GI 275 Multi-Function Instrument System Design Guide: 190-02916-00 February 2022 Revision A

GI 275
Multi-Function Instrument
System Design Guide
190-02916-00 February 2022 Revision A

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Copyright © 2022 Garmin Ltd. or its subsidiaries. All rights reserved.
Except as expressly provided herein, no part of this manual may be reproduced, copied,
transmitted, disseminated, downloaded or stored in any storage medium, for any
purpose without the express prior written consent of Garmin. Garmin hereby grants
permission to download a single copy of this manual and of any revision to this manual
onto a hard drive or other electronic storage medium to be viewed and to print one copy
of this manual or of any revision hereto, provided that such electronic or printed copy of
this manual or revision must contain the complete text of this copyright notice and
provided further that any unauthorized commercial distribution of this manual or any
revision hereto is strictly prohibited.
Record of Revisions
Revision Date Pages Description
A 5/12/22 All Initial Release
Definition of Warnings, Cautions, and Notes
WARNING
A WARNING INDICATES INJURY OR DEATH IS POSSIBLE IF
THE INSTRUCTIONS ARE NOT FOLLOWED.
CAUTION
A caution indicates damage to the equipment is possible.
NOTE
A note provides additional information.
WARNING
FAILURE TO PROPERLY CONFIGURE ANY SYSTEM DISCUSSED IN
THIS MANUAL IAW THE APPLICABLE INSTALLATION MANUALS CAN
RESULT IN SERIOUS INJURY, DAMAGE TO EQUIPMENT, OR DEATH.
CAUTION
Using this manual as the sole guidance for performing an installation could
lead to serious equipment damage. It is important to refer to all applicable
LRU Installation manuals for more specific guidance.
NOTE
Any screenshots shown in this manual are included for visual reference
only and might not reflect the information displayed during actual system
operation.
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190-02916-00 GI 275 Electronic Instrument System Design Guide
Rev.A Page i
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TABLE OF CONTENTS
Page
1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 Instructions for Using This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.3 Acronym List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.4 Reference Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
2 INTEGRATED AVIONICS SYSTEM DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1 Universal Serial Bus (USB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 ARINC (Aeronautical Radio, Inc.) 429 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.3 Controller Area Network (CAN) Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2.4 Garmin High-Speed Data Bus (HSDB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.5 RS-232 Serial Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
3 EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 Hardware Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.2 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.3 System Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
4 INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1 GI 275 HSDB Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2 Interfaces to Other Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
5 EQUIPMENT COMPATIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1 Electronic Standby Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.3 AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.4 GPS Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.5 VHF Navigation Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.6 Analog Navigation Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.7 Radar Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.8 Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.9 External Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.10 EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.11 Transponder Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.12 Serial Altitude (RS-232) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.13 Traffic Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5.14 Weather Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5.15 Lightning/Electrical Discharge Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
5.16 GFC 500 PFC Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
5.17 External TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5.18 Audio Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5.19 EIS Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
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TABLE OF CONTENTS
Page
6 SYSTEM ARCHITECTURE EXAMPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
7 SOFTWARE COMPATIBILITY AND CONFIGURATION WORKSHEETS . . . . . 7-1
7.1 Software Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.2 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
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LIST OF FIGURES
Page
Figure 1-1. GI 275 System Installation (Before and After Example) . . . . . . . . . . . . 1-2
Figure 2-1. USB-A Connector Outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Figure 2-2. USB-B Connector Outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Figure 2-3. ARINC 429 32-bit Word Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Figure 2-4. ARINC BNR Word Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-5. ARINC 429 BCD Word Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-6. CAN Bus Backbone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Figure 2-7. Correct CAN Bus Wiring Example and Node Connections . . . . . . . . . . 2-6
Figure 2-8. Incorrect CAN Bus Topographies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Figure 2-9. CAN Bus Termination GMC 507 and GSA 28 . . . . . . . . . . . . . . . . . . . . 2-8
Figure 2-10. CAN Bus Termination - GI 275 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Figure 2-11. HSDB Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Figure 2-12. Two Wire Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2-13. Three Wire Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-14. Correct Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-15. Incorrect Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-16. Typical RS-232 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Figure 2-19. RS-485 Bus Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Figure 2-20. Full Duplex and Half Duplex Bus Structures in RS-485 . . . . . . . . . . . 2-17
Figure 3-1. GI 275 Primary ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Figure 3-2. GI 275 Horizontal Situation Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Figure 3-3. GI 275 Multi-Function Display Indicator . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Figure 3-4. GI 275 Course Deviation Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Figure 3-5. GI 275 Standby Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Figure 3-6. GI 275 Single-Engine EIS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Figure 3-7. GI 275 Twin-Engine EIS Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Figure 3-8. VFR GPS Antenna (010-12444-10) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Figure 3-9. GMU 44B Magnetometer (010-01708-00) . . . . . . . . . . . . . . . . . . . . . . 3-18
Figure 3-10. GMU 11 Magnetometer (010-01788-00) . . . . . . . . . . . . . . . . . . . . . . . 3-18
Figure 3-11. GTP 59 OAT Probe (011-00978-00) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Figure 3-12. GEA 24 Engine Adapter (010-01042-01) . . . . . . . . . . . . . . . . . . . . . . 3-20
Figure 3-13. GEA 110 Engine Adapter (010-01329-01) . . . . . . . . . . . . . . . . . . . . . 3-20
Figure 3-14. Backup Battery (010-02304-00) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Figure 3-15. GSB 15 Variants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Figure 4-1. HSDB Architecture: Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-2. HSDB: Primary ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-3. HSDB: Primary ADI with GFC 600 Autopilot . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-4. HSDB: EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
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LIST OF FIGURES
Page
Figure 4-5. HSDB: MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Figure 4-6. HSDB: Primary ADI with GFC 600 and HSI/Standby ADI . . . . . . . . . . . 4-3
Figure 4-7. HSDB: Primary ADI with GFC 600, HSI/Standby ADI, and EIS . . . . . . 4-4
Figure 4-8. HSDB: Primary ADI, MFD/Standby ADI, HSI, and EIS . . . . . . . . . . . . . 4-4
Figure 4-9. HSDB: Primary ADI, MFD/Standby ADI, HSI, EIS, Copilot ADI . . . . . . 4-5
Figure 6-1. GI 275 Primary ADI and Twin-Engine EIS . . . . . . . . . . . . . . . . . . . . . . 6-1
Figure 6-2. GI 275 Primary ADI, Reverting HSI/Standby ADI, and EIS . . . . . . . . . . 6-3
Figure 6-3. GI 275 Primary ADI, HSI, and MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Figure 6-4. GI 275 Primary ADI, Reverting MFD/Standby ADI, and HSI . . . . . . . . . 6-7
Figure 6-5. GI 275 Primary ADI, Reverting MFD/Standby ADI, HSI, Single EIS . . . 6-9
Figure 6-6. GI 275 Primary ADI, Reverting HSI/Standby ADI, MFD, and EIS . . . . 6-11
Figure 6-7. KI 256 and KI 535 Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
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LIST OF TABLES
Page
Table 1-1. Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Table 1-2. Garmin Installation Manuals and References . . . . . . . . . . . . . . . . . . . . 1-8
Table 1-3. Technical References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Table 2-1. USB Type A and B Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Table 2-2. ARINC 429 Voltage Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Table 2-3. RS-232 Pin-outs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Table 3-1. GI 275 Variant Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Table 3-2. Primary ADI Features by Unit Selection . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Table 3-3. HSI Features by Unit Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Table 3-4. MFD Features by Unit Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Table 3-5. CDI Features by Unit Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
Table 3-6. Standby Indicator Features by Unit Selection . . . . . . . . . . . . . . . . . . . 3-14
Table 3-7. EIS Features by Unit Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Table 3-8. GSB 15 Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Table 4-1. Garmin LRU HSDB Port Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Table 4-2. Traffic Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Table 5-1. Electronic Standby Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Table 5-2. Compatible Air Data Computers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Table 5-3. Compatible Attitude and Heading Reference Systems . . . . . . . . . . . . . 5-2
Table 5-4. Compatible GPS Position Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Table 5-5. Compatible VHF Navigation Receivers . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Table 5-6. Compatible Analog Navigation Receivers . . . . . . . . . . . . . . . . . . . . . . . 5-6
Table 5-7. Compatible Radar Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Table 5-8. Compatible Autopilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Table 5-9. Compatible Flight Directors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Table 5-10. Compatible Engine Adapters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Table 5-11. Compatible Transponders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Table 5-12. RS-232 Serial Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Table 5-13. Compatible Traffic Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Table 5-14. Compatible Weather Radar Sources . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Table 5-15. Compatible Lightning/Electrical Discharge Source . . . . . . . . . . . . . . . 5-15
Table 5-16. Compatible GFC500 PFD Sync Interfaces . . . . . . . . . . . . . . . . . . . . . 5-15
Table 5-17. Compatible External TAWS Sources . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Table 5-18. Compatible Audio Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Table 7-1. Worksheets in this Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Table 7-2. GI 275 System Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Table 7-3. (Other) System Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Table 7-4. GI 275 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Table 7-5. GEA 24 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Table 7-6. GEA 110 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Table 7-7. GMU 44B Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
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LIST OF TABLES
Page
Table 7-8. GMU 11 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Table 7-9. GTP 59 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Table 7-10. GSB 15 Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Table 7-11. (Other LRU) Configuration Settings . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
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LIST OF VIDEOS
Page
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Shield Termination Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Crimping Contacts and Ring Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Splicing Signal Wires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Connector Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Lightning Protector Module Connector Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
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1 GENERAL
1.1 Introduction
The purpose of this manual is to provide the installer with electrical interconnections and
other useful information concerning the interfacing and installation of Garmin equipment.
This manual is intended as a supplement to the Installation Manual for each particular
unit. The proper Installation Manuals should always be referenced to verify data and for
further information. For technical support contact Garmin Aviation Product Support at
flygarmin.com®.
CAUTION
Using this manual as the sole guidance for performing an installation could
lead to serious equipment damage. It is important to refer to all applicable
LRU Installation manuals for more specific guidance.
1.2 Instructions for Using This Manual
Each category of information in this manual is divided into a different section. A brief
description of each, and instructions for using the material provided, follows.
1.2.1 Section 1 - General
In addition to the introduction and instructions in this section, a list of acronyms and a list
of reference documents are included.
1.2.2 Section 2 - System Data
This section provides theory and implementation information about various methods
used for system data transfer such as USB, ARINC 429, CAN, HSDB, RS-232, RS-422,
and RS-485.
1.2.3 Section 3 - Equipment
This is a listing of system equipment descriptions and part numbers for various unit
options. This information is included for reference only and is intended as a preliminary
ordering guide.
1.2.4 Section 4 - Interfaces
Information related to functionality and interfacing among system LRUs is identified here.
1.2.5 Section 5 - Compatibility
Hardware and software version compatibility for specific LRU usage is outlined in this
section.
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1.2.6 Section 6 - System Architecture Examples
This index of common system configurations describes typical system concepts. Any
layouts, drawings, and other information in this manual are intended for system design
guidance only. Always refer to the associated installation manuals and references for
actual installation instructions (refer to Table 1-2).
A typical modification to an aircraft instrument panel to install a GI 275 system is shown

in Figure 1-1, which illustrates a Primary ADI, HSI, MFD/Standby ADI, and EIS
installation. Refer to Section 7 for worksheets to be used for specific system planning.
Figure 1-1. GI 275 System Installation (Before and After Example)

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1.2.7 Section 7 - Software Compatibility and Configuration Worksheets
The tables provided in this section are intended for use when planning a design, to list
the determined settings for each LRU in a specific system being addressed.
1.3 Acronym List
Table 1-1. Acronyms
A
ADAHRS Air Data / Attitude and Heading Reference System
ADC Air Data Computer
ADI Attitude and Direction Indicator
ADS-B Automatic Dependent Surveillance - Broadcast
AFCS Automatic Flight Control System
AFM Aircraft Flight Manual
AFMS Aircraft Flight Manual Supplement
AGL Above Ground Level
AHRS Attitude Heading Reference System
ALT Altitude
AML Approved Model List
AP Autopilot
ASI Airspeed Indicator
ASTM American Society for Testing and Materials
C
CDI Course Deviation Indicator
CDT Compressor Discharge Temperature
CFR Code of Federal Regulation
CHT Cylinder Head Temperature
CWS Control Wheel Steering
D
DC Direct Current
DG Directional Gyro
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Table 1-1. Acronyms
E
EAR Export Administration Regulations
ECDI Electronic Course Deviation Indicator
EFIS Electronic Flight Instrument System
EGT Exhaust Gas Temperature
EHSI Electronic Horizontal Situation Indicator
EIS Engine Indication System
EMC Electromagnetic Compatibility
EMI Electromagnetic Interference
F
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
FD Flight Director
FIS-B Flight Information Services - Broadcast
FLTA Forward Looking Terrain Avoidance
FOV Field of View
FPM Feet Per Minute
G
GA Go Around
GDC Garmin Air Data Computer
GDL® Garmin Data Link
GDU™ Garmin Display Unit
GEA™ Garmin Engine and Airframe
GMA™ Garmin Marker/Audio
GMU Garmin Magnetometer Unit
GNS™ Garmin Navigation System
GNSS Global Navigation Satellite System
GP Glide Path
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Table 1-1. Acronyms
GPS Global Positioning System

