5. Initiate the intruder scenario and verify a target is annunciated on the MAP-TRAFFIC MAP page
of the MFD at the correct bearing of approximately 0 degree azimuth at 2 NM and co-altitude
(read as 00 above a filled diamond indicating proximate traffic).
6. On the ramp tester, toggle intruder traffic to standby or off.
7. Reposition ramp tester and reengage the same intruder scenario for 90, 180 and 270 degrees.
8. Verify a target is annunciated on the MAP-TRAFFIC MAP page of the MFD at the same bearing
as the ramp tester.
9. If the bearing is not as anticipated or multiple targets are displayed during tests, verify the
following:

Coax cable connectors are properly secured at the bulkhead adapter fittings, GA58
antennas, GTS unit and GPA 65 unit
 Connections are made to the proper channels and color-coded heat shrink is the same color
on both ends of coax cables
 Connectors are correctly installed on coax cables
If no other service is to be performed, continue to the return-to-service checks in Section 8.
7.27.2 Ramp Test
The following test provides a scenario that will converge and intercept the GTS 820/850 or GTS
Processor to assure proper operational and surveillance functions. The GTS 820/850 or GTS Processor
must be in Ground Test mode.
1. On the MAP-TRAFFIC MAP page of the MFD, press the OPERATE softkey (for GTS 8XX) or
TA/RA softkey (for GTS 8000).
2. For GTS 8000 only, change BARO setting to 29.92 in-Hg on PFD1 and PFD2.
3. Position ramp tester at 90 degrees.
4. Select the following on the ramp tester:
 Intruder type: ATCRBS.
 Intruder Start Distance: 15 nm
 Intruder Start Altitude (GTS 8XX): 50,300 ft.
 Intruder Start Altitude (GTS 8000): 300 ft. above PFD1/PFD2 displayed altitude
 Vertical Speed: 0 fpm
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 Velocity: 600 kts
5. Initiate the intruder scenario and observe the following:
 Traffic should be acquired at approximately 10 NM at 90 degree bearing and co-altitude.
Observe intruder closes on own aircraft at a rate of 0.1 NM/sec. Verify that only a single
target is displayed in the expected quadrant.
 The intruder should transition from Other Traffic (displayed as an open diamond with +03
displayed above), to proximate traffic (displayed as a filled white diamond with +03
displayed above), to a Traffic Advisory (TA) alarm (yellow filled circle with +03 displayed
above.)
 For GTS 8000 installations with TCAS II, the following applies:
The intruder should transition from a Traffic Advisory (displayed as a solid yellow circle
with +03 displayed above), to a Resolution Advisory (RA) alarm (red filled square with
+03 displayed above). Additionally, a Resolution Advisory is displayed on the vertical
speed tape of PFD1 and PFD2 indicating guidance to the crew (solid red bar with vertical
speeds to avoid and solid green bar with suggested vertical speeds). An audible Resolution
Advisory (i.e. “DESCEND DESCEND”) is heard over cockpit speakers and headphones.
NOTE
The aural TA annunciations are muted if the gear is extended (and the Radar
Altimeter indicates below 400 feet). For GTS 8000, to generate the DESCEND
resolution advisory, the WOW actuators must be in set in air position and the
Radar Altimeter must be set to greater than 2,000 ft. (e.g. disconnect receive
antenna coaxial cable from the GRA 5500).
At the end of these tests, engage the Radar Altimeter circuit breaker (if installed) if disengaged at the
beginning of this section. If no other service is to be performed, continue to the return-to-service checks
in Section 8.
7.28
Activation of Garmin Connext
In order to activate the optional GDL 59 Wi-Fi datalink and optional GSR 56 satellite receiver for
Garmin Connext, contact Garmin Product Support at one of the following numbers (M-F, 7:00 a.m. to
7:00 p.m. Central Standard Time, - Central USA):
 1.866.739.5687 (toll free in USA)
 +1.913.440.1135 (worldwide)
Have the following information ready prior to calling:
 If activating services for a GDL 59-only installation
o Aircraft tail number, serial number, manufacturer, and model
o G1000 system ID number

