G1000 / GFC 700 System Maintenance Manual Hawker Beechcraft Model C90A/C90GT/C90GTi King Air Contains Instructions For Continued Airworthiness For STC #SA01456WI-D 190-00682-01 November 2012 Revision F
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TABLE OF CONTENTS PARAGRAPH 1 INTRODUCTION ............................................................................................................................ 1-1 1.1 1.2 1.3 1.4 1.5 2 GDU 1040A AND GDU 1500 DISPLAYS ..................................................................................... 3-1 GCU 475 - MFD CONTROLLER ................................................................................................... 3-3 GMC 710 - AFCS CONTROLS ..............................
5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.21 5.22 5.23 5.24 6 EQUIPMENT REMOVAL & REPLACEMENT ......................................................................... 6-1 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 6.12 6.13 6.14 6.15 6.16 6.17 6.18 6.19 6.20 6.21 6.22 6.23 6.24 6.25 6.26 6.27 7 C90A/C90GT/C90GTI SPECIFIC ALERTS ................................................................................
.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9 7.10 7.11 7.12 7.13 7.14 7.15 7.16 7.17 7.18 7.19 7.20 7.21 7.22 7.23 8 GDU 1040/1500 MFD & PFD ..................................................................................................... 7-1 GMA 1347D AUDIO PANEL ........................................................................................................ 7-3 GIA 63W INTEGRATED AVIONICS UNIT ...................................................................................
LIST OF ILLUSTRATIONS FIGURE PAGE Figure 2-1. C90 Electrical Distribution................................................................................................... 2-11 Figure 2-2. Avionics Master Power Schematic....................................................................................... 2-11 Figure 2-3. G1000 Component Power Sources....................................................................................... 2-12 Figure 2-4. G1000/GFC 700 Block Diagram....................
Figure 5-19. GWX 68 Backshell Connector (P681) ............................................................................... 5-85 Figure 5-20, Signal Conditioner Mating Connector (PVIB1) ................................................................. 5-85 Figure 6-1. Configuration Module Installation ......................................................................................... 6-9 Figure 6-2. GEA Backshell Thermocouple.......................................................................
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1 INTRODUCTION 1.1 Content, Scope, Purpose This document provides Instructions for Continued Airworthiness (ICA) for the Garmin G1000 integrated avionics and GFC700 Automatic Flight Control System (AFCS) as installed in the C90A/C90GT/C90GTi King Air, under STC #SA01456WI-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.
IMPORTANT! If the technician is unsure of an aircraft’s STC Configuration, perform the following steps: 1. Inspect the aircraft maintenance logs for records of which STC configuration is installed. Inspect aircraft records for signs of other alterations, including field updates and Service Bulletins. 2. Power on the G1000 system by setting the BAT switch to ON, then the EXT PWR switch to ON and finally the AVIONICS MASTER switch to ON. 3.
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 C90A/GT/GTi 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.
1.
1.4 Publications The following documents are required by this maintenance manual to perform maintenance: Table 1-2.
85-292-1-1033 TP-336 Signal Conditioner Installation Manual (Meggitt Sensing Systems) L-3 Avionics Systems – Emergency Power Supply Installation Manual, PS-835 NOTE Drawings, associated with this project, which include C90, C90A, or C90A/C90GT in the title apply to the C90A, C90GT, and C90GTi unless specifically otherwise stated within the drawing or elsewhere in the STC data package. The following publications are recommended to be on hand during the performance of maintenance activities. Table 1-3.
2 SYSTEM DESCRIPTION 2.1 Equipment Descriptions 2.1.1 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.
2.1.2 GMA 1347D Audio Panel (2) The Garmin GMA 1347D Audio Panel integrates NAV/COM digital audio, intercom system and marker beacon controls. The C90 installation includes two GMA 1347 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. Power to the audio panels is provided by the avionics bus. These units only power up when the avionics master switch is turned on.
2.1.5 GIA 63W Integrated Avionics Unit (2) Two Garmin GIA 63W Integrated Avionics Units (IAUs) contains 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. Power is provided to both GIAs by the triple-fed bus.
2.1.6 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.
2.1.8 GDC 74B Digital Air Data Computer (2) The Garmin GDC 74B 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 74B communicates with the GIA 63W, GDU 1040A, and GRS 77 using ARINC 429 digital interface. The unit is mounted behind the instrument panel. Power is provided to both GDC 74B units by the triple-fed bus.
2.1.11 GMU 44 Magnetometer (2) The GMU 44 provides horizontal and vertical magnetic field information to the GRS 77 AHRS. This allows heading to be calculated and provides assistance during AHRS alignment. The GMU 44 units are mounted in the vertical tail. The units receive power directly from the GRS 77 units and communicate with the GRS 77 units via RS-485 digital interface. 2.1.
2.1.14 GSA 81 Servo, GSA 80 Servo (3) and GSM 85A/86 Servo Mount (4) The GSA 81 (low-torque) Servo Actuator is an electromechanical unit that will provide automatic control of pitch trim. The Garmin GSA 80 (high-torque) Servo Actuator is an electromechanical unit that will provide pitch, roll and yaw damp and turn coordination. The GSA 80/81 contains a motor-control and monitor circuit board, as well as a solenoid and a brushless DC motor.
• • • standby attitude indicator (operation and internal lighting) standby altimeter (vibrator and internal lighting) standby airspeed indicator (lighting only) The aircraft power buss provides a trickle charge to the PS-835 under normal conditions. This battery is existing in the rear fuselage of aircraft previously equipped with Collins EFIS and is installed in the nose avionics bay by this STC, on aircraft that were not previously equipped with Collins EFIS. 2.1.
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 No. 1 Triple-fed bus and to the No. 2 Engine Signal Conditioner from No. 2 triple-fed bus. Both signal conditioners will power-up immediately with external or aircraft power or battery operation.
2.3 Electrical Power Distribution This airplane uses a multi-bus system, as detailed below and in Figures 2-1 and Figure 2-2. In normal operation, all buses are automatically tied into a single-loop system where all sources supply power through individual protective devices. The battery and generator switches on the pilot’s left subpanel are used to control power from the ship battery and generators into the airplane electrical system.
Figure 2-1. C90 Electrical Distribution Figure 2-2.
Figure 2-3. G1000 Component Power Sources 2.4 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.
2.5 G1000 /GFC700 Block Diagram Figure 2-4.
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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 475 and GMA 1347D audio panel. Figure 3-1 thru Figure 3-6 identifies 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.
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 shown in Figure 3-1 and Figure 3-4is the primary control for the G1000 system.
3.2 GCU 475 - MFD Controller The MFD controls are located on the GCU 475 as show in Figure 3-4. Figure 3-4. MFD Controls (GCU 475) 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.
3.4 GMA 1347D Audio Panel Figure 3-6 provides the audio panel controls for GMA 1347D PN 011-01257-00. The GMA 1347D PN 011-01257-00 is applicable only to installations using STC SA01456WI-D Master Drawing List (MDL) 005-00375-30, Revision 4 and previously approved revisions. Figure 3-6.
Figure 3-7. GMA 1347D PN 011-01257-20 Controls provides the audio panel controls for GMA 1347D PN 011-01257-20. The GMA 1347D PN 011-01257-20 with the Cabin Intercom button is applicable only to installations using STC SA01456WI-D Master Drawing List (MDL) 005-00375-30, Revision 5 and subsequent approved revisions or fielded installations modified in accordance with Garmin Document 190-00682-06.
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 and EXT PWR switches to ‘ON’. The following G1000 equipment is powered: • PFDs displays & MFD display • GRS 77 AHRS Units • GDC 74B Air Data Computers • GIA 63W Integrated Avionics Units • GEA 71 Engine/Airframe Units • GCU 475 FMS Control Unit • GMC 710 Autopilot Control Unit 2. Set the AVIONICS MASTER PWR switch to ‘ON’.
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. On this 3-display system, only a manual reversionary mode is possible. 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 1347 audio panel.
3.7 Configuration Mode Overview 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 system in Configuration Mode: 1. Apply external power, then set the BAT, EXT PWR and AVIONICS MASTER PWR switches to ON. 2. Pull the MFD, PFD1 (PRI), PFD1 (SEC) and PFD2 circuit breakers. 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.
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, using the software loader card. Section 7 describes this process for each LRU).