GPSS Global Positioning System Steering
GPWS Ground Proximity Warning System
GRS Garmin Reference System
GS Glideslope
GSB™ Garmin Serial Bus
GSU Garmin Sensing Unit
GTN™ Garmin Touchscreen Navigator
GTOW Gross Takeoff Weight
GTP Garmin Temperature Probe
GTS™ Garmin Traffic System
GTX™ Garmin Transponder
GWX™ Garmin Weather Radar
H
HSDB High Speed Data Bus
HSI Horizontal Situation Indicator
I
IAS Indicated Airspeed
IAT Induction Air Temperature
IFR Instrument Flight Rules
IGRF International Geomagnetic Reference Field
ILS Instrument Landing System
ISA International Standard Atmosphere
ISO International Organization for Standardization
IVSA Instantaneous Vertical Speed Indicator
K
KIAS Knots Indicated Airspeed
KPH Kilometers Per Hour
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Table 1-1. Acronyms
Kts Knots
L
LCD Liquid Crystal Display
LOC Localizer
LRU Line Replaceable Unit
M
MFD Multi-Function Display
MPH Miles Per Hour
MPS Miles Per Second
N
NASA National Aeronautics and Space Administration
NAV Navigation (mode)
O
OAT Outside Air Temperature
OEM Original Equipment Manufacturer
P
PFD Primary Flight Display
PIT Pitch Attitude Hold
P/N Part Number
PVT Position, Velocity, and Time
R
RP Reduced Protection
RPM Revolutions Per Minute
S
SAE Society of Automotive Engineers
SAT Static Air Temperature
SBAS Satellite-Based Augmentation System
STC Supplemental Type Certificate
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Table 1-1. Acronyms
SVT™ Synthetic Vision Technology

SXM Sirius XM
T
TA Traffic Advisory
TAS Traffic Advisory System
TAT Total Air Temperature
TAWS Terrain Awareness and Warning System
TC Type Certificate
TCAD Traffic Collision Avoidance Device
TCAS Traffic Alert and Collision Avoidance System
TCDS Type Certificate Data Sheet
TIS-B Traffic Information Service - Broadcast
TIT Turbine Inlet Temperature
TNC Threaded Neill-Concelman
TSO Technical Standard Order
U
UTC Universal Time Coordinated
V
VDI Vertical Deviation Indicator
VHF Very High Frequency
VFR Visual Flight Rules
VLOC VOR/Localizer
VOR Very High Frequency Omni-directional Range
VS Stalling Speed
VS Vertical Speed
W
WAAS Wide Area Augmentation System
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1.4 Reference Documents
Additional information about LRUs and interfaces can be found in Garmin documents
listed in Table 1-2. Technical references applicable to system installations can be found
in public documents listed in Table 1-3.
NOTE
Refer to the applicable system or LRU Installation Manuals for further
information about software compatibility requirements and for specific
configuration requirements, available for download from the Dealer
Resource Center at dealers.Garmin.com
Table 1-2. Garmin Installation Manuals and References
Document Title Document Number
G500/G600 TXi Part 23 AML STC Installation Manual 190-01717-B3

GTN Xi Part 23 AML STC Installation Manual 190-01007-C0
GI 275 Part 23 AML STC Installation Manual 190-02246-10
GTX 3XX Part 23 AML STC Installation Manual 190-00734-10
GFC 500 Autopilot Part 23 AML STC Installation Manual 190-02291-00
GFC 600 AFCS Part 23 AML STC Installation Manual 190-01937-00
Table 1-3. Technical References
Document Title Document Number
FAA Advisory Circular, Powerplant Guide for Certification of Part FAA AC 23-16A
23 Airplanes and Airships
FAA Advisory Circular, Acceptable Methods, Techniques, and FAA AC 43.13-1B
Practices - Aircraft Inspection and Repair
FAA Advisory Circular, Acceptable Methods, Techniques, and FAA AC 43.13-2B
Practices - Aircraft Alterations
Aerospace Systems Electrical Bonding and Grounding for SAE ARP1870
Electromagnetic Compatibility and Safety
Standard Guide for Aircraft Electrical Load and Power Source ASTM F2490-05
Capacity Analysis
Assembly and Soldering Criteria for High Quality/High Reliability SAE AS4461A
Soldered Wire and Cable Termination in Aerospace Vehicles
Crimping, Interconnecting Cables, Harnesses, and Wiring NASA STD 8739.4
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2 INTEGRATED AVIONICS SYSTEM DATA
2.1 Universal Serial Bus (USB)
NOTE
USB PC interface connections should not be omitted, even when the host
system can provide a means of unit configuration without a PC.
2.1.1 USB Description
USB is a serial bus with a data transfer rate of 12 Mbps for connecting equipment
through a single, general purpose port. USB devices such as flash drives can be
powered by their USB connections.
Basic USB connector pin-outs and the associated wire colors are shown in Table 2-1. Pin
configurations are shown in Figure 2-1 (USB-A) and Figure 2-2 (USB-B).
Table 2-1. USB Type A and B Connections
Pin Wire Color Signal Name
1 Red Vbus (4.75-5.25 V)

2 White Data (-)
3 Green Data (+)
4 Black Ground
Shell Drain Wire Shield
Figure 2-1. USB-A Connector Outlines
Figure 2-2. USB-B Connector Outlines
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2.1.2 USB Utilization in Garmin Avionics Installations
Garmin systems can utilize a USB interface for accomplishing various functionality such
as:
• System Software Loading and Configuration

• Post Replacement LRU Software Reloading and Configuration
• Database Loading and Reloading
• Fault Log Downloading
• System Troubleshooting Access
2.2 ARINC (Aeronautical Radio, Inc.) 429
The ARINC-429 technical specification, originally referred to as the Digital Information

Transfer System (DITS), was published in 1977 to define how avionics systems and
components should communicate within commercial aircraft. The Mark 33 Digital
Information Transfer System, as it is known today, is still the standard most commonly
used by airlines. This specification is used to establish 429 bus communications for word
structures, electrical characteristics and other protocols.
2.2.1 ARINC 429 Ports
A typical Garmin ARINC 429 transmitter port can support five receivers, but Garmin
recommends planning for a maximum of three receivers per TX port for G500/G600 TXi
systems.
2.2.2 ARINC 429 Transmission Characteristics
ARINC 429 specifies two speeds for data transmission. Low speed operation is stated at
12.5 kHz, with an actual allowable range of 12 to 14.5 kHz. High speed operation is 100
kHz ± 1% allowed. These two data rates can not be used on the same transmission bus.
Transmission voltages are measured across the output terminals of the source. Voltages
present across the receiver input will be dependent on line length, stub configuration,
and the number of receivers connected. The following voltage levels indicate the three
available states:
Table 2-2. ARINC 429 Voltage Levels
Transmit State Receive
+10.0 V ± 1.0 V HIGH +6.5 to 13 V

0 V ± 0.5 V NULL +2.5 to -2.5 V
-10.0 V ± 1.0 V LOW -6.5 to -13 V
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2.2.3 ARINC 429 Word Format
ARINC 429 protocol uses a point-to-point format, transmitting data from a single source
on the bus to up to 20 receivers. The transmitter is always transmitting, either data words
or the NULL state. Most ARINC messages contain only one data word consisting of
either Binary (BNR), Binary Coded Decimal (BCD) or alphanumeric data encoded using
ISO Alphabet No. 5. File data transfers that send more than one word are also allowed.
ARINC 429 data words are 32 bit words made up of five primary fields:
• Parity - 1 bit
• SSM - 2 bits
• Data - 19 bits
• SDI - 2 bits
• Label - 8 bits
Figure 2-3. ARINC 429 32-bit Word Format
The only two fields definitively required are the Label and the Parity bit, leaving up to 23
bits available for higher resolution data representation. Many non-standard word formats
have been adopted by various avionics manufacturers. Even with variations included, all
ARINC data is transmitted in 32 bit words. Any unused bits are padded with zeros.
2.2.3.1 Parity
ARINC 429 defines the Most Significant Bit (MSB) of the data word as the Parity bit.
ARINC uses odd parity as an error check to verify accurate data reception. The number
of Logic 1s transmitted in each word is an odd number, with bit 32 being set or cleared to
obtain the odd count. ARINC 429 specifies no means of error correction, only error
detection.
2.2.3.2 Sign/Status Matrix (SSM)
Bits 31-30 are assigned as the Sign/Status Matrix field or SSM. Depending on the words
Label, which indicates which type of data is being transmitted, the SSM field can provide
different information. This field can be used to indicate sign or direction of the words
data, or report source equipment operating status and is dependent on the data type.
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2.2.3.3 Data
Data types available in ARINC 429 are:
• Binary - BNR - Transmitted in fractional twos complement notation

• Binary Coded Decimal - BCD - Numerical subset of ISO Alphabet No. 5
• Discrete Data - Combination of BNR, BCD, or individual bit representation
• Maintenance Data and Acknowledgment - Requires two way communication
• Williamsburg/Buckhorn Protocol - A bit oriented protocol for file transfers
• G - General Aviation Manufacturers Association (GAMA) defined labels
• P - Private (Garmin defined and OEM defined) labels
Binary, or BNR, encoding stores data as a binary number. Bit 29 is utilized as the sign bit
with a 1 indicating a negative number - or South, West, Left, From or Below. Bit 28 is
then the data Most Significant Bit (MSB), or 1/2 of the maximum value of the defined
parameters scale factor. Bit 27 is ½ the value of Bit 28 or 1/4 of the scale factor. Bit 26 is
1/2 the value of Bit 27 or 1/8 the scale factor and so on.
Figure 2-4. ARINC BNR Word Format
Binary Coded Decimal, or BCD format uses 4 data field bits to represent each decimal
digit. Up to 5 subfields can be utilized to provide 5 binary values, with the Most
Significant subfield containing only 3 data field bits (for a maximum binary value of 7). If
the Most Significant digit is greater than 7, bits 27-29 are padded with zeros and the
second subfield becomes the Most Significant digit allowing 4 binary values instead of 5
to be represented. The SSM field is used to provide the sign of the value.
Figure 2-5. ARINC 429 BCD Word Format
Discrete data can be made up of BNR and/or BCD data, or as individual bits representing
specific equipment conditions. Pass/Fail, Activated/Non-Activated and True/False
conditions relating to system or subsystem operational activity can be represented by
setting or clearing predefined bits in the word data field.
Maintenance Data and Acknowledgment implies duplex or two way communication

between source and sink. Since ARINC 429 only provides for one-way simplex
transmission, two ARINC channels are required for an LRU to send and receive data.
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Maintenance messages typically require exchanging a sequence of messages and often

utilize a bit oriented protocol such as the Williamsburg/Buckhorn protocol.
Williamsburg/Buckhorn is a bit-oriented protocol used to transmit files across an ARINC

bus. Williamsburg has superseded the former AIM data (Acknowledge, ISO Alphabet No.
5 and Maintenance data) file transfer methods which were applicable in earlier versions
of ARINC 429. File transfers are necessary when more than 21 bits of data are required
to be transmitted.
2.2.3.4 Source/Destination Identifier (SDI)
The Source/Destination Identifier – SDI – utilizes bits 9-10 and is optional under the
ARINC 429 Specification. The SDI can be used to identify which source is transmitting
the data or by multiple receivers to identify which receiver the data is meant for.
For higher resolution data, bits 9-10 may be used instead of using them as an SDI field.
When used as an Identifier, the SDI is interpreted as an extension to the word Label.
Typical Garmin SDI Bit Values:
• 00 = SDI Common
• 01 = SDI 1
• 10 = SDI 2
• 11 = SDI 3 (not normally used)
When a TXi system is connected to a GI 275 and there are 3 ADAHRS present, the GI
275 ARINC 429 outputs SDI Common(00), to prevent compatibility issues with other
systems.
2.2.4 ARINC 429 Labels
The label directives have been provided as a part of the ARINC 429 embodiment for
different configurations. Each aircraft will contain a number of different systems, such as
autopilot systems, air data acquisition systems, radar, altimeter, radios and GPS
sensors. For each configuration type, a set of standard parameters has been specified
that is usual for all models and makes. For example, every air data acquisition system
will give the barometric altitude as label 203. This permits the exchange of certain parts
to a certain extent, as most air data acquisition systems function in the same way or very
similar. However, the number of labels is limited. For example, the label 203 could have a
completely different meaning when sent from a GPS sensor. However, many frequently
used aviation parameters use the same label independent of its source. Each equipment
manufacturer also has slight deviations from the usual standard embodiment. Amongst
others, examples for deviations include the provision of extra data which is not based on
the standard, omission of the recommended data of the conventional embodiment and
other changes of this kind.
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2.3 Controller Area Network (CAN) Bus
CAN specifications are currently governed by ISO 11898-2. CAN is widely used in
aviation, automotive, and industrial applications due to its simplicity and application.
Garmin only supports high speed CAN bus architecture for avionics integration. The
guidance in this document is intended for high speed CAN (1Mbps).
2.3.1 CAN Bus Guidelines
The electrical architecture of the CAN bus takes the form of a linear backbone consisting
of a single twisted wire pair with an LRU connected (terminated) at each end. The
installer should attempt to make this backbone as short as practical. The maximum
length of the CAN bus is dependent upon the system installed.
Max CAN bus length by system:
• G5 - 85 ft
• GFC 500 - 85 ft
Please see the associated STC Installation Manuals for reference.
At each of the two extreme ends of the CAN bus, a 120 Ω resistor is installed to
terminate the bus. Termination resistors are provided with termination adapters that plug
into an LRU CAN connection or by internal resistors in the unit.
Figure 2-6. CAN Bus Backbone
Multiple LRUs can be connected in a daisy-chain manner along the backbone of the
CAN bus (see Figure 2-7).
Figure 2-7. Correct CAN Bus Wiring Example and Node Connections
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Daisy-chained LRUs (units not at the extreme ends of the CAN bus) connect to the CAN
backbone through short ‘stub’ or ‘node’ connections as shown in Figure 2-7. The length
of each node connection splice should be kept as short as possible, and should not
exceed 3 inches, the maximum allowed distance from a splice to a connector.
Multiple devices must not connect to the CAN bus backbone at the same point. Rather
than splicing two or more stub node connections together, the CAN bus should instead
be daisy chained from one device to the next as shown in Figure 2-7.
Figure 2-8. Incorrect CAN Bus Topographies
2.3.2 CAN Bus Wiring
2.3.2.1 CAN Bus Wiring Guidelines
CAN bus wiring must only be connected to Garmin LRUs. The shields for each CAN bus
wire segment must be interconnected, forming a continuously connected shield from one
end of the CAN bus to the other end of the CAN bus. The CAN bus shield must always
be grounded to the device connector backshells on all devices connected to the CAN
bus.
Special Tools
Shield Termination Methods
Crimping Contacts and Ring Terminals
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2.3.2.2 CAN Bus Termination
At each of the two extreme ends of the CAN bus backbone, a 120 ohm resistor is
installed to terminate the bus. In the GFC 500 system, separate resistors are not
required. Instead, termination resistors are provided within the LRUs themselves.
The GMC507 and GSA28 contain a 120 ohm resistor inside the unit that provides
termination when the two CAN TERM pins are connected (see Figure 2-9).
Figure 2-9. CAN Bus Termination GMC 507 and GSA 28
Figure 2-10 identifies CAN bus termination pins available for the GI 275.
Figure 2-10. CAN Bus Termination - GI 275
Splicing Signal Wires
Connector Assembly
Lightning Protector Module Connector Assembly
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2.3.2.3 CAN Bus Installation Guidelines
For maximum reliability of the CAN bus, the following guidelines must be followed:
• The CAN bus backbone must be a single linear path with exactly two distinct ends.
CAN bus connections must be ‘daisy-chained’ from device to device. Avoid ‘star’
and ‘Y’ topologies, and do not use a hub device (see Figure 2-8).
• The maximum length of the CAN bus is dependent upon the system installed (refer
to Section 2.3.1).
• Do not connect more than one device to the CAN bus backbone at the same point.
Instead, daisy-chain the CAN bus backbone from one device to the next.
• Ensure proper wiring, shielding, and grounding requirements as described above.
• Terminate the CAN bus at the two extreme ends of the bus, as described above.
• When adding a new device to the CAN bus, evaluate proposed modifications to the
CAN bus wiring connections to ensure compliance with all above requirements.
2.4 Garmin High-Speed Data Bus (HSDB)
The Garmin Integrated Flight Deck (GIFD) utilizes a proprietary communication protocol
called HSDB (High-Speed Data Bus) to provide upper level communication capabilities,
with point-to-point, full duplex channels capable of 10 Megabits/sec data rates. This
protocol was designed to give the required integrity and functionality with minimal
additional overhead found in other more standard higher level Ethernet communication
protocols and provides guaranteed delivery of asynchronous packets through an
acknowledge protocol. Additionally, the HSDB communication protocol monitors the age
of the communication data and contains routing information the receiving subsystem
utilizes to identify if the data needs to be passed along to another subsystem.
The communication packets use an IEEE Standard 802.3 data link layer that utilizes
broadcast messages.
HSDB provides the following key features:
1. Point-to-Point Communication: Exploits the Ethernet hardware while eliminating