If activating services for a GDL 59 and GSR 56 installation
o Aircraft tail number, serial number, manufacturer, and model
o GSR 56 unit serial number
o G1000 system ID number
o Name of aircraft owner and contact information
o Credit card information
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Garmin Connext will provide additional information for activation of data services.
To obtain the G1000 system ID number and GSR 56 unit serial number, accomplish the following:
1. Turn the large FMS knob on the MFD to select the AUX page group.
2. Turn the small FMS knob to select the SYSTEM STATUS page. Record the SYSTEM ID number
shown in the AIRFRAME field. This number is unique for each G1000 system.
SYSTEM ID Number Location
3. Use the large FMS knob to scroll the cursor to GSR1 (if GSR 56 is installed). Record the GSR 56
serial number shown in the LRU INFO field.
For previously activated systems, if the GSR 56 satellite receiver unit is replaced, the new unit serial
number must be registered with Garmin Connext. Contact Garmin Product Support and follow the
activation procedure as described previously in this section.
For previously activated systems, if the GDL 59 Wi-Fi datalink unit is replaced, the system must be
registered again. This can be accomplished by entering the same passcode received during the initial
activation process as described in the following steps:
1. Connect to an available network (reference Section 7.29 for details.)
2. Using the large FMS knob, select the AUX page group on the MFD. Using the small FMS knob,
select the AUX-REPORT STATUS page.
3. Press the MENU key on the GCU to display the PAGE MENU window.
4. With the “Register With GFDS” option highlighted, press the ENT key on the GCU to display
the GARMIN FLIGHT DATA SERVICE REGISTRATION window.
5. Using the keypad on the GCU, enter the access code (provided by Garmin Product Support
during the initial activation of the system) in the NEW REGISTRATION - ACCESS CODE field
and press the ENT key on the GCU.
NOTE
The replacement GDL 59 unit must be registered again, even if the MFD
already shows REGISTERED in the STATUS window.
6. With the REGISTER field highlighted, press the ENT key on the GCU.
7. Verify that the STATUS field indicates REGISTERED and that the data displayed in the
CURRENT REGISTRATION field matches the aircraft information.
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7.29
GDL 59 Wi-Fi Data Link Functional Check
This check verifies GDL 59 Wi-Fi Data Link interface is configured and is functional. This check requires
an operating and available wireless network to be within range of the aircraft.
NOTE
This check only verifies the data output from the G1000 equipment. Any
equipment/wiring added that is not part of the installation data will need separate
testing and verification not covered as part of this document.
1. Start the G1000 System in Normal Mode.
2. Using the large FMS knob, select the AUX page group on the MFD. Using the small FMS
knob, select the AUX-REPORT STATUS page.
3. Press the WI-FI softkey on the MFD to select the AUX – WI-FI SETUP page.
4. Press the AVAIL softkey on the MFD to display the available WI-FI networks.
5. Press the FMS knob on the GCU to activate the cursor and rotate the small FMS knob to
highlight the desired network in the AVAILABLE NETWORKS field.
6. Press the CONNECT softkey on the MFD to connect to the network. (Skip to step 12 if the
selected network is a non-secure network.)
7. If the selected network is a secure network, enter the pass code in the ENTER PASSPHRASE
field in the WPA SECURITY SETTINGS pop-up window.
8. Press the ENT key on the GCU to accept the pass code, then press the ENT key on the GCU
again.
9. When the SAVE SETTINGS pop-up window is displayed, press the ENT key on the GCU
keypad to select SAVE CONNECTION.
10. Enter the appropriate airport identifier in the SELECT AN AIRPORT TO ASSOCIATE WITH
THE CONNECTION field, then press the ENT key on the GCU to accept the identifier.
11. With the CONNECT button highlighted, press the ENT key on the GCU to connect to the
network.
12. Press the ENT key on the GCU if the verification window “Are you sure you want to connect?”
is displayed.
13. Verify that the CONNECTION STATUS field on the AUX – WI-FI SETUP page on the MFD
indicates CONNECTED.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.30
GSR 56 Satellite Receiver Functional Check
1. Power up the PFD1 in configuration mode.
2. On the PFD1, select GDL page group using the large FMS knob.
3. Using the small FMS knob select the GSR56 Configuration page. Verify the page can be
displayed and information is available.
Figure 7-18, GSR56 Configuration Page
4. Restart the G1000 System in Normal Mode.
5. Using the large FMS knob, select the AUX page group on the MFD. Using the small FMS
knob, select the AUX-TELEPHONE page.
6. Ensure the system is showing Iridium signal strength (best if aircraft is outside).