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. A difference in the presentation of the data indicator exists between the two approved versions of C90A G1000 system software. Table 3-1 presents the data indicator differences between the two versions of software. G1000 System Software Data Indicator Symbol Differences 006-B0636-01, v 0636.
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 1-2. System Page Group 1. System Status 2. Time Configuration 3. Lighting Configuration 4. System Audio 5. System Upload 6. Diagnostics Terminal 7. OEM Diagnostics 8 System Configuration 9.
3.8 G1000 / GFC 700 Software Information NOTE The following sections provide a detailed description of loading all G1000 software and configuration files. Loading of all software and configuration files is usually not required for removal and replacement of units. Refer to Section 6 of this manual for the necessary steps during removal and replacement of G1000/GFC 700 equipment. 3.8.
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 C90A/GT/GTi loader card, the individual/facility completing these procedures, must be an authorized King Air C90 service center to gain access to the necessary data via the Garmin website. 1. Go to www.garmin.
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. (example figure) (example figure) 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.
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.
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.
3.8.4 Configuration File Descriptions Configuration Files are divided into groups, and are only displayed at the System Upload page during the software/configuration loading process. There are four categories of configuration files: C90 C90-Options C90-Configurations C90-Weight and Airspeed Configuration files contain preset selections for input/output channels, aircraft-specific settings, and LRU-specific settings.
3.8.4.1 Airframe and Optional Configurations Optional equipment configurations are available with the C90A/GT/GTi. These files are loaded after the factory default configuration is established. Each option modifies one or more of the above configuration files, depending on what setting changes are required to activate the optional equipment. It should be noted that any required supporting hardware for the option must be installed before the option can function.
The following options appear at the System Upload page within the FILE menu, when the “C90-Options” choice is selected from the AIRFRAME menu. Software Ver 0636.01 & 0636.02 Software Ver 0636.
Table 3-2.
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. NOTE Some functions require a separate ENABLE SD card. See the appropriate General Arrangement drawing for card part number. 3.8.
G1000 Master Configuration Module (located in PFD backshell connector) GMC 710 Master configuration module contains identical backup configuration files of PFD configuration memory. PFD cross-checks these backup files against files contained with PFD memory. PFD selfconfigures to match master configuration module. Contains ‘ACTIVE’ settings. Uses PFD internal configuration files for backup. RS-232 No. 1 GDU 1040A PFD Contains ‘ACTIVE’ PFD settings. Represents ‘SET’ column for all LRUs.
The GRS 77 and GDC 74B configuration modules function differently than the rest of the system. The GDC 74B’s configuration file is loaded directly to GDC internal memory. A copy of the file is stored in the GDC configuration module. The GRS 77 configuration module does not store any configuration settings. Instead, it stores calibration data recorded during installation calibration procedures.
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.
3.9.1 MFD & PFD Software Load Follow this procedure to load software to either PFD or the MFD. 1. With the G1000 and GFC 700 powered on, pull the MFD, PFD 1 (PRI), PFD 1 (SEC), and PFD 2 circuit breakers. 2. Insert the correct G1000/C90 Loader Card into top card slot in the desired PFD or MFD. NOTE Refer to General Arrangement Drawing, listed in Table 1-2, for correct loader card part number. NOTE If loading software to all displays, it is preferred to load PFD 2 first, followed by the MFD and then PFD 1.
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. IMPORTANT! Do not allow power to be removed from the system when loading software. Remove power only when instructed by the following procedure.
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. NOTE With Software Image 0636.03, the hardware serial number is used to determine appropriate software for the GMU 44 and GSA 8X units.
3.9.3 Software Check Anytime software and configuration loading procedures are accomplished during maintenance, it is highly recommended to conduct a final software review of the system. Figure 3-19. System Status 1. Start the PFD in Configuration Mode. 2. Go to the System Status page using the FMS knob. Activate the cursor and toggle to the LRU window. 3.
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 with installation procedures. Troubleshoot and resolve the issue before continuing (see Section 5.20).
3.9.4 Loading Airframe Options After the default configuration is loaded to the G1000, the technician must check and verify which equipment or installation options exist on the aircraft. See the options list in 3.8.4.1. If the C90A/C90GT aircraft being updated requires a different airframe configuration or is equipped with any additional equipment options, follow this procedure to load them. NOTE ChartView and TAWS options are covered in a separate section. See Sections 3.9.6 and 3.9.
3.9.4.1.1 Loading Airframe Configuration 1. While in configuration mode and loader card inserted in the top card slot of PFD 1, select the “System Upload” page using the small FMS knob. 2. Activate cursor and rotate small knob to display drop down menu. Highlight “C90Configurations” and press ENT key on PFD 1. 3. Verify cursor drops down to the file box. Rotate the small FMS knob to view the list of available C90 configurations. 4.
3.9.4.2 Weight and Airspeed Configuration In addition to the airframe configuration loaded above, certain installations will require additional steps to configure the G1000 for airframe weight and airspeed markings. 3.9.4.2.1 Determining the Correct Weight Configuration The C90A G1000 system software airframe configurations have specific default MTOW, MZFW, and maximum landing weight values obtained from the effective AFMS for each configuration.
If your installation is using C90 G1000 System Software PN 006-B0636-02, Version 0636.02 or subsequent approved software versions, then select an optional airframe weight configuration from Table 3-5. Proceed to Section 3.9.4.2.2, Loading Airframe Weight Configurations. OPTIONAL AIRFRAME WEIGHT CONFIGURATIONS FOR SW VERSION 0636.
All other aircraft not included in this serial number range are not required to load this additional airspeed indication marking configuration. Follow this procedure to enable the airspeed marking configuration. 1. While in configuration mode and loader card inserted in the top card slot of PFD1, select the “System Upload” page using the PFD1 small FMS knob. 2. Activate cursor in AIRFRAME window and rotate PFD1 FMS inner knob to display drop down menu.
3.9.4.3 TIS Configuration Follow this procedure to re-enable the TIS function if TAS has been enabled for the G1000 system. TIS is a default G1000 system function. If TAS has not been enabled, the following procedure is not required to enable the TIS function. If TAS has previously been enabled, perform the procedure below to return TIS function to the G1000 system. The G1000 can only be configured for TIS or TAS but not both.
3.9.4.4 Traffic System Option Configuration 3.9.4.4.1 Traffic System Option Follow this procedure to enable the traffic system function for the G1000 system. NOTE The G1000 can only be configured for TIS or TAS but not both. Performing this procedure will automatically disable the TIS function. 2. While in configuration mode and the loader card is inserted in the top card slot of the PFD 1, select the “System Upload” page on PFD 1 using the small FMS knob. 3.
7. Return to the Map Page by pressing the FMS knob or momentarily pressing and holding the CLR key. Deactivate cursor. 3.9.4.5 Garmin GTS 8XX Traffic System (Configuration Placeholder) NOTE This STC does not approve the installation or configuration of the GTS 8XX traffic system. 3.9.4.6 Stormscope (WX-500) Option Configuration 3.9.4.6.1 Stormscope (WX-500) Option Follow this procedure to enable the WX-500 (Stormscope) function for the G1000 system 1.
3.9.4.6.2 WX-500 Stormscope Configuration Load Confirmation. 1. With PFD 1 in Configuration Mode, use the PFD 1 large FMS knob to select OTHER and the Stormscope configuration page. StormScope Configuration Page (Reference Only) 2. Activate the cursor and highlight the DATA field. Use the small FMS knob to select ‘Config’ and press the ENT key on the MFD. 3.
3.9.4.7 ADF – 60 Option Configuration 1. While in configuration mode on PFD 1 and with the loader card in the top slot of PFD 1, use the large FMS knob to select the SYSTEM group. Select “SYSTEM UPLOAD” page using the small FMS knob. 2. Activate cursor and rotate small knob to display drop down menu. Verify “C90-Options” is highlighted and press ENT on PFD 1. 3. Verify cursor drops down to the file box. Rotate the small FMS knob to view the list of available C90 options. 4.
b. “Upload Complete………….COMPLETE” in the summary box. 7. Select ENT on PFD 1 to acknowledge upload complete. Deactivate cursor. 3.9.4.10 GSR 56 Stand-Alone (Configuration Placeholder) NOTE This STC does not approve the installation or configuration of the GSR 56 system. 3.9.4.
3.9.4.12 ESP Support Option Configuration This section applies only to installations with the ESP option (software version 0636.03 and later). 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 3.9.12.) 1.