the weaknesses associated with the Ethernet protocol. HSDB has only one
transmitter coupled with only one receiver on each pair of wires. This avoids
various concerns related to data collisions and an inadvertent constant
transmitter.
2. Cyclic Redundancy Check (CRC): Used on data packets to ensure data integrity.
CRC is used at both the IEEE 802.3 layer and the Garmin HSDB layer.
3. Guaranteed Delivery: Guaranteed delivery of asynchronous packets is ensured

through an acknowledge protocol with multiple retries.
4. Data Age Monitoring: HSDB packets age is continuously monitored to ensure

that old packets are flagged.
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5. Routing Optimization: HSDB contains routing information the receiving

subsystem will utilize to identify whether the data needs to be passed along to
another subsystem. Routing path is optimized for system architecture.
6. Health Monitoring: The HSDB protocol entails continually monitoring the health of
communication between all subsystems connected together. Communication
failures are reported.
See Figure 2-11 for a depiction of an HSDB network.
Figure 2-11. HSDB Network
As shown in Figure 2-11, an HSDB
1. Avionics Subsystem: The traditional Avionics Subsystems on board an aircraft,

such as attitude reference and heading systems, the flight control system, global
positioning system, etc. The Avionics Subsystem is paired with one or more
HSDB End Points to connect the Avionics Subsystem to the HSDB interconnect.
2. HSDB End Point: Provides an interface between the Avionics Subsystem and the
HSDB Interconnect. The HSDB End Points provide a secure and reliable data
interchange with other Avionics Subsystems.
3. HSDB Interconnect: A full duplex, switched network interconnect. This generally

consists of a network of switching LRUs that forward Ethernet frames to their
appropriate destinations.
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2.5 RS-232 Serial Interface
Communication as defined in the RS-232 standard is an asynchronous serial

communication method. The word serial means, the information is sent one bit at a time.
Asynchronous means information is not sent in predefined time slots. Data transfer can
start at any given time and it is the task of the receiver to detect when a message starts
and ends.
NOTE
RS-232 PC interface connections should not be omitted, even when the
hose system can provide a means of unit configuration without a PC.
2.5.1 RS-232 Ports
A typical Garmin RS-232 transmitter port can support five receivers, but Garmin
recommends planning for a maximum of three receivers per TX port for G500/G600 TXi
systems.
2.5.2 RS-232 Pin-outs
Table 2-3 lists the standard pin-outs for the RS-232 protocol. Garmin RS-232 interfaces
may use a nonstandard pin-out. Additionally, Garmin generally uses only 2-wire or 3-wire
RS-232 interfaces.
Not all pins in the 25-pin connector are used for transmitting data. The extra pins are
commonly used for port loop-back testing.
Table 2-3. RS-232 Pin-outs
9-Pin Connector 25-Pin Connector
Pin Designation Pin Designation
1 Data Carrier Detect 1 N/C

2 Receive Data 2 Transmit Data
3 Transmit Data 3 Receive Data
4 Data Terminal Ready 4 Request Send
5 Signal Ground 5 Clear to Send
6 Data Set Ready 6 Data Set Ready
7 Request Send 7 Request Send
8 Clear to Send 8 Data Carrier Detect
9 Ring Indicator 9-25 Typically not used in
control applications
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2.5.3 Baud Rate
Baud rate measures the speed of data transmission between two ports and is generally
thought of as bits per second. The RS-232 protocol controls the baud rate. Baud rates
usually fall into the range of 1200 to 19200. Some Garmin RS-232 protocols may use a
baud rate of 38400. Starting at 1200, rates double through the common baud rates of
1200, 2400, 4800, 9600 and 19200.
2.5.4 Voltage Ranges
RS-232 pins have a standard voltage range of -15V to +15V for all signal pins. Voltage
swings that occur while transmitting data can total 30V. RS-232 ports can work with
voltages as low as -5V to +5V. Compatibility with different equipment types is made
possible by the wide range of voltages the RS-232 can use and this also helps to
minimize interference by allowing for a greater noise margin.
RS-232 signal lines can generate substantial electrical noise due to the large voltage
fluctuations. This signal should not be run close to high-impedance microphone or audio
lines. If these signals do need to be run near each other, all audio wires need to be
properly shielded.
2.5.5 Cable Length Limitations
As the baud rate increases the serial cable connecting your equipment and its controlling
system must decrease. Generally a 100 foot cable is appropriate for 1200 to 2400 baud.
For 9600 baud the cable should be a maximum length of 50 feet and needs to be
shortened to 20 feet for transmitting at 19200 baud.
2.5.6 Troubleshooting
Serial port troubleshooting falls into two broad categories. Software incompatibilities can
cause your connection problems, as can hardware physical connection problems.
2.5.6.1 Hardware
One of the most common serial port errors that installers encounter when connecting a
device to the control system is incorrect wiring. Most control systems only require the
connection of two wires to the controlled device. The Transmit (XMT) and Ground (GND)
pins on the control system are connected to the Receive (RCV) and Ground (GND) pins
on the controlled device respectively (see Figure 2-12).
Figure 2-12. Two Wire Connection

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If the control system needs to receive a response from the controlled device, a third wire
will also need to be connected (see Figure 2-13).
Figure 2-13. Three Wire Connection
2.5.6.2 Confirming a Proper Connection
If the pins are not all labeled, it can be difficult to tell if the wiring between control system
port and controlled device port has been done correctly. If a terminal block connector is
in use a voltmeter can be used to monitor the voltage and verify the connection is good.
The reading between the RCV pin and the GND pin on the terminal block connector
should be between -12V and -6V. The XMT line should have the same reading seen in
Figure 2-14.
Figure 2-14. Correct Connection
If the voltage on the receive line remains at 0 volts after the control system and the
controlled device have been connected, this indicates serial port connection problems
are the result of the Transmit and Receive lines being reversed (see Figure 2-15).
Figure 2-15. Incorrect Connection

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2.5.6.3 Software
If the COM port error persists after the hardware connection has been verified, the
problem might be with the software communications settings for both the controlling
system and the controlled device.
The software settings must be identical for correct communication between the devices.
Baud rate is one parameter that must match on both systems, so if the control system is
operating at 2400 baud, the device also needs be set to 2400 baud. Data Bits, Parity,
and Stop Bits are other parameters that must be set identically for communication to flow.
The number of bits transmitted in a single character is referred to as the Data Bits and
can be set to either 7 or 8. Parity defines if the number of 1s in a single transmission is
odd or even. It can be set to None if parity is not important to the application.
The Stop Bit can be set to 0, 1, or 2 and defines the end of the transmission. When
troubleshooting serial port communication issues, ensure all these settings are the same
on both ends of the connection.
2.5.7 RS-232 Protocol
RS232 is widely used because it is so readily available. However, it does have some
disadvantages. Here are a few:
1. Limited Distance - For use at 9600 baud, cable lengths are limited to 50 ft or less.
Many will claim to go further, but this is not recommended, and is not part of the
RS232 specification.
2. Susceptible to Noise - RS232 is single-ended, which means the transmit and

receive lines are referenced to a common ground.
3. Not Multi-drop - You can only connect one RS232 protocol device per port. There
are some devices designed to echo a command to a second unit of the same
family of products, but this is very rare. This means that if you have 3 meters to
connect to a PC, you will need 3 ports, or at least, an RS232 multiplexer.
Figure 2-16. Typical RS-232 Wiring
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The RS422 Standard defines a serial communications standard. RS422 is a high speed
and/or long distance data transmission. Each signal is carried by a pair of wires and is
thus a differential data transmission system. Over distances up to 40 feet the maximum
data rate is 100 Kilobytes per second. A 120-ohm resistor should be used to terminate
the receiving end of the line. It is generally used between one transmitter receiver pair to
ONLY one other transmitter receiver pair but each output can drive up to 10 receivers.
RS422A Standard
• 1 Driver up to 10 Receivers
• Line Length Max Data Rate
- 40 Feet = 12m 10 Mbits/sec
- 4000 Feet = 1219m 100kbits/sec
1. Long Distance Runs - Up to 500 feet is generally supported, and with repeaters,
even further distances can be achieved.
2. Multi-Drop - Usually, up to 32 devices can be connected per port, and even more
using repeaters. Devices are distinguished by unique addresses that are
assigned to each device. For example, if you have 5 devices attached to a port,
they would be addressed as units 1 to 5. If you want to communicate to unit #1,
you send a command to unit #1. All units HEAR the command, but only the
addressed unit will respond. This also applies to RS485. The addresses can be
set using switches or software, depending on the design of the device.
3. Noise Resistant - Since it uses a separate FLOATING transmit and receive pair
(four wires), it offers better noise immunity than RS232.
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The RS485 Standard is similar to the RS422 standard upon which it is based. The main
difference is that up to 32 transmitter receiver pairs may be present on the line at one
time. A 120 Ohm resistor should be used to terminate either end of the main line. If more
than one device may transmit data, the RTS line is used as a transmit enable signal, so
preventing contention between talkers. Some advantages are:
1. RS485 can have multiple Commanding Devices and multiple Listening Devices.
RS422 can have only one Commander and multiple Listeners. For example, you
can connect one PC (the Commanding device) to 10 temperature controllers
(listeners). The PC can instruct any of the controllers to change set point, or to
send a temperature reading, but none of the controllers can command any of the
other controllers. With RS485, you can have multiple PC's and multiple
controllers on one bus, so that one PC can send a command to change a set
point and another PC can send a command to send back data, etc. Remember
that all devices on the bus must have a unique unit address, so that only the
addressed unit will respond. (similar to RS422).
2. RS485 pinout wiring is easier since you are only dealing with 2 wires instead of 4.
3. Programming RS485 is more difficult, since you are sending and receiving on the
same two wires, you need to enable and disable the transmitter at the correct
time so that you may perform proper communications. Imagine sending a
command USD$2SEND out of the transmitter. If the transmitter is not turned off in
time, then data being sent by another device will be missed. If the transmitter is
turned off too quickly, there is a chance that part of the command USD$2SEND
will be truncated before it ever has a chance finishing the transmission of the
character bits. When programming an RS485 plug-in card, you would read the
STATUS REGISTER to find out if it is time to switch or not. Some cards, such as
the OMG-ULTRA-485 has an AUTO mode where it is intelligent enough to do this
automatically, making it transparent to the programmer. Since RS422, and
RS232 for that matter, have separate transmit and receive lines, they are easier
to implement. Of course, there are other matters to consider such as
handshaking, but will not be covered in this brief description.