7. Press TEL button on the pilot’s GMA.
8. Press the DIAL softkey on the MFD.
9. Enter the test phone number in the ENTER PHONE NUMBER field using the GCU keypad.
10. Press the ENT key on the GCU keypad to accept the phone number.
11. Press the ENT key on the GCU keypad to initiate the dialing sequence.
12. When call is complete, press the HANGUP softkey on the AUX – TELEPHONE page on the
MFD to end the call.
Figure 7-19, AUX-TELEPHONE page
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.31
Search and Rescue Functional Check
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
On the MFD, press the “FPL” key to display the Active Flight Plan Menu.
Press the “MENU” key to display the PAGE MENU Options.
Scroll through the choices with the FMS knob and select “Search and Rescue”.
Press “ENT” key to complete the selection and view the SAR flight plan menus.
From the Search and Rescue Menu, turn the large and small FMS knobs to enter the starting
waypoint.
Press ENT key to complete the selection and move to the next option, “PATTERN” type.
Use the FMS knob to move to the PATTERN type and select “PARALLEL”.
With the FMS knob scroll through the options and change the fields as desired, or leave the
default entries.
Press ENT key with the “ACTIVATE SAR?” field highlighted, to complete and activate the
flight plan.
Verify the parallel track search pattern is on the Navigation Map page.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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8
System Return to Service Procedure
After reinstalling any G1000 LRU, verify the correct LRU software part numbers and versions against the
numbers listed on the General Arrangement drawing listed in Table 1-2.
To check an LRU software part number and/or version, follow the procedure defined in Section 3.9.3.
8.1
Backup Path System Testing
This final checkout tests various secondary communications paths to ensure that the paths function
correctly. Perform the following steps and verify the results of each test.
Before starting, create a simple Direct-To flight plan to an airport or other waypoint that is greater than
31 NM from the present aircraft position. Verify that the phase of flight displayed on the GPS CDI is
ENR.
8.1.1
GPS Failure Test
Step
Single GPS Failure Condition:
1. Ensure GPS satellites are acquired.
2. Place a shroud over the GPS antenna for
GIA 1 to prevent signal reception. Verify
loss of signal on MFD AUX page 4.
3. Check for desired results.
4. Remove shroud from the GIA 1 GPS
antenna and allow system to re-acquire
satellites.
5. Place a shroud over the GPS antenna for
GIA 2 to prevent signal reception. Verify
loss of signal on MFD AUX page 4.
6. Check for desired results.
7. Remove shroud from the GIA 2 GPS
antenna.
Dual GPS Failure Condition:
1. Ensure GPS satellites are acquired.
2. Cover both GPS antennas. Verify loss of
signal on MFD AUX page 4.
3. Check for desired results.
4. Remove shrouds from GPS antennas.
5. Allow both receivers to re-acquire satellite
signals before continuing.
Desired Result
For each of the single GPS failure conditions, the
following shall remain valid on the PFD throughout
the procedure:
 Attitude and Heading from AHRS.
 Airspeed, Altitude, Vertical Speed, and OAT
from Air Data Computer.
 GPS Course Deviation Indicator
For a GIA1 GPS Failure, an amber BOTH ON GPS2
is displayed on PFD 1 and PFD 2.
For a GIA2 GPS Failure, an amber BOTH ON GPS1
is displayed on PFD 1 and PFD 2.
For a dual GPS failure condition, the following shall
occur:
 GPS CDI flags LOI on both PFDs.
 Attitude and Heading remain valid from both
AHRS on both PFDs.
 Airspeed, Altitude, Vertical Speed and OAT
remain valid from both Air Data Computers on
both PFDs.
 LOI appears on MFD Map.
 TAWS N/A aural alert & annunciation given.
When GPS satellites are re-acquired, verify that the
INTEG OK annunciation is given on the HSI in white
for a brief period of time then disappears.
After ~10 seconds of stable GPS position
reacquisition, verify the TAWS AVAILABLE aural
alert is given.
Verify that the system returns to normal navigation
mode (GPS CDI restored, LOI annunciation
removed, & GPS data magenta).
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8.1.2
GIA Failure Test
Step
Desired Result
GIA 1 Failure Condition:
1. Ensure GPS satellites are acquired.
2. Open GIA1 primary and secondary CBs.
3. Verify desired results.
4. Close GIA1 primary and secondary CBs.
Allow system to re-acquire satellites and
return to normal display modes.
For a GIA 1 failure condition, the following shall
occur:
GIA 2 Failure Condition:
1. Open GIA 2 CB.
2. Verify desired results.
3. Close GIA 2 CB. Allow system to reacquire satellites and return to normal
display modes.
Dual GIA Failure Condition:
1. Open GIA1 primary and secondary CBs
and GIA 2 CB.
2. Check for desired results.
3. Restore power to both GIA units.