4. Verify the intended selection is displayed in the “Item” window. 5. Press “LOAD”. 6. Monitor load progress. Verify software load completes without errors as indicated by the following: • Green “PASS” in Configuration column for PITCH SERVO, PITCH TRIM SERVO, ROLL SERVO and/or YAW SERVO (as selected). • “Upload Complete………….COMPLETE” in the summary box. 7. Press ENT key on PFD1 to acknowledge upload complete. 8. Deactivate cursor. 9. Verify the servo gearbox configuration as follows: a.
3.9.4.14 Flight Charts Configuration Follow this procedure to re-enable FliteCharts function if ChartView has been enabled for the G1000 system. FliteCharts is a default G1000 system function. Section 3.9.8 installs the Terrain/Obstacle database card, which includes FliteCharts database. If ChartView has not been enabled, the following procedure is not required. If ChartView has previously been enabled, perform the procedure below to return FliteCharts function to the G1000 system.
3.9.5 SafeTaxi Configuration SafeTaxi is loaded and configured on the G1000 by default and needs no more configuring. Section 3.9.8 installs the Terrain/Obstacle database card, which includes SafeTaxi database. 3.9.6 ChartView Configuration Follow this procedure to re-activate the ChartView option. A ChartView Enable Card, as specified in the General Arrangement Drawing listed in Table 1-2, will be required for this procedure.
3.9.7 TAWS B Enable Follow this procedure to re-activate the TAWS Class B option. A TAWS Enable Card, as specified on General Arrangement Drawing, listed in Table 1-2, will be required for this procedure. Section 3.9.8 installs the Terrain/Obstacle database card. 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’.
3.9.8 Terrain/Obstacle Database Cards NOTE If the G1000 is to be equipped with the FliteCharts or ChartView display options, the appropriate databases are required to be loaded onto the Terrain/Obstacle cards before they are installed in the displays. ChartView database subscription services must be procured directly from Jeppesen and are usually sourced by the aircraft owner. Further, the ChartView feature must be ‘enabled’ before the G1000 can use the databases (see Section 3.9.6).
3.9.10 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.
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 3-22. Navigation Database Synchronization 8.
3.9.11 SVS/Pathways Enable Follow this procedure to enable the Synthetic Vision option. An SVS/Pathways Enable Card, as specified on General Arrangement Drawing 005-00375-22, 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.
3.9.12 ESP Enable Follow this procedure to enable the Electronic Stability and Protection (ESP) function. An Enhanced Enhanced AFCS Unlock Card, as specified on General Arrangement Drawing 005-00375-22, will be required for this procedure. Ensure that the “ESP Support (no AOA)” configuration has been loaded per Section 3.9.4.12. NOTE The G1000 has various features that require the use of unlock/enable cards to activate the feature.
3.10 Aircraft Registration Number Entry If not applied, apply power to the G1000 system. 1. With PFD1 in configuration mode, select the GTX page group, then select the TRANSPONDER CONFIGURATION page on PFD1. 2. Select or verify selected, XPDR1 is in the SELECT TRANSPONDER window. 3. Ensure that the ‘ADDRESS TYPE’ is ‘US TAIL’ under the ‘SET’ and ‘ACTIVE’ columns. 4. Activate the cursor and highlight the ‘ADDRESS’ field. Use the small/large FMS knobs to enter the aircraft registration number. Figure 3-24.
8. Apply power to the MFD and repeat steps 5 and 6. 9. Remove the loader card from the MFD and insert it into the upper slot of PFD1. 10. Apply power to PFD1 and repeat steps 5 and 6. 11. Cycle power to the MFD and splash screen will be present. NOTE Any time software and/or configuration is loaded to the system, the splash screens may need to be reloaded to all three display units. 3.12 Clearing Default User Settings 1.
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4 Instructions for Continued Airworthiness 4.1 Airworthiness Limitations The G1000 Integrated Flight Deck including the GFC 700 AFCS is airworthy when installed, configured, and maintained in accordance with this section. The G1000 and GFC 700 systems possess the following maintenance airworthiness limitations: The intervals for the airworthiness limitations are shown in maximum number of hours between checks, as required for certification.
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.
4.2.
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 are aligned with the existing maintenance phase intervals used in the current King Air Model 90 Series Maintenance Manual.
Item GFC700 Periodic Check Description/Procedure Verify proper operation of the GFC700 by performing the following: Pre-Flight Test AFCS Switch Checks Autopilot Operation Checks Interval 8.2.1, 8.2.2, Phase 2 and 4 8.2.5 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.
Item Description/Procedure Manual Section No. Interval 4.10 220 hours max 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 G1000 Redundant Connection Check* 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 Engine Data Check * Verify engine data is available and accurate 4.
Item PFD, MFD, and GIA Cooling Fans (Qty 5) Description/Procedure Manual Section No. Interval Removal & Replacement Refer to Master Drawing List, listed in Table 1-2, for installation drawings. N/A G1000 Lightning Protection Electrical Bonding Test Lightning Strike to GTP 59 OAT Probe or Antenna 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.
Item Emergency Battery Check* Standby Instrument Electrical Power Checks* Aerospace Optics Annunciator – Standby Battery Northern Airborne Speaker Amplifier (if added by this STC) 4.3.1 Description/Procedure Verify the emergency battery is being charged 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 Manual Section No. Interval 4.16.1 200 hours max or 6 Calendar Months (whichever first) 8.1.
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.
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 475 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 CTL-62 unit and connector for corrosion or other defects.
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. Gain access to circuit breaker panels by removing the screws which fasten then edgelit placards to the panels GDU 1040A PFD (Qty 2) & GDU 1500 MFD a) Remove the MFD and PFDs as described in Section 6. b) Inspect the mounting surface, copper bonding fingers and connector for corrosion, heavy oxidation, or other damage.
Item Mid-Continent Standby Attitude Ind. Thommen Standby Airspeed Ind. Thommen Standby Altimeter Description/Procedure a) Inspect the standby attitude indicator unit and connector for corrosion or other defects. a) Inspect the standby airspeed indicator 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.
Table 4-8. Rear Fuselage and Empennage Visual Inspection Procedure Item Description/Procedure Initials To gain access for the following Inspections, refer to the servo installation drawings and the King Air Model 90 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.
IMPORTANT! For installed equipment not listed in this maintenance manual, use the inspection procedures set forth in Chapter 05 of the King Air Model 90 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 Model 90 Series Maintenance Manual, or other appropriate maintenance manual, in cases where the requirements conflict. 4.
Pilot Compartment • Top metal case of PFD 1: __________ milli-volts • Top metal case of PFD 2: __________ milli-volts • Top metal case of MFD: __________ milli-volts • Top metal case of GMA 1347D #1: __________ milli-volts • Top metal case of GMA 1347D #2: __________ milli-volts • Top metal case of GCU 475: __________ milli-volts • Top metal case of GMC 710: __________ milli-volts • GEA 71 #1 body: __________ milli-volts • GEA 71 #2 body: __________ milli-volts • GDC 74B #1 body: ________
4.5.4 Phase 4 Electrical Bonding Procedure 1. Connect the positive lead of the power supply to the engine compartment grounding bracket (battery negative connection to the airframe). 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. Touch negative lead of power supply to each of the test points listed while performing Step 3.
4.6 GRS 77 Earth Magnetic Field Updates The GRS 77 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 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” (Ref. Section 5.143.2).
4.8 Flaps-in-Motion Discrete Input Check To perform this check, all G1000 and GFC 700 equipment must be installed and operational. Start the G1000 system 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 4-2. GIA I/O Page TRUE/VALID FALSE/INVALID or or Figure 4-3. Discrete Indications NOTE Reference Table 3-1 for interpretation of data indicator symbols 1.
4.9 Slip Clutch Torque Check Procedure and Servo Current Display Check Sections 4.9.1 thru 4.9.4 are applicable as follows: • Section 4.9.1: Automatic test for GSM 85A or GSM 86 with SW version 0636.03 and subs o Includes servo current check • Section 4.9.2: Manual test for GSM 85A with SW version 0636.02 and earlier o Includes servo current check • Section 4.9.3: Fixture procedure for GSM 85A or GSM 86 • Section 4.9.