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RS485A Standard
• Up to 32 Driver/Receiver Pairs
• Line Length Max Data Rate
- 4000 Feet = 1219m 100kbits/sec
2.7.1 Network Topology
The RS-485 standard suggests its nodes be networked in a daisy-chain, also known as
party line or bus topology (see Figure 2-19). In this topology, the participating drivers,
receivers, and transceivers connect to a main cable trunk with short network stubs. The
interface bus can be designed for full or half duplex transmission (see Figure 2-20).
Figure 2-19. RS-485 Bus Structure
Figure 2-20. Full Duplex and Half Duplex Bus Structures in RS-485
The full duplex implementation requires two signal pairs, and full duplex transceivers with
separate bus access lines for transmitter and receiver. Full duplex allows a node to
simultaneously transmit data on one pair while receiving data on the other pair.
In half-duplex, only one signal pair is used, requiring the driving and receiving of data to
occur at different times. Both implementations necessitate the controlled operation of all
nodes with direction control signals, such as Driver/Receiver Enable signals, to ensure
that only one driver is active on the bus at any time. Having more than one driver
accessing the bus at the same time leads to bus contention, which, at all times, must be
avoided through software control.
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2.7.2 Standard and Features
RS-485 is an electrical-only standard. In contrast to complete interface standards, which

define the functional, mechanical, and electrical specifications, RS-485 only defines the
electrical characteristics of drivers and receivers that could be used to implement a
balanced multipoint transmission line.
This standard, however, is intended to be referenced by higher level standards, such as

DL/T645, for example, which defines the communication protocol for electronic energy
meters in China, specifying RS-485 as the physical layer standard.
Key features of RS-485 are:
• Balance interface
• Multipoint operation from a single 5V supply
• -7V to +12V bus common mode range
• Up to 32 unit loads
• 10 Mbps maximum data rate (at 40 feet)
• 4000 foot maximum cable length (at 100 kbps)
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3 EQUIPMENT
The GI 275 is a multi-function electronic Instrument capable of operating as a standalone

display. It features a bright, sunlight readable, 3.5-inch diameter color display sized to fit
in a standard instrument cutout. It can be configured as the following indicator types:
• Primary Attitude Display Indicator (attitude, altitude, airspeed, and heading)

• Standby Attitude Display Indicator (attitude, altitude, airspeed, and heading)
• Horizontal Situation Indicator (HSI) and Enhanced Horizontal Situation Indicator
(EHSI)
• Engine Instrument System Indicator (EIS)
• Multi-Function Display Indicator (MFD)
Not all GI 275s can serve every listed purpose. Refer to Table 3-1 for information about
the available functionality for each GI 275 variant.
The following dedicated pages are available on a GI 275 MFD or MFD/Standby ADI:
• CDI (MFD only)

• ADI (MFD/Standby ADI only)
• HSI
• Stormscope
• Terrain
• Moving Map
• Radar Altimeter
• Traffic
• Weather
• Transponder
If the GI 275 is configured as a Primary ADI, no other pages can be displayed.
The Primary ADI should be configured as the Master and GI1 in a multiple GI 275
installation.
Primary instruments, such as the Standard Turn Rate Indicator, must be retained unless
a Standby ADI is installed. A GTP 59 OAT probe is required to be installed to display
standard turn rate indexes on the ADI. Refer to Section 2 of GI 275 Installation Manual
190-02246-10 for limitations.
When the GI 275 provides altitude, airspeed, attitude, or heading, the internal ADAHRS
is required as the Default sensor. The backup battery is available for all GI 275 units as
an option, and is required for standby displays that are powered by the aircraft primary
electrical power source.
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The GI 275 EIS uses the GEA™ 24 or the GEA 110 adapter and sensors to replace
various engine instruments and provide indication of engine parameters. For a single
engine, a single GI 275 with multiple pages can be used; however, all alerting gauges
must fit on the primary gauge page. Two GI 275 units can optionally be used for a single
engine. If a GEA 110 is installed as part of the GI 275 system, the -01 model of the GEA
110 must be used.
For twin-engine EIS, each engine must have a dedicated GEA 24/110 and each engine
must have separate GI 275 indicators. Only one indicator is permitted per engine. If
multiple indicators are needed to display all primary alerting gauges, then certain existing
gauges must be retained instead.
3.1 Hardware Variants
The GI 275 is available in three hardware variants: Base, ADAHRS, and ADAHRS+AP
(non Garmin Autopilot). All three variants use the same touchscreen display, control
knob, main control board, and metal casing. The backup battery is optional for the GI 275
Base and standard for the GI 275 ADAHRS and ADAHRS+AP variants.
Table 3-1. GI 275 Variant Functionality
GI 275 GI 275 GI 275

Function
Base ADAHRS ADAHRS+AP
Primary ADI X X
MFD/Standby ADI X X
MFD X X X
EIS X X X
HSI X [1] X X
HSI/Standby ADI X X
Autopilot Interface X
Garmin GFC Only Interface X [2] X
[1] Requires interface to another GI 275 with an internal ADAHRS configured
[2] Garmin autopilots can interface to an ADAHRS unit (-10/-30). They do not
require an ADAHRS+AP unit.
3.1.1 GI 275 Base
The GI 275 Base unit has one 78-pin D-sub connector and is capable of functioning as
an MFD or EIS unit. If a GI 275 Base is configured in a system with a GI 275 ADAHRS or
ADAHRS+AP (non Garmin Autopilot) unit, it may be configured as an HSI.
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3.1.2 GI 275 ADAHRS
The GI 275 ADAHRS unit includes all the functionality of the GI 275 Base unit with an
additional 78-pin D-sub connector, internal ADAHRS circuit board, and pitot/static port
fittings. This allows the full added functionality of a Primary ADI, MFD/Standby ADI, HSI,
or HSI/Standby ADI. ADAHRS variant can be connected to a Garmin autopilot. (-10/-30)
should be used.
3.1.3 GI 275 ADAHRS+AP (non Garmin Autopilot)
The GI 275 ADAHRS+AP unit includes all the functionality of the GI 275 ADAHRS unit in
addition to an internal autopilot control/interface circuit board. This allows it to drive an
approved third party autopilot when configured as a Primary ADI.
3.2 Functions
3.2.1 Primary Attitude and Direction Indicator (ADI)
Figure 3-1. GI 275 Primary ADI

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Figure 3-1 Notes:
1. GI 275 ADAHRS+AP (non Garmin Autopilot) required to drive the autopilot, if

equipped.
2. GPS source is required; either backup antenna or external GPS source.
3. The OAT sensor is not required for Primary ADI units unless the aircraft is IFR
and the turn coordinator is removed or there is not a third source of attitude.
Figure 3-1 shows the GI 275 configured as a Primary ADI. The GI 275 ADAHRS or
ADAHRS+AP provides 4-in-1 display of attitude, altitude, airspeed, and heading.
If desired, the Primary ADI can be configured as a basic attitude indicator 3-in-1 display
of attitude, altitude, and airspeed only. In this case, the primary heading indicator must
be retained or replaced with a GI 275 HSI.
The attitude data is displayed in the form of a virtual blue sky and brown ground with a
white horizon line. In the absence of SVT™ this is how it is displayed. Airspeed and
altitude data are displayed as tapes vertically along the outer portion of the display. The
heading data is displayed horizontally along the bottom of the display.
The GI 275 ADAHRS and ADAHRS+AP variants contain an integrated ADAHRS (Air
Data and Attitude Heading Reference System), which provides the primary display of
attitude, altitude, airspeed, and optional heading data.
Table 3-2. Primary ADI Features by Unit Selection
GI 275 Function Description ADAHRS ADAHRS+AP
Terrain Alerting X X
Connext® and LRU status X X
Radar Altitude X X
4-in-1 Primary ADI X X
Secondary Heading X X
Third Party Autopilot and Flight Director Interfaces X
Garmin GFC Autopilot Interface X X
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In addition to the Primary ADI, the following information can be shown:
• Flight Director
• Synthetic Vision Terrain
• Standard Turn Rate Indexes (requires OAT interface)
• Slip/Skid
• Vertical Speed/Tape/Bug
• Altitude Baro Setting/Bug/Trends
• Airspeed Bugs/Trends
• Vertical and Lateral Deviations
• Radar Altimeter (for minimums)
• Heading GPS Track vs MAG
An internal backup battery is available for all GI 275 ADAHRS and ADAHRS+AP units.
With the backup battery installed, if the aircraft loses power, the battery is capable of
providing power to the GI 275, backup GPS antenna, GTP 59 OAT Probe, and
magnetometer for at least 60 minutes.
3.2.1.1 Altitude
The GI 275 calculates aircraft attitude using information from its built-in inertial sensors
and GPS data. If the GI 275 senses the attitude solution is valid, but not yet within the
internal accuracy limits, ALIGNING is displayed. The primary GI 275 attitude functions
are comprised of pitch and roll.
3.2.1.2 Standard Turn Rate Index
The standard turn rate indicator is displayed at the top of the display on the roll indicator
when the requisite airspeed is reached. A standard-rate turn (3° per second) is shown on
the indicator by the airplane shaped markers on the roll indicator. The GTP 59 Outside
Air Temperature Probe is required for this functionality.
3.2.1.3 Slip/Skid
The slip/skid information is located near the top of the display under the roll pointer and is
indicated by the small white trapezoid.
3.2.1.4 Air Data
Air data information is provided by the GI 275 unit when it is connected to the aircraft
pitot/static system. The functions provided by the air data are shown below:
• Airspeed Indicator
• Barometric Altimeter
• Selected Altitude Setting, Bug, and Visual Altitude Alerting
• Secondary Vertical Speed with References
• AHRS Aiding
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3.2.1.5 Heading
The GI 275 can provide stabilized heading based on ADAHRS and magnetometer data,
which is displayed as a linear scale along the bottom of the ADI display with a digital
display of the current heading in degrees. Labels on the linear scale denote increments
of 30°, with white markings indicating smaller increments for increased awareness. GPS
Track displayed in magenta in absence of GMU Heading data.
3.2.1.6 GPS
The GI 275 requires GPS for attitude aiding. The indicator contains an internal GPS
receiver that can be connected to a GPS antenna mounted on the glare shield, or it can
receive an input from an external GPS, if available. As installed in the associated STC,
the GI 275 receives the GPS data for aiding using the following methods:
• Glareshield GPS Antenna

• GTN™ 6XX/7XX or GTN Xi Series Navigator
• GNS™ 4XXW/5XXW Series Navigator
• GNS 480 Series Navigator
• GTX™ 3X5 Transponder with Internal GPS Receiver (software v3.00 or later)
• GPS 175/GNX™ 375/GNC® 355
3.2.1.7 Deviations
The GI 275 Primary ADI can display vertical and lateral deviations from a compatible
GPS and/or NAV. If an external GPS or NAV is not available, the internal VFR GPS (with
installed glare shield antenna) can display lateral deviations for VFR Direct-To navigation
only.
3.2.2 Horizontal Situation Indicator (HSI)
The GI 275 is designed to replace an existing DG/HSI. The GI 275 HSI provides
magnetically stabilized heading based on GMU 11/44B data. The GI 275 HSI can also
provide display of course and deviation information from compatible VHF NAV and GPS
sources. Air data information is provided by the GI 275 unit when it is connected to the
aircraft pitot/static system. The HSI can also be used for heading and course deviations
for an autopilot.
The GI 275 HSI provides the option of an enhanced EHSI page with a map underlay,
which can display ownship data on a moving map, as well as a CDI/VDI, which shows
lateral and vertical course deviations.
Both the HSI and EHSI pages can be configured on an MFD or MFD/Standby ADI unit for
added versatility (refer to Section 3.2.3). In certain aircraft, the HSI can be installed as a
standby indicator (refer to Section 3.2.4).
The HSI requires full time display. It cannot be configured as an option on the MFD and
replace an existing HSI.
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Figure 3-2. GI 275 Horizontal Situation Indicator
Figure 3-2 Notes:
1. GI 275 ADAHRS+AP required to drive autopilot, if equipped. Refer to Section 3 of

GI 275 Installation Manual 190-02246-10 for AP limitations.
2. For applicable units only.
3. Each GI 275 only supports one analog NAV interface.
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Table 3-3. HSI Features by Unit Selection
Hardware Variant Requires

GI 275 Function Description Full Time
ADAHRS
Base ADAHRS Display
+AP
Electronic Horizontal Situation Indicator, X

X X Yes
EHSI with optional map underlay [1]
Weather (FIS-B, SXM) X X X N/A
Moving map with direct to navigation,
X X X N/A
terrain, traffic, and weather overlay
Terrain Alerting X X X N/A
Direct-to nearest airport with internal GPS X X X N/A
Connext and LRU status X X X N/A
Third Party Autopilot and Flight Director
X N/A
Interfaces
X
Garmin Autopilot Interfaces N/A
[2]
[1] Requires interface to another GI 275 with internal ADAHRS
[2] Garmin autopilots can interface to an ADAHRS unit (-10/-30). They do not require
an ADAHRS+AP (non Garmin Autopilot) unit.
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3.2.3 Multifunction Flight Display (MFD)
The GI 275 can function as an MFD with configurable pages to show information from
other interfaced LRUs. MFD pages may be displayed on an MFD/Standby ADI unit for
added versatility (refer to Section 3.2.4).
Figure 3-3. GI 275 Multi-Function Display Indicator
Figure 3-3 Notes:
1. Each GI 275 only supports one analog NAV interface.
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Table 3-4. MFD Features by Unit Selection
Hardware Variant
GI 275 Functional Description ADAHRS
Base ADAHRS
+AP
Comfortable Multi-Function Display (MFD) X X X

Electronic Horizontal Situation Indicator, EHSI with X X X
map underlay [1] [3] [3] [3]
Electronic Course Deviation Display, ECDI with map
X X X
underlay
MFD Data Display X X X
Traffic (ADS-B, TCAS with control) X X X
Weather (FIS-B, SXM) X X X
Moving map with direct-to navigation, terrain traffic,
X X X
and weather overlay
Query map items (limited to waypoint information) X X X
Nearest airport information X X X
Terrain display X X X
Direct-to nearest airport with internal GPS X X X
Connext and LRU status X X X
Radar Altitude X X X
Supplemental EIS display (only the Fuel page for
X X X
installations with multiple EIS displays)
Transponder Control [2] X X X
Notes:
[1] Requires interface to GI 275 with internal ADAHRS.
[2] Only compatible with GTX 3X5 series transponders.
[3] Requires heading data.
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The configurable MFD pages that show the information listed in Table 3-4 can be
independently enabled or to show applicable data from connected LRUs, which include:
• HSI (requires GPS or NAV source and heading)

• CDI (requires GPS or NAV source)
• Traffic Display (requires Traffic source)
• Moving map with weather, terrain, and traffic overlays
• MFD data page with way point information (requires GPS/NAV)
• Secondary EIS display (only the Fuel page for installations with multiple primary
EIS displays)
• Radar Altitude digital gauge display (requires radar altimeter)
• Transponder Control page (requires GTX 345 series transponder)
3.2.3.1 Standalone Course Deviation Indicator (CDI)
The Electronic Course Deviation Indicator provides a display for lateral and vertical
deviations and can be configured on any GI 275 variant. The CDI page is displayed on a
GI 275 configured as an MFD.
NOTE
When the GI 275 is configured as a standalone CDI, the HSI and
Enhanced HSI pages must be configured Off.
Figure 3-4. GI 275 Course Deviation Indicator
Figure 3-4 Notes:
1. Each GI 275 only supports one analog NAV.
2. Supported on MFD configuration.
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Table 3-5. CDI Features by Unit Selection
Hardware Variant Requires