NAV 1 and COMM1 tuning fields on PFD1 and
PFD2 are invalid (red X).

L/R engine data remains valid

XPDR1 is Inoperative.

GMA1 Is Inoperative.

AHRS1 is using backup GPS source.

AHRS2 not receiving backup GPS Information.

An amber BOTH ON GPS2 is displayed on
PFD1 and PFD2.

AHRS and ADC data remain valid on PFD1 and
PFD2.
For a GIA 2 failure condition, the following shall
occur:

NAV2 and COMM2 tuning fields on PFD1 and
PFD2 are invalid (red X).

L/R engine data remains valid.

XPDR2 is Inoperative.

GMA2 Is Inoperative.

AHRS2 is using backup GPS source.

AHRS1 not receiving backup GPS Information.

An amber BOTH ON GPS1 is displayed on
PFD1 and PFD2.

AHRS and ADC data remain valid on PFD1 and
PFD2.
For a dual GIA failure, the following shall occur:

COM1/NAV1 & COM2/NAV2 fields flag invalid.

GPS CDI flags LOI on PFD

NAV1 & NAV2 CDI loses deviation bar.

XPDR field flags invalid on PFD.

Engine Instrument field flags invalid on MFD.

All AHRS & ADC fields remain valid.

Red AFCS status annunciation given.

TAWS FAIL annunciation given.

ADF/DME windows flag invalid.*
*If equipped.
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8.1.3
Display Failure Test
Step
Desired Result
MFD Failure Condition:
1. Open MFD CB.
2. Verify desired results.
3. Close MFD CB.
For an MFD failure condition, the following shall
occur:
PFD2 Display Failure Condition:
1. Open PFD 2 CB.
2. Verify desired results.
3. Close PFD 2 CB.
PFD1 Display Failure Condition:
1. Open PFD 1 PRI and PFD1 SEC circuit
breakers.
2. Verify desired results.
3. Close PFD 1 PRI and PFD1 SEC circuit
breakers.

MFD goes blank.

All PFD1 and PFD2 primary flight information is
retained.

The COM 1/2 and NAV 1/2 tuning fields remain
valid and can be tuned by rotating the tuning
knobs on PFD1 and PFD2.

XPDR 1/2 fields remain valid and XPDRs can
adjusted via PFD softkeys.
For a PFD2 failure condition, the following shall
occur:

PFD2 goes blank.

PFD1 and MFD remain in normal display
formats. The following illuminate on PFD1:

HDG NO COMP illuminates on PFD1

ROLL NO COMP illuminates on PFD1

PIT NO COMP illuminates on PFD1

IAS NO COMP illuminates on PFD1

ALT NO COMP illuminates on PFD1

GMA2 Fail – GMA2 is inoperative.

XPDR2 Fail – XPDR2 is Inoperative.
For a PFD1 failure condition, the following shall
occur:

PFD1 goes blank.

PFD2 and MFD remain in normal display
formats. The following illuminate on PFD2:

HDG NO COMP illuminates on PFD2

ROLL NO COMP illuminates on PFD2

PIT NO COMP illuminates on PFD2

IAS NO COMP illuminates on PFD2

ALT NO COMP illuminates on PFD2

GMA1 Fail – GMA1 is inoperative.