IMPORTANT! It is highly recommended that the following test be performed at temperatures between 50° F and 120° F. 4. Use the FMS knob to select the desired servo (PITCH, ROLL, YAW or PITCH TRIM). 5. Verify that the PFT status field shows PASSED. 6. Verify that the aircraft control surface to be checked is free to travel throughout its range of motion. 7. Press the TEST SVO softkey on the PFD. Follow prompts to begin the test.
4.9.2 Manual Slip Clutch Test Procedure (SW Version 0636.02 and earlier) 1. With PFD1 in Configuration Mode, go to the GFC Page Group and select the GFC STATUS page using the FMS knobs. Figure 4-5 GFC Status Page NOTE The displayed test results on the PFD are not stored in G1000 memory. If power is cycled, these values will be lost. However, these test values are not lost by changing configuration mode pages.
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. Manually select +2.50 rpm for the Drive Servo and press ENT. 9. Press the ENG CLCH softkey. 10. Press the DRV SRVO softkey. 11.
Axis Pitch Roll Yaw Pitch Trim Min Measured Torque (in-lbs) Direction Max Measured Torque (in-lbs) Min Allowed Torque (in-lbs) Max Allowed Torque (in-lbs) 76 105 63 87 56 99 39 53 Up Down Left Right Left Right Up Down Table 4-10. Measured Torque NOTE If the measured values exceed the limits in Table 4-10, the servo must be removed from the aircraft and tested/adjusted per the Servo Adjustment Fixture Procedure in Section 4.9.3. 4.9.2.
controls before reaching the stop. Repeat test again. INVALID SERVO SPEED TEST SPEED FAIL SERVO TEST TIMED OUT The servo is unable to maintain the required ~2.5 RPM during the test (Speed drops below 2 RPM or exceeds 3 RPM) Servo has not responded to the test initialization command. Servo not responding for over 60 seconds during testing. SERVO DATA TIMED OUT The servo has failed to transmit load cell sensor status.
4. 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. 5. Connect a 2 Amp, 24 V, DC power supply to the fixture. 6. 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.) 7.
Figure 4-6 GFC Status Page IMPORTANT! It is highly recommended that the following test be performed at temperatures between 50° F and 120° F. 3. Use the FMS knob to select the desired servo (PITCH, ROLL, or YAW). 4. Verify that the aircraft control surface to be checked is free to travel throughout its range of motion. 5. Manually select +2.50 rpm for the Drive Servo and press ENT. 6. Press the ENG CLCH softkey. 7. Press the DRV SRVO softkey.
4.
(B) AHRS and ADC data path check 1. 2. 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 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) and RS232 Channel 6 (GRS77 #1) show valid indicators. Ref. Section 5.2.1.2. 5.
(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: a. NAV 1 and COMM1 tuning fields on PFD 1 and PFD 2 are invalid (red X). b. L/R engine data remains valid. c. XPDR1 is Inoperative. d. GMA1 Is Inoperative. e. AHRS1 is using backup GPS source. f. AHRS2 not receiving backup GPS Information. g. An amber BOTH ON GPS2 is displayed on PFD 1 and PFD 2. h.
4.11 Engine Data Check Do the following to verify the engine data availability and validity for torque, ITT, and oil pressure. Required test equipment is provided in the table below. Test Equipment Make/Requirement Model/Part Nbr 0-1k ohms As appropriate 0-10Vdc / 0 – 1k Hz As appropriate Decade Box Signal Generator Torque 1. Using a signal generator, inject a DC signal into the No. 1 GEA via left engine firewall connectors-pins J102-C (HI) and J102-R (LO). 2.
Test Point (mV) Indication (degC) Status Configurations bottom of green band green digital red triangle, start mode 44.3 +/- .28 1090* red digital** (*) verify value displayed is within test point tolerances (**) steady after 5 seconds 16.40 +/- .28 400* all all 10. 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. 11.
4.12 Trim Annunciator Check This procedure will check the trim annunciation from both GIA 1 and GIA 2. 1. Ensure the G1000 is in normal mode, the autopilot is not engaged, and the GMC 710 XFR key is selected to the pilot’s 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. Release the switch and wait for the PTRM annunciation to clear. 3.
22. Engage the autopilot, apply firm right load on the control yoke for approximately 10 seconds. Verify that the amber AIL → annunciator is displayed on both PFD 1 and PFD 2. 23. Disengage the autopilot and rotate the control yoke to the full right position and hold. 24. Engage the autopilot, apply firm left load on the control yoke for approximately 10 seconds. Verify that the amber ← AIL annunciator is displayed on both PFD 1 and PFD 2. 25. Disengage the autopilot. 26.
a. AHRS2 pitch attitude does not change b. An amber “PIT MISCOMP” is annunciated on PFD1 and PFD2 c. Autopilot disconnects at approximately 5 deg AHRS1 / AHRS2 miscompare d. The autopilot disconnect audio alert (two hi-low tones) sounds e. A red flashing AP annunciator on PFD1 and PFD2 f. Flight director command bars remain in view with PIT and ROL modes annunciated 14. Replace AHRS1 to normal attitude and verify that attitude display on PFD1 displays current aircraft attitude. 15.
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 and GTX units. The fan speed monitoring circuits and annunciations are checked by the G1000 Cooling System Electrical Check in Section 8.1.4 and a Visual Inspection of the fan 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.
Table 4-12, 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 4-7, Standby Battery G1000/GFC700 System Maintenance Manual – C90A/C90GT/C90GTi King Air 190-00682-01 Page 4-37 Revision F
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. Press and hold TEST SWITCH (Figure 4-7, 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.
4) Connect the Load Resistor across J1 connector pins 11 (+) and7 (-) and start timing the discharge period with a stopwatch. 5) Monitor and plot voltage values at 10-minute intervals. 6) At 48.0 minutes note voltage on Digital Voltmeter. This voltage must be greater than 20.0 Vdc. a. All INDIVIDUAL CELL MONITOR LED’s (Figure 4-7, Item 1) must remain on. b. Any LED that does go OFF will represent a defective individual cell, which must be replaced.
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5 TROUBLESHOOTING This section provides instructions and guidance for G1000 system troubleshooting, as installed in the King Air C90A/C90GT/C90GTi. 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.
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.
5.1.1 Aural & Audio Alerts The G1000 system is capable of issuing audio and aural (voice) alerts for various situations.
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.
NOTE Reference Table 3-1 for interpretation of data indicator symbols 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 (9)= data path is known to be good The applicable data paths can be verified by viewing the configuration mode pages listed below. 5.2.1.
PFD 1 ARINC 429 Channel LRU Indicator Status PFD1/GRS 77 #1 data path is functioning correctly. PFD1/GRS 77 #1 data path is not functioning correctly. IN 1 • Verify GRS77 #1 status is “OK” using the System Status page on the MFD. If it is not, correct condition before proceeding, reference GRS troubleshooting sections. • Load PFD1 configuration file. • Swap PFD1 and PFD2 to confirm if the problem is in the original PFD1.
PFD 2 RS-232 Channel LRU Indicator Status PFD2/GMC 710 data path is functioning correctly. PFD2/GMC 710 data path is not functioning correctly. • Verify GMC 710 is powered on. o CHNL 2 GMC 710 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.
PFD 2 ARINC 429 Channel LRU Indicator Status PFD2/GRS 77 #2 data path is functioning correctly. PFD2/GRS 77 #2 data path is not functioning correctly. IN 1 • Verify GRS77 #2 status is “OK” using the System Status page on the MFD. If it is not, correct condition before proceeding, reference GRS troubleshooting sections. • Load PFD2 configuration file. • Swap PFD2 and PFD1 to confirm if the problem is in the original PFD2.
MFD1 RS-232 Channel LRU Indicator Status MFD1/GCU 475 data path is functioning correctly. MFD1/GCU 475 data path is not functioning correctly. • Verify GCU 475 is powered on. o CHNL 1 GCU 475 If GCU 475 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 475. • Load MFD1 and GCU 475 configuration files.
5.2.1.2 GIA RS-232 / ARINC 429 CONFIG Page GIA1 RS-232 Channel LRU Indicator Status GIA1/GDC 74 #1 data path is functioning correctly. GIA1/GDC 74 #1 data path is not functioning correctly. CHNL 1 • Load GIA1 and GDC 74 #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. GDC 74 #1 o • Replace original GIA1 if box turns to a green checkmark (√) after swapping units.
GIA1/GTX 33 #1 data path is functioning correctly. GIA1/GTX 33 #1 data path is not functioning correctly. CHNL 5 • Load GIA1 and GTX 33 #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. GTX 33D #1 w/TIS o • Replace original GIA1 if box turns to a green checkmark (√) after swapping units. Check the GIA1/GTX 33 #1 interconnect wiring for faults. Replace GTX 33 #1 if problem remains.
GIA1 ARINC 429 Channel LRU Indicator Status GIA1/GRS 77 #2 data path is functioning correctly. GIA1/ GRS 77 #2 data path is not functioning correctly. • Load 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. IN 2 (applies only with SW Image 0636.03 and subs) o GRS 77 #2 • Swap GRS1 and GRS2 (no reconfiguration required) to confirm if the problem is in the original GRS2.
GIA1/GRS 77 #1 data path is functioning correctly. GIA1/GRS 77 #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 IN 6 GRS 77 #1 • Replace original GIA1 if box turns to a green checkmark (√) 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.
GIA2 RS-232 Channel LRU Indicator Status GIA2/GDC 74 #2 data path is functioning correctly. GIA2/GDC 74 #2 data path is not functioning correctly. CHNL 1 • Load GIA2 and GDC 74 #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. GDC 74B #2 o • Replace original GIA2 if box turns to a green checkmark (√) after swapping units. Check the GIA1/GDC 74 #2 interconnect wiring for faults.
GIA2/GRS 77 #2 data path is functioning correctly. GIA2/GRS 77 #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 CHNL 6 GRS 77 #2 • Replace original GIA2 if box turns to a green checkmark (√) after swapping units. Swap GRS2 and GRS1 (no reconfiguration required) to confirm if the problem is in the original GRS2.
GIA2 ARINC 429 Channel LRU Indicator Status GIA2/GRS 77 #1 data path is functioning correctly. GIA2/ GRS 77 #1 data path is not functioning correctly. • Load GIA2 configuration file. • Swap GIA1 and GIA2, reconfigure both GIA’s to their new locations to confirm if the problem is in the original GIA2. IN 2 (applies only with SW Image 0636.03 and subs) o GRS 77 #1 • Swap GRS1 and GRS2 (no reconfiguration required) to confirm if the problem is in the original GRS1.
GIA2/GRS 77 #2 data path is functioning correctly. GIA2/GRS 77 #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 IN 6 GRS 77 #2 • Replace original GIA2 if box turns to a green checkmark (√) after swapping units. Swap GRS2 and GRS1 (no reconfiguration required) to confirm if the problem is in the original GRS2.
5.2.1.3 GIA CAN / RS-485 CONFIGURATION Page GIA1 RS-485 Channel LRU Indicator Status GIA1/GEA1 data path is functioning correctly. GIA1/GEA1 data path is not functioning correctly. CHNL 1 • 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 GEA1 • Replace original GIA1 if box turns to a green checkmark (√) after swapping units.
GIA2 RS-485 Channel LRU Indicator Status GIA2/GEA1 data path is functioning correctly. 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 CHNL 1 GEA1 • Replace original GIA2 if box turns to a green checkmark (√) after swapping units.
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) GPS LOI GIA1 or GIA2 XPDR FAIL GTX 33 Solution • 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.
Invalid Data Field Associated LRU(s) Solution • 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 power to restart initialization. • Ensure GRS 77 connecter is secure and proper wire harness strain relief is provided.
Invalid Data Field HDG FAIL Associated LRU(s) GRS 77 & GMU 44 GRS 77 & GMU 44 Solution • 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 • Ensure that a cell phone or a device using cell phone technology is not turned on (even in a monitoring state) in the cabin.
Associated LRU(s) Invalid Data Field Solution • 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.
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.
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 Model 90 Series Maintenance Manual (listed in Table 1-2) as needed. Invalid Field Sensor Rockwell Collins ADF Rockwell Collins DME Page 5-26 Revision F Solutions • 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.
5.3 C90A/C90GT/C90GTi Specific Alerts The following alerts are configured specifically for the C90A/C90GT/C90GTi: ANNUNCIATION ADVISORY Alerts Message Advisory Solution 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.
5.4 TAWS Troubleshooting Annunciation Cause Solution • 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: A TAWS system failure has occurred. 9 • Verify GIAs are online. • Ensure a database or GDU SW mismatch has not occurred. 9 If a mismatch has occurred, load correct database/software files or replace the terrain card.
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.
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).
5.6.1 General Troubleshooting The following annunciations may appear in the AFCS Annunciation field: Table 5-3. AFCS Annunciation Troubleshooting Annunciation Condition AFCS System Failure Pitch Axis Failure Pitch Trim Axis Failure Yaw Axis Failure Roll Axis Failure AHRS Monitor Failure Elevator Mis-Trim Down Elevator Mis-Trim Up Resolution • Confirm AFCS Servo circuit breaker IN • Ensure that the G1000 system is in proper working order.
Annunciation Condition Resolution Aileron Mistrim Right Aileron Mistrim Left Rudder Mistrim Right • Check for possible fuel imbalance. • Check aileron control adjustments. • If mistrim condition still exists remove and replace the roll servo. • 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.
5.6.2 GFC Configuration Alerts (SW Version 0636.03 and Subs) Failure Message Cause The system has detected an incorrect software version loaded in the GSA 8X servos, or the system has not been able to detect a serial number from the GSA 8X servo(s). MANIFEST – GFC software mismatch. Communication Halted. 5.6.3 Solution • Load the correct software. See Section 3.9 for the Software Loading procedure.
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.
1. Start the G1000 in Configuration mode. 2. 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. 3. Choose ‘GIA 1’ or ‘GIA 2’ in the LRU window. 4. In the SERVO window, choose ‘NONE’ to view the GIA Maintenance Log, or choose a servo to view their logs. 5. Using the FMS knob, choose ‘VIEW MAINTENANCE LOG’ in the COMMAND window. 6. Press the ENT key. 7.
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 for the cause of the failure.
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.
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.
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.
5.6.5.1 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.
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 c
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.
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 G1000/GFC700 System Maintenance Manual – C90A/C90GT/C90
5.6.5.2 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.
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.
5.7 Backup Communications Path Checks 5.7.1 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 and GDC 74B each have four separate ARINC 429 data lines that are all capable of sending data to the displays.
5.8 GDU 104X Troubleshooting 5.8.1 GDU 104X Common Problems Symptom Display is blank Recommended Action • 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. 9 • Display resets • Use a bright light to verify LCD is active. 9 Adjust avionics dimmer control full clockwise. 9 Manually turn up backlight on the PFD and load configuration files to the GDU.
Symptom Recommended Action Terrain/Obstacle/Safetaxi does not display Display will not track dimmer bus • 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.
5.9 GDU 104X Alerts 5.9.1 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.
Failure Message Cause MFD1 CONFIG – MFD1 configuration error. Config service req’d. PFD 1 CONFIG – PFD 1 configuration error. Config service req’d. A configuration mismatch has occurred between the display and the Master Configuration Module. Solution • 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.
5.9.2 Database Alerts Failure Message MFD1 DB ERR – MFD1 aviation database error exists. PFD 1 DB ERR – PFD 1 aviation database error exists. PFD 2 DB ERR – PFD 2 aviation database error exists. MFD1 DB ERR – MFD1 terrain database error exists. 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. PFD 1 DB ERR – PFD 1 obstacle database error exists. PFD 2 DB ERR – PFD 2 obstacle database error exists.
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.
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. 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.
Failure Message Cause MFD1 SERVICE – needs service. Return unit for repair. Solution • 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. The G1000 has determined MFD1 needs service. MFD1 VOLTAGE – MDF1 has low voltage. Reducing power usage.
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.
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 1347 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.
5.10 GIA 63 Troubleshooting 5.10.1 COM Symptom Recommended Action • Weak COM transmit power • Weak COM receiver • No COM sidetone Switch GIA1 and GIA2, to verify location of problem: 9 If problem follows unit, replace GIA. 9 If problem does not follow unit, check COM antenna and cabling for faults. Switch GIA1 and GIA2, to verify location of problem: 9 If problem follows unit, replace GIA. 9 If problem does not follow unit, check COM antenna and cabling for faults.
5.10.4 GPS Symptom Recommended Action • 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.
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.
Failure Message Cause Solutions Press the COM1 external remote transfer switch again to cycle its operation. Check COM1 external remote transfer switch and wiring. COM1 RMT XFR – COM1 remote transfer key is stuck. The COM1 external remote transfer switch is stuck in the enabled (or “pressed”) state. 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.
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. Press the NAV1 external remote transfer switch again to cycle its operation. Check NAV1 remote transfer switch and wiring. NAV1 RMT XFR – NAV1 remote transfer key is stuck.
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: G/S1 FAIL – G/S1 is inoperative. The system has detected a failure in G/S1 receiver. • G/S2 FAIL – G/S2 is inoperative.
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.
5.11.5 GIA Cooling Alerts Failure Message Cause 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. GIA2 COOLING – GIA2 over temperature. Page 5-64 Revision F GIA1 has exceeded its operating temperature range. GIA2 has exceeded its operating temperature range.
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.
5.12 GEA Troubleshooting 5.12.1 GEA Alerts Failure Message Cause MANIFEST – GEA1 software mismatch. Communication halted. MANIFEST – GEA2 software mismatch. Communication halted. The system has detected an incorrect software version loaded in the specified GEA 71. GEA1 CONFIG – GEA1 configuration error. Config service req’d. Solution Load the correct software verion. See Section 3.9 for GEA 71 Software Load Procedure. • Load GEA configuration files. See Section 3.
5.13 GTX Troubleshooting 5.13.1 GTX Alerts Failure Message MANIFEST – GTX1 software mismatch. Communication halted. MANIFEST – GTX2 software mismatch. Communication halted. Cause Solutions The system has detected an incorrect software version loaded in the specified GTX 33. • Reload software. See Section 3.9 for the Software Load Procedure. • Perform a SET>ACTV configuration reset on the GTX Config page and verify the aircraft registration is present.
5.14 GDL 69A Troubleshooting 5.14.1 GDL 69A Common Problems Symptom Recommended Action No XM audio is heard • • Ensure the following items are not preventing the audio panel from distributing XM audio (reference applicable G1000 Pilot’s Guide): √ Verify the XM 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.
5.14.2 GDL 69A Alerts Failure Message GDL 69 FAIL – GDL 69 has failed. Cause The G1000 has detected a failure in the GDL 69A. GDL69 CONFIG – GDL 69 configuration error. Config service req’d. The G1000 has detected a GDL 69A configuration mismatch. MANIFEST – GDL software mismatch. Communication halted. The system has detected an incorrect software version loaded in the GDL 69A. Solutions • Replace GDL 69A. • Check GDL 69A antenna and cabling. • Check the GDL 69A and MFD interconnect.
5.15 GRS 77/GMU 44 Troubleshooting 5.15.1 AHRS Common Problems Symptom AHRS does not complete initialization Recommended Action • 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.
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.
Failure Message Cause MAG VAR WARN – Large magnetic variance. Verify all course angles. Page 5-72 Revision F Magnetic variance value from GMU 44 is not accurate. 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.
5.15.3 GMU Alerts Failure Message Cause MANIFEST – GMU1 software mismatch. Communication halted. MANIFEST – GMU2 software mismatch. Communication halted. HDG FAULT – AHRS1 magnetometer fault has occurred HDG FAULT – AHRS2 magnetometer fault has occurred. The system has detected an incorrect software version loaded in the specified GMU 44. Solutions Load the correct software version. See Section 3.9 for the Software Load Procedure.
3. This page is protected and requires a keystroke password to perform this test. Press the following softkeys in sequence: i) softkey 9 ii) softkey 10 iii) softkey 11 iv) softkey 12 4. Select MAG INTERFERENCE TEST and press the ENT key. 5. Follow the checklist items displayed on the PFD, and press the ENT key as each one is completed or confirmed.
NOTE It is important that the “time equals zero” moment corresponds with the moment the PFD first displays the blinking TEST COMPLETE? message. Figure 5-8. Magnetometer Interference Test Complete 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.
5.16 GDC 74B Troubleshooting 5.16.1 Air Data Common Problems Symptom Recommended Action • Perform a pitot/static check per Section 7.6 of this manual. Allow the GDC to warm up for fifteen minutes before checking accuracy, per Garmin Service Advisory 0606. Altitude is different than standby altimeter • Determine which instrument is outside limits and replace. The GDC may be field adjusted per Garmin Service Advisory 0720. Note: Both units may individually be in spec but show a difference in altitude.
5.17 GWX 68 Troubleshooting 5.17.1 GWX 68 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. Failure Message Cause Solutions • Load GWX configuration files, √ Replace GWX.
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.
5.19 GCU 475 Troubleshooting 5.19.1 GCU 475 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 475 configuration mismatch. GCU FAIL – GCU is inoperative. The G1000 has detected a failure in the GCU 475. MANIFEST – GCU software mismatch.
5.20 Software/Configuration Troubleshooting Problem Solutions MFD or PFD displays do not power up: • 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.. Software file load fails: • 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’).
5.20.1 System Communication Hierarchy The following criteria must be satisfied to be able to perform the desired operation: Desired Operation 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: Criteria for Success • SW Loader Card must be inserted in top slot for each display to be loaded.
5.21 Backshell Connectors The following figures depict the backshell connectors as viewed with the LRU removed.
P712 P711 1 2 3 4 5 6 7 8 91011121314151617181920 21222324252627282930313233343536373839 4041424344454647484950515253545556575859 60616263646566676869707172737475767778 Figure 5-10. GEA 71 Backshell 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 5-11.
Figure 5-13. GDU 1040A/1500 Backshell Connector (P10401 or P15001) Figure 5-14. GRS 77 Backshell Connector (P771) Figure 5-15. GDC 74B Backshell Connector (P74B1) Figure 5-16.
Figure 5-17. GCU 475 Backshell Connector (P4751) Figure 5-18. GMC 710 Backshell Connector (P7101) Figure 5-19.
5.22 Standby Attitude Indicator Troubleshooting 5.22.1 Standby Attitude Indicator Common Problems Symptom Recommended Action Warning flag pops into view, indicating that the gyro motor is not receiving sufficient power to operate Perform the Standby Instrument Electrical Power Checks in Section 8.1.5. • Remove the unit per Section 6.25 and inspect the electrical connector. • Check to ensure appropriate electrical power is being supplied to the instrument.
5.24 Standby Altimeter Troubleshooting 5.24.1 Standby Altimeter Common Problems Symptom Altimeter lighting is inoperative or malfunctioning Recommended Action • Perform the Standby Instrument Electrical Power Checks in Section 8.1.5. • Remove standby altimeter per Section 6.24 and inspect the electrical connector. • Check that electrical power is being appropriately supplied to the instrument.
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6 Equipment Removal & Replacement This section describes how to remove and replace equipment in the King Air C90A/C90GT/C90GTi 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.
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.
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.
6.5 GTX 33 Transponder Removal: 1. Gain access to the forward avionics compartment in the nose of the aircraft. 2. Unlock the GTX 33 handle by loosening the Phillips screw on the handle. 3. Pull the handle upward to unlock the GTX 33. 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 GTX 33 into its rack. The handle should engage the dogleg track. 3.
6.8 GRS 77 AHRS Removal: 1. Gain access to the forward avionics compartment in the nose of the aircraft. 2. Disconnect the AHRS connector. 3. Remove the four Phillips thumbscrews with a screwdriver and set them aside. 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) Reinstallation: 1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage. 2.
4. Lock the handle to the GDL 69A body using the Philips screw. 5. Configure and test the GDL 69A according to Section 7.8. 6.11 GSA 80/81 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 PitchTrim 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.
6.13 GCU 475 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 instrument panel, 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.
6.15 GWX 68 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 according to Section 7.12.
6.16 Configuration Module Removal & Replacement Configuration modules (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. Refer to the Master Drawing List, listed in Table 1-2, for specific installation drawings. Figure 6-1. Configuration Module Installation Table 6-1.
6.16.1 Configuration Module Checkout If a GRS 77 AHRS Configuration Module is replaced: All three GRS 77/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. Proceed to Section 7.6.1. If a GEA 71 Configuration Module is replaced: Proceed to Section 7.4.1.
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 6-2. GEA Backshell Thermocouple Table 6-2. Thermocouple Kit (011-00981-00) Item # Description Qty.
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 C90 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 6-2 so that the wires exit towards the bottom of the backshell. 4.
6.20 Senior Aerospace PC920 Signal Conditioning Unit NOTE The PC920 is applicable to installations with STC SA01456WI-D Master Drawing List, 005-00375-30, Revision 4 and previous approved revisions for aircraft with Senior Aerospace Ketema fuel flow transducer, part number 1/2-2-81-306. Removal: 1. Remove PFD1 from the instrument panel as per Section 6.1. 2. Remove 3 top screws from PC920 rack. 3. Slide mounting tray out from rack and disconnect the unit connector. If needed, remove MFD as per Section 6.
6.21 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.
6.23 Standby Airspeed Indicator Removal: 1. Remove MFD per Section 6.1. 2. Disconnect pitot-static plumbing from the back of the standby airspeed indicator. 3. Disconnect the electrical connector from the standby airspeed indicator. 4. Use a Phillips screwdriver to remove the three attachment screws from the front of the standby airspeed indicator. 5. Remove the standby airspeed indicator. Replacement: 1. Reinstallation of the standby airspeed indicator is the reverse of the removal.
6.25 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 with care. 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.
6.27 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 four attachment screws from the cooling fan. 4. Remove the cooling fan. Replacement: 1. Reinstallation of the 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.
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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.
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 74Bs is valid on both displays. 5. Press the SENSOR softkey on each PFD and switch between AHRS1 and AHRS2.
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.
• 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. 7.2.1.2 Intercom System (ICS) Check for GMA 1347D, PN 011-01257-20. NOTE This procedure is applicable only to aircraft equipped with GMA 1347D Part Number 01101257-20. Reference Figure 3-7 for control button identification and location for the GMA 1347D, PN 011-01257-20. 1.
14. On GMA 2, select PA and verify the PA select annunciator is illuminated on GMA2. Verify COM1 active frequency is displayed white. 15. Initiate passenger address using pilot’s headset boom mic by keying the pilots PTT. Verify clear PA audio can be heard over cabin speaker and passenger headsets, PA selected annunciator on GMA1 flashes ~ once per second during PA address. Repeat using pilot hand mic. 16. Initiate passenger address using copilot’s headset boom mic by keying the copilots PTT.
7.2.1.6 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.
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.
WARNING The following step requires moving the stall warning vane. Use caution when handling the stall warning vane. 8. While monitoring pilot and copilot XM audio, actuate the stall warn transducer on the left wing leading edge in an up position (for those aircraft equipped with a Safeflight computer, actuate in the aft position), verify the following: • Stall warning tone is active. • Pilot and copilot XM audio is muted. 9.
Stall warning discrete 1. Select the AUX – XM RADIO page on the MFD. 2. Plug a set of headphones into the pilot and co-pilot stations and verify that you can hear the XM radio playing in both channels. 3. Ensure STALL WARNING circuit breaker is closed. 4.
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.
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.
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.
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.
7.4.2 Additional GEA 71 Functional Tests This section provides additional functional tests for individual GEA parameters. 7.4.2.1 Torque Functional Test Required test equipment: Test Equipment Make/Requirement Model/Part Nbr Signal Generator 0-10Vdc / 0 – 1k Hz As appropriate 1. Using a signal generator, inject a DC signal into the No. 1 GEA via left engine firewall connectorspins J102-C (HI) and J102-R (LO). 2.
7.4.2.2 ITT Functional Test Required test equipment: 1. Test Equipment Make/Requirement Model/Part Nbr Signal Generator 0-10Vdc / 0 – 1k Hz As appropriate Remove left engine ITT thermocouple terminals from sensor. Using a signal generator, inject a DC signal into the No. 1 GEA via left engine firewall connectors-pins, as follows: S/N LJ-1063 thru LJ-1360, LJ-1362: J104-T* (LO) and J104-W* (HI) S/N LJ-1361, LJ-1363 and after: J104-P* (LO) and J104-S* (HI) 2.
7.4.2.3 Oil Pressure Functional Test Required test equipment: Test Equipment Make/Requirement Model/Part Nbr Signal Generator 0-10Vdc / 0 – 1k Hz As appropriate 1. Using a signal generator, inject a DC signal into the No. 1 GEA via left engine firewall connectorspins J104-A (LO) and J104-B (HI). 2. Simulate the following voltages, and verify the indication and status: Test Point (Vdc) Indication (PSI) .98 +/- .1 39 +/- 1 2.0 +/- .1 80 +/- 1 2.1 +/- .
7.4.2.4 Oil Temperature Functional Test Required test equipment: Test Equipment Make/Requirement Model/Part Nbr 0-1k ohms As appropriate Decade Box 1. Using a decade box or equivalent, simulate resistance values into No. 1 GEA via left engine firewall connectors-pins J104-W (HI) and J104-X (LO). 2.
7.4.2.6 Prop Tach (N2) Functional Test Required test equipment: Test Equipment Make/Requirement Model/Part Nbr Signal Generator 0-10Vdc / 0 – 1k Hz As appropriate 1. Using a signal generator, inject a 2.5 Vrms signal into the No. 1 TACH-GEN Adapter via left engine firewall connectors-pins J102-W and J102-X. 2. Simulate the following frequencies, and verify the indication and status: Test Point (Hz) 35.1 +/- .4 Indication (rpm) Status 1100 47.9 +/- .4 1500 51.1 +/- .4 1600 57.5 +/- .
7.4.2.7 Fuel Flow Functional Test Required test equipment: Test Equipment Make/Requirement Model/Part Nbr 0-1k ohms As appropriate 0-10Vdc / 0 – 1k Hz As appropriate Decade Box Signal Generator 1. S/N LJ-1283 and after only: using a decade box or equivalent, simulate 1000 ohms into left engine signal conditioner via left engine firewall connectors-pins J104-E and J104-F. 2.
7.5 GTX 33 Transponder Original GTX 33 is Reinstalled No software or configuration loading is required if the removed GTX 33 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 Test (Section 7.5.2). Original GTX 33 Installed in Opposite Locations for Troubleshooting No software loading is required if the original GTX #1 and GTX #2 are installed in opposite locations.
6. 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. 7. Press the ENT key on PFD1 to acknowledge prompt. 8. After completing transponder configuration, deactivate the cursor. 7.5.
7.6 GDC 74B Air Data Computer Original GDC 74B is Reinstalled No software or configuration loading is required if the removed GDC 74B 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 Test (Section 7.6.1).
5. Simulate the altitudes and airspeeds for each condition shown in Table 7-1. Wait for ADTS to report that target values have been achieved. 6. On Table 7-1, record the altitude (B ALT) displayed on PFD1 for AIR DATA 1 and AIR DATA 2 for each condition. 7. On Table 7-1, 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.
Table 7-1.
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 7-2: Table 7-2. Vertical Speed Table Vertical Speed, feet/minute 6000 2000 1000 500 200 0 -200 -500 -1000 -2000 -6000 7.6.
7.7 GRS 77 AHRS / GMU 44 Magnetometer Original GRS 77 is Reinstalled If the original GRS 77 was 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).
7.7.1 GRS/GMU Calibration Procedures GRS/GMU Recalibration Criteria There following calibration procedures are provided for the GRS 77 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.
7.7.2 Procedure A1: GRS 77 Pitch/Roll Offset Calibration This procedure must be performed for both GRS 77 units installed in the aircraft. This first procedure must be carried out with the engine off. Figure 7-6. GRS 77 Pitch/Roll Offset Calibration Page 1. Level the aircraft to within ±0.25° of zero pitch and zero roll using a digital level. (Follow instructions in King Air Model 90 Series Maintenance Manual, listed in Table 1-2, for leveling) 2. Start the G1000 system in Configuration mode. 3.
f) 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. 5. 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. 6. Press the ENT key on the PFD to conclude this procedure for GRS 77 #1.
7.7.3 Compass Rose Evaluation of Magnetic Disturbances for Magnetometer Calibration Procedure (Optional) NOTE Typically, a compass rose is an acceptable location to perform the magnetometer calibration procedure. However, because not all compass roses are well maintained, even an existing compass rose should be regularly evaluated using the method described here to determine if it is free of magnetic disturbances.
7.7.4 Procedure B: GRS 77/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 77 was replaced with a new unit. 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.
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.
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 77 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 7-7, Engine Run-Up Test Page 1. Press the FMS small knob to highlight GRS 77 #1.
5. 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. 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.
Figure 7-8. Normal Mode AHRS Check If no other service is to be performed, continue to the return-to-service checks in Section 8.