GI 275 Function Description Full Time
ADAHRS
Base ADAHRS Display
+AP
Electronic Course Deviation Indicator X X X No

Direct-to nearest airport with internal GPS X X X N/A
Connext and LRU status X X X N/A
3.2.4 Standby Indicator
The GI 275 in a standby configuration displays the same information as the Primary ADI
and has the same requirements as the Primary ADI. A display backup switch is required
if installed as an MFD/Standby ADI or HSI/Standby ADI. Refer to Section 3.2.2 of GI 275
Installation Manual 190-02246-10 for information.
The Standby ADI will automatically revert to display secondary ADI data in the case of a
Primary ADI failure. The MFD/Standby ADI can display MFD pages and the HSI/Standby
ADI can display HSI pages under normal operating conditions (i.e., when the Primary
ADI is functional) in certain aircraft. For limitations, refer to Section 2 of GI 275
Installation Manual 190-02246-10.
NOTE
The Standby ADI may only be configured when the GI 275 is installed with
TXI or a GI 275 primary ADI. Aircraft class limitations apply.
NOTE
When the Standby ADI is in reversionary mode, all previously configured
MFD or HSI pages are unavailable. Only the ADI page will be displayed.
The Standby ADI monitors the primary indicator during normal operation. When the
standby indicator senses a discrepancy, it automatically reverts to displaying its
secondary ADI data within 1 second. Additionally, a display backup switch may be
required to be installed. When this switch is set to AUTO, the standby display functions
as outlined above. When the switch is set to ON, the standby display will always display
the aircraft secondary ADI data whether or not there is a miscompare between the
Primary ADI and standby indicator. MFD/HSI pages are disabled when the switch is set
to ON.
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Figure 3-5. GI 275 Standby Indicator
Figure 3-5 Notes:
1. Refer to Section 2 of GI 275 Installation Manual 190-02246-10 for limitations.
2. GPS interface is required; either backup antenna or external GPS source.
3. Must be retained.
4. Required when Standby is configured with MFD pages.
5. The OAT sensor is not a required interface for Standby ADI units.
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Table 3-6. Standby Indicator Features by Unit Selection
Hardware Variant
Requires Full Time
GI 275 Function Description ADAHRS Display
ADAHRS
+AP
Terrain Alerting X X No
Connext and LRU Status X X No
Multi-Function Display (MFD) X* X N/A
No
4-in-1 Standby ADI
X X Yes
Attitude, Altitude, Airspeed, Heading
(in reversionary mode)
* Exclusions exist. Refer to GI 275 Installation Manual 190-02246-10 Section 2.1.4
for limitations and Section 3.2.2 for standby requirements.
3.2.5 Engine Indication System (EIS)
The GI 275 provides EIS display for four- and six-cylinder reciprocating engines. EIS
does not include turbine engines. An EIS installation consists of one GEA 110 or GEA 24
per engine and one GI 275 per engine.
The EIS display can drive caution and warning lights that may be required for installation
when the indicator is not installed in the primary field-of-view.
The EIS display collects powerplant data and utilizes an automatic monitoring system
that interprets and reports the data to the pilot in the form of an alert. The crew can
acknowledge the alert, which prompts the indicator to display page one, which contains
the data parameter in question. This reduces the amount of information displayed at a
given time to the crew, allowing the EIS indicator to work for the pilot by monitoring
engine data and notifying the crew with an alert.
The EIS has the capability to configure up to five pages. Each configured parameter with
alerting markings on page one is tied to an alert that will be displayed across the bottom
of the screen when an exceedance occurs. Additionally, critical performance data is
displayed on every page: fuel quantity, RPM, and if applicable, manifold pressure.
GI 275 with EIS offers three aircraft timers: Flight Hours, Hobbs Timer, and Tach Timer.
Flight Hours accrue in-air, as the status is derived from weight-on-wheels, GPS speed, or
engine RPM. The Hobbs Timer is activated by engine oil pressure (was Engine Time in
software v2.11 or earlier). Tach Time (software v2.20 or later) accrues relative to engine
cruise RPM.
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The following sections of GI 275 Installation Manual 190-02246-10 provide additional

information that must be considered for EIS installations:
• Section 2.1.5 - EIS limitations

• Section 3.2.3 - Minimum EIS requirements and available EIS gauges
• Section 5.6.4.2 - Gauge markings and configuration requirements
• Appendix Section C.19 - Approved sensor interface or installation, includes
configuration
• Appendix D - Model-Specific Info to find out if a Fuel Pressure Test is required
• Appendix F - EIS gauge layouts
Table 3-7. EIS Features by Unit Selection
Hardware Variant Requires Full

GI 275 Function Description
Time Display
Base
Primary EIS (per engine) X Yes

Supplemental/additional EIS display X No
Figure 3-6. GI 275 Single-Engine EIS Interfaces
Figure 3-6 Notes:
2. Used for fuel distance estimations.

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Figure 3-7. GI 275 Twin-Engine EIS Interfaces
Figure 3-7 Notes:
2. Used for fuel distance estimations.
3.2.6 Wireless Connectivity
With the Garmin Pilot™ application (iOS and Android) installed on a personal electronic
device, users can update databases (refer to Section 5.14 of GI 275 Installation Manual
190-02246-10 for procedures), sync flight plans to an installed GPS 175, GNX 375, or
GNC 355, log flight data, and review traffic, weather, and location data from externally
connected LRUs. When paired to the GI 275, the Garmin D2™ Delta Pilot watch can
display key flight information, such as position, airspeed, and altitude.
NOTE
Updating databases is disabled in flight. Databases must be updated while
the aircraft is on the ground. The GI 275 is capable of ‘Fast Syncing’
databases only when the aircraft is stationary.
NOTE
The Flight Stream 510 in a GTN XXX will pass data to a GI 257, but not the
other way around.
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3.3 System Equipment
Equipment installed by the applicable STC is grouped into three categories:
1. Display Sensors
2. Engine Sensors
3. Other Equipment
3.3.1 Display Sensors
3.3.1.1 VFR GPS
The GI 275 contains a VFR GPS that can be used as a backup GPS or as a restricted
primary GPS source.
NOTE
Credit is not taken for the GI 275 internal GPS for GPS navigation (NAV) in
IFR flight. The equipment and operational requirements for IFR must be
met by one or more other navigation source in the aircraft.
The VFR GPS will be capable of displaying moving map functions depicting ownship
position, velocity, ground speed, traffic overlay, weather, Stormscope, and direct-to only
functions in certain instances.
The internal VFR GPS interfaces to a glareshield-mounted GPS antenna, which can be
used in the event of a failure of the primary GPS source or to provide VFR only
situational information. Only one VFR GPS antenna is needed for all GI 275s. The GPS
data will be used by the interfacing GI 275 and it will forward the data to any GI 275
configured to receive the data.
Figure 3-8. VFR GPS Antenna (010-12444-10)
3.3.1.2 Internal ADAHRS
The GI 275 ADAHRS and ADAHRS+AP variants contain an integrated ADAHRS. The
internal ADAHRS units require the pitot/static lines to be connected. Additionally, either
the VFR GPS or a GPS source approved by this STC is required.
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3.3.1.3 GMU 44B
The GMU 44B Magnetometer senses magnetic field and provides data to the ADAHRS
to find the aircraft magnetic heading. The GMU 44B receives power directly from the GI
275 and communicates with the ADAHRS using RS-485 and RS-232. The GMU 44B is
applicable for Class I through IV aircraft. Refer to Section 1 of definition of aircraft
classes.
Figure 3-9. GMU 44B Magnetometer (010-01708-00)
3.3.1.4 GMU 11
The GMU 11 Magnetometer senses magnetic fields and provides data to the ADAHRS to
find the aircraft magnetic heading. The GMU 11 receives power directly from the GI 275
and communicates with the ADAHRS using RS-232. The GMU 11 is applicable for Class
I & II aircraft only. Refer to Section 1 of definition of aircraft classes.
Figure 3-10. GMU 11 Magnetometer (010-01788-00)
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3.3.1.5 GTP 59
The GTP 59 Outside Air Temperature (OAT) Probe is a remote-mounted sensor that
interfaces to an ADC or EIS adapter for OAT display and computations. OAT is used to
produce true airspeed for AHRS aiding as well as providing standard turn rate indices on
the ADI. OAT is used to produce supplemental percent power for the powerplant on EIS
units. When interfaced to an ADC, Static Air Temperature (SAT) or Total Air Temperature
(TAT) can be displayed. When interfaced to a GEA, only Total Air Temperature (TAT) is
displayed as “OAT (EIS)”.
Figure 3-11. GTP 59 OAT Probe (011-00978-00)
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3.3.2 Engine Sensors
Each engine requires a single GEA 24 or GEA 110 adapter. The GEA 24 or GEA 110 is
mounted remotely. Refer to GI 275 Installation Manual 190-02246-10 Section 4.7.1 (GEA
24) or Section 4.7.2 (GEA 110) for installation instructions.
3.3.2.1 GEA 24 Engine Adapter
The GEA 24 is an engine interface and monitoring module that collects signals from the
engine sensors and communicates the engine parameters to the GI 275 using RS-232.
The GEA 24 is approved for single and multi-engine aircraft with a gross takeoff weight of
6000 lbs or less (i.e., Class I & II aircraft). Refer to Section 1 of definition of aircraft
classes.
Figure 3-12. GEA 24 Engine Adapter (010-01042-01)
3.3.2.2 GEA 110 Engine Adapter
The GEA 110 is an engine interface and monitoring module that collects signals from the
engine sensors and communicates the engine parameters to the GI 275 using RS-485.
The GEA 110 is approved for installation in all aircraft that are approved for EIS under
the applicable STC (i.e., Class I, II & III reciprocating engine aircraft). Refer to Section 1
of definition of aircraft classes.
Figure 3-13. GEA 110 Engine Adapter (010-01329-01)

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3.3.3 Other Equipment
3.3.3.1 Backup Battery
The backup battery is a lithium-iron battery that is required when the GI 275 is used as a
standby indicator that does not utilize an electrical power source that is independent from
the aircraft primary electrical power source. The battery will power the essential display
sensors for a minimum of 60 minutes. The battery is charged by the aircraft electrical
system when not in use. The backup battery is optional for the GI 275. The backup
battery does not backup EIS sensors and displays.
Figure 3-14. Backup Battery (010-02304-00)
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3.3.3.2 GSB™ 15
The GSB 15 is an optional LRU that mounts into the instrument panel and provides two
USB connections to a GI 275 unit. Variants include dual USB Type-A ports, dual USB
Type-C ports, and single USB Type-A/single USB Type-C ports. Each variant also has
the option to have the connector on the rear or side of the unit.
The USB ports can be used in place of a USB dongle to update the software on the GI
275 system and to charge devices while in-flight.
A decorative cover can optionally be installed.
Figure 3-15. GSB 15 Variants
(Left: Dual Type-A, Center: Single Type-A / Single Type-C, Right: Dual Type-C)
Table 3-8. GSB 15 Part Numbers
Variant Part Number
Dual Type-A, Rear Power Input 010-02201-00

Dual Type-A, Side Power Input 010-02201-01
Type-A and Type-C, Rear Power Input 010-02544-20
Type-A and Type-C, Side Power Input 010-02544-30
Dual Type-C, Rear Power Input 010-02544-40
Dual Type-C, Side Power Input 010-02544-50
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4 INTERFACES
4.1 GI 275 HSDB Architecture
The HSDB architecture allows for many connection possibilities. The Ethernet
architecture limitations and options shown in this section can be used as a guide for
common LRU combinations. Block diagrams are illustrated in figure, figure, figure, figure,
figure, figure, and figure. A summary of Garmin LRUs with HSDB capability and available
ports is shown in Table 4-1.
Table 4-1. Garmin LRU HSDB Port Summary
Number of
LRU
HSDB Ports
GI 275 2
GTN™ 6XX/7XX 4
GTN Xi 4
GTS™ 8XX 1
GDL® 69 Series 4
GTX™ 345 2
GFC 600 2
GPS 175 / GNX™ 375 / GNC® 355 1
G500/G600 TXi 4
Not all possibilities are included, but the following steps and figures can be used as a
guide for making HSDB connections.
1. The Primary ADI and the display with the second ADAHRS or standby (if
applicable) must be directly connected.
2. When multiple GI 275 indicators are installed, they must be connected to each
other directly in series.
3. The GTN 6XX/7XX, GTN Xi, GPS 175, GNX 375, or GNC 355, if installed, must
be connected directly to a GI 275 or a GMC 605 (GFC 600) that is directly
connected to a GI 275.
4. LRUs not installed under the applicable STC must still meet the installation
requirements that are applicable to those LRUs.
5. Choose the figure that most closely represents the aircraft equipment and cross
out any LRUs not installed. Apply the rules above to complete the HSDB
connections, if necessary.
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Figure 4-1. HSDB Architecture: Legend
NOTE
The orientation of LRUs and HSDB ports in the following diagrams do not
represent the actual orientation of the installation in the aircraft.
Figure 4-2. HSDB: Primary ADI
Figure 4-3. HSDB: Primary ADI with GFC 600 Autopilot