XPDR1 Fail – XPDR1 is Inoperative.
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8.1.4
G1000 Cooling Fan Fail Annunciation Check
Do the following to verify the cooling fans and annunciations are functioning properly
Step
Desired Result
Cooling Fan Failure Conditions:
1. Ensure the G1000 is in normal mode and
verify that there are no fan related alert
messages displayed in the PFD1 or PFD2
Alerts Window.
2. Pull the following cooling fan circuit
breakers:
a) PFD/GIA FANS LEFT
b) PFD/GIA FANS RIGHT
c) MFD FAN
For the cooling fan failure conditions, after a 30second delay verify that the following alert messages
are displayed:
 AVN FAN 1 FAIL – Avionics cooling fan #1 is
inoperative
 AVN FAN 2 FAIL – Avionics cooling fan #2 is
inoperative
 PFD 1 FAN FAIL – PFD #1 cooling fan is
inoperative
 PFD 2 FAN FAIL – PFD #2 cooling fan is
inoperative
 MFD FAN FAIL – MFD cooling fan is
inoperative
Fan Failure reset and acknowledgement:
1. Reset all cooling fan circuit breakers.
2. Acknowledge alerts by pressing the
ALERTS softkey on PFD1.
Verify the above alerts extinguish.
8.1.5
Standby Instrument Electrical Power Checks
This section tests the standby electrical power for the standby attitude indicator, the standby altimeter and
the standby airspeed indicator. (The magnetic compass is tested in each Phase inspection during the
cockpit lights check in the King Air 200 Series Maintenance Manual, listed in Table 1-2.)
Step
Desired Result
1. Remove or ensure external aircraft power
is removed. Set main battery switch to
OFF.
2. Ensure the STBY ATT and STBY ALTM
circuit breakers are closed.
3. Ensure the MASTER PANEL LIGHTS
rocker switch in the overhead panel is in
the ON position.
4. Ensure the STBY INSTR knob is turned to
full bright.
Verify the STANDBY BATTERY
annunciator/switch is not illuminated
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Step
Desired Result
5. Select (depress) the STANDBY
BATTERY switch.
Verify the following:
 STBY Attitude indicator motor is energized as
indicated by the indicator motor and the absence
of OFF flag.
 STBY altimeter vibrator is active as indicated by
vibrator noise and absence of flag.
 STBY attitude, STBY Altimeter, STBY Airspeed
indicators are illuminated full bright.
 Amber “ON” is annunciated full bright on the
STANDBY BATTERY switch.
 White STANDBY BATTERY legend on the
standby battery switch is illuminated full bright.
6. Activate aircraft power by selecting the
“on” position of the BATTERY switch.
Verify the following:
 “ON” annunciation should extinguish on the
STANDBY BATTERY switch.
 “ARM” should be fully illuminated (green) on the
STANDBY BATTERY switch.
 The STBY attitude, STBY altimeter and STBY
airspeed instrument lighting reverts to the aircraft
settings.
 The STBY attitude OFF flag not present and
STBY altimeter vibrator remains active.
 White STANDBY BATTERY legend on the
standby battery switch remains illuminated.
7. Deselect the STANDBY BATTERY
switch
Verify the following:
 “ARM” annunciation extinguishes on the
STANDBY BATTERY switch.
 STBY attitude OFF flag not present and STBY
altimeter vibrator remains active.
 White STANDBY BATTERY legend on the
standby battery switch remains illuminated.
8. Remove aircraft power by selecting the
battery switch to “OFF” position.
Verify the following:
 The STBY Attitude OFF flag is in view is
deactivated (the sound of the motor may be
present as the gyro spools down).
 The STBY altimeter vibrator is deactivated.
 The STBY attitude, STBY altimeter, STBY
airspeed and magnetic compass are no longer
illuminated.
 White STANDBY BATTERY legend on the
standby battery switch extinguishes.
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8.1.6
G1000 Backup Path Test
1. Remove power from the displays by opening the following circuit breakers:
 PFD1 PRI
 PFD1 SEC
 PFD2
 MFD
2. Close the PFD1 PRI, PFD1 SEC, PFD2 and MFD circuit breakers while holding the ENT key on
each display (far right key on MFD) until the words INITIALIZING SYSTEM appear.
3. In configuration mode, go to the GDU Page Group on PFD1.
4. On PFD1, activate the cursor and select PFD1 in the SELECT UNIT field and press ENT.
5. Observe the GRS 77 or GRS 7800 and GDC 74 DATA indicators in the ARINC 429 window.
6. Verify both indicators are GREEN, indicating the channels are receiving data as shown below:
7.
8.
9.
10.
11.
12.
13.
14.
Figure 8-1, GDU Data Verification (ARINC 429)
On PFD1, activate the cursor and select PFD2 in the SELECT UNIT field and press the ENT key.
Repeat Steps 5 and 6.
On PFD1, activate the cursor and select MFD1 in the SELECT UNIT field and press the ENT key.
Repeat Steps 5 and 6.
On PFD1, go to the GIA Page Group. Go to the RS-232 / ARINC 429 CONFIG page.
Verify that GIA1 is selected in the SELECT UNIT field.
Observe the data indicators for all configured RS-232 and ARINC 429 channels (except GIA
DEBUG), including the GRS 77 or GRS 7800 and GDC 74 ARINC 429 channels.
Verify all DATA indicators are GREEN, indicating the channels are receiving data as shown in the
following image:
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Figure 8-2, GIA Data Verification (ARINC429/RS-232)
15. Activate the cursor and select GIA2 in the SELECT UNIT field, and then press the ENT key.
16. Repeat Steps 13 and 14.