7.8 GDL 69A XM Data Link Original GDL 69A is Reinstalled No software or configuration loading is required if the removed GDL 69A 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 Test (Section 7.8.1).
7.10 GCU 475 FMS Controller Original GCU 475 Reinstalled No software or configuration loading is required if the removed GCU 475 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 475 Test (Section 7.10.1). New Repaired or Exchange GCU 475 Installed If a new repaired or exchange GCU 475 is installed, the correct software and configuration files must be loaded to the unit.
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.
7.12 GWX 68 Weather Radar Original GWX 68 Reinstalled No software or configuration loading is required if the removed GWX 68 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 Test (Section 7.12.1). New Repaired or Exchange GWX 68 Installed If a new repaired or exchange GWX 68 is installed, the correct software and configuration files must be loaded to the unit.
If no other service is to be performed, continue to the return-to-service checks in Section 8. 7.13 Traffic (Non-Garmin) 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.
7.14 Lightning Detection Functional Check Reference Section 3.9.4.5, 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. 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. 2. Following successful power up, verify the following modes: a.
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.
7.15 TAWS Functional Check 1. With the G1000 in Normal Mode, use the GCU FMS knob to select the MAP group and TAWS page on the MFD. 2. 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 3.9.7 for TAWS Configuration for configuring TAWS. 3. Press the GCU MENU button and select “Test TAWS” from the pop-up menu.
7.16 FliteCharts Functional Check Reference Section 3.9.4.11, FliteCharts Configuration, for configuring FliteCharts. NOTE This test is not required if ChartView is enabled. 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 “FliteCharts” is displayed in blue text adjacent to “CHART”. 4.
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 3.9.6, “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.
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.
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 523-0772458-00611A, Maintenance Section 523-0772460-006118 to adjust DME channel one audio level. Recommended nominal DME audio output level is 1.32 Vpp + 0.
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.
7. Turn the small FMS knob CCW to decrease the FUEL ON BOARD weight value to zero (0). Verify that AIRCRAFT WEIGHT value is 10100 and displayed in cyan. 7.21.2 Aircraft Weight Limitation (MTOW = 10,350 lbs., MZFW = 9,000 lbs.) 1. On the GCU, turn the large FMS knob to select the AUX page group. Turn the small FMS to select the AUX-Weight Planning page. 2. Select the EMPTY WT softkey. Using the GCU keypad enter a basic empty weight of 8900. Press the ENT key to confirm the entry. 3.
6. Turn the large FMS knob CW to highlight the “FUEL ON BOARD” field. Using the GCU keypad enter a FUEL ON BOARD weight of 1100. Press the ENT key to confirm the entry. Verify that AIRCRAFT WEIGHT value is 10100 and displayed in cyan. 7. Turn the large FMS knob CCW to highlight the “FUEL ON BOARD” field. Turn the small FMS knob CW to increase the FUEL ON BOARD weight to 1110. Verify that AIRCRAFT WEIGHT value is 10110 and displayed in amber. 8.
7.21.5 Aircraft Weight Limitation (MTOW = 10,500 lbs., MZFW =9,000 lbs.) 1. On the GCU, turn the large FMS knob to select the AUX page group. Turn the small FMS to select the AUX-Weight Planning page. 2. Select the EMPTY WT softkey. Using the GCU keypad enter a basic empty weight of 8900. Press the ENT key to confirm the entry. 3. Turn the large FMS knob CW to highlight the “CARGO” field. Using the GCU keypad enter a CARGO weight of 100. Press the ENT key to confirm the entry.
7. Turn the large FMS knob CCW to decrease the FUEL ON BOARD field. Turn the small FMS knob CW to increase the FUEL ON BOARD weight to 990. Verify that AIRCRAFT WEIGHT value is 10360 and displayed in amber. 8. Turn the small FMS knob CCW to decrease the FUEL ON BOARD weight to 980. Verify that AIRCRAFT WEIGHT value is 10350 and displayed in cyan. 7.21.7 Aircraft Weight Limitation (MTOW = 10,485 lbs., MZFW =9,378 lbs.) 1. On the GCU, turn the large FMS knob to select the AUX page group.
7.22 Weight on Wheels and Low Speed Awareness Band Test This check is accomplished to verify the integrity of the wiring interface between the right landing gear safety switch assembly and the No. 1 and No. 2 GIA inputs (Discrete IN* 2A). 1. Ensure aircraft is positioned with weight on wheels. 2. Apply external power to the aircraft. Set BAT and AVIONICS MASTER switches to ON and wait for all aircraft and avionics systems to complete their initialization and begin operating normally. 3.
7.23 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 setting the BAT, EXT PWR and AVIONICS MASTER PWR 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.
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. 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. 13. Rotate the inner FMS knob to change the status to “DISABLED”. 14. Verify that on the MFD SETUP 2 page Stability & Protection window that the status is “DISABLED”. 15.
22. 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. 23. On the GCU, rotate the inner FMS knob to activate the AUX – SYSTEM SETUP page. 24. On the MFD AUX – SYSTEM SETUP page press the SETUP 2 softkey. 25. Verify that on the MFD SETUP 2 page there is a window for Stability & Protection and the status is “ENABLED”. 26.
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. 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.
8.1 Backup Path System Testing This final checkout tests various secondary communications paths in the G1000 to ensure that the paths function correctly. Additional aircraft systems checks are also performed in this section. Perform the following steps and verify the results of each test. 8.1.1 GPS Failure Test NOTE Depending upon aircraft status and configuration, various other messages and alerts may be present on GDUs during the failure tests. Step Single GPS Failure Conditions: 1.
8.1.2 GIA Failure Test Step Desired Result GIA 1 Failure Conditions: • NAV 1 and COMM1 tuning fields on PFD1 and PFD2 are invalid (red X). 2. Open GIA1 primary and secondary CBs. • L/R engine data remains valid 3. Verify desired results. • XPDR1 is Inoperative. 4. Close GIA1 primary and secondary CBs. Allow system to re-acquire satellites and return to normal display modes. • GMA1 Is Inoperative. • AHRS1 is using backup GPS source. • AHRS2 not receiving backup GPS Information.
8.1.3 Display Failure Test Step Desired Result MFD Display Failure Conditions: The following shall occur when power is removed from the MFD: 1. Open MFD CB. 2. Verify desired results. 3. Close MFD CB. PFD2 Display Failure Conditions: 1. Open PFD 2 CB. 2. Verify desired results. 3. Close PFD 2 CB. PFD1 Display Failure Conditions: 1. Open PFD 1 PRI and PFD1 SEC circuit breakers. 2. Verify desired results. • MFD goes blank. • All PFD1 and 2 primary flight information is retained.
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: Verify that the following alert messages are displayed: 1. Ensure the G1000 is in normal mode and verify that there are no fan related alert messages displayed in the PFD 1 or PFD 2 Alerts Window. 2.
Step Desired Result 5. Select (depress) the STANDBY BATTERY switch. Verify the following: 6. Activate aircraft power by selecting the BAT switch ON. 7. Ensure that the generator busses are tied by closing the GEN TIES MAN switch. 8. Deselect the STANDBY BATTERY switch 9. Remove aircraft power by selecting the BAT switch to “OFF” position. Page 8-6 Revision F • STBY Attitude indicator motor is energized as indicated by the indicator motor and the absence of flag.
8.1.6 G1000 Backup Path Test 1. Remove power from the displays by pulling the following circuit breakers: a. PFD1 PRI b. PFD1 SEC c. PFD2 d. MFD 2. Individually power the PFD1, PFD2 and MFD by resetting the appropriate circuit breaker 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.
11. On PFD1, go to the GIA Page Group. Go to the RS-232 / ARINC 429 CONFIG page. 12. Verify that GIA1 is selected in the SELECT UNIT field. 13. Observe the data indicators for all configured RS-232 and ARINC 429 channels (except GIA DEBUG), including the GRS 77 and GDC 74 ARINC 429 channels. 14. Verify all DATA indicators are valid (GREEN√ ), indicating the channels are receiving data as shown in the following image: Figure 8-2. GIA Data Verification (ARINC429/RS-232) 15.
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.
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, 6.
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.
13. 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. 14. Press the ALT SEL 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.
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, to increase the pitch reference.
6. Couple FD to PFD2 by pressing the XFR button on the AFCS mode controller. Verify FD is coupled right as indicate 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.