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Figure 4-4. HSDB: EIS
Figure 4-5. HSDB: MFD
Figure 4-6. HSDB: Primary ADI with GFC 600 and HSI/Standby ADI
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NOTE
Generally, redundant HSDB pathways are acceptable but not required.
Refer to the applicable installation manual for additional HSDB architecture
requirements an alternate configurations.
Figure 4-7. HSDB: Primary ADI with GFC 600, HSI/Standby ADI, and EIS
Figure 4-8. HSDB: Primary ADI, MFD/Standby ADI, HSI, and EIS
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Figure 4-9. HSDB: Primary ADI, MFD/Standby ADI, HSI, EIS, Copilot ADI
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4.2 Interfaces to Other Equipment
Information in this section provides details for interfacing to equipment not installed by
the GI 275 STC. The information provided must be reviewed when these interfaces are
considered.
4.2.1 GPS Source
The GI 275 has a built-in VFR GPS source that can be used with the backup GPS
antenna installed. Up to two additional external GPS sources can be interfaced to the GI
275.
4.2.2 Navigation Receiver
The GI 275 attitude display uses data from a navigation receiver to display VOR and ILS
information on the HSI. Up to two independent navigation receivers can be interfaced to
a display. The third-party composite NAV connection must be directly connected to a GI
275 display when present.
4.2.3 Radar Altimeter
The GI 275 can receive data from a digital radar altimeter system to provide the display
of radar altitude. The display can also be configured to allow for the initiation of the radar
altimeter self-test for certain radar altimeter models. Radar altimeters must be wired to a
discrete output from the GI 275 to enable self-test.
4.2.4 Traffic
The GI 275 can receive data from an ADS-B/TIS/TAS/TCAS I traffic system to display
traffic.
Table 4-2. Traffic Interface
Source Interface Details
The heading source for existing traffic systems can be the GI 275 (using
Heading ARINC 429) or from another approved heading source in accordance with
the traffic system installation guidance.
The altitude source for existing traffic systems can be the GI 275 (using
Altitude ARINC 429) or from another approved altitude source in accordance with
the traffic system installation guidance.
4.2.4.1 TIS-A
Traffic Information Service-equipped aircraft receive limited traffic information from

nearby ground radar uplinks. The GI 275 can interface with a GTX 33X to provide TIS-A.
The traffic data can be crossfilled to display on other GI 275 units.
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4.2.4.2 TAS / TCAS
The GI 275 can interface with a number of traffic sources that function as Traffic Advisory
Systems (TAS) or Traffic Alert and Collision Avoidance Systems (TCAS). The traffic data
can be crossfilled to display on other GI 275 units.
4.2.4.3 TIS-B / FIS-B / ADS-B
TIS-B/FIS-B/ADS-B In-equipped aircraft receive traffic information from nearby ADS-B

ground stations and ADS-B Out-equipped aircraft. The GI 275 can receive and display
weather and traffic services with compatible equipment installed. The traffic data can be
displayed on all GI 275 units capable of displaying traffic data. Refer to Appendix Section
C.13 of GI 275 Installation Manual 190-02246-10 for compatible equipment.
4.2.5 Data Link
The GI 275 can interface to a GDL 69/69A SXM to receive SiriusXM weather service with
a valid subscription. It does not provide control for music.
4.2.6 WX-500 Stormscope®
The GI 275 can receive data from the WX-500 Stormscope system to provide the display
of lightning data. The GI 275 cannot be used to control the Stormscope system. A
controlling display (e.g., GDU™ 620, GDU 700/1060, or GTN 6XX/7XX) must be present
in the system to display Stormscope data on the GI 275.
4.2.7 Audio Panel
The GI 275 can be interfaced to an audio panel for audio alerting. An interfaced audio
panel cannot be controlled using the GI 275.
4.2.8 Transponder Control
The GI 275 can interface to GTX 345 series transponders to provide a Transponder
Control page when configured as an MFD or Standby ADI/MFD. This allows the GI 275
to control transponder code, the IDENT function, and the mode of operation for up to two
interfaced GTX 345 transponders.
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4.2.9 Autopilot
Various autopilot systems can be interfaced to the GI 275. Compatibility of the autopilot
system with the GI 275 system must be verified before installation. The applicable STC
does not include data for autopilot system installation. The autopilot must be installed per
aircraft (or autopilot system) manufacturer data.
The GI 275 can provide AC or DC heading and course datum (error) outputs based on
the HSI heading bug and course pointer setting. When enabled, the GI 275 can drive the
heading datum output based on GPS steering (GPSS) from the selected navigator,
acting as a roll steering converter. The GI 275 will provide analog deviation, associated
flags, and ARINC 429 GPSS information based on the navigation source currently
selected on the HSI
Except when interfaced to Garmin autopilots, the GI 275 does not provide altitude
preselect functionality. Any existing altitude preselector must be retained and any altitude
source being provided to the preselector must also be retained.
Refer to Table 3-19 in GI 275 Installation Manual 190-02246-10 for more detailed
information about interfacing specific autopilots with the GI 275.
4.2.9.1 Autopilot Turn Coordinator
A turn coordinator that interfaces to the existing autopilot must be retained. If the turn
coordinator is relocated, the indicator incline must remain the same. Otherwise, the
autopilot performance will be incorrect. Refer to the turn coordinator installation manual
for details. In some circumstances, the turn coordinator may have to be blind-mounted,
which requires separate installation approval.
4.2.10 External TAWS
Only one TAWS that generates aural and visual annunciations is permitted in the aircraft.
If the aircraft has a TAWS installed, and SVT™ is enabled on the pilot Primary ADI, the
GI 275 must be configured to prevent conflicting aural and visual annunciations.
Combinations of external TAWS sources, GI 275 settings, and the resulting alert sources
are shown in Table 3-20 of GI 275 Installation Manual 190-02246-10.
The GI 275 provides the terrain alerting from a GTN 6XX/7XX, GTN Xi, or GNS™ 400W/
500W. However, the GI 275 does not provide all of the necessary annunciations and
therefore the GTN or GNS may still require an external TAWS annunciator panel.
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5 EQUIPMENT COMPATIBILITY
5.1 Electronic Standby Indicator
The electronic standby indicators listed in Table 5-1 are compatible with the GI 275. For instrument requirements, refer to the following sections of GI 275 Installation Manual 190-02246-10:
• Standby Instruments - Section 3.2.2

• Power Distribution - Section 3.2.1
• Pitot/Static Plumbing - Section 4.2
• Location and Mounting - Section 4
Table 5-1. Electronic Standby Indicators
Mfr Model Interfacing Equipment Configuration Information Notes
G5 [1] [2]
Garmin Refer to Section 2.1.4 of GI 275 Installation Manual 190-02246-10 for limitations.
GI 275
Refer to Section 3.2.2 of GI 275 Installation Manual 190-02246-10 for installation and display requirements.
Notes:
[1] Installation approval for this indicator is not provided by the applicable STC and must be obtained separately. The applicable STC
only approves compatibility of the indicator as a standby instrument for the GI 275 system.
[2] Must be installed per the requirements in this Design Guide, GI 275 Installation Manual 190-02246-10, and G5 AML STC SA0181WI.
5.2 ADC
The air data computers listed in Table 5-2 are compatible with the GI 275.
Table 5-2. Compatible Air Data Computers
Data
Format
If another ADC is configured, the internal ADC must be configured as ADC 2 and must
Internal Only available on GI 275 ADAHRS and ADAHRS+AP units.
be set as the default. Refer to Section 5.5.4 of GI 275 Installation Manual 190-02246-10.
Other GIU 275 HSDB Crossfills data from a different GI 275 interfaced to an ADC.
GSU 75 ARINC 429
Garmin
GDC 72 ARINC 429
GDC 74 ARINC 429
TXi software v3.02 or later is required for GI 275 SW v2.05 or earlier.
G500/G600 TXi HSDB Interfaces Page Standby Instrument: GI 275
TXi software v3.10 or later is required for GI 275 SW v2.10 or later.
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5.3 AHRS
The attitude and heading reference systems listed in Table 5-3 are compatible with the GI 275.
Table 5-3. Compatible Attitude and Heading Reference Systems
Data
Format
If another AHRS is configured, the internal AHRS must be configured as

Internal AHRS 2 and must be set as the default. Refer to Section 5.5.4 of GI 275 Only available on GI 275 ADAHRS and ADAHRS+AP units.
Installation Manual 190-02246-10.
Other GI 275 HSDB Crossfills data from a different GI 275 interfaced to an ADC.
GSU 75 ARINC 429
Garmin GRS 77 ARINC 429

GRS 79 ARINC 429
TXi software v3.02 or later is required for GI 275 SW v2.05 or earlier.
G500/G600 TXi HSDB Interfaces Page Standby Instrument: GI 275
TXi software v3.10 or later is required for GI 275 SW v2.10 or later.
The GI 275 can receive magnetometer data from a G5. Refer to Section 5.4.4 of
GAD 29 ARINC 429 ARINC 429 Configuration Page OUTPUT ( ): EFIS/AIRDATA 1 (SDI) 1)
GI 275 Installation Manual 190-02246-10 for configuration information.
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5.4 GPS Source
The GPS position sources listed in Table 5-4 are compatible with the GI 275.
Table 5-4. Compatible GPS Position Sources
Data
Format
Garmin Other GI 275 HSDB Crossfills data from a different GI 275 interfaced to a GPS source.
Internal VFR GPS must install antenna per Section 4.6.3 of GI 275 Installation Manual
Internal VFR GPS Interfaces Page VFR GPS: Internal
190-02246-10. [1]
IN 1: Low, Garmin GDU™
OUT: High, GAMA 429
SDI: LNAV 1 (for GPS 1) If a GNS 500W TAWS unit is installed, it must be connected as GPS 1.
Main ARINC 429 Config Page
Main CDI/OBS Config page is only available on GNS 430W/430AW and GNS 530W/
GNS™ 4XXW ARINC 429 LNAV 2 (for GPS 2)
530AW.
GNS 5XXW RS-232
VNAV: Enable Labels Main software v3.30 or later is required.
CHNL 1: INPUT: Off
Main RS-232 Config Page
OUTPUT: MapMX
Main CDI/OBS Config Page Menu key > Ignore CDI Key? > Yes
CH 1: RX: MapMX
Serial Setup Page
TX: MapMX
CH 2 IN: SEL: Garmin GDU
ARINC 429 SPEED: Low

GNS 480 GNS 480 can only be connected to RS-232 ports 1 or 2 on the GI 275.
RS-232 ARINC 429 Setup Page SDI: Sys 1 (for GPS 1)
Sys 2 (for GPS 2)
CH 1 OUT: SEL: GAMA 429
Miscellaneous Setup Page CDI SELECT: IGNORE
Set GDU to Present. Set the format
Interfaced Equipment Page
GTN™ 6XX to GI 275 for each installed GI 275.
HSDB Software v6.70 or later required.
GTN 7XX Main Indicator (Analog)
CDI Key: Disabled
Configuration Page
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Table 5-4. Compatible GPS Position Sources (Continued)
Data
Format
Garmin Set GDU to Present. Set the format