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17.
18.
19.
20.
On PFD1, go to the CAN / RS-485 CONFIGURATION page in the GIA Page Group.
Verify that GIA1 is selected in the SELECT UNIT field.
Observe the data indicators for all configured RS-485 channels.
Verify all DATA indicators are GREEN, indicating the channels are receiving data as shown:
Figure 8-3, GIA Data Verification (RS-485)
21. Activate the cursor and select GIA2 in the SELECT UNIT field, and then press the ENT key.
22. Repeat Steps 18 and 19.
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8.2
GFC 700 Ground Checkout
The following procedures verify the proper operation of the GFC 700 AFCS, after maintenance has been
performed. The technician performing these checks should be thoroughly familiar with the G1000 and
GFC 700. Information on the installation and operation of the GFC 700 can be found by referring to
Sections 6.11, 0 and the G1000 in King Air 200/B200 Cockpit Reference Guide, listed in Table 1-2.
NOTE
In the sections that follow, an Autopilot disconnect should be accompanied by an aural
alert (two-second tone) unless otherwise specified.
8.2.1
Pre-Flight Test
1. If selected ON, select the BATT and AVIONICS MASTER PWR switches and ground power unit to
OFF. After 30 seconds select the ground power unit and BATT and AVIONICS MASTER PWR
switches to ON. Verify the GFC 700 begins an automatic pre-flight test after AHRS and ADC
parameters become valid.
2. Verify that a white ‘PFT’ annunciation is displayed on PFD1 and PFD2, as shown in Figure 8-4.
Figure 8-4, Pre-Flight Test
NOTE
A momentarily red
annunciation displayed before PFT starts is acceptable.
3. Upon successful completion of the test, an aural alert will sound and the annunciation will clear. The
aural alert is generated by either GIA 63W #1 or GIA 63W #2, alternately, with each system powerup. Thus, the PFT sequence must be run twice to verify both GIA units are providing the correct
aural alert.
NOTE
If the ‘PFT’ annunciation turns red, the test has failed. Return to Section 5 for
troubleshooting.
4. Repeat Steps 1 - 3 to test the PFT aural alert for the other GIA 63W.
Continue to Section 8.2.2.
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8.2.2
AFCS Switch Checks
Verify that the AFCS system buttons and switches are operating correctly by performing the following:
1. Actuate both sections of the PITCH TRIM (NOSE UP/NOSE DN) switch to activate Manual Electric
Pitch Trim (MEPT). Verify the trim clutch engages and the trim wheel drives in the requested
direction. Check operation in both the up and down direction.
2. Press the AP/YD DISC TRIM INTRPT switch and hold while actuating the manual electric trim
switch. Verify trim does not run and the trim wheel rotates freely when moved manually. Release
the AP/YD DISC TRIM INTRPT button and PITCH TRIM switch.
3. Engage the autopilot by pressing the AP key on AFCS mode controller. Press and hold the left section
of the manual electric trim switch. Verify the Autopilot disengages normally with an aural alert and
the trim wheel rotates freely when moved manually.
4. Engage the autopilot again by pressing the AP key on the AFCS mode controller. Verify the pitch
and roll clutches engage and resist movement of the control wheel. Press and hold the CWS switch
and verify the control wheel moves freely when moved manually. Verify the green ‘AP’ at the top of
PFD1 and PFD2 is replaced by a white ‘CWS’.
5. Release the CWS switch and press the ‘XFR’ key on the AFCS mode controller. Verify the clutches
are engaged and resist movement of the control wheel. Press and hold the CWS switch and verify the
control wheel moves freely when moved manually. Verify the green ‘AP’ at the top of PFD1 and
PFD2 is replaced by a white ‘CWS’.
6. Release the CWS switch and press the AP/YD DISC TRIM INTRPT switch on the pilots control
wheel. Verify the autopilot disengages with a flashing amber ‘AP’ annunciation on PFD1 and PFD2,
accompanied by an aural alert. Verify that the control wheel is free in pitch and roll axes.
7. Engage the autopilot again by pressing the ‘AP’ key on the AFCS mode controller. Open AFCS
SERVOS circuit breaker. Verify the autopilot disconnects and the abnormal disconnect is provided,
consisting of a continuous aural alert and a flashing red/white ‘AP’ annunciation. Verify no AFCS
annunciations (e.g. AFCS, PFT, Mistrim) remain on PFD1 or PFD2. Press the AP/YD DISC TRIM
INTRPT switch to cancel the abnormal alert. Close the AFCS SERVOS circuit breaker to restore
power to the system and wait for completion of the pre-flight test sequence.
8. Engage the autopilot again by pressing the ‘AP’ key on the AFCS mode controller. Ensure the
autopilot is coupled to GIA1 by verifying the arrowhead next to the ‘XFR’ key on the AFCS mode
controller is pointing to the pilot’s side. If the arrowhead points to the copilot’s side, press the ‘XFR’
key. Open GIA1 primary and secondary circuit breakers. Verify the autopilot disconnects with a
continuous aural alert and a flashing red/white ‘AP’ annunciation. Press the AP/YD DISC TRIM
INTRPT switch to cancel the alert and annunciation. Close the GIA1 primary and secondary circuit
breakers and wait for completion of the pre-flight test sequence.
9. Press the ‘XFR’ key on the AFCS mode controller and engage the autopilot by pressing the ‘AP’ key
on the AFCS Mode Controller. Press the AP/YD DISC TRIM INTRPT switch on the pilot side to
disconnect the autopilot; verify the flashing amber ‘AP’ alert is displayed on PFD1 and PFD2.
10. Press the GO AROUND button on the left throttle. Verify ‘TO’ is annunciated on PFD1 and PFD2
for both PITCH and ROLL modes and the command bars should be at 8 degrees nose up and wingslevel.
11. Press the Flight Director (FD) key on the AFCS mode controller to deactivate the GA mode. Press
the AP key to engage the autopilot. Press the CWS button for a minimum of 5 seconds and release;
verifying there is no residual force on the control stick for the pitch axis.
12. Disengage the autopilot by pressing the AP/YD DISC TRIM INTRPT switch on the co-pilot’s control
wheel. Engage VS mode by pressing the VS key on the AFCS mode controller. Verify PFD1 and
PFD2 display ‘VS’ in green and indicates a pitch reference of ‘0 FPM’.
13. Select an altitude using the ALT SEL knob on the AFCS mode controller. Press the FLC key on the
AFCS mode controller and verify that ‘FLC’ is annunciated on PFD1 and PFD2 in green with a
reference of 100 KTS.
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
14. Press the ALT key on the AFCS mode controller and verify that the ‘ALT’ annunciation is displayed
in green on PFD1 and PFD2 with an altitude reference equal to the aircraft altitude (within the nearest
20 feet).
15. Press the FD key and verify that the mode annunciations and command bars are removed from the
display.
8.2.3
Autopilot Clutch Overpower Check
NOTE
The GFC 700 uses electronic torque limiting as well as mechanical slip clutches to limit
the maximum servo effort. When the system is on the ground, the electronic torque limiting
is removed, allowing manual checks of the slip-clutch settings.
1. Engage the Autopilot by pressing the AP key on the AFCS mode controller.
2. Manually overpower the autopilot clutches in pitch, roll and yaw. If the Autopilot clutches cannot be
overpowered, check the GSM 85A clutch torque settings or GSM 86 clutch cartridge. Refer to the
servo installation drawing (listed in Table 1-2) as applicable.
3. Actuate and hold PITCH TRIM switch in either the NOSE UP or NOSE DOWN direction to
disconnect the autopilot. While the trim is running, restrain the aircraft pitch trim wheel and verify
that the trim clutch can be overpowered. If it cannot be overpowered, check the GSM 85A clutch
torque setting or GSM 86 clutch cartridge. Refer to the pitch trim servo installation drawing listed in
Table 1-2.
4. Engage the autopilot by pressing the AP key on the AFCS mode controller. Actuate and hold the
manual electric trim switch in either the up or down direction to disconnect the autopilot. Verify that
the trim wheel moves smoothly in both directions throughout the entire trim range during manual
electric trim operation. If the trim wheel hesitates, this may indicate that the pitch trim clutch is
slipping and proper clutch setting or clutch cartridge and cable tension should be verified. Refer to
the King Air 200 Series Maintenance Manual and Pitch Trim Servo Install drawing, listed in Table
1-2, for clutch settings and cable tensions. If both clutch setting and cable tension are within
tolerance, check the aircraft pitch trim system for excessive friction. Refer to the King Air 200 Series
Maintenance Manual listed in Table 1-2.
8.2.4
Manual Electric Pitch Trim Speed Check
1. Run MANUAL ELECTRIC PITCH TRIM in one direction until it runs against the mechanical stop.
2. Run the trim in the opposite direction, and using a stop watch or equivalent device, time the trim
speed to the opposite mechanical stop. Verify the elapsed time for full travel measures 13  3
seconds.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
Page 8-11
Revision 10
8.2.5
Autopilot Operation Checks
NOTE
For aircraft with software version 0985.03 and the Electronic Stability and
Protection (ESP) option, an airspeed of 200 knots must be input using a pitotstatic test set.
1. Engage the Autopilot by pressing the AP key on the AFCS mode controller. Push the HDG knob to
synchronize the heading bug to the current aircraft heading. Select HDG mode by pressing the HDG
key on the AFCS mode controller. Verify the command bars are level and the control wheel is
stationary. (There may be some roll motion in the yoke if the aircraft not perfectly level.)
2. Turn the HDG knob to the left and right and check that the command bars move in the correct
direction and the control wheel follows the command bars.
3. Push and hold the CWS button and pull the control wheel to the center of the pitch control range.
Release the CWS button. Verify the autopilot clutches re-engage and hold the wheel stationary.
4. Holding the control wheel lightly, rotate the NOSE UP/DN wheel on the AFCS mode controller two
clicks UP to increase the pitch reference. Verify the command bars move up 1 degree and the control
wheel begins moving aft. (In some aircraft, the down spring may require manual assistance to get aft
control stick movement).
5. While holding the control wheel firmly, press and hold the CWS button to re-synchronize the pitch
reference. Re-center the control wheel to wings level and mid-range elevator travel. Release the