Interfaced Equipment Page
to GI 275 for each installed GI 275.
GTN Xi HSDB Software v20.10 or later required.
Main Indicator (Analog)
CDI Key: Disabled
Configuration Page
Main SW v2.52 or later required.
GTX™ 3X5 RS-232 RS-232 Interface Page ADS-B + FORMAT2
ADS-B SW v3.12 or later required. [1]
GPS 175 HSDB Interfaced Equipment Page Set GDU to Present. Software v2.02 or later required.
GNX™ 375 HSDB Interfaced Equipment Page Set GDU to Present. Software v2.02 or later required.
GNC® 355 HSDB Interfaced Equipment Page Set GDU to Present. Software v3.01 or later required.
Notes:
[1] Does not provide precision GPS approach guidance.
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5.5 VHF Navigation Receiver
The VHF navigation receivers listed in Table 5-5 are compatible with the GI 275. For a list of analog navigation receivers compatible with the GI 275, refer to Appendix Section C-6 of GI 275 Installation
Manual 190-02246-10.
Table 5-5. Compatible VHF Navigation Receivers
Data
Format
Other GI 275 HSDB Crossfills data from a different GI 275 interfaced to a NAV source.
Serial Port Page IO MODE: NMEA
When GI 275 NAV CDI is desired to be driven by a
‘standard CDI’ connected to the GNC 255, set TYPE:
Resolver
GNC 255 RS-232 When GI 2275 NAV CDI is desired to be set using the Can be NAV 1, NAV 2, or both.
CDI Indicator Page
GI 275 interface, set TYPE: SERIAL
When GI 275 NAV CDI is desired to be set using the
GI 275 interface and/or the GNC 255 display, set
TYPE: NONE.
SPEED: TX: Low
VOR/LOC/GS ARINC
GNS 430W/430AW ARINC 429 SDI: VOR/ILS 1 (for NAV 1) Can be NAV 1, NAV 2, or both.
Config Page
VOR/ILS 2 (for NAV 2)
Garmin CH OUT 2: SEL: VOR/ILS
SPEED: Low
GNS 480 (CNX80) ARINC 429 ARINC 429 Setup Page Can be NAV 1, NAV 2, or both.
SD: Sys 1 (for NAV 1)
Sys 2 (for NAV 2)
GTN 650 Software v6.70 or later required.
HSDB HSDB Port Utilization Page Ethernet Port ( ): Connected
GTN 750 Can be NAV 1, NAV 2, or both.
GTN 650Xi Software v20.10 or later required.
HSDB HSDB Port Utilization Page Ethernet Port ( ): Connected
GTN 750Xi Can be NAV 1, NAV 2, or both.
With no external CDI connected to SL30, set INDICATOR HEAD TYPE: SERIAL.
With external ‘standard CDI’ connected to SL30, set INDICATOR HEAD TYPE:
Software v1.3 or later is required.
SL30 RS-232 RESOLVER.
Can be NAV 1, NAV 2, or both.
With external ‘composite CDI’ connected to SL30, set INDICATOR HEAD TYPE:
SERIAL.
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5.6 Analog Navigation Receiver
Interface to analog navigation receivers not listed in Table 5-6 can still be approved under the GI 275 if all the following conditions are met:
• The navigation receiver is approved to TSO C36( ) (Localizer). TSO C40( ) (VOR), and optionally TSO C34( ) (Glideslope) if the glideslope is used
• If the glideslope is being used, the navigation receiver has a glideslope low-level flag output
• The installation of the navigation receiver was previously FAA-approved
• The calibration procedure for the analog navigation receiver described in GI 275 Installation Manual 190-02246-10 Section 5.7.3 and the ground check in Section 6.3.2.2 have successfully completed
NOTE
The GI 275 is an EZ zeroed resolver at 0 degrees.
Table 5-6. Compatible Analog Navigation Receivers
Data
Format
Composite
Collins VIR-23/33 Can be NAV 1, NAV 2, or both.
Analog
GNS 4XX/5XX Can be NAV 1, NAV 2, or both.
Composite
Analog This interface only supports NAV, not GPS. It is recommended to connect and configure per
GNS 4XXW/5XXW
Table 5-5.
Garmin Composite
GTN 6XX/7XX
Analog
Composite
GTN Xi
Analog
Composite
KX 155/155A/165/165A
Analog
Honeywell Composite
KN 53
(Bendix/King) Analog
Composite
KX 170B/175B
Analog
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5.7 Radar Altimeter
The radar altimeter transceivers listed in Table 5-7 are compatible with the GI 275.
Table 5-7. Compatible Radar Altimeters
Data
Format
Collins RAC-870 ARINC 429 This is an analog to digital converter specifically for use with the ALT-55B rad-alt.
FreeFlight RA-4500 ARINC 429
Other GI 275 HSDB Crossfills data from a different GI 275 interfaced to a radar altimeter.
Garmin GRA™ 55/
ARINC 429
5500
Honeywell
KRA 405A ARINC 429
(Bendix/King)
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5.8 Autopilot
The autopilots listed in Table 5-8 are compatible with the GI 275. Refer to Table 3-19 in GI 275 Installation Manual 190-02246-10 for a list of functions available for each model of autopilot.
NOTE
Refer to the GFC 500 Installation Manual for GI 275 to GFC 500 interface and configuration data.
NOTE
This section includes compatibility with the basic autopilot computer but does not include compatibility with the flight director interface to the autopilot computer. for compatibility with the
autopilot computer flight director outputs, refer to GI 275 Installation Manual 190-02246-10 Appendix Section C.9.
Table 5-8. Compatible Autopilots
Mfr Model Data Format Interfacing Equipment Configuration Information Notes
Bendix M-4C/M-4D Analog Any variant of the 5536E/F Computer Amplifier Attitude-based autopilot [2] [6]
2000 Analog Attitude-based autopilot [2]
21 / 31/ 41 Analog Attitude-based autopilot [2] [8]
Century
II / IIB / III Analog Attitude-based autopilot [2] [15] [16] [17]
IV Analog Attitude-based autopilot [2]
400B Analog Attitude-based autopilot [2]
For 400 IFCS, the mode control panel must be adjusted NOT to attenuate the
Cessna 300 IFCS / 400 IFCS / 800 IFCS Analog Attitude-based autopilot [2] [11]
heading or course error signal.
G519( ) attitude gyro may replace G550A or G1050A ADI to provide attitude
300B IFCS / 400B IFCS / 900B IFCS Analog Attitude-based autopilot [2] [11]
information to the autopilot system.
1000 IFCS Analog Attitude-based autopilot [2] [11] [12]
Collins AP-106 / 107 Analog Attitude-based autopilot [2]
GFC 500 CAN Bus Attitude-based autopilot [13] [18]
Garmin
GRC 600 HDSB Attitude-based autopilot [13] [14]
KAP 100 / 150 / 200
Analog Attitude-based autopilot [1] [2] [3]
KFC 150 / 200 / 250
KAP 140 Analog Rate-based autopilot [2] [9]
Honeywell Analog
(Bendix/King) KFC 225 Attitude-based autopilot [2] [3] [9] [10]
ARINC 429 GPSS
Attitude-based autopilot. Only KFC 300
KFC 300 Analog autopilots without VNAV functionality
are supported. [2] [3] [4] [7]
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Table 5-8. Compatible Autopilots (Continued)
Analog Must be configured to operate with either the NSD-360 or KI-525 (KCS-55)
20/30/40/50/60-1/60-2/65 Rate-based autopilot [2]
Discrete heading system.
60 PSS Analog Pitch axis only autopilot [2]

S-TECH Analog
Discrete Must be configured to operate with either the NSD-360 or KI-525 (KCS-55)
55 / 55X Rate-based autopilot [2]
ARINC 429 GPSS heading system
RS-485
Sperry SPZ-200A/500 Analog Attitude-based autopilot [2] [5]
Notes:
[1] For KAP 150/KFC 150, EFIS-enabled KC-19X computer (P/N 065-0042-16) is not supported.
[2] The heading error and course error signal characteristics are determined by the autopilot that is selected in the Interfaces settings.
[3] An attitude source must be provided to the autopilot in order for it to function properly. The KVG 350 gyro or the KI 255/265 ADI may be retained, or the KG 258 ADI may replace the KI 256 ADI to
provide attitude information to the autopilot system. Optionally, the GI 275 may be used instead of the KI 255/256/KG 258 ADI or the KVG 350 gyro to provide attitude information to the autopilot
system.
[4] For the KFC 300 autopilot, a synchro heading input is required. The existing KCS 305 compass system (KSG 105 slaved directional gyro) may be retained to provide heading information to the
autopilot system.
[5] The original attitude and heading system must remain in the aircraft to provide attitude and heading inputs to the autopilot. The original Attitude Alert Controller must be retained.
[6] The autopilot computer must be configured for a Collins PN-101 (FD-112C/V) HSI. If the autopilot had another HSI before installation of the GI 275 system, changes to the GDU emulation setting
may be required (the installation that was evaluated was an M-4D that had a Collins FD-112 HSI/ADI in the original configuration).
[7] The KCI 310 indicator contains a Test key that is used to initiate the KFC 300 self-test. If the KCI 310 indicator is removed, and external momentary switch must be installed to replace the function
of the KCI 310 Test switch.
[8] For the Century 31/41, ensure any jumpers at CD 185 pins 8, 9, and 17 are removed to configure computer for an NSD 360A.
[9] For the KAP 140 and KFC 225, the GPS SELECT discrete configuration setting on the GNS 400W/500W must be set to Prompt in accordance with GNS 400W/500W Series Installation Manual,
GTN 6XX/7XX Part 23 AML STC Installation Manual, or GTN Xi Part 23 AML STC Installation Manual.
[10] The KFC 225 must be configured for DC analog heading and A429 GPS steering.
[11] For Cessna autopilots with NAV 1/NAV 2 source switching on the autopilot mode controller, the NAV 1/ NAV 2 source identification (lighted switch caption) on the mode controller must be hidden
from view. All NAV source switching is accomplished on the GI 275.
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Table 5-8. Compatible Autopilots (Continued)
[12] The CA-1050A autopilot computer must be configured for a Century NSD-360 HSI or equivalent (DC Heading and Course Error signals). The GI 275 can emulate AC Heading and Course Error
(Datum) signals. However, this has currently not been evaluated as part of the associated STC. Installers are encouraged to utilize the NSD-360 DC setting to avoid the burden of additional
installation approval efforts.
[13] Garmin autopilots can interface to a GI 275 ADAHRS unit (i.e., a GI 275 ADAHRS+AP unit is not required).
[14] If a GI 275 is installed with and interfaced to a GFC 600, then a third party HSI cannot provide the heading and course error data to the GFC 600.
[15] If the GI 275 is used to provide attitude to the Century II/IIB/III, the GI 275 hardware must be MOD 1 or later.
[16] If the aircraft has a 1C388-2 or 1C388-3 Radio Coupler, two GI 275 ADAHRS+AP units are required in order to provide the HSI and GYRO interfaces
[17] The Century II/IIB autopilot is equivalent to the Piper AutoControl III and IIIB autopilots, and the Century III autopilot is equivalent to the Piper Altimatic III, IIIB and IIIC autopilots.
[18] For interface approval with the GFC 500, refer to GFC 500 STC SA01866WI.
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5.9 External Flight Director
The flight directors listed in Table C-10 are compatible with the GI 275.
Table 5-9. Compatible Flight Directors
Data
Format
Bendix M-4D Analog 553 computer must have 4007463-0501 Flight Director Board (for Collins 329B7-R, FD-108, and FD112C/V indicators).
IV Analog Autopilot computer must be previously compatible with the single cue 52C77( ) series indicator.
Century 41 Analog
2000 Analog
300B / 400B IFCS / 800B IFCS Analog
Cessna
1000 IFCS Analog
Collins AP-106/107 Analog OUT OF VIEW+ signal from autopilot must be inverted to be Active-High for correct operation with the GI 275.
Garmin GFC 600 HSDB
KFC 150/KFC 200/ KFC 225 Analog For KFC 150, EFIS-enabled KC-19X computer (P/N 065-0042-16) is not supported.
Honeywell
KFC 250 Analog
(Bendix/King)
KFC 300 Analog
ST-645 Remote Annunciator panel must be installed (or retained) if the flight director is displayed on GI 275. This will provide the
55/55X Analog
required mode annunciations.
S-TECH
ST-670 Single Cue FD Interface Unit for King KI 256 (P/N 01180) must be installed or retained to display flight director information on
60-2/65 (with ST-670) Analog
the GI 275.
Sperry SPZ-200A/500 Analog [1]
Notes:
[1] FZ-500 flight director computer must be strapped for low gain pitch/roll bias out of view inputs must be connected
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-11
_______________________________________________________________________________________________________________________________________________________________________________________________________
5.10 EIS
The engine adapters listed in Table 5-8 are compatible with the GI 275.
Table 5-10. Compatible Engine Adapters
Data
Format
GEA™ 110 RS-485 [1]

Garmin GEA 24 RS-232 [1]
Other GI 275 HSDB For twin-engine aircraft, configure EIS 2 as Other GI 275. Crossfills data from a different GI 275 interfaced to a GEA 24/110. [1]
Notes:
[1] One or more external annunciator is required to be configured if the GI 275 EIS is installed outside of 35° of the centerline and is installed as a Primary EIS display.
Refer to Section 4.4.3 of GI 275 Installation Manual 190-02246-10.
5.11 Transponder Control
The transponders listed in Table 5-9 are compatible with the GI 275 for remote transponder control.
Table 5-11. Compatible Transponders
Data
Format
GTX 345
GTX 345R HSDB INTERFACE: SFD Main software v2.60 or later required.
Garmin HSDB HSDB Interface Page
GTX 345D PRESENT: YES ADS-B software v3.21 or later required.
GTX 345DR
5.12 Serial Altitude (RS-232)
The GI 275 can provide RS-232 serial altitude, Shadin altitude format, 9600 baud; to the systems listed in Table 5-10.
Table 5-12. RS-232 Serial Altitude
Data
Format
Garmin GTX 3XX RS-232 RS-232 Input and Output Page Set the RS-232 input that is used to provide altitude to the transponder to ‘SHADIN ALT’.
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-12
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5.13 Traffic Source
The traffic sources listed in Table 5-11 are compatible with the GI 275.
Table 5-13. Compatible Traffic Sources
Data
Format
Avidyne (Ryan) TAS 6XX / TCAD ARINC 429 TAS

Crossfills data from a different GI 275 interfaced to
Other GI 275 HSDB
a traffic source.
Garmin HSDB TCAS 1, ADS-B [5]

GTS™ 800/820/825/850/855
The GTS 8XX can receive heading and altitude from the display or directly TAS/TCAS 1
(GTS 8XX) ARINC 429
from th3.2e AHRS and ADC. This interface only displays TAS/TCAS targets. [5]
GTX 33/330 ARINC 429 Output Page CHANNEL 2 GARMIN W/TIS
TIS-A
If GTX 33/330 will receive
ARINC 429 data from the GI 275:
GTX 3X5 Main software v2.52 or later required.
GTX 33X ARINC 429 GTX 33/330 ARINC 429 Input Page
SEL: EFIS w/ALT
The display can control the TIS state. However, it
SPEED: LOW does not provide control of the GTX 33. [1]
GTX 335 A429 Output Page A429 OUTPUT: FORMAT 8
Garmin
ADS-B/TIS-B
HSDB INTERFACE: SFD Main software v2.52 or later required.

GTX 345 HSDB HSDB Interface Page
PRESENT: YES ADS-B software v3.12 or later required.
The GTX 345 can provide TAS/TCAS. [3] [4]
ADS-B
GNX 375 HSDB
Software v2.02 or later required. [3] [4]
Intruder File Protocol: ARINC 735
KTA870 / KMH820 ARINC 429 TAS [2]
Honeywell Controller Type: Discrete
(Bendix/King) Intruder File Protocol: ARINC 735
KTA970 / KMH920 ARINC 429 TCAS I [2]
Controller Type: Discrete
For SKY 497, ARINC 735 Alternate Display type must be set to ‘ARINC735 TAS
SKY497 ARINC 429
L-3 Communications Type 1’ (P1-80 must be grounded) SKY 497 software v1.6 or later required.
SKY899 ARINC 429 TAS/TCAS I
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-13
_______________________________________________________________________________________________________________________________________________________________________________________________________
Table 5-13. Compatible Traffic Sources (Continued)
Data
Format
Notes:
[1] The GI 275 provides altitude as part of the data transmitted to the GTX 3( )/330( ). However, it is recommended that a direct connection from the ADC also be provided so the GTX 33( )/330( ) will
still receive altitude in the event of a GI 275 failure.
[2] Controller type is only required if GI 275 is used to control the traffic system.
[3] Only one ADS-B In source can be configured at a time.
[4] This interface will provide FIS-B weather as well as SXM weather if a GDL® 69/69A SXM is also installed.
[5] If the GTS is connected using HSDB, the ARINC 429 interface is not required.
5.14 Weather Source
The weather transceivers listed in Table 5-14 are compatible with the GI 275.
Table 5-14. Compatible Weather Radar Sources
Data
Format
The GI 275 cannot control the GDL 69. A controlling unit (e.g., GDU 700/1060 or GTN 6XX/7XX) must
GDL 69A SXM HSDB Ethernet port that is connected to GI 275 must be enabled. be present in the system for the GI 275 to display GDL 69 data.
Garmin GDL 69/69A SXM requires minimum software v5.51 [2]