CWS button and check that servo clutches re-engage before releasing the control wheel.
6. Rotate the NOSE UP/DN wheel on the AFCS mode controller two clicks DOWN to decrease the
pitch reference. Verify the command bars move down 1 degree and the control wheel begins moving
forward. Hold the controls and press CWS to re-center the command bars and stop control wheel
movement.
7. With the Autopilot still engaged and the CWS button pressed, move the control wheel to its aft limit.
Release the CWS button and apply continuous forward pressure, slowly moving the control wheel.
After a brief delay, verify the trim wheel begins moving in a trim up direction.
8. Grip the control wheel and press the CWS button. Verify trim motion stops. Move the control wheel
to the forward limit and release the CWS button. Slowly move the control wheel aft. After a brief
delay, verify the trim wheel begins to trim down. Relieve pressure on the wheel and verify the trim
motion stops. Check that the trim wheel is free to turn. Hold the control wheel and press the AP/YD
DISC TRIM INTRPT switch to disconnect the autopilot.
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G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
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8.2.6
VOR/LOC/GS Test
Perform the following test using ramp test equipment. Operate the equipment according to the test
equipment manufacturer’s instructions.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
NOTE
The PFD HSI does not show a course deviation bar unless a valid VHF NAV frequency is
tuned.
Ensure FD is coupled to PFD1 as indicated by a left pointing arrow next to the XFR button.
Simulate a VOR signal on a radial equivalent to the aircraft heading. Tune the NAV 1 and NAV 2
receivers to the simulation frequency.
Set the HSI on PFD1 to VOR1 by pressing the CDI soft key until VOR1 is selected. Set the HSI on
PFD2 to VOR2 by pressing the CDI soft key until VOR2 is selected. Rotate CRS1 and CRS2 knobs
to set VOR1 and VOR2 course pointers to aircraft heading. (CDI Synchronization must be set to
OFF on the AUX-SYSTEM SETUP 1 page on the MFD.)
Verify full scale deflection of VOR1 and VOR2 CDI by varying the selected course at least 10° left
and right. Reset course pointers to aircraft heading.
Engage the autopilot and press the NAV key on the AFCS mode controller. Using the CRS1 knob
alter course by 10° to the right. Verify the flight director and aircraft controls respond by flying to the
VOR course. Repeat to the left.
Couple FD to PFD2 by pressing the XFR button on the AFCS mode controller. Verify FD is coupled
right as indicated by a right pointing arrow on the AFCS mode controller next to the XFR button.
Repeat step 5 using CRS2 knob while coupled to PFD2.
Set CRS1 and CRS2 course pointers to aircraft heading.
Simulate a Localizer/Glideslope signal. Tune this signal on NAV 1 and NAV 2 receiver. Set the
PFD1 HSI to LOC1 and PFD2 HSI to LOC2 by pressing CDI soft key until LOC1 and LOC2 is
selected. Use the test equipment to center the deviation bars (localizer and glideslope) on PFD1 and
PFD2.
Press the APR key on the AFCS mode controller. Verify that the LOC and GS annunciations are
green on PFD1 and PFD2. Apply right/left and up/down localizer/glideslope signals using the test
equipment. Verify that the Flight Director and flight controls respond appropriately.
Couple FD to PFD1 by pressing the XFR button on the AFCS mode controller. Verify FD is coupled
to PFD1 as indicated by a left pointing arrow on the AFCS mode controller next to the XFR button.
Repeat step 9 while coupled to PFD1.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
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Revision 10
8.3
Maintenance Records
This Post-Installation Configuration Log should be completed during the initial installation and
maintained with the aircraft permanent records.
Record the following information:
 Part number of the G1000 software loader card used to perform software loading or software
updates.
 Record part and serial numbers of any LRU which was replaced.
 Record any database updates which were performed during maintenance.
 Any other applicable information related to the maintenance work performed on the aircraft.
Post-Installation Configuration Log
Date:
Aircraft Model:
Aircraft Make:
Aircraft
Registration:
Aircraft Serial #:
Engine:
Prop:
G1000 Loader Card
Version:
Unit/Option
Installed/Enabled?
(check if installed or
configured)
Unit/Option
ADF Option
GDL59
DME Option
GRS77
ESP Support
(no AoA)
GRS7800
200/B200 ESP Support
(with AoA)
GSM 85A Servo Mounts
RAD ALT Option
*(Non-Garmin)
GSM 86 Servo Mounts
TCAS II System Option
*(Non-Garmin)
GSR56 Stand Alone
Traffic System Option
*(Non-Garmin)
GTS 820/850
Lightning System Option
GTS Processor (circle
one) (825/855/8000)
TAWS-A Support
GTX 3000
TAWS-A Voice No Callout
Installation Option
GTX 33ES
TAWS-A Voice Callout
Installation Option
GWX 68
V1 Airspeed Option
GWX 70
GSR 56 with GDL 59
GDL 69A
GDC 7400
(models 200/B200 only)
GDL 69A SXM
Installed/Enabled?
(check if installed or
configured)
GDC 74B
(models 200/B200 only)
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Revision 10
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
190-00915-01
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