GTX 345 HSDB Refer to the GTX 345 configuration information in Table 5-13. [1]
GNX 375 HSDB Refer to the GNX 375 configuration information in Table 5-13. [1]
Notes:
[1] Configure the Traffic Type to ADS-B on the GI 275 automatically enables weather information.
[2] Only the second generation GDL 69/69A SXM models are compatible with the GI 275.
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-14
_______________________________________________________________________________________________________________________________________________________________________________________________________
5.15 Lightning/Electrical Discharge Source
The lightning/electrical discharge system listed in Table 5-15 is compatible with the GI 275.
Table 5-15. Compatible Lightning/Electrical Discharge Source
Data
Format
L-3 Communications WX-500 RS-232 The GI 275 cannot control the WX-500 Stormscope. A controlling unit (e.g., GDU 620, GDU 700/1060,
GTN 6XX/7XX) must be present in the system for the GI 275 to display Stormscope data.
Garmin Other GI 275 HSDB Crossfills data from a different GI 275 interfaced to a Stormscope.
5.16 GFC 500 PFC Sync
Table 5-16. Compatible GFC500 PFD Sync Interfaces
Data
Format
Autopilot Configuration Page Present: GFC 500

Flight Director Page Present: ARINC 429 GDU 620 software v7.40 or later is required.
Garmin GDU 620 ARINC 429 ARINC 429 In 4-8: GFC 500 (low speed) If SVT™ is configured, set SVT FD Display to ENABLED and set SVT FD
ARINC Port Configuration Page ARINC 429 Out 2: GFC 500 (low speed) SCALING to 0.76. [1]
ARINC 429 Out 3-4: GFC 500 NAV (low speed)

Notes:
[1] SVT must be either Enabled or Disabled similarly on each display to prevent Flight Director pitch scaling differences.
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-15
_______________________________________________________________________________________________________________________________________________________________________________________________________
5.17 External TAWS
The external TAWS sources listed in Table 5-17 are compatible with the GI 275. Refer to Section 3.3.10 of GI 275 Installation Manual 190-02246-10 for additional details regarding the external TAWS options
and configurations.
Table 5-17. Compatible External TAWS Sources
Data
Format
HSDB Port Configuration Page Ethernet Port ( ): Connected

GTN 6XX/7XX HSDB Software v6.70 or later required.
Terrain Configuration Page Enable Terrain Alerting
HSDB Port Configuration Page Ethernet Port ( ): Connected
GTN Xi HSDB Software v20.10 or later required.
Garmin Terrain Configuration Page Enable Terrain Alerting
Main RS-232 Config Page Out: MapMX
GNS 400W/500W RS-232 Configure: Terrain
Main System Config Page
Terrain Type: TAWS
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-16
_______________________________________________________________________________________________________________________________________________________________________________________________________
5.18 Audio Panel
Interfacing the GI 275 to an audio panel is recommended but not required unless TAWS B and/or SVT is enabled.
The audio panels listed in Table 5-18 are compatible with the GI 275. However, audio panels not listed below can still be approved under the GI 275 AML STC if installation of the audio panel was previously
FAA-approved and the GI 275 is verified as described in Section 5.5.5 of GI 275 Installation Manual 190-02246-10.
For installations using SVT, the audio panel must have an unswitched audio input that is used for the GI 275 audio.
NOTE
Audio alerts must be loud, attention-getting, and clearly intelligible under all cockpit conditions. Audio alerts should be slightly louder than the normal volume of COM and Intercom
transmissions.
Table 5-18. Compatible Audio Panels
Data
Format
GMA™ 340
GMA 342
GMA 347
Garmin GMA 35(c) Analog GMA 35(c) requires a GTN 7XX for control functions.
GMA 350(c)
SL 15
SL 15M
KMA 24
Honeywell KMA 26
Analog
(Bendix/King) KMA 28
KMA 30
PMA 6000
PMA 7000 Series
PS Engineering Analog
PMA 8000 Series
PAR 200
5.19 EIS Sensors
GI 275 EIS gauges display data from the GEA 24/110 when approved sensors are configured in accordance with Table C-20 in GI 275 Installation Manual 190-02246-10. EIS sensors that are authorized as
‘Interface Only’ require a separate installation approval.
________________________________________________________________________________________________________________________________________________________________________________
Rev.A Page 5-17
__________________________________________________________________________________________________________________
6 SYSTEM ARCHITECTURE EXAMPLES
Figure 6-1. GI 275 Primary ADI and Twin-Engine EIS

__________________________________________________________________________________________________________
Rev.A Page 6-1
__________________________________________________________________________________________________________________
Figure 6-1 Notes:
1. GI 275 ADAHRS+AP (non Garmin Autopilot) required to drive the autopilot, if equipped.
2. GTP 59 interface is optional but recommended. If the system includes one or more GI 275, the GTP 59 must only
be connected to the GI 275 ADI(s). For standalone GI 275 EIS installations, connect the GTP 59 to the GEA 24/110.
If connected to EIS adapter in twin-engine aircraft; only connect to one, not both.
3. Required if used as compensated heading source for HSI.
4. Reserved.
6. Standby instrument not required for VFR only aircraft.
8. Required connection for aiding AHRS.
__________________________________________________________________________________________________________
Rev.A Page 6-2
__________________________________________________________________________________________________________________
Figure 6-2. GI 275 Primary ADI, Reverting HSI/Standby ADI, and EIS
__________________________________________________________________________________________________________
Rev.A Page 6-3
__________________________________________________________________________________________________________________
Figure 6-2 Notes:
1. GI 275 ADAHRS+AP (non Garmin Autopilot) required to drive the autopilot if equipped.
3. MFD pages limited to Class I-II aircraft. Reversionary switch required when Standby ADI has MFD pages. Refer to
Section 3 of GI 275 Installation Manual 190-02246-10 for restrictions.
4. NAV can be connected to any unit.
8. A backup battery is required for Standby GI 275 units that do not utilize an electrical power source that is
independent from the aircraft primary power source.
__________________________________________________________________________________________________________
Rev.A Page 6-4
__________________________________________________________________________________________________________________
Figure 6-3. GI 275 Primary ADI, HSI, and MFD

__________________________________________________________________________________________________________
Rev.A Page 6-5
__________________________________________________________________________________________________________________
Figure 6-3 Notes:
2. Optional but recommended.
3. Standby instruments not required for VFR only aircraft.
4. If HSDB ports are available, this connection is optional as an HSDB failure redundancy.
__________________________________________________________________________________________________________
Rev.A Page 6-6
__________________________________________________________________________________________________________________
Figure 6-4. GI 275 Primary ADI, Reverting MFD/Standby ADI, and HSI
__________________________________________________________________________________________________________
Rev.A Page 6-7
__________________________________________________________________________________________________________________
Figure 6-4 Notes:
2. Optional but recommended.
3. MFD pages limited to Class I-II aircraft. Reversionary switch required when Standby ADI has MFD pages. Refer to
independent from the aircraft primary electrical power source.
__________________________________________________________________________________________________________
Rev.A Page 6-8
__________________________________________________________________________________________________________________
Figure 6-5. GI 275 Primary ADI, Reverting MFD/Standby ADI, HSI, Single EIS
__________________________________________________________________________________________________________
Rev.A Page 6-9
__________________________________________________________________________________________________________________
Figure 6-5 Notes:
3. HSI/Standby limited to Class I-II aircraft. Reversionary switch required when Standby ADI is an HSI. Refer to
__________________________________________________________________________________________________________
Rev.A Page 6-10
__________________________________________________________________________________________________________________
Figure 6-6. GI 275 Primary ADI, Reverting HSI/Standby ADI, MFD, and EIS
__________________________________________________________________________________________________________
Rev.A Page 6-11
__________________________________________________________________________________________________________________
Figure 6-6 Notes:
3. HSI/Standby limited to Class I-II aircraft. Reversionary switch required when Standby ADI is an HSI. Refer to
__________________________________________________________________________________________________________
Rev.A Page 6-12
__________________________________________________________________________________________________________________
Figure 6-7. KI 256 and KI 535 Replacement
Figure 6-7 Notes:
1. The GI 275 is capable of also outputting Lateral and Vertical Deviations to the Flight Computer in any of the shown
configurations if the data is available on the GI 275 and the system is wired as such (refer to GI 275 Installation
Manual 190-02246-10 Appendix B). Refer to Section 5.4 of that manual for configuration details when interfacing
the GI 275 with third party flight computers.
2. The Primary ADI and HSI units are not shown with interfaces to typical LRUs. Refer to the previous figures for
typical installations of Primary ADI and HSI units.
__________________________________________________________________________________________________________
Rev.A Page 6-13
______________________________________________________________________________
7 SOFTWARE COMPATIBILITY AND CONFIGURATION WORKSHEETS
The tables provided in this section are intended for planning purposes such as listing the
determined settings for each LRU in a specific system being designed. It is important to
refer to all applicable LRU Installation manuals for specific guidance.
The current GI 275 configuration settings can be exported using USB with the following
procedure:
1. Power on the GI 275 and all LRUs in the system, in configuration mode.
2. Insert a USB drive into the USB dongle or GSB 15 (if installed).
3. Navigate to SW/Config > Config Options.
4. Touch the Export Configuration button.
5. Touch the Select Name button and enter a name for the saved file.
6. Touch the Export Config button.
Table 7-1. Worksheets in this Section
Table Type Topic
Table 7-2 Software Compatibility GI 275 System Software

Table 7-3 Software Compatibility (Other) System Software
Table 7-4 Configuration Settings GI 275 Configuration Settings
Table 7-5 Configuration Settings GEA 24 Configuration Settings
Table 7-6 Configuration Settings GEA 110 Configuration Settings
Table 7-7 Configuration Settings GMU 44B Configuration Settings
Table 7-8 Configuration Settings GMU 11 Configuration Settings
Table 7-9 Configuration Settings GTP 59 Configuration Settings
Table 7-10 Configuration Settings GSB 15 Configuration Settings
____________________________________________________________________________
Rev.A Page 7-1
______________________________________________________________________________
7.1 Software Compatibility
7.1.1 GI 275 Flight Display System
Table 7-2. GI 275 System Software
System LRU SW Type SW Version
____________________________________________________________________________
Rev.A Page 7-2
______________________________________________________________________________
7.1.2 (Other) Flight Display System
Table 7-3. (Other) System Software
System LRU SW Type SW Version
____________________________________________________________________________
Rev.A Page 7-3
______________________________________________________________________________
7.2 Configuration Settings
7.2.1 GI 275 Multi-Function Instrument
Table 7-4. GI 275 Configuration Settings
LRU Function:
Ref Settings Notes
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
____________________________________________________________________________
Rev.A Page 7-4
______________________________________________________________________________
7.2.2 GEA™ 24 Engine Adapter
Table 7-5. GEA 24 Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-5
______________________________________________________________________________
7.2.3 GEA 110 Engine Adapter
Table 7-6. GEA 110 Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-6
______________________________________________________________________________
7.2.4 GMU 44B Magnetometer
Table 7-7. GMU 44B Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-7
______________________________________________________________________________
7.2.5 GMU 11 Magnetometer
Table 7-8. GMU 11 Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-8
______________________________________________________________________________
7.2.6 GTP 59 Temperature Probe
Table 7-9. GTP 59 Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-9
______________________________________________________________________________
7.2.7 GSB™ 15 USB Port Unit
Table 7-10. GSB 15 Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-10
______________________________________________________________________________
7.2.8 (Other LRU)
Table 7-11. (Other LRU) Configuration Settings
LRU Function:
Ref Settings Notes
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
____________________________________________________________________________
Rev.A Page 7-11

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GI 275

190-02916-00 February 2022 Revision A

Copyright © 2022 Garmin Ltd. or its subsidiaries. All rights reserved.

Revision Date Pages Description

A 5/12/22 All Initial Release

Definition of Warnings, Cautions, and Notes

1.2 Instructions for Using This Manual

1.2.1 Section 1 - General

1.2.2 Section 2 - System Data

1.2.3 Section 3 - Equipment

1.2.4 Section 4 - Interfaces

1.2.5 Section 5 - Compatibility

1.2.6 Section 6 - System Architecture Examples

A typical modification to an aircraft instrument panel to install a GI 275 system is shown

Figure 1-1. GI 275 System Installation (Before and After Example)

1.2.7 Section 7 - Software Compatibility and Configuration Worksheets

1.3 Acronym List

Table 1-1. Acronyms

Table 1-1. Acronyms

Table 1-1. Acronyms

GPS Global Positioning System

Table 1-1. Acronyms

Table 1-1. Acronyms

SVT™ Synthetic Vision Technology

1.4 Reference Documents

Table 1-2. Garmin Installation Manuals and References

Document Title Document Number

G500/G600 TXi Part 23 AML STC Installation Manual 190-01717-B3

Table 1-3. Technical References

Document Title Document Number

2 INTEGRATED AVIONICS SYSTEM DATA

2.1 Universal Serial Bus (USB)

2.1.1 USB Description

Table 2-1. USB Type A and B Connections

Pin Wire Color Signal Name

1 Red Vbus (4.75-5.25 V)

Figure 2-1. USB-A Connector Outlines

Figure 2-2. USB-B Connector Outlines

2.1.2 USB Utilization in Garmin Avionics Installations

• System Software Loading and Configuration

2.2 ARINC (Aeronautical Radio, Inc.) 429

The ARINC-429 technical specification, originally referred to as the Digital Information

2.2.1 ARINC 429 Ports

2.2.2 ARINC 429 Transmission Characteristics

Table 2-2. ARINC 429 Voltage Levels

Transmit State Receive

+10.0 V ± 1.0 V HIGH +6.5 to 13 V

2.2.3 ARINC 429 Word Format

Figure 2-3. ARINC 429 32-bit Word Format

2.2.3.2 Sign/Status Matrix (SSM)

Data types available in ARINC 429 are:

• Binary - BNR - Transmitted in fractional twos complement notation

Figure 2-4. ARINC BNR Word Format

Figure 2-5. ARINC 429 BCD Word Format

Maintenance Data and Acknowledgment implies duplex or two way communication

Maintenance messages typically require exchanging a sequence of messages and often

Williamsburg/Buckhorn is a bit-oriented protocol used to transmit files across an ARINC

2.2.3.4 Source/Destination Identifier (SDI)

Typical Garmin SDI Bit Values: