G1000 / GFC 700 System Maintenance Manual Hawker Beechcraft Model 200/B200 Series King Air

G1000 / GFC 700
System Maintenance Manual

Hawker Beechcraft
Model 200/B200 Series King Air
Contains Instructions
For Continued Airworthiness
For STC SA01535WI-D
190-00915-01 July 2012 Revision 6

This page intentionally left blank.
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RECORD OF REVISIONS
Revision Revision Date Description ECO #

2 4/6/09 Revise Table 1-1 to 0985.01 61175
3 7/17/09 Added GSM 86, TAWS-A, Radio Altimeter 62341
4 11/1/10 Added GDL59, GSR 56, GTS 8XX and ESP 76618
options
5 5/11/12 Updated procedures for software version 0985.04 90414
Corrected GA drawing reference error in Section
6 7/19/12 93256
3.8.2
DOCUMENT PAGINATION
Section Pagination
Table of Contents i – viiii
Section 1 1-1 – 1-6
Section 2 2-1 – 2-16
Section 3 3-1 – 3-52
Section 4 4-1 – 4-36
Section 5 5-1 – 5-90
Section 6 6-1 – 6-20
Section 7 7-1 – 7-66
Section 8 8-1 – 8-16
Page A G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
This document may contain information which is subject to the Export Administration Regulations
(“EAR”) issued by the United States Department of Commerce (15 CFR, Chapter VII Subchapter C) and
which may not be exported, released or disclosed to foreign nationals inside or outside the United States
without first obtaining an export license. The preceding statement is required to be included on any and
all reproductions in whole or in part of this manual.
WARNING
This product, its packaging, and its components contain chemicals known to the State of California to
cause cancer, birth defects, or reproductive harm. This Notice is being provided in accordance with
California's Proposition 65. If you have any questions or would like additional information, please refer
to our web site at www.garmin.com/prop65.
CAUTION
The GDU lens is coated with a special anti-reflective coating that is very sensitive to skin oils, waxes and
abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE ANTI-REFLECTIVE
COATING. It is very important to clean the lens using a clean, lint-free cloth and an eyeglass lens
cleaner that is specified as safe for anti-reflective coatings.
IMPORTANT
All G1000 screen shots used in this document are current at the time of publication. Screen shots are
intended to provide visual reference only. All information depicted in screen shots, including software
file names, versions and part numbers, is subject to change and may not be up to date.
Page B G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
TABLE OF CONTENTS
PARAGRAPH PAGE
1 INTRODUCTION ............................................................................................................................ 1-1
1.1 CONTENT, SCOPE, PURPOSE ........................................................................................................ 1-1
1.2 ORGANIZATION............................................................................................................................ 1-3
1.3 DEFINITIONS/ABBREVIATIONS .................................................................................................... 1-4
1.4 PUBLICATIONS ............................................................................................................................. 1-5
1.5 REVISON AND DISTRIBUTION ...................................................................................................... 1-6
2 SYSTEM DESCRIPTION ............................................................................................................... 2-1
2.1 EQUIPMENT DESCRIPTIONS ......................................................................................................... 2-1
2.2 G1000 OPTIONAL INTERFACES .................................................................................................. 2-11
2.3 ELECTRICAL POWER DISTRIBUTION .......................................................................................... 2-12
2.4 PITOT/STATIC SYSTEM .............................................................................................................. 2-15
2.5 SHIELD BLOCK GROUNDS ......................................................................................................... 2-16
2.6 G1000 /GFC700 BLOCK DIAGRAM ........................................................................................... 2-16
3 G1000 CONTROL & OPERATION............................................................................................... 3-1
3.1 GDU 1040A AND GDU 1500 DISPLAYS...................................................................................... 3-1
3.2 GCU 477 - MFD CONTROLLER ................................................................................................... 3-3
3.3 GMC 710 - AFCS CONTROLS...................................................................................................... 3-3
3.4 GMA 1347D AUDIO PANEL ........................................................................................................ 3-4
3.5 G1000 NORMAL MODE................................................................................................................ 3-5
3.6 REVERSIONARY MODE ................................................................................................................ 3-6
3.7 CONFIGURATION MODE OVERVIEW ............................................................................................ 3-7
3.8 G1000 / GFC 700 SOFTWARE INFORMATION ............................................................................ 3-11
3.9 G1000 SOFTWARE/CONFIGURATION PROCEDURE .................................................................... 3-18
3.10 TAWS-A SUPPORT CONFIGURATION .................................................................................... 3-24
3.11 TAWS-A VOICE NO CALLOUT OPTION CONFIGURATION..................................................... 3-25
3.12 TAWS-A VOICE CALLOUT OPTION CONFIGURATION........................................................... 3-26
3.13 ADF OPTION CONFIGURATION .............................................................................................. 3-27
3.14 DME OPTION CONFIGURATION ............................................................................................. 3-28
3.15 RAD ALT OPTION CONFIGURATION ..................................................................................... 3-29
3.16 NON-GARMIN TRAFFIC SYSTEM OPTION CONFIGURATION .................................................. 3-30
3.17 GTS 8XX TRAFFIC SYSTEM CONFIGURATION ...................................................................... 3-31
3.18 STORMSCOPE (WX-500) OPTION CONFIGURATION .............................................................. 3-32
3.19 STORMSCOPE (WX-500) CONFIGURATION LOAD CONFIRMATION. ...................................... 3-33
3.20 ESP SUPPORT (WITH AOA) OPTION CONFIGURATION .......................................................... 3-34
3.21 ESP SUPPORT (NO AOA) OPTION CONFIGURATION .............................................................. 3-35
3.22 GDL 59 WI-FI DATA LINK OPTION CONFIGURATION ........................................................... 3-36
3.23 GSR 56 SATELLITE RECIEVER OPTION CONFIGURATION ...................................................... 3-37
3.24 POTS HANDSET CONFIGURATION ......................................................................................... 3-38
3.25 GSM 85A SERVO MOUNT CONFIGURATION.......................................................................... 3-38
3.26 GSM 86 SERVO MOUNT CONFIGURATION ............................................................................ 3-39
3.27 VERIFICATION OF SERVO MOUNT CONFIGURATION.............................................................. 3-40
3.28 FLITECHARTS CONFIGURATION............................................................................................. 3-41
3.29 CHARTVIEW ENABLE............................................................................................................. 3-41
3.30 TAWS-B ENABLE .................................................................................................................. 3-42
3.31 TAWS-A ENABLE .................................................................................................................. 3-43
3.32 SUPPLEMENTAL DATABASE LOADING ................................................................................... 3-44
3.33 SVS/PATHWAYS ENABLE ...................................................................................................... 3-45
3.34 ESP ENABLE .......................................................................................................................... 3-46
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air Page i
190-00915-01 Revision 6
3.35 AIRCRAFT REGISTRATION NUMBER ENTRY .......................................................................... 3-47
3.36 SPLASH SCREEN LOADING ..................................................................................................... 3-48
3.37 NAVIGATION DATABASE LOADING ....................................................................................... 3-49
3.38 CONFIGURATION OF NAVIGATION MAP FOR TRAFFIC SYSTEM............................................. 3-51
3.39 CLEARING DEFAULT USER SETTINGS .................................................................................... 3-51
4 INSTRUCTIONS FOR CONTINUED AIRWORTHINESS........................................................ 4-1
4.1 AIRWORTHINESS LIMITATIONS ................................................................................................... 4-1
4.2 SERVICING INFORMATION ........................................................................................................... 4-2
4.3 MAINTENANCE INTERVALS ......................................................................................................... 4-4
4.4 VISUAL INSPECTION .................................................................................................................. 4-10
4.5 ELECTRICAL BONDING TEST ..................................................................................................... 4-15
4.6 GRS 77 EARTH MAGNETIC FIELD UPDATES ............................................................................. 4-18
4.7 GSA 80 GREASING PROCEDURE ................................................................................................ 4-18
4.8 FLAPS-IN-MOTION DISCRETE INPUT CHECK .............................................................................. 4-19
4.9 GSM 85A/GSM 86 SLIP CLUTCH TORQUE CHECK PROCEDURE .............................................. 4-20
4.10 G1000 REDUNDANT CONNECTION CHECK ............................................................................ 4-24
4.11 ENGINE DATA CHECK (GIA 1 OR GIA 2 INOPERATIVE) ........................................................ 4-27
4.12 TRIM ANNUNCIATOR CHECK ................................................................................................. 4-27
4.13 G1000 MISCOMPARE CHECKS ............................................................................................... 4-28
4.14 NOSE AVIONICS COMPARTMENT FANS OPERATIONAL CHECK ............................................. 4-30
4.15 INSTRUMENT PANEL FANS OPERATIONAL CHECK ................................................................ 4-30
4.16 STANDBY BATTERY PERIODIC CHECKS ................................................................................. 4-31
4.17 POWER BUS CHECK ............................................................................................................... 4-34
5 TROUBLESHOOTING ................................................................................................................... 5-1
5.1 G1000 ALERTING SYSTEM .......................................................................................................... 5-2
5.2 SYSTEM ANNUNCIATIONS ........................................................................................................... 5-4
5.3 200/B200 SPECIFIC ALERTS ...................................................................................................... 5-25
5.4 TAWS TROUBLESHOOTING ....................................................................................................... 5-26
5.5 SYNTHETIC VISION AND PATHWAYS TROUBLESHOOTING ........................................................ 5-27
5.6 GFC 700 AFCS TROUBLESHOOTING ......................................................................................... 5-30
5.7 BACKUP COMMUNICATIONS PATH CHECKS .............................................................................. 5-43
5.8 GDU 104X TROUBLESHOOTING ................................................................................................ 5-44
5.9 GDU 104X ALERTS ................................................................................................................... 5-46
5.10 GIA 63 TROUBLESHOOTING .................................................................................................. 5-54
5.11 GIA ALERT MESSAGES .......................................................................................................... 5-56
5.12 GEA TROUBLESHOOTING ...................................................................................................... 5-63
5.13 GTX TROUBLESHOOTING ...................................................................................................... 5-64
5.14 GDL 69A TROUBLESHOOTING .............................................................................................. 5-65
5.15 GRS 77/GMU 44 TROUBLESHOOTING................................................................................... 5-67
5.16 GDC 74B TROUBLESHOOTING .............................................................................................. 5-74
5.17 GWX 68 TROUBLESHOOTING ................................................................................................ 5-75
5.18 GMC 710 TROUBLESHOOTING .............................................................................................. 5-76
5.19 GCU 477 TROUBLESHOOTING ............................................................................................... 5-77
5.20 SOFTWARE/CONFIGURATION TROUBLESHOOTING ................................................................ 5-78
5.21 BACKSHELL/BACKPLATE CONNECTORS ................................................................................ 5-80
5.22 STANDBY ATTITUDE INDICATOR TROUBLESHOOTING .......................................................... 5-85
5.23 STANDBY AIRSPEED INDICATOR TROUBLESHOOTING........................................................... 5-85
5.24 STANDBY ALTIMETER TROUBLESHOOTING ........................................................................... 5-86
5.25 SAFE FLIGHT LIFT COMPUTER TROUBLESHOOTING .............................................................. 5-86
5.26 GDL 59 TROUBLESHOOTING ................................................................................................. 5-88
5.27 GSR 56 TROUBLESHOOTING .................................................................................................. 5-89
5.28 GTS 820/850 TROUBLESHOOTING ......................................................................................... 5-89
Page ii G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
6 EQUIPMENT REMOVAL & INSTALLATION .......................................................................... 6-1
6.1 GDU 1040A/1500........................................................................................................................ 6-2
6.2 GMA 1347D AUDIO PANEL ........................................................................................................ 6-2
6.3 GIA 63W INTEGRATED AVIONICS UNITS .................................................................................... 6-3
6.4 GEA 71 ENGINE/AIRFRAME UNIT ............................................................................................... 6-3
6.5 GTX 33( ) TRANSPONDER ........................................................................................................... 6-4
6.6 GDC 74B AIR DATA COMPUTER ................................................................................................. 6-4
6.7 GTP 59 OAT PROBE .................................................................................................................... 6-4
6.8 GRS 77 AHRS ............................................................................................................................. 6-5
6.9 GMU 44 MAGNETOMETER .......................................................................................................... 6-5
6.10 GDL 69A ................................................................................................................................. 6-5
6.11 GSA 80 SERVOS ....................................................................................................................... 6-6
6.12 GSM 85A/86 SERVO GEARBOX ............................................................................................... 6-7
6.13 GCU 477 .................................................................................................................................. 6-7
6.14 GMC 710 ................................................................................................................................. 6-8
6.15 GWX 68 ................................................................................................................................... 6-8
6.16 CONFIGURATION MODULE REMOVAL & REPLACEMENT ........................................................ 6-9
6.17 GEA 71 BACKSHELL THERMOCOUPLE REMOVAL & REPLACEMENT .................................... 6-11
6.18 GPS/WAAS ANTENNAS ........................................................................................................ 6-12
6.19 DIVERSITY TRANSPONDER ANTENNA.................................................................................... 6-12
6.20 IRIDIUM ANTENNA ................................................................................................................. 6-13
6.21 WI-FI ANTENNA ..................................................................................................................... 6-13
6.22 SIGNAL CONDITIONERS.......................................................................................................... 6-13
6.23 INSTRUMENT PANEL ANNUNCIATORS (PROP SYNCH AND STANDBY BATTERY) .................. 6-14
6.24 L-3 AVIONICS (BF GOODRICH) PS-835(C OR D MODEL) EMERGENCY BATTERY ................ 6-14
6.25 STANDBY AIRSPEED INDICATOR............................................................................................ 6-15
6.26 STANDBY ALTIMETER ............................................................................................................ 6-15
6.27 STANDBY ATTITUDE INDICATOR ........................................................................................... 6-16
6.28 NOSE AVIONICS BAY COOLING FANS .................................................................................... 6-16
6.29 GDU COOLING FANS ............................................................................................................. 6-16
6.30 GTS 8XX TRAFFIC UNIT ....................................................................................................... 6-17
6.31 GPA 65 PA/LNA UNIT .......................................................................................................... 6-17
6.32 GA 58 TRAFFIC ANTENNAS ................................................................................................... 6-18
6.33 GDL 59 WI-FI DATALINK ...................................................................................................... 6-18
6.34 GSR 56 SATELLITE RECEIVER ............................................................................................... 6-19
7 G1000 EQUIPMENT CONFIGURATION & TESTING ............................................................. 7-1
7.1 GDU 1040/1500 MFD & PFD ..................................................................................................... 7-1
7.2 GMA 1347D AUDIO PANEL ........................................................................................................ 7-3
7.3 GIA 63W INTEGRATED AVIONICS UNIT...................................................................................... 7-6
7.4 GEA 71 ENGINE/AIRFRAME UNIT ............................................................................................... 7-9
7.5 GTX 33( ) TRANSPONDER ......................................................................................................... 7-12
7.6 GDC 74B AIR DATA COMPUTER ............................................................................................... 7-13
7.7 GRS 77 AHRS / GMU 44 MAGNETOMETER ............................................................................. 7-18
7.8 GDL 69A XM DATA LINK ........................................................................................................ 7-26
7.9 GSA 80 SERVOS ........................................................................................................................ 7-26
7.10 GCU 477 FMS CONTROLLER ................................................................................................ 7-27
7.11 GMC 710 AFCS CONTROLLER .............................................................................................. 7-29
7.12 GWX 68 WEATHER RADAR .................................................................................................. 7-30
7.13 NON-GARMIN TRAFFIC SYSTEM FUNCTIONAL CHECK.......................................................... 7-31
7.14 STORMSCOPE FUNCTIONAL CHECK ....................................................................................... 7-32
7.15 TAWS FUNCTIONAL CHECK.................................................................................................. 7-34
7.16 FLITECHARTS FUNCTIONAL CHECK ...................................................................................... 7-37
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air Page iii
190-00915-01 Revision 6
7.17 CHARTVIEW FUNCTIONAL CHECK ........................................................................................ 7-38
7.18 SAFETAXI FUNCTIONAL CHECK ............................................................................................ 7-39
7.19 DME FUNCTIONAL CHECK .................................................................................................... 7-40
7.20 ADF FUNCTIONAL CHECK ..................................................................................................... 7-41
7.21 RADIO ALTIMETER CHECK .................................................................................................... 7-41
7.22 WEIGHT ON WHEELS AND LOW SPEED AWARENESS BAND CHECK ...................................... 7-42
7.23 RVSM CHECKS ...................................................................................................................... 7-43
7.24 SAFE FLIGHT LIFT COMPUTER GROUND CALIBRATION ........................................................ 7-49
7.25 ESP FUNCTIONAL CHECK ...................................................................................................... 7-57
7.26 GTS 8XX TRAFFIC SYSTEM FUNCTIONAL CHECK ................................................................ 7-61
7.27 ACTIVATION OF GARMIN FLIGHT DATA SERVICES ............................................................... 7-63
7.28 GDL 59 WI-FI DATA LINK FUNCTIONAL CHECK .................................................................. 7-65
7.29 GSR 56 SATELLITE RECEIVER FUNCTIONAL CHECK ............................................................. 7-66
8 SYSTEM RETURN TO SERVICE PROCEDURE ...................................................................... 8-1
8.1 BACKUP PATH SYSTEM TESTING................................................................................................. 8-2
8.2 GFC 700 GROUND CHECKOUT .................................................................................................. 8-12
8.3 MAINTENANCE RECORDS .......................................................................................................... 8-17
Page iv G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
LIST OF ILLUSTRATIONS
FIGURE PAGE
Figure 2-1, Display Units ........................................................................................................................... 2-1
Figure 2-2, Audio Panel ............................................................................................................................. 2-2
Figure 2-3, AFCS Controller ..................................................................................................................... 2-2
Figure 2-4, FMS Controller ....................................................................................................................... 2-3
Figure 2-5, Transponder............................................................................................................................. 2-3
Figure 2-6, GIA unit .................................................................................................................................. 2-4
Figure 2-7, GEA unit ................................................................................................................................. 2-5
Figure 2-8, Air Data Computer .................................................................................................................. 2-6
Figure 2-9, OAT probe .............................................................................................................................. 2-6
Figure 2-10, AHRS .................................................................................................................................... 2-7
Figure 2-11, Magnetometer ....................................................................................................................... 2-7
Figure 2-12, GDL 69A Datalink ................................................................................................................ 2-8
Figure 2-13, GDL 59 Wi-Fi Datalink ........................................................................................................ 2-8
Figure 2-14, GSR 56 Satellite Receiver ..................................................................................................... 2-9
Figure 2-15, GTS 8XX Traffic System ...................................................................................................... 2-9
Figure 2-16, Weather Radar ....................................................................................................................... 2-9
Figure 2-17, Servo ................................................................................................................................... 2-10
Figure 2-18, 200/B200 Electrical Distribution (Post G1000 STC) .......................................................... 2-13
Figure 2-19, G1000 Component Power Sources...................................................................................... 2-14
Figure 2-20, Pitot/Static System (Post G1000 STC)................................................................................ 2-15
Figure 2-21, G1000/GFC 700 Block Diagram......................................................................................... 2-16
Figure 3-1, GDU 1040A Control Interface ................................................................................................ 3-1
Figure 3-2, GDU 1500 Control Interface ................................................................................................... 3-2
Figure 3-3, G1000 Softkeys ....................................................................................................................... 3-2
Figure 3-4, MFD Controls (GCU 477 shown) ........................................................................................... 3-3
Figure 3-5, AFCS Controls (GMC 710 shown) ......................................................................................... 3-3
Figure 3-6, GMA 1347D Controls ............................................................................................................. 3-4
Figure 3-7, Normal Mode .......................................................................................................................... 3-5
Figure 3-8, Automatic Reversion with MFD failure ................................................................................. 3-6
Figure 3-9, Manual Reversion with pilot PFD failure .............................................................................. 3-6
Figure 3-10, SET>ACTV Diagram........................................................................................................... 3-8
Figure 3-11, Loss of Communication ....................................................................................................... 3-9
Figure 3-12, Configuration Status............................................................................................................. 3-9
Figure 3-13, Data Transmission Indicators ............................................................................................... 3-9
Figure 3-14, G1000 LRU Configuration File Storage ............................................................................ 3-16
Figure 3-15, GRS/GDC Configuration Settings Storage ........................................................................ 3-17
Figure 3-16, Software/Configuration Overview ..................................................................................... 3-18
Figure 3-17, Airframe Options ................................................................................................................ 3-20
Figure 3-18, Propeller Options ................................................................................................................ 3-20
Figure 3-19, Configuration/Software Load Page .................................................................................... 3-21
Figure 3-20, System Status ...................................................................................................................... 3-22
Figure 3-21, TAWS-A Support Configuration ........................................................................................ 3-24
Figure 3-22, TAWS-A Voice No Callout Configuration ......................................................................... 3-25
Figure 3-23, TAWS-A Voice Callout Configuration ............................................................................... 3-26
Figure 3-24, ADF Configuration ............................................................................................................ 3-27
Figure 3-25, DME Configuration............................................................................................................. 3-28
Figure 3-26, RAD ALT Configuration .................................................................................................... 3-29
Figure 3-27, Non-Garmin Traffic System Configuration ........................................................................ 3-30
Figure 3-28, GTS 8XX TAS/TCAS1 Configuration ............................................................................... 3-31
Figure 3-29, Lightning System Option Configuration ............................................................................. 3-32
Figure 3-30, Stormscope Configuration Page ......................................................................................... 3-33
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air Page v
190-00915-01 Revision 6
Figure 3-31, Stormscope Configuration.................................................................................................. 3-33
Figure 3-32, ESP Support Configuration ................................................................................................. 3-34
Figure 3-33, ESP Support Configuration ................................................................................................. 3-35
Figure 3-34, GDL 59 Configuration ........................................................................................................ 3-36
Figure 3-35, GSR 56 Configuration ......................................................................................................... 3-37
Figure 3-36, GSM 85A Servo Mount Configuration ............................................................................... 3-38
Figure 3-37, GSM 86 Servo Mount Configuration .................................................................................. 3-39
Figure 3-38, Servo Mount Configuration Verification ............................................................................ 3-40
Figure 3-39, ChartView Enable ............................................................................................................... 3-41
Figure 3-40, TAWS-B Enable ................................................................................................................. 3-42
Figure 3-41, TAWS-A Enable ................................................................................................................. 3-43
Figure 3-42, Supplemental Database Synchronization ............................................................................ 3-44
Figure 3-43, SVS Enable ......................................................................................................................... 3-45
Figure 3-44, ESP Enable .......................................................................................................................... 3-46
Figure 3-45, Aircraft Registration ............................................................................................................ 3-47
Figure 3-46, Navigation Database Synchronization ................................................................................ 3-50
Figure 4-1, GIA I/O Page........................................................................................................................ 4-19
Figure 4-2, Discrete Valid/Invalid Indications ........................................................................................ 4-19
Figure 4-3, GFC Status Page................................................................................................................... 4-20
Figure 4-4, GFC Status Page................................................................................................................... 4-21
Figure 4-5, Standby Battery ..................................................................................................................... 4-31
Figure 4-6, Power Supply Connection .................................................................................................... 4-33
Figure 5-1, AUX – System Status Page .................................................................................................... 5-1
Figure 5-2, Alerts & Annunciations .......................................................................................................... 5-2
Figure 5-3, ADVISORY Softkey Annunciation ....................................................................................... 5-2
Figure 5-4, System Annunciations ............................................................................................................ 5-4
Figure 5-5, AFCS Annunciation Field .................................................................................................... 5-30
Figure 5-6, GFC Status Page ................................................................................................................... 5-31
Figure 5-7, Magnetometer Interference Test .......................................................................................... 5-70
Figure 5-8, GIA 63W Backplate Connectors .......................................................................................... 5-80
Figure 5-9, GEA 71 Backplate Connectors ............................................................................................ 5-81
Figure 5-10, GMA 1347D Backplate Connectors................................................................................... 5-81
Figure 5-11, GTX 33/33D Backplate Connectors................................................................................... 5-81
Figure 5-12, GDU 1040A/1500 Backshell Connector (P10401 or P15001)........................................... 5-82
Figure 5-13, GRS 77 Backshell Connector (P771) ................................................................................. 5-82
Figure 5-14, GDC 74B Backshell Connector (P74B1) ........................................................................... 5-82
Figure 5-15, GDL 69A Backplate Connector (P69A1) .......................................................................... 5-82
Figure 5-16, GCU 477 Backshell Connector (P4751) ............................................................................ 5-83
Figure 5-17, GMC 710 Backshell Connector (P7101)............................................................................ 5-83
Figure 5-18, GWX 68 Backshell Connector (P681) ............................................................................... 5-83
Figure 5-19, GTS 820/850 Mating Connectors (P8001 and P8002) ....................................................... 5-83
Figure 5-20, GTS 820/850 Mating Connector (P8003) .......................................................................... 5-83
Figure 5-21, GPA 65 Mating Connector (P651) ..................................................................................... 5-84
Figure 5-22, Signal Conditioner (1PVIB1 and 2PVIB1) ........................................................................ 5-84
Figure 5-23, GDL 59 Mating Connector (1P591)................................................................................... 5-84
Figure 5-24, GSR 56 Mating Connector (1P561) .................................................................................... 5-84
Figure 6-1, Servo Gear ............................................................................................................................... 6-6
Figure 6-2, Configuration Module Installation ......................................................................................... 6-9
Figure 6-3, GEA Backshell Thermocouple............................................................................................. 6-11
Figure 7-1, G1000 Normal Mode Check .................................................................................................. 7-2
Figure 7-2, Marker Beacon Symbology .................................................................................................... 7-4
Figure 7-3, AUX – GPS STATUS Page (MFD) ....................................................................................... 7-6
Figure 7-4, Normal Engine Instrument Markings (MFD) ........................................................................ 7-9
Page vi G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
Figure 7-5, Aircraft Registration.............................................................................................................. 7-12
Figure 7-6, Engine Run-Up Test Page ..................................................................................................... 7-24
Figure 7-7, Normal Mode AHRS Check ................................................................................................ 7-25
Figure 7-8, Low Speed Awareness Band Symbolization........................................................................ 7-42
Figure 7-9, RVSM Critical Region .......................................................................................................... 7-44
Figure 7-10, Dial Indicator ...................................................................................................................... 7-45
Figure 7-11, Static Port Measurement ..................................................................................................... 7-45
Figure 7-12, Static Port Measurement locations ...................................................................................... 7-46
Figure 7-13, Static Port Measurement Log .............................................................................................. 7-46
Figure 7-14, C-05606-1 Lift Computer.................................................................................................... 7-54
Figure 7-15, Breakout Box ...................................................................................................................... 7-55
Figure 7-16, Force Applicator Usage Instructions ................................................................................... 7-56
Figure 7-17, GTS 8XX GND TEST softkey............................................................................................ 7-61
Figure 7-18, GSR56 Configuration Page ................................................................................................. 7-66
Figure 7-19, AUX-TELEPHONE page ................................................................................................... 7-66
Figure 8-1, GDU Data Verification (ARINC 429) .................................................................................... 8-9
Figure 8-2, GIA Data Verification (ARINC429/RS-232).......................................................................... 8-8
Figure 8-3, GIA Data Verification (RS-485) ........................................................................................... 8-11
Figure 8-4, Pre-Flight Test ...................................................................................................................... 8-12
LIST OF TABLES
TABLE ................................................................................................................................................ PAGE
Table 1-1, G1000 System Software Version ............................................................................................ 1-1
Table 1-2, Required Documents ............................................................................................................... 1-5
Table 1-3, Reference Publications ............................................................................................................ 1-6
Table 3-1, Software Verification ............................................................................................................. 3-23
Table 4-1, Maintenance Intervals.............................................................................................................. 4-4
Table 4-2, Discontinued Maintenance Intervals ....................................................................................... 4-9
Table 4-3, Nose Section Visual Inspection Procedure ............................................................................ 4-10
Table 4-4, Nose Avionics Compartment Visual Inspection Procedure .................................................. 4-10
Table 4-5, Pilot’s Compartment Visual Inspection Procedure................................................................ 4-11
Table 4-6, Instrument Panel G1000 Equipment Visual Inspection Procedure ....................................... 4-11
Table 4-7, Cabin Area Visual Inspection Procedure ............................................................................... 4-13
Table 4-8, Rear Fuselage and Empennage Visual Inspection Procedure ................................................ 4-14
Table 4-9, Lightning Strike Inspection Procedure ................................................................................... 4-14
Table 4-10, Measured Torque ................................................................................................................. 4-22
Table 4-12, Standby Battery Required Equipment .................................................................................. 4-31
Table 5-1, SVS Troubleshooting ............................................................................................................. 5-27
Table 5-2, SVS-Related Alert Messages................................................................................................. 5-27
Table 5-3, AFCS Annunciation Troubleshooting ................................................................................... 5-28
Table 5-4, AFCS General Troubleshooting ............................................................................................ 5-29
Table 5-5, Magnetometer Interference Test Sequence ........................................................................... 5-72
Table 6-1, Configuration Module Kit – 011-00979-00 ............................................................................. 6-9
Table 6-2, Thermocouple Kit (011-00981-00) ....................................................................................... 6-11
Table 7-1, Fuel Flow Indication Special Equipment ............................................................................... 7-10
Table 7-2, Fuel Flow Test Points ............................................................................................................. 7-10
Table 7-3, Oil Pressure Indication Special Equipment ............................................................................ 7-11
Table 7-4, Oil Pressure Test Points.......................................................................................................... 7-11
Table 7-1, Air Data System Test ............................................................................................................. 7-15
Table 7-2, Vertical Speed Table ............................................................................................................. 7-17
Table 7-3, Required GRS/GMU Calibrations ......................................................................................... 7-19
Table 7-4, RVSM Required Avionics ...................................................................................................... 7-43
Table 7-5, In-Flight Altitude Hold Performance Test .............................................................................. 7-48
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air Page vii
190-00915-01 Revision 6
Page viii G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
1 INTRODUCTION
1.1 Content, Scope, Purpose
This document provides Instructions for Continued Airworthiness (ICA) for the Garmin G1000
Integrated Flight Deck including the GFC700 Automatic Flight Control System (AFCS) as installed in
the Hawker Beechcraft Model 200/B200 series King Air, under STC SA01535WI-D. This document
satisfies the requirements for continued airworthiness as defined by 14 CFR Part 23.1529 and Appendix
G. Information in this document is required to maintain the continued airworthiness of the G1000 and
GFC700.
1.1.1 Applicability
This document applies to all Model 200/B200 series King Air aircraft equipped with the G1000 and
GFC700 AFCS systems.
Modification of an aircraft by this Supplemental Type Certificate (STC) obligates the aircraft operator to
include the maintenance information provided by this document in the operator’s Aircraft Maintenance
Manual and the operator’s Aircraft Scheduled Maintenance Program.
Aircraft modified by this STC have been shown to qualify for operation in Reduced Vertical Separation
Minimum (RVSM) airspace as a group aircraft in accordance with Title 14 of the Code of Federal
Regulations (14 CFR) Part 91, Appendix G, “Operations in Reduced Vertical Separation Minimum
(RVSM) Airspace”, and Federal Aviation Administration (FAA) Document No. 91-RVSM, Change 2
dated 2/10/2004, “Guidance Material On The Approval Of Operators/Aircraft For RVSM Operations”.
This qualification is based on analysis of the configuration and performance of the air data, automatic
altitude control, altitude alerting, and altitude reporting systems. These systems must be maintained in
accordance with the inspections and tests specified in this document and other current maintenance
practices to guarantee continued compliance to RVSM specifications.
1.1.2 Identifying an STC Configuration

Table 1-1 lists the G1000 System Software Version numbers approved for this STC.
Table 1-1, G1000 System Software Version
G1000 System
Aircraft Model Notes
Software Version
0985.01
200/B200 Series King Air Updated GIA software
superseded
200/B200 Series King Air 0985.02 Updated GDU and GIA software
This STC allows multiple configurations for the King Air 200/B200 series. The correct configuration for
a particular aircraft is loaded by choosing the applicable airframe/engine/propeller configuration. Refer
to Table 6 of the General Arrangement Drawing, Garmin Part Number 005-00421-03, for configuration
information for eligible engine and propeller combinations.
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air Page 1-1
190-00915-01 Revision 6
IMPORTANT!
If the technician is unsure of an aircraft’s STC configuration, perform the
following:
After acknowledgement of the splash screen, use the FMS knob on the GCU 477 controller to go to the
AUX – SYSTEM STATUS page on the MFD. In the AIRFRAME section (upper right corner,) the
display shows the current G1000 airframe configuration and system software version number. The
airframe configuration is shown in the AIRFRAME field and the system software version number is
shown in the following format: ‘SYS SOFTWARE VERSION XXXX.XX’. It correlates to the software
image used to load the software to the system:
EXAMPLE:
System Software Version ‘0985.01’ = Software Image P/N 006-B0985-01
Restart the MFD in configuration mode (see section 3.7) and use the FMS knob on the GCU 477
controller to go to the GDU-AIRFRAME CONFIGURATION page. In the AIRFRAME section (upper
right corner), verify the correct configuration for SERIES, ENGINE and PROP.
EXAMPLE:
For a configuration that loaded “King Air B200 PT6A-42” with a “McCauley 3-BLADE” propeller, the
AIRFRAME section should display:
SERIES: B200
ENGINE: PT6A-42
PROP: MCCAULEY 3
Page 1-2 G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
Revision 6 190-00915-01
1.2 Organization
The following outline briefly describes the organization of this manual:
Section 2: System Description
Provides a complete description of the type design change associated with installing the G1000 integrated
cockpit system in the 200/B200 Series King Air. An overview of the G1000 and GFC 700 system
interface is also provided.
Section 3: G1000 Control & Operation
Presents basic control and operation information specifically tailored to maintenance practices. Basic
G1000 Configuration Mode operation is also described.
Section 4: Instructions for Continued Airworthiness
Provides maintenance instructions for continued airworthiness of the G1000 and GFC 700 systems.
Section 5: Troubleshooting
Provides troubleshooting information to aid in diagnosing and resolving potential problems with the
G1000 and GFC 700 systems.
Section 6: G1000 Equipment Removal & Replacement
Gives instructions for the removal and replacement of G1000 and GFC700 equipment.
Section 7: G1000 Equipment Configuration & Testing
Gives instructions for loading software, configuring, and testing of G1000 equipment.
Section 8: System Return to Service Procedure
Specifies return-to-service procedures to be performed upon completion of maintenance of the G1000
system.
190-00915-01 Revision 6
1.3 Definitions/Abbreviations
ADF: Automatic Direction Finder
ADTS: Air Data Test Set
AFCS: Automatic Flight Control System
AFM: Airplane Flight Manual
AFMS: Airplane Flight Manual Supplement
AHRS: Attitude Heading Reference System
CDU: Control Display Unit
CFR: Code of Federal Regulations
DME: Distance Measuring Equipment
EAU: Engine/Airframe Unit
ESP Electronic Stability and Protection
GPS: Global Positioning System
GPWS: Ground Proximity Warning System
HSDB: High-Speed Data Bus (Ethernet)
IAU: Integrated Avionics Unit
ICS: Inter-Com System
ITT: Interstage Turbine Temperature
LRU: Line Replaceable Unit
MFD: Multi-Function Display
OAT: Outside Air Temperature
PFD: Primary Flight Display
RVSM: Reduced Vertical Separation Minimum
STBY: Standby
STBY ATT: Standby Attitude Indicator
STBY ALT: Standby Altimeter
STBY A/S: Standby Airspeed Indicator
STC: Supplemental Type Certificate
TAWS: Terrain Awareness & Warning System
WAAS: Wide Area Augmentation System
VHF: Very High Frequency
1.3.1 Units of Measure

Unless otherwise stated, all units of measure are English units.
Revision 6 190-00915-01
1.4 Publications
The following documents are required by this maintenance manual to perform maintenance. It is the
responsibility of the owner / operator to ensure latest versions of these documents are used during
operation, servicing or maintenance of the airplane.
Table 1-2, Required Documents
Part Number Garmin Document
Master Drawing List, Garmin G1000/GFC 700 in Hawker Beechcraft Model 200/B200
005-00421-00
Series King Air
005-W0025-00 Wiring Diagram, G1000/GFC 700 King 200/B200
005-00421-03 General Arrangement, G1000/GFC700 AFCS, in Hawker Beechcraft 200/B200 Series King Air
005-00421-32 GWX 68 Radar Install, King Air 200/B200
005-00421-33 Antenna Install, King Air 200/B200
005-00421-30 Main Instrument Panel Installation, King Air 200/B200
005-00421-34 Electrical Equipment Install, Nose Bay, King Air 200/B200
005-00421-35 Roll Servo Install, w/GSM 85A King Air 200/B200
005-00421-36 Yaw Servo Install, w/GSM 85A King Air 200/B200
005-00421-37 Pitch Servo Install, w/GSM 85A King Air 200/B200
005-00421-38 Pitch Trim Servo Install, w/GSM 85A King Air 200/B200
005-00421-39 Magnetometer Install, King Air 200/B200
005-00421-40 OAT Sensor Install, King Air 200/B200
005-00421-42 Datalink Install, King Air 200/B200
005-00421-45 Roll Servo Install, w/GSM 86 King Air 200/B200
005-00421-46 Yaw Servo Install, w/GSM 86 King Air 200/B200
005-00421-47 Pitch Servo Install, w/GSM 86 King Air 200/B200
005-00421-48 Pitch Trim Servo Install, w/GSM 86 King Air 200/B200
005-00421-51 Wire Harness Installation, Nose, King Air 200/B200
005-00421-52 Wire Harness Installation, Cabin, King Air 200/B200
005-00421-53 Wire Harness Installation, Tail, King Air 200/B200
005-00421-54 Control Wheel Modification,G1000/GFC 700, King Air 200/B200
005-00421-55 Overhead Control Panel Modification, G1000/GFC 700, King Air 200/B200
005-00421-31 Pedestal Re-Configuration, King Air 200/B200
005-00421-56 Circuit Breaker Panel Modification, King Air 200/B200
005-00421-58 Glareshield Lighting Modification, King Air 200/B200
Hawker Beechcraft Document
101-590010-39 Beech Super King Air 200 and 200T Wiring Diagram Manual
101-590010-133 Super King Air Wiring Diagram Manual
101-590010-161 Super King Air Wiring Diagram Manual
101-590010-19 Super King Air 200 Series Maintenance Manual
101-590010-453 Super King Air 200 Series Airworthiness Limitations Manual
101-590097-13 King Air Series Component Maintenance Manual
98-39006 Structural Inspection and Repair Manual
Other Documents
85-292-1-1033 Signal Conditioner Installation Manual (Meggitt/Vibro-Meter)
Mid-Continent Instruments - Installation Manual and Operating Instructions,
9016182
4200 Series Attitude Indicator
TP-336 L-3 Avionics Systems – Emergency Power Supply Installation Manual, PS-835
190-00915-01 Revision 6
The following publications are recommended to be on hand during the performance of maintenance
activities.
Table 1-3, Reference Publications
Part Number Garmin Document
Airplane Flight Manual Supplement, G1000 Integrated Avionics System and
190-00915-02
GFC 700 AFCS in Hawker Beechcraft 200/B200 King Air
190-00929-01 G1000 King Air 200/B200 Cockpit Reference Guide
190-00355-04 GDL 69/69A XM Satellite Radio Activation Instructions
190-00907-00 G1000 System Maintenance Manual
190-00303-72 GSA8X/GSM85(A) Installation Manual
190-00303-83 GSM 86 Installation Manual
190-00313-63 GMU 44 Installation Location Magnetic Interference Survey Procedure
Generic installation manuals for individual Garmin LRUs are also available through the ‘Dealer Resource
Center’ section of the Garmin web site; refer to Section 1.5 for details.
1.5 Revison and Distribution

This document is required for maintaining the continued airworthiness of the aircraft. When this
document is revised, every page will be revised to indicate current revision level.
Garmin Dealers may obtain the latest revision of this document on the Garmin Dealer Resource Center
website.
Owner/operators may obtain the latest revision of this document from the https://fly.garmin.com/ Support
page, or by contacting a Garmin dealer, contacting Garmin Product Support at 913-397-8200, toll free
866-739-5687, or using around the world contact information on https://fly.garmin.com/.
A Garmin Service Bulletin describing the revision to this document will be sent to Garmin dealers if the
revision is determined to be significant.
Revision 6 190-00915-01
2 SYSTEM DESCRIPTION
2.1 Equipment Descriptions
2.1.1 GDU 1040A PFD (2) & GDU 1500 MFD
Two Garmin GDU 1040A displays and one GDU 1500 display are installed in the King Air instrument
panel. The GDU 1040A units, 10.4 inch LCD displays with 1024x768 resolution, are configured as PFD 1
and PFD 2; the GDU 1500 unit, a 15 inch LCD display with 1024x768 resolution, is configured as a MFD.
All displays provide control and display of nearly all functions of the G1000 integrated cockpit system. The
PFD displays are located on either side of the MFD, with the stand-by instruments located between the
Pilot’s PFD (PFD 1) and the MFD. GMA 1347D Audio Panels are located outboard of each PFD.
Additionally, a GMC 710 AFCS Controller is located in the upper instrument panel, above the MFD, and a
GCU 477 is installed in the pedestal. The GCU 477 provides the control interface for the MFD.
The GDU 1500 communicates with the GDU 1040A units, GDL 69A datalink, GWX68 weather radar,
optional GDL59 wi-fi datalink and optional GTS 8XX traffic through a high-speed data bus (HSDB)
Ethernet connection. The GDU 1500 communicates with the GCU 477 via RS-232 digital interface.
The GDU 1040A units communicate with each other and the GIA 63W units through a high-speed data bus
(HSDB) Ethernet connection.
PFD 1 receives primary electrical power from the new Essential Bus and secondary electrical power from
Dual Fed Bus No. 1. PFD 2 receives electrical power from Dual Fed Bus No. 2. Electrical power to the
MFD is also provided by the Essential Bus. The displays will power-up immediately with external or
aircraft power or battery operation.
All displays are installed in the King Air panel using ¼-turn fasteners. Three CDU cooling fans are also
installed behind the panel for PFD and MFD cooling.
Figure 2-1, Display Units
190-00915-01 Revision 6
2.1.2 GMA 1347D Audio Panel (2)
The Garmin GMA 1347D Audio Panel integrates NAV/COM digital audio, intercom system and marker
beacon controls. The 200/B200 installation includes two GMA 1347D panels. The GMA 1347D panels
provide control of all cockpit intercom/mic systems as well as NAV/COM/ILS audio. The units also
provide display reversion mode control through a large red button. Warning and alert audio received by the
GMA 1347Ds is processed by and received from the GIA 63W Integrated Avionics Units (IAUs). Electrical
power to GMA 1 is provided from the Essential bus. Electrical power to GMA 2 is provided from Avionics
Bus No. 1. GMA 1 will be powered immediately with external or aircraft power or battery operation. GMA
2 will operate after selecting Avionics Master on. The GMA 1347D units interface with the existing marker
beacon antenna, as well as existing mic and phone jacks and oxygen mask mic.
Figure 2-2, Audio Panel
2.1.3 GMC 710 AFCS Control Unit

The dedicated AFCS controls on the GMC 710 allow crew control interface with the various GFC 700
autopilot / flight director functions. GMC 710 controls are discussed in detail in the G1000/King Air
200/B200 Series Cockpit Reference Guide. The GMC 710 is powered by Dual Fed Bus No. 1.
Figure 2-3, AFCS Controller
Revision 6 190-00915-01
2.1.4 GCU 477 FMS Control Unit
The GCU 477 functions as the primary control interface to the GDU 1500 MFD. The GCU 477 provides
alphanumeric, softkey, and flight planning function keys used to interface with the G1000; the MFD does
not possess any knobs or controls other than softkeys. The GCU 477 is powered by the Essential Bus. The
GCU 477 also provides the crew with the added functionality of tuning their receivers via the GCU as well
as the PFD. Detailed instructions regarding the controls are discussed in the G1000 Cockpit Reference
Guide.
Figure 2-4, FMS Controller
2.1.5 GTX 33( ) Extended Squitter Transponder (2)

The Garmin GTX 33( ) transponders communicates with the on-side GIA 63W through RS-232 digital
interface. This STC installation allows for installation of two GTX 33 non-diversity transponders, two
GTX 33D Diversity transponders, or one of each type. The units are mounted under the floor in the cabin
just aft of fuselage station 246.750. Power is provided by the No. 1 GTX 33( ) from the Essential Bus. The
No. 2 GTX 33( ) is powered from the Avionics Bus No. 1. Each GTX 33( ) transponder interfaces with a
transponder antenna mounted to the bottom of the fuselage. Each GTX33D diversity transponder interfaces
to a transponder antenna mounted to the top of the fuselage.
Figure 2-5, Transponder
190-00915-01 Revision 6
2.1.6 GIA 63W Integrated Avionics Unit (2)
Two Garmin GIA 63W Integrated Avionics Units (IAUs) contain the VHF COM/NAV receivers, WAAS
GPS receiver, Flight Director, and system integration microprocessors. The GIAs also serve as a
communication interface to all other G1000 LRUs in the system. Each GIA 63W communicates directly
with the on-side GDU 1040A display using a HSDB Ethernet connection. Both GIAs are located remotely
in the nose equipment bay.
GIA 1 receives primary electrical power from the Essential Bus and a secondary electrical power supply
from Dual Fed Bus No.1. GIA 2 receives electrical power from Dual Fed Bus No. 2. The GIA 1’s COMM
power supply (COMM 1) is provided by the Essential Bus. GIA 2’s COMM power supply (COMM 2) is
provided by Avionics Bus No. 1. Therefore, both GIAs power-up immediately with external or aircraft
power or battery operation, with the exception of COMM 2 operation which will become active after
selection of Avionics Master on.
Both GIA 63Ws interface to the following equipment:

• Existing VOR/LOC/Glideslope Antenna System
• Existing VHF COM #1 & #2 Antennas
• Newly installed GA 36 and GA 37 GPS/WAAS Antennas
• GMA 1347D, #1 & #2
• GEA 71, #1 & #2
• GDU 1040A, #1 & #2
• GSA 80
• GRS 77, #1 & #2
• Traffic System (if installed)
The GIA 63W #1 interfaces to the following additional equipment:
• GDC 74B #1
• GTX 33( ) #1
• DME 42 (if installed)
The GIA 63W #2 interfaces to the following additional equipment:
• GDC 74B #2
• GTX 33 ( ) #2
• ADF (if installed)
• Stormscope (if installed)
• Radio Altimeter (if installed)
Figure 2-6, GIA unit
Revision 6 190-00915-01
2.1.7 GEA 71 Engine/Airframe Unit (2)
The Garmin GEA 71 Engine/Airframe Units provide engine/airframe data to the G1000 system. Data
received from transducers/sensors is processed and sent to GIA 63Ws (via RS-485 digital interface), and
subsequently to the GDU 1500 MFD. Engine parameters are normally displayed on the MFD. In the event
of MFD failure, the engine parameters can be displayed on PFD 1 and/or PFD 2 using display reversion.
The GEAs are located behind the instrument panel and is mounted in a vertical orientation. Electrical power
to GEA 1 is provided from Dual Fed Bus No. 1 and to GEA 2 from Dual Fed Bus No. 2. Both GEA units
will power-up immediately with external or aircraft power or battery operation.
NOTE
On serial numbers BB-1484, 1486 and subsequent, the electrical system includes the L ENG
INSTR and R ENG INSTR buses which (after this STC) are powered from Dual Fed Bus
No. 1 and No. 2 respectively. On these aircraft, GEA 1 receives power from Dual Fed Bus
No. 1 via the L ENG INSTR bus and GEA 2 receives power from Dual Fed Bus No. 2 via
the R ENG INSTR bus.
Each GEA interfaces to the following sensors for its onside engine:
• Oil Pressure Sensor
• Oil Temperature Sensor
• Fuel Flow Sensor (via onside Signal Conditioner)
• Turbine Speed Sensor (via onside Signal Conditioner)
• Propeller Speed Sensor(via onside Signal Conditioner)
• Torque Sensor
• Interstage Turbine Temperature (ITT) Sensor
Figure 2-7, GEA unit
190-00915-01 Revision 6
2.1.8 GDC 74B Digital Air Data Computer (2)
The Garmin GDC 74B computers compile information from the pitot/static system and various outside air
temperature (OAT) and awareness sensors and provide digital air data computations to the G1000 system.
The GDC 74B communicates with the GIA 63W, GDU 1040A, and GRS 77 using ARINC 429 digital
interface. The unit is mounted behind the instrument panel. GDC 1 receives primary electrical power from
the Essential Bus and a secondary power supply from Dual Fed Bus No. 1. GDC 2 receives power from
Dual Fed Bus No. 2. GDC 1 and GDC 2 connect to existing pitot/static ports. Refer to Figure 2-20 for a
schematic of the aircraft’s pitot/static system and its connections to the G1000 STC installed equipment.
IMPORTANT!
Aircraft modified by this STC are eligible to be approved for RVSM operation. RVSM
critical maintenance instructions contained in this document must be followed in order
to guarantee performance within RVSM specifications.
Figure 2-8, Air Data Computer
2.1.9 OAT Probe (2)

The Garmin GTP 59 OAT Probes provide the GDC 74B with air temperature data. The OAT probes are
mounted to the bottom of the fuselage at F.S. 113.5.
Figure 2-9, OAT probe
Revision 6 190-00915-01
2.1.10 GRS 77 Attitude & Heading Reference System (2)
The Garmin GRS 77 AHRS units provide attitude and heading information to the G1000 system. The units,
mounted in the nose equipment bay, contain advanced tilt sensors, accelerometers, and rate sensors. The
unit interfaces with the GDC 74B and GMU44 Magnetometer and utilizes GPS signals from the GIA 63Ws.
Actual attitude and heading information is sent using ARINC 429 digital interface to both GDU 1040As and
GIA 63Ws. The GRS 77 interfaces with and provides power to the GMU 44 Magnetometer. The GRS 77
supplies attitude and heading information directly to the PFDs, MFD, and GIAs.
GRS 1 receives primary electrical power from the Essential Bus and a secondary power supply from the
Dual Fed No. 1 Bus. GRS 2 receives electrical power from Dual Fed No. 2 bus.
Figure 2-10, AHRS
2.1.11 GMU 44 Magnetometer (2)

The GMU 44 provides horizontal and vertical magnetic field information to the GRS 77 AHRS. This allows
heading to be calculated and provides assistance during AHRS alignment. The GMU 44 units are mounted
in the tailcone. The units receive power directly from the GRS 77 units and communicate with the GRS 77
units via RS-485 digital interface.
Figure 2-11, Magnetometer
190-00915-01 Revision 6
2.1.12 GDL 69A Datalink
The GDL 69A provides the interface to the GWX 68 weather radar and optional GDL59 wi-fi datalink by
acting as a communications hub between the MFD and GWX 68 and GDL 59 via HSDB. The GDL 69A
also provides XM Radio weather and music entertainment through means of a dedicated satellite data link.
The GDL 69A is mounted behind the instrument panel. Power to the GDL 69A is received from the
Avionics No. 2 bus. The GDL 69A sends weather data through the HSDB bus to the MFD, where the data
link interface is controlled. Digital audio is sent directly to the GMA 1347D Audio Panel.
Optional remote control (GRC 10) and remote control transceiver (GRT 10) may be interfaced with the GDL
69A. Installation of the GRC 10 and GRT 10 is in accordance with Garmin STC SA01487SE or other
approved data. Refer to the approved Instructions for Continued Airworthiness information for these units.
It is recommended that GRT 10 be powered from the Entertainment Bus.
Figure 2-12, GDL 69A Datalink
2.1.13 GDL 59 Wi-Fi Datalink (optional)

The GDL 59 provides a POTS (plain old telephone service) phone interface and a high speed data link
between the aircraft systems and ground computers while the aircraft is on the ground using the IEEE
802.11g (“Wi-Fi”) protocol. The GDL 59 also provides the interface to an optional GSR 56 satellite
datalink, which adds airborne low speed data link and voice communication capability. The GDL 59 unit
interfaces to the Garmin Integrated Flight Deck via the GDL69A using HSDB. The GDL 59 is located in the
aft cabin floor area, just forward of the cabin door. The GDL 59 is powered from the Avionics No. 2 bus.
Figure 2-13, GDL 59 Wi-Fi Datalink
Revision 6 190-00915-01
2.1.14 GSR 56 Satellite Receiver (optional)
The GSR 56 provides airborne low speed data link and voice communication capability to Garmin Integrated
Flight Deck installations. The GSR 56 contains a transceiver that operates on the Iridium Satellite network.
The GSR 56 interfaces directly to the GDL 59 via an RS-232 interface. The GSR 56 is located in the aft
cabin floor area, just forward of the cabin door. The GSR 56 is powered from the Avionics No. 2 bus.
Figure 2-14, GSR 56 Satellite Receiver
2.1.15 GTS 8XX Traffic System (optional)

The GTS 8XX is a traffic surveillance system that uses active interrogation of Mode S and Mode C
transponders to provide traffic advisories to the pilot. The GTS 820 is a TAS unit; the GTS 850 is a TCAS I
unit. The installation includes a top directional antenna (GA 58) paired with a GPA 65 power amplifier / low
noise amplifier (PA/LNA) unit and a bottom, unamplified GA 58 antenna. The GTS 8XX is located in the
nose avionics bay on the top, left shelf. The GPA 65 is located in the left sidewall area, just in front of the
most forward cabin window. The GTS 8XX traffic system is powered from the Avionics No. 2 bus.
Figure 2-15, GTS 8XX Traffic System
2.1.16 GWX 68 Weather Radar

The GWX 68 Airborne Weather Radar provides weather radar data output to the GDU 1500 MFD. The
GWX 68 is mounted forward of the forward bulkhead at F.S. 30. Power to the GWX 68 is received from the
avionics No. 1 bus. Data received from the GWX 68 is routed through the GDL 69A data link unit to the
MFD via high-speed data bus (Ethernet).
Figure 2-16, Weather Radar
190-00915-01 Revision 6
2.1.17 GSA 80 Servos and GSM 85A/86 Servo Gearboxes (4)
The Garmin GFC 700 AFCS uses GSA 80 high torque servos to automatically control aircraft pitch, roll,
yaw damper/turn coordination and pitch trim. The pitch trim variant of the GSA 80 is a high speed servo
actuator. The GSA 80 contains a motor-control and monitor circuit board, as well as a solenoid and a
brushless DC motor. The GSA 80 servo receives serial RS-485 data packets from the GIA 63Ws. The roll
servo is located in the forward cabin lower fuselage at F.S. 185. The pitch, yaw, and pitch trim servos are
located in the tail. Power to the servos is received from the avionics No. 2 bus. All servos mount to a
Garmin GSM 85A or GSM 86 Servo Gearbox. The GSM 85A/86 is responsible for transferring the output
torque of the GSA 80 servo actuators to the mechanical flight control surface linkage. The GSM 85A has a
slip clutch that can be adjusted to a desired torque value. The GSM 86 has a clutch cartridge that cannot be
adjusted to a different torque value.
Figure 2-17, Servo
2.1.18 Garmin G36 and 37 GPS/WAAS Antennas

This installation uses one G36 GPS/WAAS antenna and a G37 GPS/WAAS/XM antenna. The antennas are
located in the upper, forward cabin, at F.S. 152.
2.1.19 Signal Conditioner (2)
Each GEA 71 receives signals from its on-side engine turbine speed sensor, propeller speed sensor and fuel
flow sensors via a Meggitt (Vibro-Meter) Signal Conditioner. This unit converts the signals from the engine
sensors to a signal usable by the GEA 71. These units are installed behind the instrument panel. Electrical
power to the No. 1 Engine Signal Conditioner is provided from Dual Fed Bus No. 1 and to the No. 2 Engine
Signal Conditioner from Dual Fed Bus No. 2. Both signal conditioners will power-up immediately with
external or aircraft power or battery operation.
NOTE
On serial numbers BB-1484, 1486 and subsequent, the electrical system includes the L ENG
INSTR and R ENG INSTR buses which (after this STC) are powered from Dual Fed Bus
No. 1 and No. 2 respectively. On these aircraft, the No. 1 Engine Signal Conditioner
receives power from Dual Fed Bus No. 1 via the L ENG INSTR bus and the No. 2 Engine
Signal Conditioner receives power from Dual Fed Bus No. 2 via the R ENG INSTR bus.
Revision 6 190-00915-01
2.1.20 Standby Airspeed Indicator
A Standby Airspeed indicator, Aerosonic part number 25030-0184, is installed between PFD 1 and the MFD.
Due to varying airspeed marking requirements, four marking options are used. To determine the appropriate
option for a specific aircraft configuration, refer to the General Arrangement drawing, Garmin Document
005-00421-03. The standby airspeed indicator does not require electrical power for normal operation except
for internal instrument lighting, which is powered from Dual Fed No. 1 Bus and the emergency standby
battery. This unit is connected to the right-hand pitot/static system.
2.1.21 Standby Altimeter

A standby altimeter, Aerosonic part number 16650-1172, or Thommen part number 3A43.22.35F.28.1.FU, is
installed between PFD 1 and the MFD. This unit incorporates a vibrator to ensure accurate display altitude
information. The vibrator is powered by the new Standby Instrument Bus and the emergency standby
battery. Internal lighting of this unit is powered from Dual Fed No. 1 Bus and the emergency standby
battery. This unit is connected to the right-hand static system.
2.1.22 Standby Attitude Indicator

The Mid-Continent Model 4200-11 Electric Attitude Indicator is used as the standby attitude indicator. It is
connected to the new Standby Instrument Bus and the emergency standby battery. Gyro power and internal
lighting of this unit is powered from Dual Fed No. 1 Bus and the emergency standby battery.
2.1.23 L-3 PS-835(C or D Model) Emergency Standby Battery

In the event of loss of all normal electrical power, the battery is designed to provide 24 Vdc (nominal)
emergency power source for the following items:
• standby attitude indicator (operation and internal lighting)

• standby altimeter (vibrator and internal lighting)
• standby airspeed indicator (lighting only)
• pilot side glareshield lighting
The aircraft power buss provides a trickle charge to the PS-835 under normal conditions. This battery is
installed in the nose avionics bay. It is controlled using the standby battery switch indicator on the
instrument panel.
2.1.24 Safe Flight Lift Computer

For the optional Electronic Stability and Protection (ESP) feature with Angle Of Attack modes, a new Safe
Flight lift computer, part number C-05606-1, that is a direct replacement for the existing lift computer is
installed to provide an additional Low Airspeed Awareness (LAA) output to support the Angle of Attack
modes of Electronic Stability and Protection. The lift computer is located in the same location as the original
lift computer, under the forward cabin floor. Note: this unit is not used for the “ESP – no AOA” option.
2.2 G1000 Optional Interfaces

Optional equipment interfaces include L-3 WX-500 Stormscope, traffic systems, radio altimeter, ADF
systems and DME systems. The G1000 also provides a general purpose ARINC bus for use with third party
entertainment and cabin equipment. Refer to wiring diagram listed in Table 1-2, for specific interface
information.
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2.3 Electrical Power Distribution
This airplane uses a multi-bus system, as detailed below and in Figure 2-18. This Figure shows the system
post installation of this STC. Although this STC made several bussing changes to the distribution system,
the core electrical generation and distribution system remains unchanged from the basic airplane design.
Figure 2-19 shows the power sources for all equipment used by this STC. Each bus used or modified by this
installation is described below.
Left and Right Generator Buses: The left and right generator buses receive power from their respective left
and right generators. The left and right generator buses also support all four dual fed buses and No. 1 and
No. 2 avionics buses, respectively.
Isolation Bus: The Isolation bus is fed by two generator buses and the battery bus. The Isolation bus is used
in this installation to provide power to the new Standby Instrument Bus and the new Essential bus.
Dual-fed Buses: The electrical distribution uses four individual dual-fed buses referred through this
document as Dual Fed No. 1 Bus, Dual Fed No. 2 Bus, Dual Fed No. 3 Bus and Dual Fed No. 4 Bus. Each
of these dual fed buses are powered from the Left and the Right Generator buses.
Avionics Buses: The No. 1 Avionics bus is powered from the Left Generator Bus via the Avionics No. 1
relay. The No. 2 Avionics bus is powered from the Right Generator Bus via the Avionics No. 2 relay. Both
Avionics relays are controlled using the Avionics Master Switch.
Left and Right Engine Instrument Buses: On serial numbers BB-1484, 1486 and subsequent, the electrical
system includes the L ENG INSTR and R ENG INSTR buses. This STC relocates these two buses such that
they are powered from Dual Fed Bus No. 1 and No. 2 respectively. Prior to these serial numbers, these two
buses are not installed and engine instruments are powered directly from the dual fed buses. (Figure 2-1
shows the system with these buses installed and relocated.).
Essential Bus: The Essential bus is a new bus added by this STC. It is powered from Dual Fed No. 1 bus
and the Isolation bus.
Standby Instrument Bus: The Standby Instrument bus is a new bus added by this STC. It is powered by the
Isolation bus and provides one source of power to the standby attitude indicator and standby altimeter
vibrator.
Entertainment Bus: The Entertainment Bus is a new bus added by this STC. It is powered from the No.2
Avionics bus via a newly installed Entertainment Bus relay. This relay is controlled via the existing Cabin
Furnishing switch so that bus can be easily shed by pilot using single switch action along with the other
cabin equipment.
Emergency Standby Battery: The Standby Emergency Battery (STBY BATT) system in the King Air
200/B200 is designed to provide uninterrupted DC power to the Standby Attitude indicator (gyro motor), the
Standby Altimeter (vibrator) and internal instrument lighting for the standby attitude indicator, standby
altimeter and the standby airspeed indicator from the L-3 PS-835(C or D Model) Emergency Standby
Battery. This standby battery power is independent from the normal electrical system and provides
redundant power for the standby instruments in the event that all other electrical power is lost.
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H OT B ATTE RY BUS
B ATTERY
E XT P OWER B ATTER Y BUS

R ECEP TACLE VEN T BLOWER PWR
AIR C ON DITIONER
C LUTCH
E XT PWR B AT R ELAY
PILOT WIN DSHIELD C OPILOT WINDSHIELD AFT EVAPORATOR
ANT I-ICE ANT I-ICE BLOWER
F WD ELECT RIC HEAT C ON DENSER BLOWER AFT ELECT RIC HEAT D C TEST JACK
PWR
L EFT GE NE RA TOR BUS ISOLA TION BUS R IGHT GEN ER ATOR BUS
L EFT R IGHT
S T/GEN S T/GEN
L GEN R GEN
S TB Y ALTM
L IN E CONTAC TOR L IN E CONTAC TOR
S TBY ATT S TAN DBY E SSEN TIAL

INS TR UMENT BUS
BUS
S TB Y IN STRU L IGHTS
S TANDBY
N O.1 AV IONICS
B ATTERY
BUS
L AN DING GEAR L AN DING GEAR

RELAY MOTOR
A VIONICS
N O.1 DU AL FED BUS
MSTR
N O.2 AV IONICS
BUS
N O.2 DU AL FED BUS
A VIONICS
N O.2 RE LAY
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
N O.3 DU AL FED BUS E NTER TA IN MENT
BUS
E NTER TA IN MENT
B US RELAY
N O.4 DU AL FED BUS
Figure 2-18, 200/B200 Electrical Distribution (Post G1000 STC)
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Page 2-13
DUAL FED
DUAL FED BUS 2
BUS 1
PFD NO.2 CABIN PRES CTRL

ESS BUS SEC L BLEED AIR WARN PFD NO.1 SEC
AURAL WARN ADC NO.2 READING LT
PFD/GIA NO.1 FAN ADC NO.1 SEC
LANDING GEAR WARN AHRS NO.2 INSTR INDIRECT LT
VOICE RCDR GIA NO.1 SEC
ANNUNCIATOR PWR GIA NO.2 OVHD & SUBPANEL LT
L ENG INSTR PWR AHRS NO.1 SEC
L FUEL VENT HEAT PFD/GIA NO.2 FAN
L GEN CTRL GMC COPILOT PFD LT
SURFACE DEICE RUDDER BOOST R BLEED AIR WARN
OUTSIDE AIR TEMP
BRAKE DEICE CABIN AUDIO LANDGEAR POS IND
L BLEED CTRL
AVIONICS MASTER SW R ENG INSTRU PWR ANNUNCIATOR IND
CABIN PRESS CTRL
L ENG FUEL CTRL HEAT CIGARETTE LIGHTER R FUEL VENT HEAT
AUTO OXY CTRL
L MAIN ENG ANTIICE FURNISHING MASTER SW WINDSHIELD WIPER
NO SMK FSB & CABIN LT
L STBY ENG ANTIICE R GEN CTRL R ENG FUEL CTRL HEAT
MFD/STBY LT
FIRE DETECT R MAIN ENG ANTI-ICE
R BLEED CTRL
PILT PFD LT
L CHIP DETECTOR R STBY ENG ANTI-ICE
CABIN TEMP CTRL
STALL WARN
PROP BALANCE/SYNC R CHIP DETECTOR
AUTO FEATHER
STBY INSTR ESSENTIAL AVIONICS AVIONICS

BUS BUS BUS 1 BUS 2
STBY BATTERY PFD NO.1 PRI AFCS GDL 69
STBY ATT GIA NO.1 PRI GMA NO.2 TRAFFIC
STBY ALTM COMM NO.1 COMM NO.2 STORMSCOPE
AHRS NO.1 PRI GTX NO.2 ADF
ADC NO.1 PRI RADAR RADIO ALTIMETER
GTX NO.1 DME
GMA NO.1 ENTERTAINMENT BUS
MFD GDL 59
GCU GSR 56
MFD FAN
L PITOT HEAT
Figure 2-19, G1000 Component Power Sources
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2.4
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FORWARD PRESSURE AFT PRESSURE
BULKHEAD BULKHEAD
STANDBY AIRSPEED
TOP
Pitot/Static System
R/H STATIC
STANDBY ALTIMETER
PORTS
R/H PITOT
MAST
BOTTOM
COPILOT PFD
#2 AIR DATA
COMPUTER
TOP
MFD DRAIN
L/H STATIC
OAT PORTS
#1 AIR DATA PROBE
COMPUTER
PILOT PFD BOTTOM
ALTERNATE STATIC
SELECTOR VALVE
L/H PITOT ALTERNATE STATIC

MAST PORT
G1000 / GFC 700 System Maintenance Manual - 200/B200 Series King Air
The following schematic shows the pitot-static system as modified by this installation:
OAT
PROBE DRAIN DRAIN
Figure 2-20, Pitot/Static System (Post G1000 STC)

DATA BUS
Revision 6
Page 2-15
2.5 Shield Block Grounds
The connectors on Garmin G1000 LRUs utilize the Shield Block grounding system to provide necessary
ground reference to wire shielding and/or transducers. The shield block termination method allows multiple
grounds to be terminated directly to a block mounted to the connector backshell assembly. Shielding and
grounding requirements for all other LRUs and connectors are shown in the respective install drawings.
2.6 G1000 /GFC700 Block Diagram
Figure 2-21, G1000/GFC 700 Block Diagram
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3 G1000 Control & Operation
All control and operation of G1000 equipment as normally used in flight occurs through the PFDs, MFD,
GMC 710, GCU 477 and GMA 1347D audio panel. Figure 3-1 through Figure 3-6 identify various
interface buttons for these units.
3.1 GDU 1040A and GDU 1500 Displays
Figure 3-1 and Figure 3-2 provide identification of the GDU 1040A PFD and GDU 1500 MFD controls.
Figure 3-1, GDU 1040A Control Interface
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Figure 3-2, GDU 1500 Control Interface
3.1.1 Softkeys
Some pages have commands or selections that are activated by the GDU 1040 softkeys. If a softkey is
associated with a command, that command will be displayed directly above the key. A grayed-out
softkey shows a command that is unavailable. A softkey that is highlighted shows the current active
selection.
Figure 3-3, G1000 Softkeys
3.1.2 FMS Knob

The FMS knob is the primary control for the G1000 system. Operation is similar to the Garmin
400/500 Series units.
To cycle through different configuration screens:
To change page groups: Rotate the large FMS knob.
To change pages in a group: Rotate the small FMS knob.
To activate the cursor for a page, press the small FMS knob directly in, as one would push a regular
button.
To cycle the cursor through different data fields, rotate the large FMS knob.
To change the contents of a highlighted data field, rotate the small FMS knob. This action either brings
up an options menu for the particular field, or in some cases allows the operator to enter data for the field.
To confirm a selection, press the ENT key.
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To cancel a selection, press the small FMS knob in again, deactivating the cursor. The CLR key may also
be used to cancel a selection or deactivate the cursor.
3.2 GCU 477 - MFD Controller

The MFD controls are located on the GCU 477 as show in Figure 3-4.
Figure 3-4, MFD Controls (GCU 477 shown)
3.3 GMC 710 - AFCS Controls

The dedicated AFCS controls located on the GMC 710 are discussed in detail in the G1000 CRG. The
following figure is provided for reference:
Figure 3-5, AFCS Controls (GMC 710 shown)
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3.4 GMA 1347D Audio Panel
Figure 3-6 provides the audio panel controls.
Transmitters Transceiver Audio
Passenger Address Telephone
Music Speaker
Marker Beacon Mute Marker Beacon Signal

Sensitivity
Transceiver Audio
Aircraft Navigation
Radio Audio
Manual Squelch Digital Recording Playback
Intercom System (ICS) Cabin Intercom
ICS VOL SQ (Small Knob) Master VOL (Large Knob)
Reversionary Mode
Figure 3-6, GMA 1347D Controls
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3.5 G1000 Normal Mode
To start the G1000 system in Normal Mode:
1. With a ground power unit connected to the external power receptacle, set the BAT switch to ‘ON’.
The following G1000 equipment is powered:
• PFD displays & MFD display
• GRS 77 AHRS Units
• GDC 74B Air Data Computers
• GIA 63W Integrated Avionics Units
• GEA 71 Engine/Airframe Units
• GCU 477 FMS Control Unit
• GMC 710 Autopilot Control Unit
2. Set the AVIONICS MASTER switch to ‘ON’. The following G1000 equipment is powered:
• GTX 33 Mode S Transponders
• GMA 1347D Digital Audio Panels
• GDL 69A Datalink Unit
• GSA Servos
• GWX 68 Weather Radar Unit
The G1000 system is now powered in the normal mode. In the normal operating mode, data fields that
are invalid have large red X’s through them. A valid field does not display a red X. Allow the displays
to initialize for approximately one minute. The GDC 74Bs requires a longer initialization period than do
the other LRUs. During normal operation, this causes the airspeed, altitude, vertical speed, and OAT
fields to be invalid during the first ~40-60 seconds of PFD power-up. The PFDs and MFD will function
as specified in the G1000 200/B200 Series Cockpit Reference Guide when the system has been correctly
installed and configured.
Figure 3-7, Normal Mode
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3.6 Reversionary Mode
Reversionary mode allows for display of information related to safe flight in the event of a display
communication or hardware failure. For software version 0985.04 and later, the pilot’s PFD
automatically goes into reversionary mode when communication to the MFD is lost. Manual
reversionary mode allows the operator to force the pilot or copilot’s PFD into reversionary mode by
pressing the large red button labeled ‘DISPLAY BACKUP’ on the respective GMA 1347D audio panel.
NOTE
When the ‘DISPLAY BACKUP’ button is pushed to exit reversionary mode, there is a 5-
second debounce (or the GDU waits for 5 consecutive seconds) and then returns to
normal mode if no other input is received. If the ‘DISPLAY BACKUP’ button is pushed
again during this 5-second interval, the timer will repeat the count.
Figure 3-8, Automatic Reversion with MFD failure
Figure 3-9, Manual Reversion with pilot PFD failure
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3.7 Configuration Mode Overview
Throughout this document, references are made to the PFD1, PFD2 and/or MFD being in configuration
mode. The configuration mode exists to provide the avionics technician with a means of configuring,
checking, and calibrating various G1000 sub-systems. Troubleshooting and diagnostics information can
also be viewed in this mode.
To start the G1000 system in configuration mode, follow these steps:
1. Apply power to the G1000 system by applying aircraft EXT power, selecting the AVIONICS
MASTER PWR and BATT switches to ON.
2. Pull the MFD, PFD1 (PRI), PFD1 (SEC) and PFD2 circuit breakers.
3. Press and hold the ENT key on PFD2 (co-pilot) while applying power using the PFD2 circuit
breaker.
4. Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of PFD2.
5. Press and hold the far right softkey on the MFD while applying power using the MFD circuit
breaker. (Note that the ENT key on the GCU 477 MFD controller may be used after initial
software loads.)
6. Release the softkey after ‘INITIALIZING SYSTEM’ appears in the upper left corner of the
MFD.
7. Press and hold the ENT key on PFD1 (pilot) while applying power using the PFD1 (PRI) and
PFD1 (SEC) circuit breakers.
8. Release the ENT key after ‘INITIALIZING SYSTEM’ appears in the upper left corner of PFD1.
CAUTION:
The Configuration Mode contains certain pages and settings that are critical to aircraft
operation and safety. These pages are protected and cannot be modified, unless the
technician is properly authorized and equipped. However, most protected pages are
viewable to allow system awareness for troubleshooting.
NOTE
If the specific procedure requires an SD card to be in the top slot of the PFD/MFD, this
card must be inserted prior to applying power to the PFD/MFD. Any time a card is
inserted, the power to the PFD/MFD must be cycled.
NOTE
For a complete description and breakdown of each Configuration Mode page, refer to the
G1000 System Maintenance Manual listed in Table 1-3.
3.7.1 SET>ACTV Configuration
Throughout the configuration mode pages, there are SET and ACTIVE columns for input/output settings
and other parameters.
SET: Refers to a setting or group of settings that reside in PFD Internal Memory and/or the Master
Configuration Module.
ACTIVE: Refers to an ‘active’ setting or parameter currently being used by the LRU. LRUs store the
‘active’ settings within internal memory.
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Data can be manually copied from one column to the other (and consequently from PFD memory to the
LRU memory and vice-versa) by using the following two softkeys, when available:
• SET>ACTV (read ‘Set to Active’) softkey: Allows the installer to send the information in the
SET column (data stored in the master config module) to the ACTV column (data used by LRU).
• ACTV>SET (read ‘Active to Set’) softkey: Causes the LRUs current settings to be copied to the
master configuration module as SET items.
CAUTION:
The ACTV>SET softkey must be used with caution! If an improperly configured
unit is installed, this softkey causes the wrong configuration to replace the correct
aircraft configuration.
In the first example shown in Figure 3-10, the SET columns do not match the ACTIVE
columns. The inequality between SET and ACTIVE indicates a configuration mismatch.
By pressing the SET>ACTV softkey, this copies the SET column to the LRU unit’s
configuration memory. The settings then become the ACTIVE settings for the LRU
being configured.
Configuration Mismatch
Master Configuration Module LRU Memory Master Configuration Module LRU Memory
= =
SET>ACTV Softkey
Configuration Correct
Master Configuration Module LRU Memory Master Configuration Module LRU Memory
= =
Figure 3-10, SET>ACTV Diagram
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When troubleshooting the system, technicians can look for inequalities between SET and ACTIVE
columns. Certain problems can be resolved simply by pressing the SET>ACTV softkey, which reloads
settings to the specific LRU from the PFD. (Note that this can also be accomplished by reloading the
configuration files for the LRU. Section 7 describes this process for each LRU).
A blank active column, as shown in Figure 3-11, represents loss of communication between the display
and the particular unit. See Section 5 for more details on troubleshooting.
Figure 3-11, Loss of Communication
3.7.2 Configuration Prompts

When configuration settings are changed, the technician receives on-screen prompts and/or confirmations
such as those shown in Figure 3-12. Section 7 shows other prompts encountered during the configuration
process.
Figure 3-12, Configuration Status
3.7.3 Data Transmission Indicators

Several configuration screens utilize an indicator light system to show discrete (ON/OFF) data and/or
hardware component status. Unless otherwise noted, the following applies to all such status indicators:
• Green Checkmark: Expected data is successfully received and is ON. A green check could also
indicate that the parameter/component is working correctly.
• Red X: Expected data is not received. A red X could also indicate that a parameter/component is
invalid.
• White N/A: Expected data is OFF, or no data is expected.
Figure 3-13, Data Transmission Indicators
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3.7.4 Configuration Mode Navigation
Using the FMS knob as described in Section 3.1.2, a user can navigate through different pages and page
groups in the Configuration Mode. For complete description and breakdown of each page, refer to the
G1000 System Maintenance Manual listed in Table 1-3.
System Page Group
1. System Status 5. System Upload 9. System Data Path Configuration
2. Time Configuration 6. Diagnostics Terminal 10. System Setup
3. Lighting Configuration 7. OEM Diagnostics 11. Manifest Configuration
4. System Audio 8. System Configuration 12. Maintenance Log
GDU Page Group
1. Serial Configuration 4. Diagnostics 7. Alert Configuration
2. CDU Status Page 5. Ethernet Test 8. Airframe Configuration
3. Key Test 6. Video Test 9. TAWS Configuration
GIA Page Group
1. Serial Configuration 3. GIA I/O Configuration 5. GIA Status Page
2. GIA RS-485 Configuration 4. GIA COM Setup 6. GIA CAN Configuration
GEA Page Group
1. Engine Configuration 2. GEA Status Page 3. GEA Configuration
GTX Page Group
1. Serial Configuration 2. Transponder Configuration
GRS Page Group
1. Inputs Configuration 2. GRS / GMU Calibration
ADC Page Group
1. ADC Configuration 2. GDC Configuration
GFC Page Group
1. GFC Configuration 2. GFC Status
GMA Page Group
1. GMA Configuration
GDL Page Group
1. GDL 69 Configuration 3. GDL 59 Configuration* 5. GSR 56 Configuration*
2. GDL 59 Status* 4. GDL 59 Report Configuration*
RMT Page Group
1. Remote Controller Status
GWX Page Group
1. GWX Configuration
GTS Page Group *
1. GTS Configuration
OTHER Page Group *
1. Stormscope
CAL Page Group
1. Fuel Tank Calibration 2. Flaps & Trim Calibration 3. HSCM Calibration
* Appears only if option is installed.
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3.8 G1000 / GFC 700 Software Information
NOTE
The following sections provide a detailed description of loading all G1000 software and
configuration files, which may be excessive for individual LRU removal and
replacement. If removing and replacing individual LRUs, refer to Section 6 of this
manual for the necessary steps.
3.8.1 G1000 Software Image
All software and configuration files were certified by Garmin and are considered part of FAA-approved
Type Design data. Approved software and hardware definitions for each STC Configuration are defined
on the appropriate General Arrangement drawing listed in Table 1-2.
G1000 software and configuration files are controlled via the approved software image part number listed
on the General Arrangement drawing listed in Table 1-2. This software image is loaded into the G1000
using a software loader card. The installer shall create this software loader card by downloading the
approved software image in accordance with section 3.8.2.
NOTE
Only SanDisk and Toshiba brand SD cards are recommended for use with the G1000
system.
NOTE
Installers may obtain this software image already on a loader card by ordering Garmin
Part number 010-00798-XX directly from Garmin. Reference the General Arrangement
drawing listed in Table 1-2 for part number information.
IMPORTANT!
To satisfy the G1000/GFC700 STC requirements for the 200/B200 series aircraft, it
is critical that the technician install correct software image part number when
servicing the G1000 system.
Approved software image part numbers are defined on the appropriate General
Arrangement drawing (see Table 1-2).
CAUTION:
Be cautious when using software loader cards during maintenance. The G1000 system
immediately initializes the card upon power-up. On-screen prompts must be given
careful attention in order to avoid potential loss of data. Always read through procedures
given in Sections 5, 6 and 7 before attempting to use the software loader cards.
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3.8.2 Loader Card Creation
The software image is an executable self-extracting file which builds the correct file structure onto an SD
card for use loading software to the G1000 and GFC700. To create a software loader card, follow the
procedures outlined below.
NOTE
In order to create a 200/B200 loader card, the individual/facility completing these
procedures, must be an authorized King Air 200/B200 service center to gain access to the
necessary data via the Garmin website.
1. Go to www.garmin.com and click on the Dealer Resource Center link in the lower portion of the home
page. Enter username and password.
2. Click the I Agree button on the confidentiality agreement page.
3. Select Technical Tools then select Software Downloads.
4. In the Keyword(s) filter, enter “0985” and click on the Go button.
5. A screen similar to the one shown below will appear. The numbers shown are for example only.
Download
symbol
6. Click on the download symbol for the appropriate software version part number based upon the information
provided in Garmin GA Drawing 005-00421-03 and save the file to the local hard drive.
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7. Double-click the .exe file that was downloaded. The following window will pop-up on the screen. Ensure
that there is an empty SD card in the card reader, and then click Setup.
NOTE
When the extraction begins, the program automatically deletes all current files on the SD
card and copies the selected files to it, regardless of the file format on the SD card.
Ensure files are not necessary, or card is empty before proceeding.
Version of card
being created
Enter SD card
Click next once

card is inserted
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8. Ensure the card and correct drive letter is used, and click next.
Select drive
9. A window will pop-up onto the screen to indicate file progress.
Copy of files to
selected drive
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10. Once successfully completed, the following message/window will pop-up. Click Finish to finalize SD card.
3.8.3 Software Files

Software files are defined by part number and version number on the General Arrangement drawing. See
Table 1-2 for the correct General Arrangement drawing part numbers. Each G1000 / GFC 700 LRU
reports the software version it currently contains to the user in two places.
• Normal System Mode: The AUX – SYSTEM STATUS page lists each LRU and the reported
software version.
• Configuration Mode: The SYSTEM STATUS page (SYSTEM page group) reports more
detailed LRU information, including software version, part number, and LRU status.
Software files are loaded to LRUs from the SYSTEM UPLOAD page in configuration mode. See Section
3.9.2.
3.8.4 Configuration File Descriptions

There are configuration files for baseline settings and various options. Configuration files contain preset
selections for input/output channels, aircraft-specific settings, and LRU-specific settings.
IMPORTANT!
Certain software and configuration files are REQUIRED to be re-loaded during
maintenance that involves removal and replacement of G1000 equipment.
Refer to Section 7 for re-configuration requirements for each G1000 LRU. Pay
special attention to the configuration of options for the G1000.
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3.8.5 Configuration File Storage
The G1000 system is designed to store all configuration settings in various places so that the
configuration is retained in the aircraft during maintenance of units.
During system configuration, each file is sent directly to the applicable LRU where it is stored in local
LRU memory (except GRS 77 & GDC 74B). Each file is also stored in the PFD internal memory. The
applicable PFD also sends a copy of all configuration files to the ‘Master Configuration module’, located
in the connector backshell (see Section 6.16). If the PFD is replaced, the configuration module retains all
configuration files in the aircraft.
NOTE
The GRS 77 AHRS and GMU 44 Magnetometer do not have a configuration file.
However, these LRUs do store calibration data acquired during the post installation
checkout, which are characteristic to the specific installation. While performing
maintenance on these units, re-calibration may be required. See Section 7.7.1 for more
information on re-calibration criteria.
Figure 3-14, G1000 LRU Configuration File Storage
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The GRS 77 and GDC 74B configuration modules function differently than the rest of the system. The
GDC 74B’s configuration file is loaded directly to GDC internal memory. A copy of the file is stored in
the GDC configuration module.
The GRS 77 configuration module does not store any configuration settings. Instead, it stores calibration
data recorded during installation calibration procedures.
GRS 77 Config Module

GDC 74B Config Module
(located in GRS backshell connector)
(located in GDC backshell connector)
Stores a copy of AHRS / magnetometer
Stores a copy of the GDC 74B configuration
calibration values that are recorded upon
file
completion of post-installation calibration
procedures.
GRS 77 AHRS GDC 74B

The GRS stores calibration data internally. The GDC 74B stores GDC configuration file internally.
The GRS 77 also stores factory calibration data internally. The GDC 74B also stores factory calibration data internally.
Should internal memory or the configuration module fail, AHRS Should internal memory or the configuration module fail, loss
output data flags invalid. of some or all air data outputs will result.
GRS Internal Memory GDC Internal Memory
Contains internal sensor calibration data Contains internal sensor calibration data
that is not installation-specific. Data is that is not installation-specific. Data is
stored from factory calibrations. stored from factory calibrations.
Figure 3-15, GRS/GDC Configuration Settings Storage
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3.9 G1000 Software/Configuration Procedure
This section summarizes the procedures required to load software and configuration files to the G1000. It
is intended to work as a central guide for technicians to use while performing maintenance on the aircraft.
In sections of this manual where software is required to be reloaded, these sections will make reference
back to this Section for instructions. The technician should use proper judgment regarding the context of
maintenance required while following this section.
The following diagram depicts an overview of the software/configuration sequence for the G1000 system.
This applies mostly to a new G1000 system which has not previously been powered up and is for
informative purposes only.
GDU 1040A PFDs / GDU 1500 MFD Software Load

Software is first loaded to the MFD and PFDs. From the factory, G1000 units do
not contain useable software or configuration settings. Load software to PFD2
first then MFD and finally to PFD1.
G1000 System Upload Selection

After software is loaded to the MFD and PFDs, the displays should be placed in
configuration mode. Using PFD1, the technician goes to the System Upload
page. From the System Upload page, software files are selected to create an
automated profile to load. Once all desired files are checked, the G1000
automatically loads the selected files in the correct sequence to the LRUs.
G1000 System Software Verification

After software is loaded to the system, the technician verifies that each LRU
reports the correct version and software part number.
G1000 System Configuration Upload Selection

Following G1000 system software upload and verification, the aircraft specific
configuration files, as defined in the general arrangement drawing are loaded.
The aircraft general arrangement drawing will define the configuration files
appropriate to the specific aircraft serial number, STC modifications and
applicable AFMS.
G1000 Configuration Verification

After system configuration files are loaded, the technician verifies that the
correct configuration on the Airframe Configuration page.
Figure 3-16, Software/Configuration Overview
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3.9.1 MFD & PFD Software Load
Follow this procedure to load software to either PFD or the MFD.
1. With the G1000 and GFC 700 powered on, pull the MFD, PFD 1 (PRI), PFD 1 (SEC), and PFD 2
circuit breakers.
2. Insert the software loader card into top card slot in the desired PFD or MFD. See Section 3.8 for
information on creating or obtaining a software loader card.
NOTE
If loading software to all displays, it is preferred to load PFD 2 first, followed by the
MFD and then PFD 1.
3. While holding the ENT key on the display, restore power by closing the appropriate circuit
breaker(s).
4. When the words appear in the upper left corner of the display,
release the ENT key.
5. Press the ENT key or the sofkey labeled ‘YES’ to acknowledge the following prompt (see also
note below for MFD):
NOTE
For the MFD, use the far right soft key on the MFD in lieu of the ENT key where called out in
Steps 3 through 6. The ENT key for the MFD is located on the GCU 477 FMS controller and
may not function prior to software load.
6. The following screen is displayed.
7. New software is loaded to the display and the following screen is displayed:
8. Press the softkey labeled ‘NO’. Note that the splash screen will need to be loaded after all
software and configuration loading is completed.
9. When complete, the display starts in configuration mode displaying the “System Status” page. Do
not remove power.
10. Remove the Loader Card from the display and insert it into the top card slot on another display if
desired. Repeat Steps 3 through 8 as needed.
IMPORTANT!
For the rest of the software/configuration procedure, do not operate the MFD or
PFD 2 while loading software or configuration files unless specifically instructed to
do so. A failed or cancelled load may result.
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3.9.2 G1000 System Software Upload
The System Upload page allows a technician to load LRU software and system configuration files
individually or in an automated sequence. Depending on what maintenance is performed, software and/or
configuration files may need to be reloaded to LRUs. Follow the steps below as a guide to use the
System Upload page. The figures contained in the following sections represent software version 0985.04
and later. Earlier software versions are similar.
IMPORTANT!
Do not allow power to be removed from the system when loading software. Remove
power only when instructed by the following procedure. As a general rule, all
displays should be in the same mode (configuration or normal) unless instructed
otherwise.
1. Ensure loader card is inserted into top card slot of PFD1. On PFD1, select the “System Upload” page
using the PFD1 small FMS knob.
2. Activate the cursor and use the PFD1 small FMS knob to highlight the GROUP field. Scroll small
FMS knob to select the appropriate airframe and engine combination. Press the PFD1 ENT key to
select the configuration.
Figure 3-17, Airframe Options
3. Once an airframe type is selected the cursor moves to the ITEM window. Rotate the PFD1 small
FMS knob to activate the drop-down menu. Move the cursor to highlight the appropriate propeller
configuration for the aircraft and press ENT on PFD1.
NOTE
Not all propellers are available for selection with each airframe and engine configuration.
Only those props that are approved for installation on a particular airframe/engine are
available in the drop down selection window.
Figure 3-18, Propeller Options

4. Once the propeller type is selected the cursor moves to the PRODUCT windo. Select the software
and/or configuration which is to be loaded for each G1000 LRU.
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NOTE
The PRODUCT window displays information regarding each G1000 LRU. The LRU
column depicts the reported software version of the LRU, whereas the CARD VERS
column shows the LRU software version stored on the Loader Card. If an inequality
between the LRU VERS and CARD VERS columns is detected, the SOFTWARE and
CONFIGURATION boxes will be pre-selected (checked) for each LRU reporting a
different software version than the one on the card. The following softkeys provide an
easy way to select files:
CHK ALL: Selects all files, both configuration and software
CHK SW: Selects all SW files only.
CHK CFG: Selects all configuration files only.
CLR ALL: Clears all selections.
LOAD: Starts the software loading process.
NOTE
When loading a new software image or re-loading software to a particular LRU, it may
not be necessary to reload all software and configuration files. The technician should be
sure of the software requirements and load the appropriate files, including any options. If
there is any doubt, the CHK ALL softkey is recommended.
5. After verifying that the desired software and configuration files are checked, press the LOAD softkey.
The G1000 system automatically begins loading software and default configuration files to the
selected LRUs in the proper order.
Figure 3-19, Configuration/Software Load Page

6. Press the LOAD softkey.
7. Observe software loading progress and verify software load completes without errors as indicated by
the following:
• Green “PASS” or White “N/A” in SOFTWARE and CONFIGURATION columns.

• “Upload Complete………….COMPLETE” in the summary box.
8. Press PFD1 ENT key to acknowledge the “Upload Complete” box.
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3.9.3 Software Check
Anytime software and configuration loading procedures are accomplished during maintenance, conduct a
final software review of the system.
1. Start the PFD in Configuration Mode as described in Section 3.7.
2. Go to the System Status page using the FMS knob. Activate the cursor and toggle to the LRU
window.
Figure 3-20, System Status

3. The PFD System Status page shows a list of LRUs in the LRU window. Activate the cursor and
highlight the LRU window. Use the FMS knob to scroll through the list in the window and verify
that the software part number and version displayed in the DATA window matches the
information in General Arrangement drawing listed in Table 1-2. Record the results on the next
page.
IMPORTANT!
It is essential that the software versions be checked and matched against the listed
versions in the General Arrangement drawing listed in Table 1-2. Software
Configuration is a critical part of the G1000 operation and must be verified before
returning an aircraft to service.
If any software version and/or part number does not match those specified by the
General Arrangement drawing, or if the software is not successfully loaded, DO
NOT continue. Troubleshoot and resolve the issue before continuing.
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Table 3-1, Software Verification
SW VER SW VER SW VER
SYSTEM SYSTEM SYSTEM
OK OK OK
*COM 1 GFC CERT YM GSA PTCH MON
*COM 2 GIA1 GSA PTCH TRM C
GCU GIA1 AUDIO GSA PTCH TRM M
GDC1 GIA2 GSA ROLL CTL
GDC1 FPGA GIA2 AUDIO GSA ROLL MON
GDC2 GMA1 GSA YAW CTL
GDC2 FPGA GMA2 GSA YAW MON
GDL69 GMC GWX
GEA1 GMU1 GWX FPGA
GEA2 GMU1 FPGA MFD1
GFC CERT GIA1 GMU2 MFD1 FPGA
GFC CERT GIA2 GMU2 FPGA *NAV 1
GFC CERT PC GPS1 *NAV 1 FPGA
GFC CERT PM GPS2 *NAV 2
GFC CERT PT C GRS1 *NAV 2 FPGA
GFC CERT PT M GRS1 FPGA PFD1
GFC CERT RC GRS2 PFD1 FPGA
GFC CERT RM GRS2 FPGA PFD2
GFC CERT YC GSA PTCH CTL PFD2 FPGA
* This item only verified when GIA p/n 011-01105-20 is installed
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3.10 TAWS-A Support Configuration
This section applies only to installations with the TAWS-A option. The procedures outlined in this
section must be followed to load the necessary configuration files required to enable TAWS-A gear and
flap messages. A TAWS-A enable card is also required for this option (see Section 3.31.)
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display drop down menu. Highlight King Air - Options
and press ENT key on PFD1.
3. Rotate the small FMS knob to select “TAWS-A Support”. Press ENT key on PFD1.
4. Verify the “TAWS-A Support” is displayed in the “Item” window. Press “LOAD”.
Figure 3-21, TAWS-A Support Configuration

5. Monitor load progress. Verify software load completes without errors as indicated by the following:
• Green “PASS” in Configuration column for ALERTS.
6. Press ENT key on PFD1 to acknowledge upload complete.
7. Deactivate cursor.
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3.11 TAWS-A Voice No Callout Option Configuration
This section applies only to installations with the TAWS-A option. If TAWS-A voice callouts (400,
300, 200, 100) are not desired, follow the procedures outlined in this section to load the necessary
configuration files to disable TAWS-A voice callouts.
3. Rotate the small FMS knob to select “TAWS-A No Voice Callout Installation Option”. Press ENT key on
PFD1.
4. Verify the “TAWS-A No Voice Callout Installation Option” is displayed in the “Item” window. Press
“LOAD”.
Figure 3-22, TAWS-A Voice No Callout Configuration

• Green “PASS” in Configuration column for AIRFRAME.
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3.12 TAWS-A Voice Callout Option Configuration
This section applies only to installations with the TAWS-A option. This step is necessary only if
TAWS-A voice callouts (400, 300, 200, 100) have been disabled and are now desired. TAWS-A voice
callouts are the default configuration. Follow the procedures outlined in this section to load the
necessary configuration files to enable TAWS-A voice callouts.
3. Rotate the small FMS knob to select “TAWS-A Voice Callout Installation Option”. Press ENT key on
PFD1.
4. Verify the “TAWS-A Voice Callout Installation Option” is displayed in the “Item” window. Press
“LOAD”.
Figure 3-23, TAWS-A Voice Callout Configuration

5. Monitor load progress. Verify software load completes without errors as indicated by the
following:
6. Select “ENT” key on PFD1 to acknowledge upload complete.
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3.13 ADF Option Configuration
This section loads the necessary configuration files for those aircraft equipped with an ADF.
UPLOAD” page using the small FMS knob.
3. Rotate the small FMS knob to select “ADF Option”. Press ENT key on PFD1.
4. Verify the “ADF Option” is displayed in the “Item” window. Press “LOAD”.
Figure 3-24, ADF Configuration

• Green “PASS” in Configuration column for GIA2, GMA PIL, and GMA COPIL.
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3.14 DME Option Configuration
This section loads the necessary configuration files for those aircraft equipped with a DME.
3. Rotate the small FMS knob to highlight “DME Option”. Press ENT key on PFD1.
4. Verify the “DME Option” is displayed in the “Item” window. Press “LOAD”.
Figure 3-25, DME Configuration

• Green “PASS” in Configuration column for GIA1, GMA PIL and GMA COPIL.
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3.15 RAD ALT Option Configuration
This section loads the necessary configuration files for those aircraft equipped with a radio altimeter.
3. Rotate the small FMS knob to highlight “RAD ALT Option”. Press ENT key on PFD1.
4. Verify the “RAD ALT Option” is displayed in the “Item” window. Press “LOAD”.
Figure 3-26, RAD ALT Configuration

• Green “PASS” in Configuration column for GIA2.
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3.16 Non-Garmin Traffic System Option Configuration
Follow this procedure to enable the traffic system function for the G1000 system if required.
NOTE
The G1000 can only be configured for TIS or TAS but not both. Performing this
procedure will automatically disable the TIS function. Coordinate this configuration with
section 7.13 “Traffic System Functional Check”.
1. With the loader card in the top slot of PFD1 and PFD1 in configuration mode, select the “System Upload”
page on PFD1 using the small FMS knob.
3. Rotate the small FMS knob to highlight “Traffic System Option”. Press ENT key on PFD1.
4. Verify the “Traffic System Option” is displayed in the “Item” window. Press “LOAD”.
Figure 3-27, Non-Garmin Traffic System Configuration

• Green “PASS” in Configuration column for GIA 2.
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3.17 GTS 8XX Traffic System Configuration
Follow this procedure to enable the GTS 8XX traffic system function for the G1000 system if required.
NOTE
The G1000 can only be configured for TIS or TAS/TCAS but not both.
Performing this procedure will automatically disable the TIS function.
Coordinate this configuration with Section 7.26 “GTS 8XX Traffic System
Functional Check”.
NOTE
Configuration of the GTS 8XX TAS/TCAS I will require the GTS system to
be configured with the aircraft mode S address. Coordinate this configuration
with Section 3.35 “Aircraft Registration Number Entry”.
page on PFD1 using the small FMS knob.
3. Rotate the small FMS knob to highlight “GTS 8XX TAS/TCAS1”. Press ENT key on PFD1.
4. Verify the “GTS 8XX TAS/TCAS1” is displayed in the “Item” window. Press “LOAD”.
Figure 3-28, GTS 8XX TAS/TCAS1 Configuration

• Green “PASS” in Configuration column for AIRFRAME, SYSTEM, MANIFEST and GTS.
• Green “PASS” in Software column for GTS.
8. On the MFD, verify that the GTS software part number and version matches the information in
G1000/GFC 700 AFCS, King Air 200/B200, 005-00421-03, General Arrangement drawing.
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3.18 StormScope (WX-500) Option Configuration
Follow this procedure to enable the lightning system option (WX-500) for the G1000 system if required.
page using the PFD1 small FMS knob.
3. Rotate the small FMS knob to highlight “Lightning System Option”. Press ENT key on PFD1.
4. Verify the “Lightning System Option” is displayed in the “Item” window. Press “LOAD”.
Figure 3-29, Lightning System Option Configuration

• Green “PASS” in Configuration column for GIA 2.
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3.19 Stormscope (WX-500) Configuration Load Confirmation.
1. With PFD1 in configuration mode, use the PFD1 large FMS knob to select OTHER and the
Stormscope configuration page.
Figure 3-30, Stormscope Configuration Page
2. Activate the cursor to highlight the DATA field. Use the small FMS knob to open the drop down
menu then select ‘Config’ and press ENT key on the PFD1.
Figure 3-31, Stormscope Configuration

3. Verify that the DATA window shows the following:
Hdg: None: J3-1 Jumper
J3-2 Jumper
Hdg Valid Flag No Fla
Flag Sense +invld
J3-4 Open
Hdg Value <aircraft heading>
Inhibit Line Off
Antenna Mount Bottom
J3-3 Open
4. Deactivate the cursor.
NOTE
The DATA window is only updated once every five seconds.
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3.20 ESP Support (with AOA) Option Configuration
This section applies only to installations with the ESP option with AOA modes. A new Safe Flight lift
computer is used for this configuration. The procedures outlined in this section must be followed to load
the necessary configuration files required to enable ESP messages and functions. An Enhanced AFCS
unlock card is also required for this option (see Section 3.34.)
3. Rotate the small FMS knob to highlight “200/B200 ESP Support (with AoA)”. For software version
0985.03, the option is labeled “King Air 200/B200 Series - ESP Support”. Press ENT key on PFD1.
4. Verify “200/B200 ESP Support (with AoA)” or “King Air 200/B200 Series - ESP Support” is displayed
in the “Item” window. Press “LOAD”.
Figure 3-32, ESP Support Configuration

• Green “PASS” in Configuration column for AIRFRAME, MANIFEST, ALERTS, GIA1, GIA2 and
GEA 1.
• Green “PASS” in Software column for GIA CERT, PITCH CERT, ROLL CERT, YAW CERT and
PITCH TRIM CERT.
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3.21 ESP Support (no AOA) Option Configuration
This section applies only to installations with the ESP option without AOA modes (available in software
version 0985.04 and later.) The original Safe Flight lift computer is used for this configuration. The
procedures outlined in this section must be followed to load the necessary configuration files required to
enable ESP messages and functions. An Enhanced AFCS unlock card is also required for this option (see
Section 3.34.)
NOTE
If the ESP Support (with AOA) Option Configuration was previously loaded (see Section
3.20), the baseline configuration must be reloaded before proceeding with this procedure.
Reload the baseline configuration for the specific airframe and all applicable options as
described in Section 3.9. Reloading the baseline configuration disables all previously
enabled options.
3. Rotate the small FMS knob to highlight “ESP Support (no AOA)”. Press ENT key on PFD1.
4. Verify “ESP Support (no AOA)” is displayed in the “Item” window. Press “LOAD”.
Figure 3-33, ESP Support Configuration

• Green “PASS” in Configuration column for AIRFRAME, ALERTS, GIA1 and GIA2.
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3.22 GDL 59 Wi-Fi Data Link Option Configuration
Follow this procedure to enable the optional GDL 59 Wi-Fi data link function. Note that if the GDL 59
option is reloaded for any reason, the GSR 56 option must also be reloaded per Section 3.23.
3. Rotate the small FMS knob to highlight “GDL 59”. Press ENT key on PFD1.
4. Verify “GDL 59” is displayed in the “Item” window. Press “LOAD”.
Figure 3-34, GDL 59 Configuration

• Green “PASS” in Configuration column for AIRFRAME, SYSTEM, MANIFEST, GMA 1, GMA 2, and
GDL 59.
• Green “PASS” in software column for GDL59, GDL59 ROUTER, and GDL59 ROUTER FILE
SYSTEM.
8. On the MFD, verify that the GDL59 software part number and version matches the information in
G1000/GFC 700 AFCS, King Air 200/B200, 005-00421-03, General Arrangement drawing.
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3.23 GSR 56 Satellite Reciever Option Configuration
Follow this procedure to enable the optional GSR 56 satellite receiver function. Note that the GDL 59
wi-fi data link option must be loaded per Section 3.21 prior to loading the GSR 56 option.
3. Rotate the small FMS knob to highlight “GSR 56”. Press ENT key on PFD1.
4. Verify “GSR 56” is displayed in the “Item” window. Press “LOAD”.
Figure 3-35, GSR 56 Configuration

• Green “PASS” in Configuration column for AIRFRAME, GDL 59, and ECTM/Exceedance Reports.
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3.24 POTS Handset Configuration
Follow this procedure to enable a POTS handset if installed. Note that the GDL 59 wi-fi data link option
must be loaded per Section 3.21 prior to loading the POTS handset configuration.
1. Power up the PFD1 in configuration mode.
2. On the PFD1, select GDL page group using the large FMS knob.
3. Using the small FMS knob select the GDL 59 Configuration page.
4. Activate the cursor. Use the large FMS knob to select POTS CONNECTED in the PHONE
SETTINGS field.
5. Use the small FMS knob to select YES and press the ENT key.
6. After GDL 59 is configured, press the ENT key.
3.25 GSM 85A Servo Mount Configuration
For software versions 0985.04 and later, the section 4.9.1 slip clutch torque check procedure requires the
correct type of GSM servo gearbox to be configured. It is not required to load this configuration if
GSM 86 servo gearboxes are installed for all servos (default configuration.)
3. Rotate the small FMS knob to highlight “King Air 200/B200 – GSM 85A Servo Mounts”. Press ENT
key on PFD1.
4. Verify “King Air 200/B200 – GSM 85A Servo Mounts” is displayed in the “Item” window.
5. Deselect any servos that have GSM 86 servo gearboxes installed by scrolling to the servo and pressing
ENT key on PFD1.
6. When all of the servos that have GSM 85A servo gearboxes are selected, press “LOAD”.
Figure 3-36, GSM 85A Servo Mount Configuration

• Green “PASS” in Configuration column for PITCH SERVO, PITCH TRIM SERVO, ROLL SERVO
and/or YAW SERVO (as selected).
10. Verify the servo mount configuration per section 3.27.
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3.26 GSM 86 Servo Mount Configuration
correct type of GSM servo gearbox to be configured. If a GSM 85A servo gearbox is replaced by a GSM
86 servo gearbox, follow the steps below to load the configuration. It is not necessary to load this
configuration if GSM 86 servo gearboxes are already installed for all servos (default configuration.)
3. Rotate the small FMS knob to highlight “King Air 200/B200 – GSM 86 Servo Mounts”. Press ENT key
on PFD1.
4. Verify “King Air 200/B200 – GSM 86 Servo Mounts” is displayed in the “Item” window.
5. Deselect any servos that have GSM 85A servo gearboxes installed by scrolling to the servo and pressing
ENT key on PFD1.
6. When all of the servos that have GSM 86 servo gearboxes are selected, press “LOAD”.
Figure 3-37, GSM 86 Servo Mount Configuration

• Green “PASS” in Configuration column for PITCH SERVO, PITCH TRIM SERVO, ROLL SERVO
and/or YAW SERVO (as selected).
10. Verify the servo mount configuration per section 3.27.
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3.27 Verification of Servo Mount Configuration
correct type of GSM servo gearbox to be configured. The following procedure verifies the type of servo
gearbox that is configured for each servo.
1. With PFD1 in configuration mode, use the large FMS knob on PFD1 to select the GDU page, then select
“AIRFRAME CONFIGURATION” using the small FMS knob.
2. Activate cursor and rotate the large FMS knob to scroll to the last entries in the AIRFRAME field.
3. Verify the correct type of GSM servo gearbox (GSM 85A or GSM 86) is installed for each servo.
Figure 3-38, Servo Mount Configuration Verification

If any of the servo gearboxes shown do not match the actual installation on the aircraft, reload the correct servo
gearbox configuration per section 3.25 or 3.26 as applicable.
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3.28 FliteCharts Configuration
If ChartView has previously been enabled, and is no longer desired, follow the procedures outlined in this
section to return the G1000 system to the basic FliteChart functions. If ChartView has not been enabled,
the following procedure is not required.
Loading of the baseline configuration for the specific airframe is required for enabling FliteChart
functions. Reload the baseline configuration and all applicable options as described in Section 3.9.
Reloading the baseline configuration disables all previously enabled options.
NOTE
The G1000 can only be configured for FliteCharts or ChartView but not both. Performing
this procedure will automatically disable the ChartView function. Coordinate this
configuration with section 7.16 “FliteChart Functional Checks”.
3.29 ChartView Enable

Follow this procedure to activate the ChartView option. A ChartView Enable Card, as specified in 005-
00421-03 “General Arrangement Drawing, King Air 200/B200” will be required for this procedure.
NOTE
The required ChartView databases are subscription-based and are to be procured by the
installing agency directly from Jeppesen.
NOTE
The G1000 can only be configured for FliteCharts or ChartView but not both. Performing
this procedure will automatically disable the FliteChart option. Coordinate this
configuration with section 7.17 “ChartView Functional Checks”.
1. With the ChartView Enable card in the top slot of PFD1 and PFD1 in configuration mode, select the
“SYSTEM UPLOAD” page using the small FMS knob on PFD1.
2. Activate cursor and rotate the small FMS knob to display drop down menu. Highlight “Configuration
Files” and press ENT key on PFD1.
3. Rotate the small FMS knob to highlight “Enable ChartView”. Press ENT key on PFD1.
4. Verify “Enable ChartView” is displayed in the “Item” window. Press “LOAD”.
Figure 3-39, ChartView Enable

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7. De-activate the cursor.
8. Power down the system and remove the ChartView Enable card from PFD1.
3.30 TAWS-B Enable

Follow this procedure to enable the TAWS Class B function. A TAWS-B Enable Card, as specified on
General Arrangement Drawing 005-00421-03, will be required for this procedure.
1. With the TAWS-B Enable card in the top slot of PFD1 and PFD1 in configuration mode, select the
3. Rotate the small FMS knob to highlight “Enable TAWS”. Press ENT key on PFD1.
4. Verify “Enable TAWS” is displayed in the “Item” window. Press “LOAD”.
Figure 3-40, TAWS-B Enable

8. Power down the system and remove the TAWS-B Enable Card from PFD1.
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3.31 TAWS-A Enable
Follow this procedure to enable the TAWS Class A function. A TAWS-A Enable Card, as specified
on General Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
Ensure that the TAWS-A Support Configuration has been loaded per Section 3.10.
Ensure that the RAD ALT Option Configuration has been loaded per Section 3.15.
1. With the TAWS-A Enable card in the top slot of PFD1 and PFD1 in configuration mode, select the
3. Rotate the small FMS knob to highlight “Enable TAWS-A”. Press ENT key on PFD1.
4. Verify “Enable TAWS-A” is displayed in the “Item” window. Press “LOAD”.
Figure 3-41, TAWS-A Enable

5. Green “PASS” in Configuration column Verify software load completes without errors as indicated by the
following:
8. Power down the system and remove the TAWS-A Enable Card from PFD1.
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3.32 Supplemental Database Loading
1. Open PFD1, PFD2 and MFD circuit breakers.
2. Remove the SD card containing the supplemental databases from the lower slot of the MFD.
Supplemental databases include basemap, Safetaxi, airport terrain, obstacle, airport directory and
terrain databases.
3. Download the current supplemental databases to the SD card.
4. Reinsert the SD card containing the current supplemental databases into the lower slot of the
MFD.
5. Close PFD1, PFD2 and MFD circuit breakers.
6. The system will synchronize the data to the PFDs as necessary (FliteCharts and ChartView are
located only on the MFD and do not require synchronization.) Monitor the synchronization
process on the AUX – SYSTEM STATUS page in the SYNC STATUS sub-section within the
DATABASE window This sub-section is only present when a sync is occurring or has occurred
on the current power cycle.
Figure 3-42, Supplemental Database Synchronization

7. If an error occurs during synchronization, one of the following messages will be displayed
followed by the affected GDU:
Err No Space – SD card does not contain sufficient memory
Timeout – system timed-out prior to the database transfer completing
Canceled – an active synchronization has been cancelled due to the SYNC DBS softkey being
unpressed
Err – displayed for all other errors
Note that a power cycle is required to restart synchronization when ‘Err No Space’ or ‘Err’ is
shown.
8. When the synchronization is complete, the status is shown as ‘Complete’.
9. Cycle power to PFD1, PFD2 and MFD.
10. The supplemental databases in PFD1, PFD2 and MFD are now updated.
11. On the AUX – SYSTEM STATUS page, press the MFD1 DB softkey. Scroll through all of the
databases contained in the MFD and confirm that the correct databases are loaded.
12. Press the MFD1 DB softkey again to toggle to PFD1 DB. Scroll through all of the databases
contained in the PFD1 and confirm that the correct databases are loaded.
13. Press the PFD1 DB softkey again to toggle to PFD2 DB. Scroll through all of the databases
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3.33 SVS/Pathways Enable
Follow this procedure to enable the Synthetic Vision option. An SVS/Pathways Enable Card, as
specified on General Arrangement Drawing 005-00421-03, will be required for this procedure.
NOTE
The Garmin Synthetic Vision and Pathways feature requires 9 arc-second high resolution
terrain databases to function. Each G1000 display must be equipped with the
Terrain/Obstacle/SafeTaxi database card installed in the lower slot.
NOTE
When the SVS/Pathways option is enabled for the first time the G1000 writes its unique
system ID to the physical card and locks the files to this unique ID. This prevents the
SVS/Pathways unlock card from ever being used to activate the SVS/Pathway feature in
other G1000 systems.
The unlock card is tied to the specific aircraft in which it was used for the first time. This
card MUST be kept with the aircraft for situations where SVS/Pathways must be
re-activated.
1. With the SVS Enable card in the top slot of PFD1 and PFD1 in configuration mode, select the “SYSTEM
3. Rotate the small FMS knob to highlight “Enable SVS Dual PFD”. Press ENT key on PFD1.
4. Verify “Enable SVS Dual PFD” is displayed in the “Item” window. Press “LOAD”.
Figure 3-43, SVS Enable


8. Power down the system and remove the SVS Enable card from PFD1.
190-00915-01 Revision 6
3.34 ESP Enable
Follow this procedure to enable the Electronic Stability and Protection (ESP) function. An Enhanced
AFCS Unlock Card, as specified on General Arrangement Drawing 005-00421-03, will be required for
this procedure.
NOTE
The G1000 has various features that require the use of unlock/enable cards to
activate the feature. Throughout this document these cards are generically
referred to as ‘enable cards’. In some cases, the actual label on the physical
card may say ‘unlock’. If uncertain, the technician should verify the card part
number prior to use.
Ensure that the ESP Support Configuration has been loaded per Section 3.20 or
3.21.
1. With the Enhanced AFCS Unlock card in the top slot of PFD1 and PFD1 in configuration mode, select the
2. Activate cursor and rotate the small FMS knob to display drop down menu. Highlight “Enhanced AFCS”
3. Rotate the small FMS knob to select “Enable Enhanced AFCS”. Press ENT key on PFD1.
4. Verify “Enable Enhanced AFCS” is displayed in the “Item” window. Press “LOAD”.
Figure 3-44, ESP Enable

• Green “PASS” in Configuration column for GIA1 and GIA2.

8. Power down the system and remove the Enhanced AFCS Unlock Card from PFD1.
Revision 6 190-00915-01
3.35 Aircraft Registration Number Entry
1. If not applied, apply power to the G1000 system.
2. With PFD1 in configuration mode, select the GTX page group, then select the TRANSPONDER
CONFIGURATION page.
3. The ‘ADDRESS TYPE’ default is ‘US TAIL’. To enter a non-US Mode-S registration number
set the ‘ADDRESS TYPE’ field to ‘HEX ID’.
4. Activate the cursor and highlight the ‘MODE S ADDRESS’ field. Use the small/large FMS
knobs to enter the US aircraft registration number or other Mode-S registration number.
Figure 3-45, Aircraft Registration

5. For US registered aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘SAME AS TAIL’.
For other aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘CONFIG ENTRY’ or
‘PFD ENTRY’.
NOTE
The CONFIG ENTRY setting requires the Aircraft Registration/ID number to be entered
once in the ‘FLIGHT ID’ field. The PFD ENTRY setting allows the pilot to enter the
Aircraft Registration/ID number from the PFD, via the ‘TMR/REF’ softkey.
6. After each configuration setting change, press the ENT key to configure the transponders.
7. Press the ENT key on PFD1 to acknowledge prompt.
8. After completing transponder configuration, deactivate the cursor.
190-00915-01 Revision 6
3.36 Splash Screen Loading
When all software and configuration has been loaded, the splash screens must be loaded to all display
units (PFD1, PFD2 and MFD).

2. Remove power from PFD1, PFD2 and MFD by opening the PFD1 PRI/SEC, PFD2 and MFD
circuit breakers.
3. Insert the software loader card in the upper slot of PFD2.
4. Apply power to PFD2.
5. When prompted to update system files, press the NO softkey.
6. When prompted to update splash screen files, press the YES softkey.
7. Remove the loader card from PFD2 and insert it into the upper slot of the MFD.
8. Apply power to the MFD and repeat steps 5 and 6.
9. Remove the loader card from the MFD and insert it into the upper slot of PFD1.
10. Apply power to PFD1 and repeat steps 5 and 6.
11. Cycle power to the MFD and splash screen will be present.
NOTE
Any time software and/or configuration is loaded to the system, the splash
screens will need to be reloaded to all three display units.
Revision 6 190-00915-01
3.37 Navigation Database Loading
A new navigation database cycle may be loaded before it is effective. The new database will be stored on
the G1000 bottom SD card until it becomes effective. The G1000 will automatically update to use the
new database at the first on-ground power-on after its effectivity date.
Follow this procedure to load the navigation database:
1. Remove power from the PFD1, PFD2 and MFD.
2. Insert an SD card containing the latest cycle Jeppesen navigation database (data supplied by
Jeppesen) into the top slot of the MFD.
3. Apply power to the PFD1, PFD2 and MFD. A prompt similar to the following will be displayed
on the MFD:
4. Select the YES softkey to confirm the standby navigation database update.
5. After the database is updated, a prompt similar to the following will be displayed on the MFD:
6. Select the NO softkey to allow the system to use the database when it becomes effective.
NOTE
If the new database is not yet effective but it is desired to use the new database
immediately, select the YES softkey. To eliminate database mismatch errors when
selecting the YES softkey, the database must also be loaded on PFD1 and PFD2
individually following the same process.
190-00915-01 Revision 6
7. The system will synchronize and automatically update as necessary. Monitor the synchronization
process on the AUX – SYSTEM STATUS page in the SYNC STATUS sub-section within the
DATABASE window This sub-section is only present when a sync is occurring or has occurred
on the current power cycle.
Figure 3-46, Navigation Database Synchronization

8. If an error occurs during synchronization, one of the following messages will be displayed
followed by the affected GDU:
Err No Space – SD card does not contain sufficient memory
Timeout – system timed-out prior to the database transfer completing
Err – displayed for all other errors
Note that a power cycle is required to restart synchronization when ‘Err No Space’ or ‘Err’ is
shown.
9. When the synchronization is complete, the status is shown as ‘Complete’.
10. Cycle power to PFD1, PFD2 and MFD by resetting the PFD1 PRI, PFD1 SEC, PFD2 and MFD
circuit breakers.
11. The standby navigation databases in PFD1, PFD2 and MFD are now updated.
12. On the AUX – SYSTEM STATUS page, press the MFD1 DB softkey. Scroll through all of the
databases contained in the MFD and confirm that the correct databases are loaded.
13. Press the MFD1 DB softkey again to toggle to PFD1 DB. Scroll through all of the databases
14. Press the PFD1 DB softkey again to toggle to PFD2 DB. Scroll through all of the databases
Revision 6 190-00915-01
3.38 Configuration of Navigation Map for Traffic System
1. With the MFD in normal mode, use the GCU FMS knob to select the Navigation Map page then press
GCU MENU key to display the PAGE MENU.
2. Turn the small right knob to select or verify selected ‘Map Setup’ and press the ENT key and verify
TRAFFIC is selected ON.
3. Verify the flashing cursor highlights the GROUP field.
4. Turn the GCU small FMS knob to select Traffic and press ENT on GCU.
5. If not already selected, use the GCU FMS knob to make the following selections:
• TRAFFIC MODE – ALL TRAFFIC
• TRAFFIC SMBL – 300NM
• TRAFFIC LBL – 300NM
6. Return to the Map Page by pressing the GCU FMS knob or momentarily pressing and holding the
CLR key. Deactivate cursor.
3.39 Clearing Default User Settings

1. Remove power from PFD1, PFD2 and MFD by pulling the PFD1 PRI, PFD1 SEC, PFD2 and
MFD circuit breakers.
2. While holding the CLR button on PFD1, reset PFD1 PRI and PFD1 SEC circuit breakers.
3. While holding the CLR button on PFD 2, reset the PFD2 circuit breaker.
4. While holding the second key from the right side of the MFD (beginning on the right side of the
MFD, count 2 keys to the left), reset the MFD circuit breaker.
5. When prompted to clear user settings, select the YES softkey on each unit.
190-00915-01 Revision 6
Revision 6 190-00915-01
4.2 Servicing Information
G1000 LRU maintenance is ‘on condition’ only. No component-level overhaul is required for this type
design change.
4.2.1 On Condition Servicing

‘On Condition’ replacement and/or servicing should occur when an item exhibits conditions, symptoms,
and/or abnormalities defined in Section 5 of this manual. Replacement and/or servicing should be made
only after the technician troubleshoots the system to the extent determined necessary by using the
guidance in this manual along with common avionics maintenance practices.
IMPORTANT!
It is impossible to provide guidance for every conceivable failure scenario within the
scope of this manual. Every effort has been made to provide comprehensive
guidance for possible failures. The information in this document should always be
combined with common sense and a thorough knowledge of the system. Use sound
avionics maintenance practices when working around or on G1000 equipment.
The remainder of this document is organized in the following fashion:

• Section 4.3 lists maintenance requirements related to the G1000 system.
• Section 6 gives instructions regarding the removal and replacement of physical G1000 equipment
and parts.
• Section 7 gives configuration and testing instructions to be accomplished if G1000 equipment or
parts are removed or replaced.
• Section 8 specifies system return-to-service procedures.
The beginning of Section 6 provides instructions to check the software part number and version of each
LRU before removing a unit. Procedures in Section 7 require the same check after LRU replacement and
software loading.
IMPORTANT!
All structural repairs associated with this installation are to be addressed in
accordance with the Hawker Beechcraft Structural Inspection and Repair Manual
listed in Table 1-2.
Revision 6 190-00915-01
4.2.2 Required Tools
The following tools are needed to perform maintenance tasks on G1000 equipment:
• Calibrated Milli-ohm meter, OR
• Agilent 34410A Ammeter or equivalent
• Fluke 187 Voltmeter or equivalent
• Variable DC Power Supply capable of providing 1 amp current
• #2 Non-Magnetic Phillips Screwdriver
• 3/32” Hex tool
• Calibrated digital level (Required for AHRS ‘Procedure A’ Calibration)
• Calibrated VHF NAV/COM/ILS ramp tester or equivalent
• Calibrated transponder ramp tester or equivalent
• Calibrated pitot/static ramp tester
• Outdoor line-of-site to GPS satellite signals or GPS indoor repeater
• Headset/microphone
• Ground Power Unit (Capable of supplying 28 Vdc)
• Calibrated Flight Control Cable Tension Meter or equivalent
• GSM 85A Servo Gearbox Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01 and a
2 Amp, 24 V, DC Power Supply
• Calibrated torque wrench capable of measuring 0 – 70 in/lbs
• Standard sockets & wrenches (3/8”, 9/16”, and 13/16”)
• Calibrated digital thermometer suitable for measuring ambient temperature
• Laptop with RS232 emulation software
• M22885/108T8234 extraction tool
• An 0.060” 6-Spline wrench
• WX-PA portable analyzer kit (If Stormscope is installed)
• Lift Computer Breakout Box – P/N SK100360 or equivalent
(if ESP with AOA option is installed)
• Lift Transducer Force Applicator Kit – Safe Flight P/N 1952-1-3-5
(if ESP with AOAoption is installed)
• Gauging Equipment Tool SPF-4 (A1M-BCH-GE) *
* The gauging equipment tool is used for the static port inspection for RVSM
compliant aircraft only. This tool is available from Hawker Beechcraft. Any
alternate tool authorized in the King Air 200 Series Maintenance Manual for RVSM
static port measurements may be substituted for this tool. Refer to Chapter 34-10-00
of the King Air 200 Series Maintenance Manual for more details.
190-00915-01 Revision 6
4.3 Maintenance Intervals
Table 4-1 shows systems and items, installed by this STC, which must undergo tests or checks at specific
intervals. If the interval is shown to be in flight time as well as calendar months, the first interval reached
should be used as the limit.
The inspection time tables used for this STC are aligned with the existing maintenance 200 hr phase
inspection program used in the current King Air 200 Series Maintenance Manual. A complete inspection
cycle for the King Air 200/B200 is 800 hours or 24 calendar months, divided into the following four
phases:
Inspection Phase 1: To be performed at 200 hours and every 800 hours thereafter.
Those inspections that are based on flight time, calendar elapsed time or cycles shall have specific
intervals stated in Table 4-1.
IMPORTANT!
As allowed in the King Air 200 Series Maintenance Manual, a tolerance of +/- 20
hours for all phase inspections.
Special Inspection Items - Calendar limited inspections have a tolerance of ± 12 days

per 12 calendar months.
The intention of Garmin is to align this maintenance program as best possible with the existing King Air
200/B200 inspection program. For a complete description of the King Air inspection program, refer to
the King Air 200 Series Maintenance Manual listed in Table 1-2.
Table 4-1, Maintenance Intervals
Manual
Item Description/Procedure Interval
Section No.
G1000/GFC700 Equipment
Complete Visual Inspection of GWX 68
Equipment and Wiring located in Nose 4.4 Phase 4
Section
Complete Visual Inspection of
G1000/GFC700 Equipment and Wiring 4.4 Phase 4
located in Nose Avionics Compartment
G1000/GFC700 located in Pilot’s Compartment
System Visual
Inspections Complete Visual Inspection of
located on and behind Instrument Panel
located in Cabin
located in Rear Fuselage and Empennage
Revision 6 190-00915-01
Manual
Section No.
Verify proper operation of the GFC700 by
performing the following: 8.2.1,
Pre-Flight Test 8.2.2,
GFC700 Periodic
AFCS Switch Checks Phase 2 and 4
Check 8.2.5
Autopilot Operation Checks
For installations with the GSM 86 servo 8.2.3
gearbox: Autopilot Clutch Overpower Check
TAWS Functional
Periodic TAWS function check 7.15 Phase 4
Check
GDU 1040A PFD

Removal & Replacement 6.1 On Condition
(Qty 2)
GDU 1500 MFD Removal & Replacement 6.1 On Condition

GMA 1347D Test 7.2.1 Phase 2 and 4
GMA 1347D (Qty 2)
Landing Gear Aural Alert Check 7.2.2 Phase 2 and 4
XM Audio Suppression Check 7.2.3 Phase 2 and 4
GIA 63W IAU (Qty 2) 6.3
Removal & Replacement On Condition
GEA 71 EAU (Qty 2) 6.4
GTX 33( ) Removal & Replacement 6.5 On Condition

Transponder (Qty 2) Special Inspection - Perform GTX 33( ) test. 7.5.2 24 Calendar Months
GDC 74B (Qty 2)
Special Inspection – Perform Air Data Test. 7.6.1 24 Calendar Months
Special inspection – for RVSM compliant
aircraft only
NOTE:
These checks required for initial RVSM 24 Calendar Months,
RVSM checks compliance. 7.23 On Condition
These checks also required when: (see note)
• a static port is removed/installed
• the RVSM critical region is repaired
or painted
GRS 77 AHRS Removal & Replacement 2

(Qty 2) Magnetic variation database update. 4.6
GMU 44
6.9
Magnetometer (Qty 2)
GDL 69A 6.10
On Condition
GWX 68 6.15
Removal & Replacement
GMC 710 6.14
GCU 477 6.13
GTS 8XX Traffic Unit 6.30
GPA 65 PA/LNA Unit 6.31
190-00915-01 Revision 6
Manual
Section No.
GDL 59 Wi-Fi
6.33
Datalink
GSR 56 Satellite
6.30
Receiver
Verify the operation of the fan power and
G1000 Cooling Fan
fan speed monitoring circuits for GIA1
Fail Annunciation 8.1.4 Phase 1, 2, 3 & 4
Fan, GIA2 fan, PFD1 fan, MFD fan and
Check*
PFD2 fan and fan fail messages
Nose Avionics Functional test of the GIA1 and GIA2
Compartment Fans ported fans. Verify airflow from all fan 4.14 Phase 4
Operational Check* ports
Instrument Panel Functional test of the PFD1, MFD and
Fans Operational PFD2 cooling fans. Verify airflow from 4.15 Phase 3
Check* each fan
Verify PRI and SEC power sources for
PFD 1, GIA 1, GRS 1, GDC 1
Verify secondary paths for AHRS, ADC,
engine parameters and GPS data
G1000 Redundant
Verify the operation of PFD and MFD 4.10 Phase 1, 2, 3 & 4
Connection Check*
Ethernet connections
Verify ARINC connection between ADC1
and MFD and between GRS1 and MFD
Verify DISPLAY BACKUP button function
Engine Data Check Verify engine data is available and
4.11 Phase 4
(GIA 1 or 2 Inoperative)* accurate with GIA 1 or GIA 2 inoperative
Trim Annunciator Verify trim annunciators function
4.12 Phase 1, 2, 3 & 4
Check* properly
G1000 Miscompare Verify AHRS, airspeed and altitude
4.13 Phase 4
Check* miscompare monitors function properly
Verify availability of power bus feeders
Power Bus Feeder
(essential bus, No.1 dual feed bus, No. 2 4.17.1 Phase 2 and 4
Check*
dual feed bus)
Dual Bus-Feeder
Inspection of dual bus feeder diodes 4.17.2 Phase 3
Diodes Check
Check for and troubleshoot any alerts
G1000 Alerts provided in the alert window per the 5 On Condition
referenced manual section
GPS/WAAS
6.18 On Condition
Antennas
Diversity Transponder
Antenna
Iridium antenna Refer to Master Drawing List, listed in Table 6.20 On Condition
1-2, for installation drawings.
Wi-Fi Antenna 6.21 On Condition
GA 58 Traffic
6.32 On Condition
Antennas
Flaps-in-motion Test the Flaps-in-motion discrete inputs to
4.8 Phase 1, 2, 3 & 4
Discrete Input Check the G1000 to verify proper operation.
* Denotes Airworthiness Limitation Maintenance Requirement (See Section 4.1)

Revision 6 190-00915-01
Manual
Section No.
Removal & Replacement.
GSA 80 Servos (all) Refer to Master Drawing List, listed in Table 6.11 On Condition
Removal & Replacement.
GSM 85A /86 Servo
Refer to the servo install drawings listed in 6.12 On Condition
Gear Box (all)
Master Drawing List, listed in Table 1-2.
For installations with the GSM 86 servo
GSM 86 Servo Gear Special
gearbox, verify that the pitch, roll, yaw
Box Slip Clutch 4.9
and pitch trim GSM 86 slip clutch torque 3,000 hrs
Torque Check *
values are within acceptable limits
GSM 85A Servo For installations with the GSM 85A servo
Gear Box Slip gearbox, verify that the pitch, roll, yaw
4.9 Phase 2 & 4
Clutch Torque and pitch trim GSM 85A slip clutch
Check * torque values are within acceptable limits
Verify the integrity of the wiring interface
WOW and Low
between the landing gear safety switch
Speed Awareness 7.22 Phase 1, 2, 3 & 4
assembly and the No. 1 and No. 2 GIA
Band Check*
inputs and the air ground status logic.
Special
Inspect the exterior skin around
Exterior skin antennas for cracks and loose and 10,000 cycles
inspection around missing fasteners per Super King Air 200 NA (initial)
antennas* Series Maintenance Manual,
section 53-10-00, chart 201. 1,000 cycles
(repeat)
G1000 Accessories
Configuration Module
Removal & Replacement. 6.16
Replacement (Qty 7)
GEA 71 Backshell
Thermocouple (Qty 2)
GTP 59 OAT Probe On Condition
(Qty 2)
Removal & Replacement
PFD, MFD, and GIA
Refer to Master Drawing List, listed in Table N/A
Cooling Fans (Qty 5)
G1000 Lightning Protection
Perform the Phase 3 electrical bonding
4.5.3 Phase 3
Electrical Bonding resistance check of G1000 equipment
Test Perform the Phase 4 electrical bonding
4.5.4 Phase 4
resistance check of G1000 equipment
Lightning Strike to
GTP 59 OAT Probe Inspect the antenna/probe and surrounding
or Antenna 4.4 On Condition
installation per Table 4-9.
Actual or Suspected

190-00915-01 Revision 6
Manual
Section No.
Engine/Airframe Sensors
ITT Thermocouple
Cable (Qty 2)
Oil Pressure Sensor
(Qty 2)
Oil Temperature
Sensor (Qty 2) Removal & Replacement:
Torque Transmitter Refer to King Air 200 Series Maintenance
N/A On Condition
(Qty 2) Manual listed in Table 1-2.
Fuel Flow Transmitter
(Qty 2)
Prop Tachometer
(Qty 2)
Engine Speed
Tachometer (Qty 2)
signal conditioner
6.22
(Qty 2)
Annunciator/Switch –
6.23
Prop Sync
Other Equipment
Standby Airspeed
Indicator Static pressure system test according to
N/A 24 Calendar Months
14 CFR 91.411 and Part 43 Appendix E.

Standby Altimeter
Test according to 14 CFR 91.411 and
N/A 24 Calendar Months
Part 43 Appendix E.
Standby Attitude
Indicator
L-3 PS-835(C or D) Removal & Replacement 6.24 On Condition

Standby Battery Capacity test of standby battery. 4.16.2 12 Calendar Months
Standby Battery Verify the standby battery is being Phase 1, 2, 3 & 4 or
4.16.1
Charge Check* charged. 6 Calendar Months
Verify STBY ATT & STBY ALT vibrator
operate and STBY ATT, STBY ALT &
Standby Instrument STBY A/S illumination function on either
Electrical Power aircraft power or standby battery power 8.1.5 Phase 1, 2, 3 & 4
Checks*
(standby compass checked during
existing maintenance)
Annunciator/Switch -
Standby Battery

Revision 6 190-00915-01
4.3.1 Discontinued Maintenance
Table 4-2 shows a list of inspections and tests that are listed in the King Air 200 Series Maintenance
Manual, but may be no longer required post incorporation of this STC. It is the responsibility of the
installer to ensure that there are no post factory installations that would require these checks to remain.
Table 4-2, Discontinued Maintenance Intervals

Item Description/Procedure Manual Interval
AC Inverter Operational Check Phase Inspections Phases 1, 2, 3 & 4
Dual Bus Feeder Phase 3

Inspection of Dual Bus Feeder Diodes 24-50-00
Diode (superseded by 4.17.2)
IMPORTANT!
For installed equipment not listed in this maintenance manual, use the inspection
procedures set forth in Chapter 05 of the King Air 200 Series Maintenance Manual,
or other appropriate maintenance manual, as the requirements set forth by those
manuals are still applicable. The requirements set forth by this document take
precedence over those set forth by the King Air 200 Series Maintenance Manual, or
other appropriate maintenance manual, in cases where the requirements conflict.
190-00915-01 Revision 6
4.4 Visual Inspection
Perform a visual inspection in accordance with requirements in Table 4-1. Check for corrosion, damage,
or other defects for each of the items listed in Table 4-3 through Table 4-8. Replace any damaged parts
as required. Inspection may require the temporary removal of a unit or units to gain access to connectors.
Follow guidance in Section 6 for equipment removal and replacement. Refer to the King Air 200 Series
Maintenance Manual listed in Table 1-2 for instructions on removing any access panels.
NOTE
It is recommended that the Phase 3 and Phase 4 electrical bonding checks contained in section 4.5 are
conducted after the Phase 3 and 4 visual inspections while access to these zones is still open.
Table 4-3, Nose Section Visual Inspection Procedure
Item Description/Procedure Initials
Gain access via the Radome for the following Inspection:
a) Inspect the GWX 68 unit, mount, and connectors for corrosion or other defects.
Check the integrity of the SHIELD BLOCK ground attachments to the harness
connector assembly as well as the integrity of the individual shields and their
GWX 68 attachment.
b) Inspect wire harness for chafing, damage, proper routing of wire bundles and security
of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraph
11-96 and the Nose Wire Harness Routing drawing, listed in Table 1-2.
Table 4-4, Nose Avionics Compartment Visual Inspection Procedure

Gain access via the Nose Equipment Compartment access panel for the following Inspection:
a) Inspect the GRS 77 units, racks, and connectors for corrosion or other defects.
GRS 77 (Qty 2)
attachment.
a) Inspect the GIA 63W units, racks, and connectors for corrosion or other defects.
GIA 63W (Qty 2)
attachment.
a) Inspect the standby battery, rack and connectors for corrosion, or other defaults.
Standby Battery b) Inspect the standby battery fuses and associated bracket for corrosion or other
defects.
GIA Avionics Fan a) Inspect remote avionics fans and hoses for dirt accumulation and other damage.
(Qty 2) Remove excess dirt as required.
a) Inspect the GTS 8XX unit (if installed), rack and connectors for corrosion or other
GTS 8XX Traffic defects. Check the integrity of the shield block ground attachments to the harness
(option) connector assembly as well as the integrity of the individual shields and their
attachment.
LMD Rack and
a) Inspect the LMD rack, modules, and terminations for corrosion or other defects.
Modules
a) Inspect bulkhead connectors for security of attachment, corrosion or other defects.
b) Inspect wire and coax for chafing, damage, proper routing of wire bundles and
security of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8,
Paragraph 11-96 and the Nose Wire Harness Routing drawing, listed in Table 1-2. .
Nose Wiring harness Pay particular attention to possible areas of chaffing such as the middle shelf feed-
through hole, wheel well protrusion etc.
c) Inspect Ground blocks for security of attachment, corrosion or other defects.
d) Ensure all connectors are securely fastened.
Revision 6 190-00915-01
Table 4-5, Pilot’s Compartment Visual Inspection Procedure
Locate equipment in the aft pedestal for the following inspection.
a) Inspect the GCU 477 unit and connector for corrosion or other defects. Check the
GCU 477 integrity of the SHIELD BLOCK ground attachments to the harness connector
assembly as well as the integrity of the individual shields and their attachment.
a) Inspect the ADF control unit and connector for corrosion or other defects. Check the
ADF control unit
integrity of the SHIELD ground attachments to the harness connector assembly as
(relocated by STC)
well as the integrity of the individual shields and their attachment.
a) Inspect all visible wire harness for chafing, damage, proper routing of wire bundles
Pedestal Wiring and security of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8,
Paragraph 11-96 and the Cabin Wire Harness Routing drawing, listed in Table 1-2.
a) Inspect the GTP 59 units and connectors for corrosion or other defects. Check the
integrity of the SHIELD ground attachments to the harness connector assembly as
well as the integrity of the individual shields and their attachment.
GTP 59 (Qty 2)
b) Inspect wire harness for chafing, damage, proper routing of wire bundles and security
of attachment in accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraph
11-96 and the Cabin Wire Harness Routing drawing, listed in Table 1-2.
a) Inspect that all required placards are installed on the left and right control wheels.
Placards Placards must be legible, secure and in good condition. Refer to the Control Wheel
Modification drawing listed in Table 1-2.
Table 4-6, Instrument Panel G1000 Equipment Visual Inspection Procedure

Gain access to behind the instrument panel by removing the PFDs and MFD (see below). Gain access to circuit breaker panels
by removing the screws which fasten the edgelit overlays to the panels
a) Inspect the PFDs and MFD for any visual damage to the display screens or bezels
including buttons and control knobs.
b) Remove the MFD and PFDs as described in Section 6.
GDU 1040A PFD c) Inspect the mounting surface, copper bonding fingers and connector for corrosion,
(Qty 2) & GDU 1500 heavy oxidation, or other damage. Check the integrity of the SHIELD BLOCK ground
MFD attachments to the harness connector assembly as well as the integrity of the
individual shields and their attachment.
d) Do not reinstall GDUs at this time. GDU cutouts provide access for visual inspections
below.
a) Inspect all fwd bulkhead connectors for security of attachment
b) Inspect all instrument panel wiring and coax for chafing, damage, proper routing of
wire bundles and security of attachment in accordance with AC 43.13-1B, Chapter 11,
Section 8, Paragraph 11-96 and the Cabin Wire Harness Routing drawing, listed in
G1000 Wiring
Table 1-2. Pay particular attention to possible areas of chaffing.
harness
c) Inspect all other exposed G1000 / GFC wiring and coax for chafing, damage, proper
routing of wire bundles and security of attachment in accordance with AC 43.13-1B,
Chapter 11, Section 8, Paragraph 11-96 and the Cabin Wire Harness Routing
drawing, listed in Table 1-2. Pay particular attention to possible areas of chaffing.
a) Visually inspect each GDC 74B unit, mount, and connector for corrosion or other
defects. Check the integrity of the SHIELD BLOCK ground attachments to the
GDC 74B Air Data harness connector assembly as well as the integrity of the individual shields and their
Computer (Qty 2) attachment.
b) Visually inspect the pitot/static plumbing and ensure it is secure and in good
condition.
GEA 71 Engine/ a) Inspect the GEA 71 unit, rack, and connectors for corrosion or other defects. Check
Airframe Unit (Qty 2) the integrity of the SHIELD BLOCK ground attachments to the harness connector
GMA 1347D (Qty 2) a) Inspect the GMA 1347D unit (including face of unit), rack and connectors for corrosion
or other defects. Check the integrity of the SHIELD BLOCK ground attachments to
190-00915-01 Revision 6
the harness connector assembly as well as the integrity of the individual shields and
their attachment.
PFD and MFD Fans a) Inspect fans for accumulation of dirt and other damage. Remove excess dirt as
(Qty 3) required.
a) Inspect the GDL 69A unit, rack, and connectors for corrosion or other defects. Check
GDL 69A the integrity of the SHIELD BLOCK ground attachments to the harness connector
a) Inspect the GMC 710 unit (including face of the unit), mount, and connectors for
corrosion or other defects. Check the integrity of the SHIELD BLOCK ground
GMC 710
attachments to the harness connector assembly as well as the integrity of the
Signal Conditioner a) Inspect the signal conditioner unit, mount, and connectors for corrosion or other
(Qty 2) defects.
a) Inspect the standby attitude indicator unit (including face of unit) and connector for
Standby Attitude corrosion or other defects. Check the integrity of the harness connector assembly in
Indicator accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraphs 11-96 and 11-100
and the Cabin Wire Harness Routing drawing, listed in Table 1-2.
a) Inspect the standby airspeed indicator unit (including face of unit) and connector for
Standby Airspeed corrosion or other defects.
Indicator b) Visually inspect the plumbing and harness connector assembly, and ensure it is
secure and in good condition.
a) Inspect the standby altimeter indicator unit (including face of the unit) and connector
for corrosion or other defects.
Standby Altimeter
b) Visually inspect the plumbing and harness connector assembly, and ensure it is
secure and in good condition.
a) Inspect circuit breaker panel wiring and circuit breakers for chafing, damage, other
defects and proper routing of wire bundles and security of attachment in accordance
with AC 43.13-1B, Chapter 11, Section 8, Paragraph 11-96, the appropriate Circuit
Breaker Panel Modification drawing, listed in Table 1-2, and the Cabin Wire Harness
Circuit Breaker Routing drawing, listed in Table 1-2. Pay particular attention to possible areas of
Panels chaffing.
b) Inspect edgelit overlay panels for damage or defect.
c) Reinstall the circuit breaker edgelit overlays to the circuit breaker panels.
a) Inspect that all required placards are installed. Placards must be legible, secure and
Placards in good condition. Refer to the Main Instrument Panel Installation drawing listed in
Table 1-2.
Reinstall the MFD and PFDs as described in Section 6.
Revision 6 190-00915-01
Table 4-7, Cabin Area Visual Inspection Procedure
Inspect all external antennas for leading edge erosion and condition of base
Antennas seals (GPS/WAAS, top diversity transponder(s), Iridium, top and bottom GA 58
traffic antennas, if installed)
To gain access for the following Inspections, remove floorboards in cabin at FS 185.00 and FS 246.750
a) Inspect all exposed wire harness for chafing, damage, proper routing of wire
Cabin Wiring bundles and security of attachment in accordance with AC 43.13-1B,
Harness Chapter 11, Section 8, Paragraph 11-96 and the Cabin Wire Harness Routing
drawing, listed in Table 1-2.
a) Inspect the GTX 33( ) units, shelf, brackets and connectors for corrosion or other
defects. Check the integrity of the shield block ground attachments to the
GTX 33 ( ) (Qty 2)
harness connector assembly as well as the integrity of the individual shields and
their attachment.
a) Inspect the GDL 59 unit (if installed), shelf, brackets and connectors for
GDL 59 corrosion or other defects. Check the integrity of the shield block ground
(wi-fi option only) attachments to the harness connector assembly as well as the integrity of the
a) Inspect the GSR 56 unit (if installed), shelf, brackets and connectors for
GSR 56 corrosion or other defects. Check the integrity of the shield block ground
(iridium option only) attachments to the harness connector assembly as well as the integrity of the
a) Using a flashlight, inspect the roll servo, servo gearbox, connectors, support
structure, and control cables to ensure that no corrosion, chaffing, cracks, or
other defects exist.
b) If GSM 86 servo gearbox is installed, check that the retaining bolt for the slip
clutch cartridge is not damaged or loose.
c) Have an assistant manually move the aileron control surfaces from stop to stop
and visually observe the servo and control cabling/chain. Ensure there is no
binding in the control cabling or chain, and that the capstan/sprocket rotates
freely.
GFC 700 Equipment d) Check the servo control cables in accordance with AC 43.13-1B, Chapter 7,
Section 8, Paragraph 7-149 to ensure no fraying, corrosion, or other damage
exists. If the condition of any cable is questionable, replace it with a new one.
e) Check the tension on the control cables. Refer to the Roll Servo Install drawing,
listed in Table 1-2, for cable tension specifications:
f) Ensure that each cable is correctly attached to the clamps.
g) Follow recommended checks for checking main control cables, following the
instructions in Chapter 27, Flight Controls, of the King Air 200 Series
Maintenance Manual.
h) Reinstall the access panels if no other maintenance is to be performed.
To gain access for the following inspection, remove the left cabin sidewall panel at FS 158
a) Inspect the GPA 65 PA/LNA unit (if installed), brackets and connectors for
GPA 65
corrosion or other defects. Check the integrity of the shield block ground
(GTS 8XX traffic
attachments to the harness connector assembly as well as the integrity of the
option only)
190-00915-01 Revision 6
Table 4-8, Rear Fuselage and Empennage Visual Inspection Procedure
Inspect the external wi-fi antenna (if installed) for leading edge erosion and
Wi-fi Antenna
condition of base seals.
To gain access for the following Inspections, refer to the servo installation drawings and the King Air 200 Series
Maintenance Manual, listed in Table 1-2.
a) Inspect all exposed wire harness for chafing, damage, proper routing of wire
bundles and security of attachment in accordance with AC 43.13-1B,
Chapter 11, Section 8, Paragraph 11-96 and the Tail Wire Harness Routing
Tail Wiring Harness drawing, listed in Table 1-2. Pay particular attention to possible areas of
chaffing.
b) Verify security of aft bulkhead connectors
a) Using a flashlight, inspect the servos, servo gearboxes, connectors, support
structure, and control cables to ensure that no corrosion, chaffing, cracks, or
other defects exist.
b) If GSM 86 servo gearboxes are installed, check that the retaining bolt for the slip
clutch cartridge is not damaged or loose.
c) Have an assistant manually move the control surfaces and elevator trim wheel
from stop to stop and visually observe the corresponding servo and control
cabling. Ensure there is no binding in the control cabling, and that the capstan
rotates freely.
GFC 700 Equipment d) Check the servo control cables in accordance with AC 43.13-1B, Chapter 7,
Section 8, Paragraph 7-149 to ensure no fraying, corrosion, or other damage
exists. If the condition of the cable is questionable, replace it with a new one.
e) Check the tension on the control cables. Refer to the respective servo
installation drawing listed in Table 1-2 for cable tension specifications
f) Ensure that each cable is correctly attached to the clamps.
g) Follow recommended checks for checking main control cables, following the
instructions in Chapter 27, Flight Controls, of the King Air 200 Series
h) Reinstall the access panels if no other maintenance is to be performed.
The GMU 44 units are mounted in the tailcone. To gain access, remove tailcone. Refer to King Air 200 Series
Maintenance Manual, listed in Table 1-2, for removal instructions.
a) For each GMU 44, do the following:
b) Remove the three Phillips screws holding the GMU access plate to the mounting
bracket. Be sure to use a non-magnetic screwdriver to avoid harming the GMU.
c) Carefully remove the assembly, taking care not to damage unit or wiring, and inspect
the GMU 44 and mounting plate.
GMU 44 (Qty 2) d) Inspect the mounting hardware and GMU 44 for corrosion or other damage.
e) Inspect all exposed GMU wiring and ensure no chaffing, wear, or other damage exists
in accordance with AC 43.13-1B, Chapter 11, Section 8, Paragraph 11-96 and the
Tail Wire Harness Routing drawing, listed in Table 1-2. Pay particular attention to
possible areas of chaffing.
f) Reinstall the GMU 44.
Table 4-9, Lightning Strike Inspection Procedure

a) A post lightning strike inspection must be done for a suspected or actual lightning
strike to antennas or the OAT probes. Inspect antenna/probe and surrounding
GTP 59 OAT Probe installation to ensure that there is no structural damage around the areas where
or Antenna lightning may have attached. If there is visible sign of damage to the probe or
antenna, then it should be replaced per section 6. Refer to the Hawker Beechcraft
Structural Inspection and Repair Manual listed in Table 1-2 for any aircraft structural
repairs.
Revision 6 190-00915-01
4.5 Electrical Bonding Test
The following bonding tests are provided for G1000-equipped 200/B200 King Air aircraft as a
requirement beyond what is given in the aircraft maintenance manual. The electrical bonding checks are
split into two tests, Phase 3 Electrical Bonding Test and Phase 4 Electrical bonding test. This places the
bonding test requirement for each G1000 LRU in the same phase as the visual inspection of that zone to
minimize access requirements.
4.5.1 Requirements
All G1000 equipment must be installed. Gain access for the procedure listed below in Section 4.5.3 as
required and in accordance with the King Air 200 Series Maintenance Manual. It is recommended that
these tests are conducted after visual inspection of the zone to minimize access requirements.
4.5.2 Test Equipment

A milli-ohm meter and Kelvin probes are recommended for this test. However, a standard voltmeter,
power supply with adjustable current limit, and ammeter may be substituted. The following procedure is
written using the voltmeter, power supply and ammeter. All test equipment must have valid calibration
records.
4.5.3 Phase 3 Electrical Bonding Procedure

1. Connect the positive lead of the power supply to the engine compartment grounding bracket (battery
negative connection to the airframe). Connect/touch the positive lead of the voltmeter to the same
point.
NOTE
Ensure that the voltmeter and power supply probes do not touch, so as not to induce
contact resistance.
2. Touch negative lead of power supply to each of the test points listed while performing Step 3. At
each point, configure the power supply to produce 1 amp before measuring voltage. (Use an
ammeter to ensure current is within 1 amp ±100 milli-amp at each point).
3. Set the voltmeter to measure milli-volts and null the reading. Measure the voltage from the engine
grounding bracket (step 1) to each of the following points and record the voltage. (Perform Step 2 at
each point to ensure that 1 amp ±100 milli-amp is present before measuring.)
190-00915-01 Revision 6
Pilot Compartment
• Top metal case of PFD 1: __________ milli-volts

• Top metal case of PFD 2: __________ milli-volts
• Top metal case of MFD: __________ milli-volts
• Top metal case of GMA 1347D #1: __________ milli-volts
• Top metal case of GMA 1347D #2: __________ milli-volts
• Top metal case of GCU 477: __________ milli-volts
• Top metal case of GMC 710: __________ milli-volts
• GEA 71 #1 body: __________ milli-volts
• GEA 71 #2 body: __________ milli-volts
• GDC 74B #1 body: __________ milli-volts
• GDC 74B #2 body: __________ milli-volts
• OAT 1 Probe base nut (inside fuselage): __________ milli-volts
• OAT 2 Probe base nut (inside fuselage): __________ milli-volts
• GDL 69A body: __________ milli-volts
• Engine Signal Conditioner #1 near mounting holes of case: __________ milli-volts
• Engine Signal Conditioner #2 near mounting holes of case: __________ milli-volts
• PFD1 Cooling fan metal base: __________ milli-volts
• PFD2 Cooling fan metal base: __________ milli-volts
• MFD Cooling fan metal base: __________ milli-volts
Cabin Compartment
• GTX 33 #1 top: __________ milli-volts
• GTX 33 #2 top: __________ milli-volts
• GSA 80 (Roll) Servo body: __________ milli-volts
Ensure that at each PFD or MFD test point, no more than 20 milli-volts (20 mΩ) are present. Ensure that
at each other test point, no more than 2.5 milli-volts (2.5 mΩ) are present. In this case, voltage is
equivalent to resistance (Ω), given that precisely 1 amp reference current is present.
TIP: If 1 amp reference current cannot be maintained, note the difference between the attainable current
and 1 amp reference current. Calculate the percentage difference and apply this to the voltage reading to
obtain the equivalent resistance. Example: If the measured current is 1.2 amps, (20% high from the target
1 amp current), then the allowable voltage measurement would be 20% high, 2.5 milli-volts would now
be 3.0 milli-volts.
Revision 6 190-00915-01
4.5.4 Phase 4 Electrical Bonding Procedure
1. Connect the positive lead of the power supply to the engine compartment grounding bracket (battery
negative connection to the airframe). Connect/touch the positive lead of the voltmeter to the same
point.
NOTE
Ensure that the voltmeter and power supply probes do not touch, so as not to induce
contact resistance.
2. Touch negative lead of power supply to each of the test points listed while performing Step 3. At
each point, configure the power supply to produce 1 amp before measuring voltage. (Use an ammeter
to ensure current is within 1 amp ±100 milli-amp at each point).
3. Set the voltmeter to measure milli-volts and null the reading. Measure the voltage from the engine
grounding bracket (step 1) to each of the following points and record the voltage. (Perform Step 2 at
each point to ensure that 1 amp ±100 milli-amp is present before measuring)
Nose Section
• GWX 68 body: __________ milli-volts
Nose Avionics Compartment
• GIA 1 top: __________ milli-volts

• GIA 2 top: __________ milli-volts
• GRS 77 #1 metal base: __________ milli-volts
• GRS 77 #2 metal base: __________ milli-volts
• Standby battery: __________ milli-volts
Rear Fuselage and Empennage
• GMU 44 #1 metal base: __________ milli-volts

• GMU 44 #2 metal base: __________ milli-volts
• GSA 80 (Pitch) Servo body: __________ milli-volts
• GSA 80 (Pitch Trim) Servo body: __________ milli-volts
• GSA 80 (Yaw) Servo body: __________ milli-volts
TIP: If 1 amp reference current cannot be maintained, note the difference between the attainable current
and 1 amp reference current. Calculate the percentage difference and apply this to the voltage reading to
obtain the equivalent resistance. Example: If the measured current is 1.2 amps, (20% high from the target
1 amp current), then the allowable voltage measurement would be 20% high, 2.5 milli-volts would now
be 3.0 milli-volts.
190-00915-01 Revision 6
4.6 GRS 77 Earth Magnetic Field Updates
The GRS 77 utilizes an Earth magnetic field model which is updated once every five years. The update is
expected to be available from Garmin in each of the following years: 2010, 2015, and every five years
thereafter, as long as the GRS 77 remains a Garmin-supported product.
The G1000 system alerts the operator that the magnetic field database is out of date by issuing the
message “AHRS SERVICE – AHRS Magnetic-field model needs update”. Garmin will distribute update
instructions when updates are available. As of this writing, Garmin Service Bulletin #0533 addresses the
most recent update to the 2005 database. Service Bulletins may be obtained from www.garmin.com at
the ‘Dealer Resource Center’ portion of the web site.
4.7 GSA 80 Greasing Procedure

The GSA 80 servo greasing procedure is required only when the GSA 80 is removed and reinstalled.
Refer to Section 6.11 for details.
Revision 6 190-00915-01
4.8 Flaps-in-motion Discrete Input Check
To perform this check, all G1000 and GFC 700 equipment must be installed and operational. Start PFD1
in Configuration Mode and go to the GIA Page Group and select the GIA I/O Configuration Page using
the FMS knob. Perform the following checks:
Figure 4-1, GIA I/O Page
Invalid Valid
Figure 4-2, Discrete Valid/Invalid Indications

1. Verify the DATA indicators of the discrete inputs labeled ‘FLAP EXTEND’ and ‘FLAP
RETRACT’ show an invalid condition.
2. Extend the flaps down. While the flaps are traveling down, check that the DATA indicator of the
discrete input labeled ‘FLAP EXTEND’ changes to a valid condition.
3. When the flap motion is completed, verify the DATA indicators of the discrete inputs labeled
‘FLAP EXTEND’ and ‘FLAP RETRACT’ show an invalid condition.
4. Retract the flaps up. While the flaps are traveling up, check that the DATA indicator of the
discrete input labeled ‘FLAP RETRACT’ changes to a valid condition.
5. When the flap motion is completed, verify the DATA indicators of the discrete inputs labeled
‘FLAP EXTEND’ and ‘FLAP RETRACT’ show an invalid condition.
6. Repeat steps 1 through 5 for GIA2.
7. The flap discrete input check is complete.
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4.9 GSM 85A/GSM 86 Slip Clutch Torque Check Procedure
Perform the test per section 4.9.1, 4.9.2 or 4.9.3. The following test procedures are the same for both the
GSM 85A and the GSM 86 servo gearboxes.
4.9.1 Automated Slip Clutch Test Procedure (SW version 0985.04 and later)
1. Verify the correct type of servo gearbox is configured for each servo per Section 3.27.
2. With the MFD in Normal Mode, press the red DISPLAY BACKUP button on the pilot’s GMA
audio panel to place the MFD in reversion mode.
3. With PFD1 in Configuration Mode, go to the GFC Page Group and select the GFC STATUS page
using the FMS knobs.
Figure 4-3, GFC Status Page
IMPORTANT!
It is highly recommended that the following test be performed at temperatures
between 50° F and 120° F.
4. Use the FMS knob to select the desired servo (Pitch, Roll, Yaw or Pitch Trim).
5. Verify that the PFT status field shows PASSED.
6. Verify that the aircraft control surface to be checked is free to travel throughout its range of motion.
7. Press the TEST SVO softkey on the PFD. Follow prompts to begin the test.
IMPORTANT!
If the test must be stopped, firmly grasp the aircraft control being moved and press
the red AP DISC switch on the aircraft control wheel. If an abnormal disconnect of
a servo occurs, reset the AFCS SERVO circuit breaker and repeat the test.
8. When test is completed, verify the CLUTCH TEST PASS message is displayed on the MFD.
9. Repeat steps 4 through 8 for each servo axis (Pitch, Roll, Yaw and Pitch Trim).
10. If the CLUTCH TEST FAIL message is displayed on the MFD for any axis, repeat the test twice in
the failed axis. If the test does not pass, the servo gearbox must be removed from the aircraft and
tested/adjusted per the Servo Gearbox Adjustment Fixture Procedure in Section 4.9.3.
Revision 6 190-00915-01
4.9.2 Manual Slip Clutch Test Procedure (SW version 0985.03 and earlier)
1. With PFD1 in Configuration Mode, go to the GFC Page Group and select the GFC STATUS
Configuration Page using the FMS knob.
IMPORTANT!
2. Use the FMS knob to select the desired servo.

3. Verify that the PFT status field shows PASSED.
4. Verify that the aircraft control surface to be checked is free to travel throughout its range of motion.
5. Press the ENG CLCH softkey on the PFD.
6. With the clutch engaged, take hold of the aircraft controls and manually overcome the clutch. Move
the control surface to be tested from stop to stop a minimum of two times each direction.
7. Position the control surface in the neutral position (full forward position if the PITCH SERVO is
selected). Press the DIS CLCH softkey.
IMPORTANT!
If the test must be stopped, firmly grasp the aircraft control being moved and press
the red AP DISC switch on the aircraft control stick. If an abnormal disconnect of a
servo occurs, reset AFCS SERVO circuit breaker and repeat the step.
8. Manually select +2.50 rpm for the Drive Servo and press ENT.
9. Press the ENG CLCH softkey.
10. Press the DRV SRVO softkey.
11. Allow the selected servo to drive the control surface to either the NOSE DOWN stop (Pitch and Pitch
Trim) or the LEFT stop (Roll and Yaw).
190-00915-01 Revision 6
12. Allow the servo to continue driving against the control stop for at least 50 seconds. Observe the
TORQUE values displayed in the Servo Data field and record the maximum and minimum values in
Table 4-10 or in the appropriate aircraft maintenance records.
13. Manually select 0.00 rpm for the Drive Servo and press ENT. Allow the servo to stop.
14. Manually select -2.50 for the Drive Servo and press ENT. Allow the selected servo to drive the
control surface to either the NOSE UP stop (Pitch and Pitch Trim) or the RIGHT stop (Roll and
Yaw). If the PITCH SERVO is selected, firmly hold the control yoke in the full aft position until
the NOSE UP portion of the test is completed.
15. Allow the servo to continue driving against the control stop for at least 50 seconds. Observe the
TORQUE values displayed in the Servo Data field and record the maximum and minimum values in
Table 4-10 or in the appropriate aircraft maintenance records.
16. Manually select 0.00 rpm for the Drive Servo and press ENT. Allow the servo to stop.
17. Firmly grasp the aircraft control under test and press the DIS CLCH softkey.
18. Press the STP SRVO softkey.
19. Repeat steps 2 through 18 for each servo axis shown.
20. Verify that the minimum and maximum torque values measured are within the Minimum and
Maximum torque values allowed for the given axis listed in Table 4-10.
Min Measured Max Measured Min Allowed Max Allowed

Axis Direction
Torque (in-lbs) Torque (in-lbs) Torque (in-lbs) Torque (in-lbs)
Up 28 (GSM 85A) 38 (GSM 85A)

Pitch
Down 24 (GSM 86) 40 (GSM 86)
Left 116 (GSM 85A) 161 (GSM 85A)

Roll
Right 99 (GSM 86) 168 (GSM 86)
Left 78 (GSM 85A) 107 (GSM 85A)

Yaw
Right 66 (GSM 86) 112 (GSM 86)
Up 52 (GSM 85A) 71 (GSM 85A)

Pitch
Trim Down 45 (GSM 86) 76 (GSM 86)
Table 4-10, Measured Torque

NOTE
If the GSM 85A or GSM 86 measured values exceed the limits in Table 4-10, the servo
gearbox must be removed from the aircraft and tested/adjusted per the Servo Gearbox
Adjustment Fixture Procedure in Section 4.9.3.
Revision 6 190-00915-01
4.9.3 Servo Gearbox Adjustment Fixture Procedure
This test is an alternative to the automated and manual slip clutch test procedures.
Only the GSM 85A servo gearbox slip clutch can be adjusted. The GSM 86 servo gearbox does not have
an adjustable slip clutch; however, the torque value can be measured using this procedure.
IMPORTANT!
This adjustment requires the use of the Garmin servo adjustment fixture,
P/N T10-00110-01. For detailed operating instructions for the fixture, refer to
GSA8X / GSM85(A) Installation Manual, listed in Table 1-3.

1. Remove the GSM 85A or GSM 86 servo gearbox as per Section 6.12.
2. Place the GSM 85A or GSM 86 servo gearbox on the slip-clutch adjustment fixture and secure with
the toggle clamps. Install the fixture cable between the capstan under test and the fixture capstan.
Remove the slack in the cable using the tension adjustment knob. Tighten the two wingnuts on
bottom of fixture while holding the top thumbscrews.
3. Attach a socket to a calibrated torque wrench of appropriate range and place on top of the fixture
capstan. Adjust the wrench support fixture so that it contacts the handle in the appropriate location.
4. Connect a 2 Amp, 24 V, DC power supply to the fixture.
5. Place the solenoid switch to "on" and move the direction switch to the clockwise or counter-
clockwise position. Allow the clutch to rotate at least one revolution in each direction (note: the
capstan itself is fixed.)
6. Observe the torque reading for at least two full revolutions in each direction. Ensure the minimum
and maximum torque readings are within the tolerance specified.
7. If the minimum and maximum torque values are within the specified range in Table 4-11, the GSM
slip clutch is acceptable. Reinstall the GSM 85A or GSM 86 servo gearbox per Section 6.12.
8. If the minimum and maximum torque values are not within the specified range in Table 4-11, the
GSM 86 slip clutch cartridge must be replaced or the GSM 85A must be adjusted.
9. For GSM 85A only: If adjustment is required, remove cotter pin and adjust the nut on the capstan as
needed to obtain the torque value listed in Table 4-11, as shown on the torque wrench. Position the
nut to align with holes in the capstan shaft and install a new cotter pin.
10. When finished, remove the fixture cable, and then remove the servo gearbox from the fixture.
11. Install the GSM 85A or GSM 86 servo gearbox per Section 6.12.
Table 4-11, GSM 85A/GSM 86 Slip Clutch Torque Settings

Servo Pitch Trim* Pitch Yaw Roll
GSM 85A 65 ± 8 in-lbs* 32 ±5 in-lbs 90 ±10 in-lbs 135 ±13 in-lbs
GSM 86 66 ± 19 in-lbs* 32 ± 9 in-lbs 90 ±27 in-lbs 135 ±40 in-lbs
*Valid with continuous travel servo gearbox only
190-00915-01 Revision 6
4.10 G1000 Redundant Connection Check
Perform the following steps to verify the following:
(A) The primary (PRI) and secondary (SEC) power sources for GIA 1, GRS 1, PFD 1, and GDC 1
(B) The AHRS and ADC data path to PFD
(C) PFD and MFD Ethernet connection (includes ARINC connection between ADC and MFD and
DISPLAY BACKUP button function)
(D) Engine data availability to the displays and GPS data availability to the AHRS with either GIA
inoperative
(A) PRI and SEC power sources for PFD 1, GIA 1, GRS 1 and GDC 1 check
1. Connect a ground power unit to the external power receptacle and turn on the ground power unit.
2. Set the BAT and AVIONICS MASTER PWR switches to ON.
3. With the G1000 system in normal mode, pull the following circuit breakers on the right hand circuit
breaker panel:
• PFD 1 (PRI)
• AHRS 1 (PRI)
• ADC 1 (PRI)
• GIA 1 (PRI)
4. Wait at least 5 seconds, then verify the data on PFD1 remains valid and the following alert messages
are not present:
• GIA 1 FAIL (or any related message such as COM1, NAV1, XPDR1, GPS1)
• AHRS 1 FAIL
• ADC 1 FAIL
• FAILED DATA PATH
5. Close the circuit breakers listed in step 3.
6. Repeat step 4.
7. Pull the following circuit breakers on the right hand circuit breaker panel:
• PFD 1 (SEC)
• AHRS 1 (SEC)
• ADC 1 (SEC)
• GIA 1 (SEC)
8. Wait at least 5 seconds, then repeat step 4.
9. Close the circuit breakers listed in step 7.
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(B) AHRS and ADC data path check
1. Verify there are no AHRS loss of data messages, such as:
• AHRS not receiving any GPS information
• AHRS not receiving backup GPS information
• AHRS using backup GPS source
2. Place the G1000 in configuration mode.
3. In the GIA page group, go to the GIA RS-232/ARINC 429 CONFIG page.
4. With GIA1 selected in the SELECT UNIT window, verify the RS232 Channel 1 (GDC74 #1) and
RS232 Channel 6 (GRS77 #1) indicators are green. Ref. Section 5.2.1.2.
5. With GIA1 selected in the SELECT UNIT window, verify the ARINC 429 IN5 (GDC74 #1) and
ARINC 429 IN6 (GRS77 #1) indicators are green. Ref. Section 5.2.1.2.
6. With GIA2 selected in the SELECT UNIT window, verify the RS232 Channel 1 (GDC74 #2) and
RS232 Channel 6 (GRS77 #2) indicators are green. Ref. Section 5.2.1.2.
7. With GIA2 selected in the SELECT UNIT window, verify the ARINC 429 IN5 (GDC74 #2) and
ARINC 429 IN6 (GRS77 #2) indicators are green. Ref. Section 5.2.1.2.
8. In the GDU page group, go to the GIA RS-232/ARINC 429 CONFIG page.
9. With PFD1 selected in the SELECT UNIT window, verify the ARINC 429 IN1 (GRS77 #1) and
ARINC 429 IN2 (GDC74 #1) indicators are green. Ref. Section 5.2.1.1.
10. With PFD2 selected in the SELECT UNIT window, verify the ARINC 429 IN1 (GRS77 #2) and
ARINC 429 IN2 (GDC74 #2) indicators are green. Ref. Section 5.2.1.1.
11. Restart the G1000 in normal mode.
(C) PFD and MFD Ethernet connection check (includes ARINC connection check between ADC1
and MFD and between GRS1 and MFD, and the DISPLAY BACKUP button check)
1. On the right hand circuit breaker panel, open the MFD circuit breaker:
2. Verify NAV 1, COM 1, NAV 2 and COM 2 remain valid on both PFD 1 and PFD 2.
3. Close the MFD circuit breaker and wait for MFD to initialize:
4. Open the PFD 2 circuit breaker:
5. Press the DISPLAY BACK UP button on the Pilot’s GMA 1347D audio panel.
6. Verify NAV 2 and COM 2 are each replaced by a red X and NAV 1 and COM 1 remain valid on both
the MFD and PFD 1.
7. Press the DISPLAY BACK UP button on the Pilot’s GMA 1347D audio panel to return to normal
mode.
8. Close the PFD 2 circuit breaker and wait for PFD 2 to initialize.
9. Open the PFD 1 (PRI) and PFD 1 (SEC) circuit breakers.
10. Press the DISPLAY BACK UP button on the Co-pilot’s GMA 1347D audio panel.
11. Verify NAV 1 and COM 1 are each replaced by a red X and NAV 2 and COM 2 remain valid on both
the MFD and PFD 2.
12. Verify ADC1 data and GRS1 data can be displayed on the MFD.
13. Press the DISPLAY BACK UP button on the Co-pilot’s GMA 1347D audio panel to return to normal
mode.
14. Close the PFD 1 (PRI) and PFD 1 (SEC) circuit breakers and wait for PFD 1 to initialize:
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(D) Engine data availability to the displays and GPS data availability to the AHRS with either GIA
inoperative check
1. Open GIA1 primary and secondary CBs.
2. Verify the following:
• NAV 1 and COMM1 tuning fields on PFD 1 and PFD 2 are invalid (red X).
• L/R engine data remains valid.
• XPDR1 is Inoperative.
• GMA1 is Inoperative.
• AHRS1 is using backup GPS source.
• AHRS2 not receiving backup GPS Information.
• An amber BOTH ON GPS2 is displayed on PFD 1 and PFD 2.
• AHRS and ADC data remain valid on PFD 1 and PFD 2.
3. Close GIA1 primary and secondary CBs. Allow system to re-acquire satellites and return to normal
display modes.
4. Open GIA2 CB.
• NAV2 and COMM2 tuning fields on PFD 1 and PFD 2 are invalid (red X).
• L/R engine data remains valid.
• XPDR2 is Inoperative.
• GMA2 Is Inoperative.
• An amber BOTH ON GPS1 is displayed on PFD 1 and PFD 2.
• AHRS and ADC data remain valid on PFD 1 and PFD 2.
6. Close GIA2 CB. Allow system to re-acquire satellites and return to normal display modes.
7. Open GIA1 primary and secondary CBs and GIA2 CB.
• COM1/NAV1 & COM2/NAV2 fields flag invalid.
• GPS CDI flags DR on PFD.
• NAV1 & NAV2 CDI loses deviation bar.
• XPDR field flags invalid on PFD.
• Engine Instrument field flags invalid on MFD.
• All AHRS & ADC fields remain valid.
• Red AFCS status annunciation given.
• If equipped with TAWS, TAWS FAIL annunciation given.
• If equipped with ADF and/or DME, ADF/DME windows flag invalid.
9. Restore power to both GIA units.
The G1000 Redundant Connections Check is complete.

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4.11 Engine Data Check (GIA 1 or GIA 2 Inoperative)
NOTE
This procedure should be accomplished in conjunction with the engine run-up. Valid
engine indications will be needed.
Do the following to verify the engine data availability and validity, with GIA 1 or GIA 2 inoperative:
1. Ensure the G1000 is in normal mode.
2. With engines running, note the indication values for torque, ITT and oil pressure.
3. On the right hand circuit breaker panel, open the GIA1 (PRI) and GIA1 (SEC) circuit breakers.
4. Verify the values for torque, ITT and oil pressure remain unchanged.
5. Close the GIA1 (PRI) and GIA1 (SEC) circuit breakers and wait until the COM1 and NAV1 fields
are valid.
6. Open the GIA2 circuit breaker.
7. Verify the values for torque, ITT and oil pressure remain unchanged.
8. Close the GIA2 circuit breaker and wait until the COM2 and NAV2 fields are valid.
9. Put the G1000 in Reversionary mode.
10. Repeat steps 2 through 8, verifying engine gauge indications on PFD 1, MFD and PFD 2.
11. The Engine Data Check is complete.
4.12 Trim Annunciator Check

This procedure checks the pitch trim (PTRM) annunciation from both GIA 1 and GIA 2 and the mis-trim
AFCS status alerts.
1. Ensure the G1000 is in normal mode, autopilot is not engaged, and the mode controller XFR key is
selected to the pilot side.
2. Press the left part of the pilot’s pitch-trim switch upwards for approximately 10 seconds and verify
that the red PTRM annunciation is displayed on both PFD 1 and PFD 2.
3. Release the switch and wait for the PTRM annunciation to clear.
4. Press the left part of the pilot’s pitch-trim switch downwards for approximately 10 seconds and verify
that the red PTRM annunciation is displayed on both PFD 1 and PFD 2.
5. Release the switch and wait for the PTRM annunciation to clear.
6. Repeat Steps 2 through 5 for the right part of the pilot’s pitch-trim switch.
7. Repeat Steps 2 through 6 for the copilot’s pitch-trim switch.
8. Select copilot side by pressing the XFR key on the mode controller (changes active GIA to GIA 2).
9. Repeat Steps 2 through 7 and verify annunciations are displayed on both PFD 1 and PFD 2.
10. Re-select pilot side by pressing XFR key on the mode controller (changes active GIA back to GIA 1).
11. Hold the control yoke in the center position and center the pitch trim wheel.
12. Press the Go Around button on the throttle and engage the autopilot. Apply a forward load on the
control yoke. Verify that the pitch trim wheel rotates in the UP direction.
13. Disconnect the autopilot by pressing the AP DISC button.
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14. Hold the control yoke in the forward position and center the pitch trim wheel.
15. Engage the autopilot, maintain the control yoke in the forward position and keep the pitch-trim wheel
from rotating for approximately five seconds.
16. Quickly release the trim wheel and verify that the red PTRM annunciator is displayed on both PFD 1
and PFD 2.
17. Disengage the autopilot and use the pitch-trim switch (or the pitch-trim wheel) to trim full down.
18. Hold the control yoke in the full forward position.
19. Engage the autopilot, apply firm aft pressure on the control yoke for approximately 10 seconds,
allowing the pitch-trim wheel to move freely. Verify that the amber ELE↓ annunciator is displayed
on both PFD 1 and PFD 2.
20. Disengage the autopilot and use the pitch-trim switch (or the pitch-trim wheel) to trim full up.
21. Move the control yoke to the full aft position and hold.
22. Press the Go Around button on the throttle and engage the autopilot. Apply firm forward pressure on
the control yoke for approximately 10 seconds, allowing the pitch-trim wheel to move freely. Verify
that the amber ELE↑ annunciator is displayed on both PFD 1 and PFD 2.
23. Disengage the autopilot.
NOTE
If the ELE annunciation appears during any of the following steps, reset the trim wheel
and repeat the test step.
24. Use the pitch-trim switch (or the pitch-trim wheel) to trim full down.
25. Hold the elevator in the neutral position, press the HDG and ALT buttons on the mode controller and
center the heading bug.
26. Engage the autopilot and turn the heading knob to set the heading bug to the right of center. Hold the
control yoke centered for approximately 10 seconds. Verify that the amber AIL→ annunciator is
displayed on both PFD 1 and PFD 2.
27. Turn the heading knob to set the heading bug to the left of center. Hold the control yoke centered for
approximately 10 seconds. Verify that the amber ←AIL annunciator is displayed on both PFD 1 and
PFD 2.
28. Disengage the autopilot and clear all modes.
29. Ensure the aircraft is on the ground and the nose wheel is approximately straight.
30. Engage the yaw damper and apply firm load on the right rudder pedal for approximately 20 seconds.
31. Verify that the amber ←RUD annunciator is displayed on both PFD 1 and PFD 2.
32. Apply firm load on the left rudder pedal for approximately 20 seconds.
33. Verify that the amber RUD→ annunciator is displayed on both PFD 1 and PFD 2.
34. Disengage autopilot.
35. The Trim Annunciator Check is complete.
4.13 G1000 Miscompare Checks
This procedure will check the AHRS, airspeed and altitude miscompare monitors. Accomplish the
following checks with the aircraft positioned where it can receive GPS signals and magnetic heading.
Access to AHRS1 and AHRS2 will be required during this test.
1. Ensure the G1000 is operating in normal mode.
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2. Connect a pitot/static test set to the aircraft ADC1 pitot and static ports (Pilot’s side). (Do not connect
the pitot/static tester to ADC2 ports at this time.)
3. Set the baro-correction on PFD1 and PFD2 to 29.92.
4. On the AFCS mode controller, press the ALT, HDG, and AP buttons and verify autopilot engages.
5. Slowly increase the pitot/static test set to simulate an ADC1 / ADC2 altitude miscompare of greater
than 200 ft., verify the disconnected ADC altitude does not increase, autopilot does not disconnect
and amber comparator window text “ALT MISCOMP” is displayed on PFD1 and PFD2.
6. Reduce ADC1 altitude to ambient pressure.
7. Repeat Step 5 with the pitot/static test set connected to the aircraft ADC2 pitot and static ports.
8. Use the pitot/static test set to simulate an airspeed of 40 kts for ADC1 and 55 kts for ADC2. Verify
the autopilot does not disconnect and amber comparator window text “IAS MISCOMP” is displayed
on PFD 1 and PFD2.
on PFD 1 and PFD2.
on PFD 1 and PFD2.
on PFD 1 and PFD2.
12. Reduce ADC1 and ADC2 airspeeds to 0 kts.
13. Slowly rotate AHRS1 along the lateral (pitch) axis to a pitch attitude of greater than 5 degrees, verify
the following:
• AHRS2 pitch attitude does not change
• An amber “PIT MISCOMP” is annunciated on PFD1 and PFD2
• Autopilot disconnects at approximately 5 deg AHRS1 / AHRS2 miscompare
• The autopilot disconnect audio alert (two hi-low tones) sounds
• A red flashing AP annunciator on PFD1 and PFD2
• Flight director command bars remain in view with autopilot in HDG and ALT mode
14. Replace AHRS1 to normal attitude and verify that attitude display on PFD1 displays current aircraft
attitude.
15. Use the AFCS mode controller to re-engage autopilot.
16. Slowly rotate AHRS1 along the longitudinal (roll) axis to a roll attitude of greater than 5 degrees,
verify the following:
• AHRS2 roll attitude does not change
• An amber “ROL MISCOMP” is annunciated on PFD1 and PFD2
• Autopilot disconnects at approximately 5 deg AHRS1 / AHRS2 miscompare
• The autopilot disconnect audio alert (two hi-low tones) sounds
• A red flashing AP annunciator on PFD1 and PFD2
• Flight director command bars remain in view with autopilot in HDG and ALT mode
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17. Replace AHRS1 to normal attitude and verify that attitude display on PFD1 displays current aircraft
attitude.
18. Repeat Steps 13 through 17 for AHRS2.
19. The G1000 Miscompare checks are complete.
4.14 Nose Avionics Compartment Fans Operational Check
This procedure will verify that airflow is present from the ported avionics cooling fans to the #1 and #2
GIA units. The fan speed monitoring circuits and annunciations are checked by the G1000 Cooling Fan
Fail Annunciation Check in Section 8.1.4 and a Visual Inspection of the fan and its hoses is accomplished
in Section 4.4. This check requires the G1000 to be powered on.
1. Gain access to the nose avionics compartment.
2. Disconnect cooling fan hose from the pilot side GIA and verify airflow is present.
3. Reconnect the cooling fan hose to the GIA.
4. Repeat Steps 2 through 3 for the copilot side GIA.
5. The Nose Avionics Compartment Fans Operational Check is complete.
4.15 Instrument Panel Fans Operational Check

This procedure will verify that airflow is present from the PFD1, MFD and PFD2 cooling fans. The fan
speed monitoring circuits and annunciations are checked by the G1000 Cooling Fan Fail Annunciation
Check in Section 8.1.4. This check requires the G1000 to be powered on.
1. Remove PFD1 as described in Section 6.1.
2. Identify the PFD1 cooling fan and verify airflow is present.
3. Reinstall PFD1 as described in Section 6.1.
4. Repeat Steps 1 through 3 for the MFD and PFD2.
5. The Instrument Panel Fans Operational Check is complete.
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4.16 Standby Battery Periodic Checks
4.16.1 Charge Check

Refer to the PS-835 Emergency Power Supply Installation Manual listed in Table 1-2.
With the PS-835 battery installed in the aircraft and aircraft power applied, verify all four Battery Voltage
LEDs are lit to indicate the battery is being charged (see Figure 4-5).
With the PS-835 battery installed in the aircraft and no aircraft power applied, press TEST SWITCH
(Figure 4-5, Item 4) into TEST position for 5 seconds. The PS-835 indicates that it is adequately charged
when the VOLTAGE LEVEL 24Vdc LED (Figure 4-5, Item 2) illuminates momentarily, AND the 20Vdc
LED (Figure 4-5, Item 6) remains lit during the test. If the VOLTAGE LEVEL 24Vdc LED does not, at
least momentarily, illuminate while the 20Vdc LED is illuminated, perform the Section 4.16.3 Cell
Isolation Test because the battery is incapable of providing adequate power.
Table 4-12, Standby Battery Required Equipment
DESCRIPTION VENDOR/SPECIFICATION
Power Supply 0-30 VDC, 20A capacity
DVM Fluke Model 8050A
Load Resistor 7Ω +/- 1% 250 watt
Stopwatch Capable of measuring to the minute
Figure 4-5, Standby Battery
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4.16.2 Capacity Test
NOTE
The PS-835 Emergency Power Supply must have completed a full charge prior to any
discharge testing. This test is performed with the battery removed from the aircraft.
A. Press and hold TEST SWITCH (Figure 4-5, Item 4) and observe the OUTPUT VOLTAGE
MONITOR LED's.
1) If the 24VDC OUTPUT VOLTAGE MONITOR LED comes on, proceed with Discharge Test
procedure.
2) If OUTPUT VOLTAGE MONITOR LED's do not come on, check fuses at bracket next to
battery and replace if blown. Perform Cell Isolation Test if no fuses are blown.
B. Discharge Test (Load Resistor)
1) Prepare for test by first constructing an X-Y graph similar to the one shown below. If possible,
use pre-printed graph paper to create a record of the discharge period along the X-axis and
voltage readings along the Y-axis.
2) Position all INDIVIDUAL CELL DIP SWITCHES (Figure 4-5, Item 5) to the ON position.
If the INDIVIDUAL CELL MONITOR LED DS12 is the only LED not illuminated, proceed to
the Cell Isolation Test.
3) Connect Digital Voltmeter leads to J1 connector pins 11 (+) and 7 (-).
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4) Connect the Load Resistor across J1 connector pins 11 (+) and7 (-) and start timing the discharge
period with a stopwatch.
5) Monitor and plot voltage values at 10-minute intervals.
6) At 48.0 minutes note voltage on Digital Voltmeter. This voltage must be greater than 20.0 Vdc.
a. All INDIVIDUAL CELL MONITOR LED’s (Figure 4-5, Item 1) must remain on.
b. Any LED that does go OFF will represent a defective individual cell, which must be replaced.
7) Remove the Load Resistor from J1 connector pins 11 (+) and 7 (-).
8) Position all INDIVIDUAL CELL DIP SWITCHES (Figure 4-5, Item 5) to the OFF position.
9) Compare the voltage vs. time plot created during this test to that of curve identified as typical for the
External Load test method on the chart above. If the plot reveals a discharge curve that meets or
exceeds the MINIMUM ACCEPTABLE DISCHARGE CURVE, the unit is considered satisfactory.
10) If unit discharge plot is satisfactory and no other failures were revealed, perform the Charging
Procedure within 2 hours of completion of the discharge test. Return the unit into service.
4.16.3 Cell Isolation Test
NOTE
No power should be applied to PS-835 Emergency Power Supply during test. This test is
performed with the battery removed from the aircraft.
A. Press and hold TEST SWITCH (Figure 4-5, Item 4). If no OUTPUT VOLTAGE MONITOR LED's
come on:
1) Position all INDIVIDUAL CELL DIP SWITCHES (Figure 4-5, Item 5) to the ON position.
2) Press and hold TEST SWITCH (Figure 4-5, Item 4) and observe the INDIVIDUAL CELL
MONITOR LED's (Figure 4-5, Item 1).
a. If all INDIVIDUAL CELL MONITOR LED’s come on except DS12, the unit is damaged
and requires repair at an authorized repair station.
b. If all INDIVIDUAL CELL MONITOR LED’s are on, a low-battery voltage condition exists.
B. Perform the Charging Procedure.
4.16.4 Charging Procedure

(Constant-Voltage Charging Method)
Locally manufacture a power cable using 16AWG wire and the appropriate mating connector. Include a
Diode (15 Adc (min), 50.0 PIV or greater) to prevent battery discharge in case of loss of power from the
power source. Using the external power supply apply 30.0 Vdc (10A maximum current limited) to J1
connector pins 11 (+) and 7 (-) and charge the unit for 16 hours. The batteries should reach 80% capacity
within 1 hour and full charge at 16 hours.
Figure 4-6, Power Supply Connection

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4.17 Power Bus Check
4.17.1 Power Bus Feeder Check
This procedure will verify the availability of the feeders to the essential bus and the No.1 and No.2 dual
feed buses.
1. Apply external power. Turn BATT and AVIONICS MASTER switches to ON position. Verify all
circuit breakers are closed. Observe PFD1, PFD2 and MFD displays and verify all displays are
powered and in normal format. Verify the absence of red Xs or alert messages. Select, or verify
selected, on-side sensors for PFD1 and PFD2.
2. Open the ESS BUS PRI circuit breaker. Verify the MFD remains powered
3. Open the ESS BUS SEC circuit breaker. Verify the MFD is not powered
4. Close the ESS BUS PRI circuit breaker. Verify the MFD powers up.
5. Close the ESS BUS SEC circuit breaker.
6. Open the No. 1 dual bus feeder circuit breakers (RH NO.1, LH NO.1). Verify PFD1 FAN FAIL and
GIA1 FAN FAIL alert messages are shown on the PFD. If the messages are not shown, check the
dual-bus feeder circuit breakers (RH NO.1, LH NO.1) and the diode (CR1002) between No. 1 dual
feed bus and the essential bus. After replacement of the faulty component, the test should be
repeated.
7. Close No 1 dual bus feeder circuit breaker RH No 1. Verify PFD1 FAN FAIL and GIA1 FAN FAIL
alert messages are not shown on the PFD. If messages illuminates check dual bus feeder circuit
breaker RH No 1, associated limiter and diode.
8. Open No 1 dual bus feeder circuit breaker RH No 1.
9. Close No 1 dual bus feeder circuit breaker LH No 1. Verify PFD1 FAN FAIL and GIA1 FAN FAIL
alert messages are not shown on the PFD. If messages illuminates check dual bus feeder circuit
breaker LH No 1, associated limiter and diode.
10. Close No 1 dual bus feeder circuit breaker RH No 1.
11. Open No 2 dual bus feeder circuit breaker LH No. 2. Verify PFD 2 remains powered. If power to
PFD 2 is removed, check dual bus feeder circuit breaker RH No 2, associated limiter and diode.
12. Open No 2 dual bus feeder circuit breaker RH No 2. Verify PFD 2 is not powered.
13. Close No 2 dual bus feeder circuit breaker LH No 2. Verify PFD 2 powers up. If PFD 2 remains
without power, check dual bus feeder circuit breaker LH No 2, associated limiter and diode.
14. Close No 2 dual bus feeder circuit breaker RH No 2.
15. If no other service is to performed, remove aircraft power.
4.17.2 Dual Bus-Feeder Diodes Check

Supersedes King Air 200 Series Maintenance Manual 24-50-00 periodic inspection of dual bus feeder
diodes.
1. Remove aircraft power by turning BATT and AVIONICS MASTER switches to OFF position.
2. Remove all electrical power from the airplane.
3. Remove the center aisle floorboards and covers as necessary to gain access to the power distribution
panel (A145).
4. Remove the left isolation limiter (F131).
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5. Apply external power. Turn BATT and AVIONICS MASTER switches to ON position.
6. Bus voltage SHOULD be present on the right isolation bus (W109). Verify that the GDL69 FAIL
alert message is NOT shown on the PFD. Operation of the GDL 69A verifies continuity of the right
isolation limiter (F132).
7. By observing the following annunciators, power to each of the four buses will be verified: L FUEL
PRESS, R FUEL PRESS, L BL AIR FAIL and R BL AIR FAIL. If any of the annunciators fail to
illuminate, the associated limiter (F148, F149, F150 or F154), one of the four dual-bus-feeder diodes
(CR2) or dual-bus circuit breakers (RH NO. 1, RH NO. 2, RH NO. 3 or RH NO. 4) is open. If failure
of an annunciator is apparent, reset or replace the faulty component and repeat the test.
8. Units on the No. 1 avionics bus SHOULD NOT operate. Verify COM 2 is not powered by observing
a red X is displayed in COM 2 tuning window. If COM 2 is powered, at least one of the dual-bus-
feeder diodes is shorted. Detection of the shorted diode (diodes) may be accomplished by opening the
following dual-bus-feeder circuit breakers: (LH NO. 1, LH NO. 2, LH NO. 3 or LH NO. 4). After
replacement of the shorted diode (diodes), the test should be repeated.
10. Reinstall the left isolation limiter (F131). Remove the right isolation limiter (F132).
11. Apply external power. Turn BATT and AVIONICS MASTER switches to ON position
12. Bus voltage SHOULD be present on the left isolation bus (W108). Units on the No.1 avionics bus
SHOULD operate. Verify COM 2 is powered by observing a frequency is displayed in COM 2 tuning
window. Operation of COM2 will verify continuity of the left isolation limiter (F131).
13. By observing the following annunciators, power to each of the four buses will be verified: L FUEL
PRESS, R FUEL PRESS, L BL AIR FAIL and R BL AIR FAIL. If any of the annunciators fail to
illuminate, the associated limiter (F145, F146, F147 or F153), one of the four dual-bus-feeder diodes
(CR1) or dual-bus circuit breakers (RH NO. 1, RH NO. 2, RH NO. 3 or RH NO. 4) is open. If failure
of an annunciator is apparent, reset or replace the faulty component and repeat the test.
14. The GDL 69A SHOULD NOT operate. Verify that the GDL69 FAIL alert message IS shown on the
PFD. If the GDL 69A DOES operate, at least one of the dual-bus-feeder diodes (CR2) is shorted.
Detection of the shorted diode (diodes) may be accomplished by opening the following dual-bus-
feeder circuit breakers: (LH NO. 1, LH NO. 2, LH NO. 3 or LH NO. 4). After replacement of the
shorted diode (diodes), the test should be repeated.
16. Reinstall the right isolation limiter (F132).
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5 TROUBLESHOOTING
This section provides instructions and guidance for G1000 system troubleshooting, as installed in the
King Air 200/B200.
IMPORTANT!
Sections 6, 7 and 8 provide detailed instructions on equipment removal,
replacement, configuration, and return-to-service testing. Anytime a G1000
component or LRU is removed, swapped, or replaced, the technician must follow
the procedures given in Sections 6, 7 and 8 to ensure proper operation of the system.
Troubleshoot the G1000 system by first identifying, then isolating the specific failure to the responsible
LRU. There are several indications that the G1000 presents to the pilot or technician, showing overall
system condition. A course of action should be determined based on the information presented on the
display. This section shows possible scenarios likely to be encountered during normal operation and
gives troubleshooting guidance to the technician to resolve problems.
Figure 5-1, AUX – System Status Page

The AUX – System Status page is the 5th page in the AUX Page Group and displays the following
information for each LRU and sub-function:
• Status: A green check is displayed for properly operating LRUs. A red ‘x’ appears when an
internal LRU fault is detected and it has taken itself offline, or if the MFD can not communicate
with the LRU.
• Serial Number: Each LRU serial number is displayed (functions such as GPS and GS are
contained within an LRU; therefore, serial numbers are not shown for these).
• Current SW Version Loaded.
When troubleshooting, first check to ensure that each LRU status is ‘green’ and that the correct software
is loaded in each unit. Additional airframe and database information is also displayed on this page.
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5.1 G1000 Alerting System
Figure 5-2, Alerts & Annunciations

The G1000 Alert System conveys alerts to the pilot using combinations of the following features:
Alert Window:
The Alert window displays alert text messages. Pressing the ALERTS softkey displays the Alerts
window. Pressing the ALERTS softkey again removes the Alerts window from the display.
Softkey Annunciation:
When the G1000 Alerting System issues an alert, the ALERTS softkey is used as a flashing annunciation
to accompany the alert. During the alert, the ALERTS softkey label changes to ADVISORY as shown in
Figure 5-3. Pressing the ADVISORY softkey annunciation acknowledges the presence of the alert and
displays the advisory message in the Alert Window.
Figure 5-3, ADVISORY Softkey Annunciation
System Failure Annunciations:

Typically, a large red X appears in windows when a failure is detected in the LRU providing the
information to the window.
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Aural & Audio Alerts
The G1000 system is capable of issuing audio and aural (voice) alerts for various situations. The
following alerts are utilized by the G1000:
Alert Name Purpose
Traffic (voice) Traffic Advisory

No Traffic (voice) Traffic Unavailable
“Minimums, Minimums” (voice) Minimums Aural Alert
Alt Alert (aural) Altitude Alerting Function
“Caution Terrain, Caution Terrain” (voice) and TAWS Caution alert: Reduced required terrain clearance
“Terrain Ahead, Terrain Ahead” (voice) Or Imminent impact with terrain.
“Terrain Terrain, Pull Up Pull Up” (voice) and TAWS Warning alert: Reduced required terrain clearance
“Terrain Ahead Pull Up, Terrain Ahead Pull Up” (voice) Or Imminent impact with terrain.
“Terrain Terrain” (voice) TAWS Caution alert: GPWS mode 2, Excessive Closure Rate
TAWS Caution alert: GPWS mode 4A/B/C, Flight into terrain,
“Too Low Terrain” (voice)
takeoff or high speed
TAWS Caution alert: GPWS mode 4A/B, Flight into terrain, gear
“Too Low Gear” (voice)
not extended
TAWS Caution alert: GPWS mode 4B, Flight into terrain, flaps not
“Too Low Flaps” (voice)
extended
“Sink Rate” (voice) TAWS Caution alert: GPWS mode 1, Excessive Descent Rate
TAWS Warning alert: GPWS mode 1 or 2, Excessive Descent Rate
“Pull Up” (voice)
Or Excessive Closure Rate
“Don’t Sink” (voice) or TAWS Caution alert: GPWS mode 3, altitude loss after takeoff or
“Too Low Terrain” (voice) go-around
“Glide Slope” (voice) or

TAWS Caution alert: GPWS mode 5, Glide Slope/Path deviation
“Glide Path” (voice)
“Five Hundred” (voice) or
“Four Hundred” (voice) or
TAWS voice callout: GPWS mode 6, voice callout as appropriate
“Three Hundred” (voice) or
per altitude
“Two Hundred” (voice) or
“One Hundred” (voice)
“Caution Obstacle, Caution Obstacle” (voice) or TAWS Caution alert: Reduced required obstacle clearance
“Obstacle Ahead, Obstacle Ahead ” (voice) Or Imminent impact with obstacle.
“Obstacle Obstacle Pull Up Pull Up” (voice) or

TAWS Warning alert: Imminent impact with obstacle.
“Obstacle Ahead Pull Up, Obstacle Ahead Pull Up” (voice)
“TAWS System Failure” (voice) TAWS status alert: Terrain failure
“TAWS Not Available” (voice) TAWS status alert: Terrain not available
“TAWS System Test, OK” (voice)(If passed) or
TAWS status alert: Terrain self-test
“TAWS System Failure” (voice) (If test failed)
“TAWS Available” (voice) TAWS status alert: Terrain available
“Vertical Track” (voice) Vertical navigation alerting function
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5.2 System Annunciations
If data fields become invalid due to an LRU failure, the PFD/MFD typically annunciates the failure with
a large red X, as shown in Figure 5-4.
Figure 5-4, System Annunciations
5.2.1 Failed Path Messages

The following message indicates there is a data path connected to the GDU (PFD1, PFD1, or MFD) or
the GIA 63W (1 or 2) that has failed.
FAILED PATH – A data path has failed.
The FAILED PATH message is triggered by a timeout of any one digital channel. The channels that are
checked are listed on these pages in config mode:
1) GDU RS-232 / ARINC 429 CONFIG (PFD1/2, and MFD)
2) GIA RS-232 / ARINC 429 CONFIG (GIA1 and GIA2)
3) GIA CAN / RS-485 CONFIGURATION (GIA1 and GIA2)
IMPORTANT!
Once the FAILED PATH message has been triggered, it will remain on the list of
messages until the next power cycle. This latching was implemented so that for
intermittent failures, the message would remain at the end of the flight (to alert
maintenance crew). Also, this keeps the crew from having to acknowledge message
repeatedly in the case of intermittent failures.
The box next to each channel indicates the current status of the channel per the below:
• Red X = data path is known to be failed
• Amber question mark (?) = data path status is unknown
• Green checkmark (9)= data path is known to be good
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The applicable data paths can be verified by viewing the following configuration mode pages.
5.2.1.1 GDU RS-232 / ARINC 429 CONFIG Page

PFD 1 RS-232
Channel LRU Indicator Status
Green PFD1/GMC 710 data path is functioning correctly.
PFD1/GMC 710 data path is not functioning correctly.
• Verify GMC710 is powered on.
o If GMC 710 will not power on, remove unit and
verify power and ground are present at the GMC
connector.
If power or ground is not present,
troubleshoot aircraft wiring for faults.
If power and ground are present, replace
Red GMC 710.
CHNL 2 GMC 710
• Load PFD1 and GMC 710 configuration files.
• Swap PFD1and PFD2 to confirm if the problem is in the
original PFD1.
o Replace original PFD1 if box turns green after
swapping displays.
• Check the PFD1/GMC 710 interconnect wiring for faults.
Replace GMC 710 if problem remains.
PFD1/GMC 710 data path functionality is unknown. Reload
Amber
PFD1 configuration file.
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PFD 1 ARINC 429
Green PFD1/GRS 77 #1 data path is functioning correctly.
PFD1/GRS 77 #1 data path is not functioning correctly.
• Verify GRS77 #1 status is “OK” using the System Status
page on the MFD. If it is not, correct condition before
proceeding, reference GRS troubleshooting sections.
o Swap GRS1 and GRS2 (no reconfiguration
required) to confirm if the problem is in the original
GRS1.
o Replace original GRS1 if box turns green after
swapping units.
Red • Load PFD1 configuration file.

IN 1 GRS 77 #1
• Swap PFD1 and PFD2 to confirm if the problem is in the
original PFD1.
swapping displays.
• Swap GRS1 and GRS2 (no reconfiguration required) to
confirm if the problem is in the original GRS1.
swapping units.
Check the PFD1/GRS 77 #1 interconnect wiring for faults.
PFD1/GRS 77 #1 data path functionally is unknown. Reload
Amber
Green PFD1/GDC 74 #1 data path is functioning correctly
PFD1/GDC 74 #1 data path is not functioning correctly.
• Verify GDC 74 #1 status is “OK” using the System Status
proceeding, reference GDC troubleshooting sections.
• Load PFD1 and GDC 74 #1 configuration files.
Red • Swap PFD1 and PFD2 to confirm if the problem is in the
IN 2 GDC 74 #1
original PFD1.
swapping displays.
• Check the PFD1/GDC 74 #1 interconnect wiring for faults.
Replace GDC 74 #1 if problem remains.
PFD1/GDC 74 #1 data path functionality is unknown. Reload
Amber
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PFD 2 RS-232
Green PFD2/GMC 710 data path is functioning correctly.
PFD2/GMC 710 data path is not functioning correctly.
• Verify GMC 710 is powered on.
o If GMC 710 will not power on, remove unit and
verify power and ground are present at the GMC
connector.
Red
CHNL 2 GMC 710 GMC 710.
• Load PFD2 and GMC 710 configuration files.
original PFD2.
oReplace original PFD2 if box turns green after
swapping displays.
• Check the PFD2/GMC 710 interconnect wiring for faults.
Replace GMC 710 if problem remains.
PFD2/GMC 710 data path functionality is unknown. Reload
Amber
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PFD 2 ARINC 429
Green PFD2/GRS 77 #2 data path is functioning correctly.
PFD2/GRS 77 #2 data path is not functioning correctly.
• Verify GRS77 #2 status is “OK” using the System Status
proceeding, reference GRS troubleshooting sections.
o Swap GRS1 and GRS2 (no reconfiguration
required) to confirm if the problem is in the original
GRS1.
swapping units.
Red • Load PFD2 configuration file.

IN 1 GRS 77 #2
original PFD2.
swapping displays.
swapping units.
• Check the PFD2/GRS 77 #2 interconnect wiring for faults.
PFD2/GRS 77 #2 data path functionality is unknown. Reload
Amber
Green PFD2/GDC 74 #2 data path is functioning correctly.
PFD2/GDC 74 #2 data path is not functioning correctly.
• Verify GDC 74 #2 status is “OK” using the System Status
proceeding, reference GDC troubleshooting sections.
• Load PFD2 and GDC 74 #2 configuration files.
Red • Swap PFD2 and PFD1 to confirm if the problem is in the
IN 2 GDC 74 #2
original PFD2.
swapping displays.
• Check the PFD2/GDC 74 #2 interconnect wiring for faults.
PFD2/GDC 74 #2 data path functionality is unknown. Reload
Amber
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MFD1 RS-232
Green MFD1/GCU 477 data path is functioning correctly.
MFD1/GCU 477 data path is not functioning correctly.
• Verify GCU 477 is powered on.
o If GCU 477 will not power on, remove unit and
verify power and ground are present at the GCU
connector.
Red
CHNL 1 GCU 477
GCU 477.
• Load MFD1 and GCU 477 configuration files.
• Check the MFD1/GCU 477 interconnect wiring for faults.
• Replace GCU 477.
Replace MFD if problem remains.
MFD1/GCU data path functionality is unknown. Reload MFD1
Amber
configuration file.
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5.2.1.2 GIA RS-232 / ARINC 429 CONFIG Page
GIA1 RS-232
Green GIA1/GDC 74 #1 data path is functioning correctly.
GIA1/GDC 74 #1 data path is not functioning correctly.
• Load GIA1 and GDC 74 #1 configuration files.
• Swap GIA1 and GIA2, reconfigure both GIA’s to their new
locations to confirm if the problem is in the original GIA1.
Red
CHNL 1 GDC 74 #1 o Replace original GIA1 if box turns green after
swapping units.
• Check the GIA1/GDC 74 #1 interconnect wiring for faults.
GIA1/GDC 74 #1 data path functionality is unknown. Reload
Amber
GIA1 configuration files.
GRS 77 #2 GIA1/GRS 77 #2 output data path is not monitored. A white

CHNL 2 White N/A
(output only) N/A box is normal.
Green GIA1/GTX 33 #1 data path is functioning correctly.

GIA1/GTX 33 #1 data path is not functioning correctly.
• Load GIA1 and GTX 33 #1 configuration files.
GTX 33ES Red
CHNL 5 o Replace original GIA1 if box turns green after
#1 w/TIS
swapping units.
• Check the GIA1/GTX 33 #1 interconnect wiring for faults.
Replace GTX 33 #1 if problem remains.
GIA1/GTX 33 #1 data path functionality is unknown. Reload
Amber
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GIA1 RS-232 (continued)
Green GIA1/GRS 77 #1 data path is functioning correctly.
GIA1/GRS 77 #1 data path is not functioning correctly.
• Load GIA1 configuration files.
o Replace original GIA1 if box turns green after
Red swapping units.
CHNL 6 GRS 77 #1
swapping units.
Check the GIA1/GRS 77 #1 interconnect wiring for faults.
GIA1/GRS 77 #1 data path functionality is unknown. Reload
Amber
Green GIA1/GMA 1347D #1 data path is functioning correctly.
GIA1/GMA 1347D #1 data path is not functioning correctly.
• Load GIA1 and GMA 1347D #1 configuration files.
• Swap GMA 1347D #1 and GMA 1347D #2, reconfigure
both GMA’s to their new locations, to confirm if the
problem is in the original GMA 1347D #1.
o Replace original GMA 1347D #1 if box turns green
GMA Red
CHNL 7 after swapping units.
1347 #1
swapping units.
Check the GIA1/GMA 1347D #1 interconnect wiring for faults.
Amber
GIA1/GMA 1347D #1 data path functionality is unknown.
Reload GIA1 configuration files.
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GIA1 ARINC 429
Red
IN 5 GDC 74 #1 o Replace original GIA1 if box turns green after
swapping units.
Amber
swapping units.
Red
IN 6 GRS 77 #1
• Swap GRS1 and GRS2 (no reconfiguration required, ref.
GRS Configuration and Testing sections) to confirm if the
problem is in the original GRS1.
swapping units.
Amber
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GIA2 RS-232
GIA2/GDC 74 #2 data path is not functioning
correctly.
• Swap GIA2 and GIA1, reconfigure both GIA’s to
their new locations to confirm if the problem is in
Red the original GIA1.
CHNL 1 GDC 74B #2
o Replace original GIA2 if box turns green
after swapping units.
• Check the GIA1/GDC 74 #2 interconnect wiring
for faults.
GIA2/GDC 74B #2 data path functionality is unknown.
Amber
GIA2/GRS 77 #1 output data path is not monitored. A

CHNL 2 GRS 77 #1 (output only) White N/A
white N/A box is normal.
Green GIA2/GTX 33 #2 data path is functioning correctly.

GIA2/GTX 33 #2 data path is not functioning
correctly.
• Load GIA2 and GTX 33 #2 configuration files.
• Swap GIA2 and GIA1, reconfigure both GIA’s to
their new locations to confirm if the problem is in
Red the original GIA1.
CHNL 5 GTX 33ES #2 w/TIS
o Replace original GIA2 if box turns green
after swapping units.
• Check the GIA2/GTX 33 #2 interconnect wiring
for faults.
Replace GTX 33 #2 if problem remains.
GIA2/GTX 33 #2 data path functionality is unknown.
Amber
190-00915-01 Revision 6
GIA2 RS-232 (continued)
Red swapping units.
CHNL 6 GRS 77 #2
swapping units.
Amber
Green GIA2/GMA 1347D #2 data path is functioning correctly.
GIA2/GMA 1347D #2 data path is not functioning correctly.
• Load GIA2 and GMA 1347D #2 configuration files.
• Swap GMA 1347D #2 and GMA 1347D #1, reconfigure
both GMA’s to their new locations to confirm if the problem
is in the original GMA 1347D #2.
o Replace original GMA 1347D #2 if box turns green
GMA Red
CHNL 7 after swapping units.
1347D #2
swapping units.
Check the GIA1/GMA 1347D #2 interconnect wiring for faults.
GIA1/GMA 1347D #2 data path functionality is unknown.
Amber
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GIA2 ARINC 429
Red
IN 5 GDC 74 #2 o Replace original GIA2 if box turns green after
swapping units.
Amber
Red swapping units.
IN 6 GRS 77 #2
swapping units.
Amber
190-00915-01 Revision 6
5.2.1.3 GIA CAN / RS-485 CONFIGURATION Page
GIA1 RS-485
Green GIA1/GEA1 data path is functioning correctly.
GIA1/GEA1 data path is not functioning correctly.
• Verify GEA1 is powered on using the GEA Status page.
• Load GIA1 and GEA1 configuration files.
Red o Replace original GIA1 if box turns green after swapping
CHNL 1 GEA1 units.
• Swap GEA1 and GEA2, reconfigure both GEA’s to their new
locations to confirm if the problem is in the original GEA1.
o Replace original GEA1 if box turns green after swapping
units.
Check the GIA1/GEA1 interconnect wiring for faults.
GIA1/GEA1 data path functionality is unknown. Reload GIA1
Amber
configuration files.
Red o Replace original GIA1 if box turns green after swapping
CHNL 2 GEA2 units.
• Swap GEA2 and GEA1, reconfigure both GEA’s to their new
locations to confirm if the problem is in the original GEA2.
o Replace original GEA2 if box turns green after swapping
units.
Amber
Green GIA1/GFC 700 data path is functioning correctly.
GIA1/GFC 700 data path is not functioning correctly.
• Load GIA1 configuration files, GIA Gains file and GSA software
Red
CHNL 4 GFC 700 and gains file (if LRU and Card versions are different).
Reference GFC section for further troubleshooting.
GIA1/GFC 700 data path functionality is unknown. Reload GIA1
Amber
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GIA2 RS-485
Red swapping units.
CHNL 1 GEA1
• Swap GEA1 and GEA2, reconfigure both GEA’s to their
new locations to confirm if the problem is in the original
GEA1.
o Replace original GEA1 if box turns green after
swapping units.
Amber
Red swapping units.
CHNL 2 GEA2
• Swap GEA2 and GEA1, reconfigure both GEA’s to their
new locations to confirm if the problem is in the original
GEA2.
o Replace original GEA2 if box turns green after
swapping units.
GIA2GEA2 data path functionality is unknown. Reload GIA2
Amber
Green GIA2/GFC 700 data path is functioning correctly.
GIA2/GFC 700 data path is not functioning correctly.
• Load GIA2 configuration files, GIA Gains file and GSA
Red software and gains file (if LRU and Card versions are
CHNL 4 GFC 700
different).
Reference GFC section for further troubleshooting.
GIA2/GFC 700 data path functionality is unknown. Reload
Amber
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5.2.2 System Failure Troubleshooting
The following table provides basic troubleshooting guidance for LRU failures. Refer to G1000/GFC 700
Wiring Diagram, listed in Table 1-2, as needed to verify interconnects.
Associated
Invalid Data Field Solution
LRU(s)
Low Speed Awareness Band
permanently displayed • With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the RH GEAR ON
GROUND Discrete In indication for GIA2, on GIA I/O
CONFIGURATION page is illuminated.
• With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the LH GEAR ON
GDU CONFIGURATION page is illuminated.
• If both indications are illuminated Green, switch GIA1
and GIA2, to verify location of problem:
9 If problem is resolved, replace defective unit.
9 If indication is not illuminated, check for wiring
faults between the GIAs and aircraft squat switch
system.
Low Speed Awareness Band

permanently inhibited • With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the RH GEAR ON
CONFIGURATION page is illuminated.
• With aircraft weight on wheels and the G1000 in
Configuration Mode, check that the LH GEAR ON
GDU CONFIGURATION page is illuminated.
• If both indications are illuminated Green, switch GIA1
and GIA2, to verify location of problem:
9 If problem is resolved, replace defective unit.
9 If indication is not illuminated, check for wiring
faults between the GIAs and aircraft squat switch
system.
• Check configuration settings for GIA1 and PFD1.

NAV1 & COM1
• Swap GIA1 and GIA2, to verify location of problem:
GIA1 9 If problem follows GIA1, replace GIA1.
• Check Ethernet interconnect from GIA1 to PFD1.
9 If problem persists, replace PFD.
NAV2 & COM2 • Check configuration settings for GIA2 and PFD2.
GIA2 9 If problem follows GIA2, replace GIA2.
• Check Ethernet interconnect from GIA2 to PFD2.
9 If problem persists, replace PFD.
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Associated
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring state)
in the cabin.
GPS LOI • Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS can not
acquire a position lock for troubleshooting.
GIA1 or GIA2 • Check corresponding GPS antenna and cable for
faults.
• Check Ethernet interconnect between the PFD1 to
GIA1 or PFD2 to GIA2 for faults.
9 If problem follows the GIA, replace the GIA.
9 If problem persists, replace the PFD1 or PFD2.
• Check GTX 33/33D configuration settings for GIA1 and
GIA2.
• Check GTX 33D/GIA1 interconnect.
XPDR FAIL • Check GTX 33D/GIA2 interconnect.
GTX 33 • Perform a SET>ACTV configuration reset on the GTX
Config page for each GTX, and verify the aircraft
registration is present.
• Replace GTX 33/33D.
9 If problem persists, replace GIA.
TAS FAIL
AIRSPEED FAIL
ALTITUDE FAIL • Inspect GDC 74B pitot/static plumbing integrity.
VERT SPEED FAIL
• Inspect pitot/static ports and associated equipment for
faults.
• For TAS failure, also check GTP 59 probe.
GDC 74B
• Check GDC 74B configuration settings for the PFDs,
MFD, GIA1, and GIA2.
9 If PFDs, MFD, and GIA configuration settings are
correct, replace the GDC configuration module.
9 If problem persists, replace the GDC 74B.
• Check OAT probe wiring and connectors for faults.

• Check GDC config module wiring for damage, replace
OAT if any is found.
GTP 59
• Replace GDC config module
• Replace GDC 74B with a known good unit:
9 If problem persists, replace the GTP 59.
190-00915-01 Revision 6
Associated
LRU(s)
technology is not turned on (even in a monitoring
state) in the cabin.
• Cycle GRS 77 power to restart initialization.
• Ensure GRS 77 connecter is secure and proper wire
harness strain relief is provided.
• Ensure the GRS 77 is fastened down tightly in it’s
mounting rack and that the mounting rack is not
loose (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need
ATTITUDE FAIL to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
• Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
GRS 77 This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
• Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 77 to go offline.
• Load configuration files to the PFD, MFD, GIA1, and
GIA2.
• Calibrate the GRS 77 (Pitch/Roll Offset and
Magnetometer Calibration).
• Replace GRS 77.
9 If problem persists replace GRS 77 configuration
module.
9 Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 77
and config module for additional assistance.
Revision 6 190-00915-01
Associated
LRU(s)
• Ensure metal objects (tool boxes, power carts, etc.)

are not interfering with the magnetometer and aircraft
is not in hangar, near other buildings, parked over
metal drainage culverts or on hard surfaces that may
contain steel reinforcements
technology is not turned on (even in a monitoring
state) in the cabin.
• Cycle power after moving aircraft away from metal
objects to determine if metal objects were the source
of the interference. Allow up to five minutes for the
heading to reinitialize.
GRS 77 • Perform a Magnetometer Interference Test to check
HDG FAIL
& for interference from onboard electrical system
GMU 44 components (e.g. NAV lights). Pay particular
attention to any new electrical devices that have
been installed since the aircraft was new. Correct
any discrepancies that do not allow this test to pass
before continuing.
• Ensure GRS 77 and GMU 44 connectors are secure.
• Check the wiring and any inline connectors between
the GRS and GMU for faults.
• Recalibrate the GMU 44,
• Load configuration files to the PFD1, PFD2, GIA1,
and GIA2
9 If problem persists replace the GMU 44.
9 If problem persists, replace the GRS 77.
GRS 77
• If this message persists longer than five minutes,
&
perform AHRS calibration procedures as described in
GMU 44
Section 7.7.3.
190-00915-01 Revision 6
Associated
LRU(s)
• If software was loaded to a new GDU display, be

sure that the user settings for the replaced display
were cleared. Clear user settings by pressing the
Engine/Airframe Sensors (All CLR key on the replaced display while applying
Invalid) power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
• Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
• Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
9 The internal power supply, configuration and
GEA 71 calibration boxes should be green. If they are
& red, replace the GEA 71.
GIA 63W
• Verify internal, external, and reference voltages listed
in the Main Analog and I/O A Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
9 If any voltages are dashed out, replace the GEA.
• Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
9 If GEA is not online verify unit is receiving power
at the rack connector.
9 Check the GIA/GEA interconnects for faults.
9 Reload configuration files to both GIA’s and the
GEA.
• If problem persists, replace the GEA 71.
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5.2.3 Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures. Be
sure to also follow previous guidance given for the GEA 71. The technician should troubleshoot to
isolate the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing
the GEA 71. Replace one part at a time. Refer to Section 7.4.1 to check for correct operation of the
sensors and GEA 71 after any part has been replaced. Refer to G1000/GFC 700 Wiring Diagram and
King Air 200 Series Maintenance Manual (listed in Table 1-2) as needed.
Invalid Field Sensor Possible Solutions (for applicable engine/system)
• Check thermocouple cable.

ITT • Replace thermocouple cable.
• Replace GEA 71.
• Check torque transmitter – GEA wiring.

• Check power input to torque transmitter.
Torque
• Replace torque transmitter.
• Replace GEA 71.
• Check prop tachometer – Signal Conditioner wiring.
• Check Signal Conditioner – GEA wiring.
• Check power input to Signal Conditioner.
Prop RPM
• Replace prop tachometer sensor.
• Replace Signal Conditioner. Refer to Section 6.22.
• Replace GEA 71.
• Check engine speed tachometer – Signal Conditioner wiring.
• Check Signal Conditioner – GEA wiring.
• Check power input to Signal Conditioner.
Turbine RPM
• Replace engine speed tachometer sensor.
• Replace GEA 71.
• Check Signal Conditioner unit wiring.
• Check power input to Signal Conditioner
Fuel Flow • Replace fuel flow transmitter.
• Replace GEA 71.
• Check oil pressure sensor – GEA wiring.

Oil Pressure • Replace oil pressure sensor.
• Replace GEA 71.
• Check oil temperature sensor – GEA wiring.

Oil Temperature • Replace oil temperature sensor.
• Replace GEA 71.
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5.2.4 ADF/DME Failure
A DME or ADF failure is represented by the following red X’s. Refer to G1000/GFC 700 Wiring
Diagram and King Air 200 Series Maintenance Manual (listed in Table 1-2,) as needed.
Invalid Field Sensor Solutions
• Ensure that GIA 63 #2 is properly functioning.

• Reload the ADF option configurations.
• Check for proper operation of the ADF receiver. Ensure
ADF that the receiver is receiving power.
• Check ADF – GIA2 interconnect.
• For other failures of the ADF system, refer to King Air
200 Series Maintenance Manual, listed in Table 1-2.
• Ensure that GIA 63 #1 is properly functioning.

• Reload the DME option configurations.
• Check for proper operation of the DME receiver. Ensure
DME that the receiver is receiving power.
• Check DME – GIA1 interconnect.
• For other failures of the DME system, refer to the King
Air 200 Series Maintenance Manual, listed in Table 1-2.
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5.3 200/B200 Specific Alerts
The following alerts are configured specifically for the King Air 200/B200 installation:
ANNUNCIATION ADVISORY Alerts
Message Advisory Solution
TAWS GEAR FAULT – Landing Gear detected in • Check the gear down wiring input to the GIAs. Refer to
the DOWN position G1000/GFC 700 Wiring Diagram, listed in Table 1-2.
TAWS FLAP FAULT – Flaps detected in the LDG • Check the flap full down wiring input to the GIAs. Refer
position to G1000/GFC 700 Wiring Diagram, listed in Table 1-2.
WOW Invalid • Ensure that the GIA1 (PRI) and (SEC) and GIA2 circuit
breakers are closed.
• Check weight on wheels switch inputs to GIA1 and GIA2.
Refer to G1000/GFC 700 Wiring Diagram, listed in Table
1-2,
WOW Fault • Ensure that the GIA1 (PRI) and (SEC) and GIA2 circuit
breakers are closed.
• Check weight on wheels switch inputs to GIA1 and GIA2.
Refer to G1000/GFC 700 Wiring Diagram, listed in Table
1-2.
AVN 1 FAN FAIL – Avionics cooling fan #1 is
inoperative.
AVN 2 FAN FAIL – Avionics cooling fan #2 is • Ensure that the PFD/GIA FAN (LEFT and RIGHT) and
inoperative. MFD FAN circuit breakers are closed.
PFD 1 FAN FAIL – PFD #1 cooling fan is • Check cooling fan wiring. Refer to G1000/GFC 700
inoperative. Wiring Diagram, listed in Table 1-2,
PFD 2 FAN FAIL – PFD #2 cooling fan is • Replace cooling fan. Refer to Sections 6.28 and 6.29.
inoperative.
MFD FAN FAIL – MFD cooling fan is inoperative.
ESP FAIL – ESP is inoperative. Troubleshoot the GFC 700 AFCS. Refer to Section 5.5.
• Check that the MFD AUX-SYSTEM SETUP 2 page
ESP OFF – ESP selected off.
shows “Stability & Protection” status is “ENABLED”.
• Ensure GIA units are operational and GPS satellites
have been acquired.
ESP DEGRADE – ESP AOA mode is inoperative. • Ensure STALL WARN circuit breaker is closed.
• Troubleshoot Safe Flight lift computer. Refer to Section
5.25.
• Ensure ADC1 and ADC2 circuit breakers are closed and
ESP DEGRADE - ESP IAS mode is inoperative.
units are providing valid airspeed data.
• Ensure that the “ESP Support Option” has been installed
per Section 3.20.
• Ensure that the “Enhanced AFCS unlock card” has been
installed per Section 3.34.
ESP CONFIG – ESP config error. Config service
req’d. • If the ESP option needs to be removed, reload the
baseline configuration for the specific airframe and all
applicable options as described in Section 3.9.
Reloading the baseline configuration disables all
previously enabled options.
NOTE
From this point forward, all message advisory alerts presented are common to all G1000
systems and are not specific to the King Air 200/B200. Messages are grouped according
to LRU.
190-00915-01 Revision 6
5.4 TAWS Troubleshooting
Annunciation Cause Solution

• If message occurred on the first
power up after unlocking TAWS,
cycle power to initialize TAWS.
• Ensure each GDU contains the
correct database data card.
• Ensure the G1000 is configured for
TAWS:
A TAWS system failure has 9 If the system is not configured
occurred. for TAWS, reconfigure per
Section 3.9.6.
• Verify GIAs are online.
• Ensure a database or GDU SW
mismatch has not occurred.
9 If a mismatch has occurred,
load correct database/software
files or replace the terrain card.
TAWS system is currently N/A – Test will be conducted up to two
being tested. minutes
Enable TAWS system alerting by
TAWS system alerting is
pressing the INHIBIT softkey on the
disabled MAP – TAWS page.
• Ensure valid GPS position is
received from the AUX – GPS
GPS system integrity not high STATUS page.
enough to enable TAWS • Check GPS antenna & associated
coaxial cabling.
• Troubleshoot GIAs.
• Verify GIAs are online.
A GPWS system failure has • Verify radio altimeter input is valid.
occurred. • Verify baro altitude and vertical
speed input are valid.
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5.5 Synthetic Vision and Pathways Troubleshooting
The SVS/Pathways software feature requires the following G1000 sensors/data to be valid:
• AHRS
• Heading
• GPS Position
• 9 Arc-Second Terrain Data
In the event that one the above items fails or is unavailable, the SVS/Pathways feature is automatically
removed from the PFD. The following table describes possible symptoms associated with the
SVS/Pathways feature, and provides corresponding actions for troubleshooting:
Table 5-1, SVS Troubleshooting

Symptom Recommended Action
“SYN VIS” softkey does not

Follow the steps in Section 3.33 to reactivate the SVS/Pathways feature.
appear on PFD softkey tier.
Verify that P/N 010-00330-43 terrain datacards are installed in the lower slot
of the PFD and MFD.
Verify that the alert messages shown in Table 5-2 are not displayed on the
PFD Alerts Window. If so, follow the solutions described in Table 5-2.
3D terrain presentation does not Verify that the G1000 AHRS and heading data are valid on the PFD. Verify
appear on PFD. that a valid GPS 3D position solution is being received. Troubleshoot these
systems in accordance with sections 5.10.4 and 5.15.
If a terrain database update has just been performed, allow the system time
to initialize and verify the data. When the databases have been verified, the
current database cycle and version are reported on the MFD AUX – System
Status page.
The following table provides SVS/Pathways specific alert messages which may appear in the Alerts
Window on the PFD (press the ALERTS softkey on the PFD to view the Alerts Window):
Table 5-2, SVS-Related Alert Messages

Failure Message Cause Solution
Geographical operation limitations are
SVS is disabled because the defined in the AFMS listed in Table 1-2.
SVS – SVS DISABLED: Out of
aircraft exceeded the boundaries
available terrain region. Ensure that operations are within this
of the loaded terrain database.
geographic area.
Ensure the P/N 010-00330-43 Terrain
Cards are installed in the lower slot of
SVS is disabled because a 9 Arc- each display.
SVS – SVS DISABLED: Terrain
Second or better database is not
DB resolution too low If terrain data has been recently
currently loaded.
updated, ensure that the correct 9 Arc-
Second databases were used.
5.5.1 General Troubleshooting

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The following annunciations may appear in the AFCS Annunciation field:
Table 5-3, AFCS Annunciation Troubleshooting
Annunciation Condition Resolution

• Confirm AFCS Servos circuit breaker IN
• Ensure that the G1000 system is in proper working order.
Check specifically for proper operation of the:
9 GIA 63 Integrated Avionics Units
9 GRS 77 AHRS Units
9 GDC 74B Air Data Computers
9 All GSA 80 Servos
• Check that no red X’s are present on the MFD and PFD
displays.
• Check that no related alert messages are present on the
AFCS System PFD displays (press the ALERTS softkey).
Failure • Go to the AUX SYSTEM STATUS page on the MFD and
verify that all LRUs have a ‘green’ check (see Section 5).
• In Configuration mode, review the GFC 700 equipment
status, software, and certification gains.
• Reload software, configuration, and certification gains to the
GIAs and GSA 80 servos.
• Check the GFC Status page for additional GFC 700 system
information.
• Review the fault and assert logs for the GIAs and servos
(see Section 5.6.2)
• Isolate the fault to an LRU. Replace this LRU and confirm
the resolution of the annunciation.
• Check the AUX – SYSTEM STATUS page to see if the
Pitch Axis Failure servo is online (green check).
• Check that the affected servo is receiving power.
Pitch Trim Axis
Failure • Check the servo wiring and connector.
• For pitch trim, check pitch trim switch operation to verify
Yaw Axis Failure switch contacts are not stuck.
• If failure condition still exists, remove and replace the
Roll Axis Failure affected servo.
• If the AHRS inputs have been determined to be
AHRS Monitor “unreasonable” while the AP is engaged, in air, this message
Failure will be displayed until AHRS inputs are determined
reasonable for 5 seconds.
• If elevator mistrim annunciations persist, check the pitch and
Elevator Mis-Trim pitch trim servos for proper operation. Verify that the servo
is online at the AUX – SYSTEM STATUS page.
Down
• Check the servo wiring and connectors. Ensure the servo is
receiving power.
• Check the aircraft control adjustments.
Elevator Mis-Trim
Up • If mistrim condition still exists, remove and replace the
affected servo.
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Annunciation Condition Resolution
Aileron Mistrim • Check for possible fuel imbalance.

Right • Check aileron control adjustments.
• If mistrim condition still exists remove and replace the roll
Aileron Mistrim servo.
Left
Rudder Mistrim • Check rudder control adjustments.
Right • If mistrim condition still exists remove and replace the yaw
servo.
Rudder Mistrim
Left
• Allow the system to complete pre-flight tests.
Pre-Flight Test • The preflight test should finish within 2 minutes. If it does
Fails not pass, the red ‘PFT’ annunciation is shown. In case of
PFT failure, see Section 5.6.3 for additional PFT diagnostics.
Table 5-4, AFCS General Troubleshooting

Condition Resolution
• Check each servo gearbox slip clutch per Section 4.9.
Verify the clutches are not excessively loose and are within
torque limits.
Poor AP Performance
• Check aircraft controls for proper balancing and adjustment
(Limited AP Authority) per the King Air 200 Series Maintenance Manual.
• Check aircraft control cables for proper tension per the
King Air 200 Series Maintenance Manual.
• For intermittent nuisance disconnects with no AFCS of PFT
alert, check A/P disconnect switch and wiring for
intermittent faults.
• If an AFCS or PFT alert is displayed at the time of the
disconnect, troubleshoot per Section 5.5.
AP DISC Problems • Check the GIA AFCS Fault Logs according to Section
5.6.2. If a Mon Prmtr Invalid message is received, check
for valid true airspeed. A faulty GTP 59 OAT probe may
cause TAS to become invalid, which will flag the
Mon Prmtr Invalid message.
• Contact Garmin Product Support for assistance
• Check pitch trim servo status.
Loss of Manual Electric Trim • Check MET switch discrete inputs to both GIAs by going to
the GIA I/O Configuration page and selecting DISCRETE
IN inputs.
• Check flap-in-motion discrete inputs to both GIAs for proper
operation by going to the GIA I/O Configuration page and
selected DISCRETE IN inputs. See Section 4.8.
AutoTrim Inoperative • If DATA indicator fails to illuminate or illuminates
incorrectly, troubleshoot flap motor & discrete input wiring
(refer to G1000/GFC 700 Wiring Diagram, listed in Table
1-2,).
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5.6 GFC 700 AFCS Troubleshooting
The GFC 700 is a digital Automatic Flight Control System (AFCS) which is integrated into various
components of the G1000. This section touches upon key items to note while troubleshooting the GFC
700.
Should a problem be encountered during the operation of the GFC 700, the pilot and technician should
first evaluate the overall status and condition of the G1000 system at the AUX – System Status page (on
MFD). Any alert messages, annunciations, or other abnormal behaviors should be noted in an effort to
pinpoint the fault. The object is to locate the fault within a LRU or LRUs in efforts to replace the
defective equipment.
The GFC 700 AFCS Annunciation field is located above the airspeed tape on the PFD as shown:
Figure 5-5, AFCS Annunciation Field
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5.6.1 GFC Status Page
The GFC Status page is presented in configuration mode and gives status information regarding the
GFC 700.

GIA STATUS
AP DISCONNECT: Shows the condition of the AP DISC +28 VDC input to the GIAs and servos, which
is required for the Autopilot to operate. A green status indicator shows the AP DISC switch is closed and
the GFC 700 is activly receiving 28. volts. A red X indicates the GIAs and servos are no longer receiving
the +28 VDC AP DISC power (switch open or other fault).
MONITOR/CONTROL BOARD STATUS
Shows the condition of various monitor board components.
SERVO PROGRAM (1-3): Servo program discretes are used to determine the HW strapping for each
GSA to define the servo type. This information can be cross-referenced against the system interconnects
to verify proper servo grounding.
AP DISCONNECT: Same as GIA Status.
PFT: Indicates whether the pre-flight test has passed or failed.
HIGH RES & HIGH RNG LOAD CELL CAL: Shows the condition of the high resolution and high range
load cells on the monitor board. If box is black, this indicates a corrupt or missing load cell calibration;
return the servo to Garmin.
DRIVE SERVO
Allows the technician to enter a desired RPM at which to manually drive the selected servo. Direction of
rotation is controlled by the polarity of the RPM (+ or -). After the speed is entered, the technician may
use the ENG CLCH and DRV SRVO softkeys to drive the servo.
NOTE
Be especially certain that the flight controls are clear and safe to operate before manually
driving the servo.
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SERVO DATA
Shows real-time reported data including servo voltage, speed, motor current, load cell torque, and clutch
solenoid status. A green box indicates the servo clutch is engaged.
SLIP CLUTCH TEST RESULTS

This window is used during the automatic slip clutch torque measurement check.
5.6.2 GIA Fault Log Descriptions

The section was created to help determine why the GFC 700 has failed the Pre-Flight Test indicated by
the red PFT annunciation , it defines the PFT sequence for the servos and the GFC 700
system and then provides troubleshooting information to help resolve failures.
There are 16 steps to the GFC 700 PFT. The PFT is performed by both GIA’s at startup, and needs to
pass on both GIA’s before the autopilot can be engaged.
The PFT is only started if the AHRS has aligned, the GIA’s and servos are configured and the
certification gains are valid. If the PFT has not completed after one minute from when the initialization
started, the PFT will fail. After the system PFT has passed, it will be performed again if a servo resets, if
the autopilot servo breaker is reset or the cross side GIA restarts it.
Generally, the PFT failure fault is logged in the GIA Maintenance Log and not in the Servo Maintenance
Logs unless the GIA log fault identifies a servo problem.
NOTE
Thoroughly understanding the operation of the G1000 system in Configuration mode is
recommended before starting this procedure. The GFC Status page may be used to check
the status of the servos and engage them to aid in troubleshooting
To access the GIA and GSA Maintenance Logs, perform the following steps –
1. Start the G1000 in Configuration mode.

2. Use the FMS knob on PFD1 to go to the Diagnostics Terminal page in the System group. This page
allows the technician to view maintenance logs associated with the GFC 700.
3. Choose ‘GIA 1’ or ‘GIA 2’ in the LRU window.
4. In the SERVO window, choose ‘NONE’ to view the GIA Maintenance Log, or choose a servo to
view their logs.
5. Using the FMS knob, choose ‘VIEW MAINTENANCE LOG’ in the COMMAND window.
6. Press the ENT key.
7. When the Maintenance Log data starts to display in the OUTPUT window, you may see
"More...press any key to continue..." at the bottom of the OUTPUT window. This informs you there
is more data to display and the system has paused allowing you to view the data before continuing.
To see more of the data, reselect the "VIEW MAINTENANCE LOG" in the COMMAND window
and press the ENT key. The "...press any key to continue..." function is not active at this time.
8. Scroll through the OUTPUT list by pressing the OUTPUT softkey.
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9. The GIA Maintenance Log can record any of the following faults:
• FCS Task not started: Bad gains
The FCS task has not started because the gains are not present or have been corrupted.
Reload the gain files to correct.
• FCS Task not started: Gain structure out of range
The FCS task has not started because the gains are not compatible with the GIA software.
Reload the gain files to correct.
• PFT FAIL: Timeout, <STEP>
Pre-flight test has failed because the specified step has not passed in the allotted time. See the GIA
pre-flight steps for a description of the possible values for <STEP> on the failed GIA and corrective
actions.
• PFT FAIL: Cross GIA Failed, State: <STEP>
Pre-flight test has failed on opposite GIA. <STEP> specifies the pre-flight test step on selected
GIA that was in progress when the pre-flight test failed on the opposite GIA. See the GIA pre-flight
steps for a description of the possible values for <STEP> on the failed GIA and corrective actions.
• PFT FAIL: <STEP>
Pre-flight has failed because the step specified has failed. See the GIA pre-flight test steps for a
description of the possible values for <STEP> on the failed GIA and corrective actions.
• AHRS MON invalid: <STATE>
The AHRS monitor has detected that the AHRS data is invalid. The possible values for <STATE>
are:
a. Mon Prmtr Invalid: The ARINC 429 data used by one of the monitors has not been
received.
b. Attitude Prmtr Invalid: The ARINC 429 pitch or roll angle has not been received.
c. Exceeded Attitude Limits: The pitch or roll angle has exceeded the engagement limits.
d. Cross Hdg Accel Fail: Cross heading acceleration monitor failed.
e. Vert Accel Fail: Vertical acceleration monitor failed.
f. Fltrd Cross Hdg Accel Fail: Filtered cross heading acceleration monitor failed.
g. Fltrd Vert Accel Fail: Filtered vertical acceleration monitor failed.
h. Roll Accel Fail: Roll acceleration monitor has failed.
i. Normal Accel Fail: Normal acceleration has failed.
Troubleshoot the GRS 77 for the cause of the failure.
• Stuck switch invalidated parameter: <AXIS>
A MET switch in the specified axis is stuck.
Check the MET (trim) switches for proper operation.
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• PRMTR: <PARAMETER> MODE:<MODE> Parameter lost
The mode specified by <MODE> has been disengaged because the parameter specified by
<PARAMETER> has become invalid. The following is a list of some of the possible values for
<PARAMETER>:
a. AD TDM Comm Valid: The specified mode has been disengaged because communication
with the servos, via the Time Division Multiplexer protocol, has been lost.
b. AP Pitch MET not stuck: The specified mode has been disengaged due to a stuck pitch
MET switch.
Check the MET (trim) switches for proper identification.
5.6.3 GIA Pre-Flight Test Steps

PFT step 0: System initialization, verify GFC powered
This step is checking to make sure the GFC is powered up. It checks to make sure the GIA AP
disconnect input is connected to 28 volts, and makes sure the Servos are up and communicating.
If this step fails, make sure the GIA is connected to AP disconnect by using the GFC configuration page.
Also make sure all configured Servos are communicating by checking for Servo product data in
configuration mode.
PFT step 1: System initialization, verify GIA audio is valid.

This step is checking to make sure that the GIA audio region has been loaded and configured.
If this step fails, load GIA audio region and audio configuration.
PFT step 2: System initialization, verify required servos are configured

This step is checking to make sure the current Servo configuration matches the Servo configuration
specified in the certification gain file.
If this step fails, then make sure the Servo configuration on the GFC configuration page matches the
Servo configuration specified in the configuration gain (.cgn) file.
PFT step 3: System initialization, verify selected side

This step is checking to make sure the PFD1 is online and sending the selected AFCS side data over
HSDB to GIA1.
If this step fails, then make sure the PFD is powered up and there is an Ethernet connection from the PFD
to the GIA.
PFT step 4: System initialization, verify AHRS monitor

This step is checking to make sure the AHRS monitor is valid and not reporting an AHRS failure. NOTE:
AHRS monitor will be assumed valid if on the ground.
If this step fails, then make sure the AHRS and ADC is powered up and sending valid attitude data to the
G1000.
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PFT step 5: System initialization, verify servo PFT is complete
This step is checking to make sure that all servos have completed their own PFT. This does not check
whether the servo PFT passed or failed. It verifies that the servo PFT is no longer in progress.
PFT step 6: Verify cross GIA is initialized

This step is checking to make sure the other GIA is also on step 6 of its PFT.
If this step fails, try cycling power on GIA1, GIA2, and all servos. If PFT still fails at step 6 then you
will need to go check the PFT status of the other GIA and see what step it is failing (it should be prior to
step 6). NOTE: The PFT status is communicated between GIA1 and GIA2 using HSDB. As a result,
both the PFD and MFD must be powered for this state to pass.
PFT step 7: Verify servo type

This step is checking to make sure the Servos are the correct type (torque and speed).
If this step fails, make sure the Servo configuration on the GFC configuration page matches the Servos
installed in the aircraft.
PFT step 8: Verify servo first certification data

This step is checking to make sure the servos have the same certification gains loaded in them as the
GIAs have.
If this step fails, reload the certification gains in GIA1, GIA2, and all servos.
PFT step 9: Verify servo second certification data

This step is checking to make sure the servos have the same certification gains loaded in them as the
GIAs have.
If this step fails, reload the certification gains in GIA1, GIA2, and all servos.
PFT step 10: Updating servo RTC

This step is setting the system time in the servos to by the same time as the GIA system time.
This step should never fail.
PFT step 11: Verify servo PFT status

This step is checking to make sure the servos have all passed their own PFT.
If this step fails, please proceed to servo PFT explanation below.
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PFT step 12: Verify AP disconnect enabled
This step is checking to make sure GIA1, GIA2, and all servos have are connected to a 28 volt AP
disconnect.
If this step fails, make sure the AP disconnect input to GIA1, GIA2, and all servos is connected and
registering 28 volts. Make sure the AP disconnect switch has been installed in the aircraft. Make sure no
one is holding the AP disconnect switch down on the yoke.
PFT step 13: Verify servo validity

This step is checking to make sure all the Servos are up and communicating with valid data to the GIA in
TDM mode.
If this step fails, then make sure all Servos are turned on and communicating by checking for green boxes
on the GFC configuration page.
PFT step 14: Verify cross GIA PFT is completed

This step is checking to make sure the other GIA is also on step 14 of its PFT.
If this step fails, try cycling power on GIA1, GIA2, and all servos. If PFT still fails at step 14 then you
will need to go check the PFT status of the other GIA and see what step it is failing. NOTE: The PFT
status is communicated between GIA1 and GIA2 using HSDB. As a result, both the PFD and MFD must
be powered for this state to pass.
PFT step 15: PFT completed

The PFT has successfully completed.
PFT step 16: PFT failed

The PFT has failed.
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5.6.3.1 Servo Faults and Troubleshooting
Whenever a servo fault occurs, a status message is logged to the corresponding servo control or monitor
maintenance log. This information is also accompanied by a time and date stamp. An “RTC DATE”
entry is made every time a servo is powered on, it is normally not useful for troubleshooting.
The following is a listing of possible faults that could be reported in a GSA fault log. Faults can occur in
either the monitor board processor or the control board processor, both of which are contained in the GSA
unit.
Monitor Processor
The monitor processor contains the logs that are found in these processors -
2 – Pitch Servo
4 – Roll Servo
6 - Yaw
8 – Pitch Trim Servo
There are two main groupings of faults that can occur in the monitor processor:
The first grouping of faults can occur during the GSA unit pre-flight test (PFT). If there is a fault during
PFT the unit will not be able to transition to normal mode and the only way to clear this state would be to
cycle unit power.
The second grouping of faults can occur during normal mode. These faults generally cause a disconnect
of power to the GSA and report that a fault has occurred to the GIA.
The Notes column indicates any actions that can be taken to troubleshoot the problem in the aircraft by
the technician. Any faults that are not listed here indicate an internal problem requiring replacement of
the servo. If the items in the Notes column check out ok, replace the servo.
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PFT Faults
MONITOR PFT STEP NOTES

This can sometimes be a result of a failure on the other internal servo
"INTERNAL COMM FAIL"
board, check faults on the other processor
"UNSW POWER INV" Check unit power
"MON SOL PWR ON FAIL" Check unit power and AP Disconnect power
"CTL SOL PWR ON FAIL" Check unit power and AP Disconnect power
"SOL PWR FAIL" Check unit power and AP Disconnect power
"CERT DATA UNINSTALLED" Upload the certification gain file to the Monitor board
"STRAP CODE MISMATCH" Check the connector strap inputs to the unit
Normal Mode Faults
MONITOR FAULT NOTES

"GIA DIS FAULT" Check the AP Disconnect power into the unit
"HOST DATA DIF" Check the AHRS wiring to the system
"HOST DATA INV" Check the AHRS wiring to the system
"SVO PWR INV" Check unit power and AP Disconnect power
“STRP CODE CHNG” Check the connector strap inputs to the unit
“MET STUCK SWTCH” Check the MET switch inputs into the system
“MET STATUS DIF” Check the MET switch inputs into the system
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Control Processor
The control processor contains the logs that are found in these processors –
3 – Pitch Servo
5 – Roll Servo
7 - Yaw
9 – Pitch Trim Servo
There are two main groupings of faults that can occur in the control processor.
The first grouping of faults can occur during the GSA unit pre-flight test (PFT). If there is a fault during
PFT the unit will not be able to transition to normal mode and the only way to clear this state would be to
cycle unit power.
The second grouping of faults can occur during normal mode. These faults generally cause a disconnect
of power to the GSA and report that a fault has occurred to the GIA.
The Notes column indicates any actions that can be taken to troubleshoot the problem in the aircraft by
the technician. Any faults that are not listed here indicate an internal problem requiring replacement of
the servo. If the items in the Notes column check out ok, replace the servo.
PFT Faults
CONTROL PFT STEP NOTES
This can sometimes be a result of a failure on the other board, check
"INT COMM TEST FAIL"
faults on other processor
"CTL MOT PWR ON FAIL" Check unit power and AP Disconnect power
"MON MOT PWR ON FAIL" Check unit power and AP Disconnect power
"HALL 1 FAIL" Check unit power and AP Disconnect power
"CURR OFFST FAIL" Check unit power and AP Disconnect power
"SVO TYPE FAIL" Check unit power and AP Disconnect power
"CERT DATA UNINSTALLED" Upload the certification gain file to the Control board
"STRAP CODE MISMATCH" Check the connector strap inputs to the unit
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Normal Mode Faults
CONTROL FAULT NOTES
"GIA DIS FAULT" Check the AP Disconnect power into the unit
"HOST DATA DIF" Check the AHRS wiring to the system
"HOST DATA INV" Check the AHRS wiring to the system
"SVO PWR INV" Check unit power and AP Disconnect power
“STRP CODE CHNG” Check the connector strap inputs to the unit
“MET STUCK SWTCH” Check the MET switch inputs into the system
“MET STATUS DIF” Check the MET switch inputs into the system
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5.6.3.2 Downloading GIA and GSA Maintenance Logs
If additional assistance is needed troubleshooting autopilot faults, the Maintenance logs can be
downloaded to an SD card as a text file (.txt) and emailed to Garmin Aviation Product Support. Please
call Garmin Aviation Product Support before you send a Maintenance Log to notify them you are sending
it to prevent a delay in response. You may download multiple GIA and GSA Maintenance Logs to the
same file, however in your email to Garmin you must furnish the order in which they were downloaded
(i.e. GIA1, then GIA2, then SRVO PTCH MON, then SRVO PTCH CTL, etc.).
1. Insert a FAT 32 formatted SD card into the top slot of the PFD before turning on the displays.
2. Power up PFD1, PFD2 and MFD in the configuration mode.
3. On the PFD1 in the System page group, use the small FMS knob to scroll to the Diagnostics
Terminal page.
4. Press the LG2CRD softkey at the bottom of the PFD1. Verify that the softkey text grays out. This
indicates the recording function is active and all text that is displayed in the OUTPUT window will
be saved to the card.
5. Enable the cursor by pressing the FMS knob, select “GIA1” in the LRU drop down menu and then
press the ENT key to select it.
6. Skip the SERVO box and move the cursor to the COMMAND box and select “View Maintenance
Log” in the drop down menu then press the ENT key. The error log data will be displayed in the
OUTPUT box. If you see the “more…press any key to continue” text at the bottom of the screen,
you may need to reselect “View Maintenance Log” for GIA data to allow it to continue scrolling
down the screen (pressing any key will not continue, disregard the text instruction you to do so).
Continue to scroll through all the OUTPUT data until you see the text, “End of Fault Log”.
7. Move the curser back to the LRU box, select “GIA2” in the LRU drop down menu and then press
the ENT key to select it.
8. Skip the SERVO box and move the cursor to the COMMAND box and select “View Maintenance
Log” in the drop down menu then press the ENT key. The error log data will be displayed in the
OUTPUT box. If you see the “more…press any key to continue” text at the bottom of the screen,
you may need to reselect “View Maintenance Log” for GIA data to allow it to continue scrolling
down the screen (pressing any key will not continue, disregard the text instruction you to do so).
Continue to scroll through all the OUTPUT data until you see the text, “End of Fault Log”.
9. If you need to download Servo fault logs (usually done at the request of Garmin Product Support),
perform the following steps. Otherwise, skip to step 10.
a) In the LRU box, you may select either “GIA1” or “GIA2”.
b) In the SERVO box, choose a servo using the FMS knobs. Each servo contains two logs, one in
the Monitor (MON) processor and one in the Control (CTL) processor. You must download
both for each servo separately.
c) In the COMMAND box, select “View Maintenance Log” and press the ENT key.
d) The log will appear in the OUTPUT box. It will scroll to the end automatically. When it is
complete, repeat steps a-c for the other servos in the aircraft. Be sure to note the order the
servos were downloaded in including the Monitor or Control logs to email to Garmin Product
Support. Without knowing the order in which the logs were downloaded, Garmin will be unable
to process them and will ask for another full download.
10. Press the LG2CRD softkey to turn off the recording function.
11. Wait 1 minute for the system to save the data from the download to the SD card.
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12. While you are waiting for the data to be saved to the SD card, record the order of the LRU’s and/or
Servos were downloaded so that you can provide that information to Cessna or Garmin to help
decipher the order of the error data.
13. Power down the G1000 System and remove the SD card.
14. Insert the SD card in the card reader of a laptop or desktop computer and open the
“diag_buf_log.txt” file from the SD card using the WordPad program. Verify that all of the fault
logs were downloaded by checking for the “End of Fault Log” message at the end of the GIA data,
and that the last servo log entry has the current date.
15. Insert the fault log as an attachment to an email and include the LRU order how the data was
downloaded and send to Garmin Aviation Product Support at avionics@Garmin.com.
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5.7 Backup Communications Path Checks
5.7.1 Overview
The G1000 system architecture is designed with redundant communication ports for several LRUs so that
critical information can continue to be displayed in the event of an equipment or wiring failure. Of most
importance is flight attitude, heading, and air data information. The GRS 77 and GDC 74B each have
four separate ARINC 429 data lines which are all capable of sending data to the displays. The GEA 71,
GTX 33(D), and GMA 1347D each have two redundant serial communication paths for the same
purpose. See Figure 2-21 for a basic G1000 block diagram depicting this architecture. Several other
diagrams are shown later in this section for illustrative purposes. When troubleshooting, refer to the
G1000/GFC 700 Wiring Diagram listed in Table 1-2.
NOTE:
Refer to Section 8.1.6 for procedures on checking the status of each configured G1000 /
GFC 700 backup data path.
5.7.2 Data Path Failures
Failure Message Cause Solutions

Determine which data path has failed:
See Section 8.1.6.
A communications data path

FAILED PATH – A data path has
status is not being received by the Check wiring continuity for the failed
failed.
G1000. path.
Swap or replace the affected LRU.
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5.8 GDU 104X Troubleshooting
5.8.1 GDU 104X Common Problems
• Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
• Cycle power.
Display is blank 9 If GDU recovers, observe display for yellow text containing error
information at the top of the screen. If message indicates software
need to be re-loaded, then re-load software. Otherwise, replace
the GDU.
• Use a bright light to verify LCD is active.
9 Adjust avionics dimmer control full clockwise.
9 Manually turn up backlight on the PFD and load configuration files
Display resets to the GDU.
• Ensure slide lock is fully engaged with the locking tabs on the back of
the unit.
9 If slide lock is not fully engaged, remove connector and verify the
locking tabs on the GDU are perpendicular to the connector. If
necessary, straighten them before reseating connector.
• Ensure GDU is receiving power. If a circuit breaker is tripped,
determine source of short before resetting breaker.
• Ensure circuit breakers have not failed and power wire connections are
Display flickers
secure.
• Swap PFD1 and PFD2.
9 If problem follows unit, replace the display. Please note the
position it failed in (PFD1/2).
9 If problem does not follow unit, troubleshoot aircraft wiring for fault.
• DO NOT insert a screwdriver of any length into the card slot.
• DO NOT pry against the overlay.
• DO NOT force the SD Card out.
• Use a small screwdriver in the groove on the side of the exposed end of
the card to help pull out the card.
• Push the card in further to release the card locking mechanism.
SD card is stuck in GDU
• Check SD Card for having more than one label. Two or more labels on
the card will cause sticking.
9 Remove all but one label.
• Ensure the SD card is from Toshiba or SanDisk. Use of other SD
Cards is not recommended.
• If card was inserted with the label facing to the right, do not attempt to
remove. Return the unit to Garmin for repair.
• Go to the GDU TEST page in configuration mode and verify button,
knob, or joystick operates correctly by observing a change in color from
red to green in the button/knob/joystick icon when the
A button/knob/joystick does not button/knob/joystick is pressed. If a button is stuck, the button icon will
appear to function be green without pressing the button as soon as you turn to the GDU
TEST page.
9 If problem is verified, replace GDU.
Revision 6 190-00915-01
• Ensure supplemental data cards are inserted correctly in the lower slots
of all three GDU’s.
Terrain/Obstacle/Safetaxi does • Allow the system to verify the data on the cards for approximately five
not display minutes after power-up.
• If a database does not activate, reload the problem database onto the
SD Card or replace the card.
• Reload GDU configuration files.
Display will not track dimmer bus • If display is a PFD, swap PFD1 and PFD2 to see if problem remains
with display.
9 Replace display if condition remains with the same unit.
9 If condition remains in original position after swapping displays,
Keyboard will not track dimmer check GDU dimmer input to verify voltage is present.
bus
• If display is the MFD, check dimmer input to verify voltage is present.
9 Replace MFD if dimmer voltage is present.
190-00915-01 Revision 6
5.9 GDU 104X Alerts
5.9.1 Software/Configuration Alerts
The system has found the PFDs
SW MISMATCH – GDU software
and/or MFD software versions do
version mismatch. Xtalk is off.
not match.
MANIFEST – PFD 1 software
mismatch. Communication
Halted. The system has detected an • Load correct software version.
incorrect software version loaded See Section 3.9 for GDU 1040
MANIFEST – PFD 2 software in the specified PFD. Software Loading procedure.
Halted.
MANIFEST – MFD1 software The system has detected an
mismatch. Communication incorrect software version loaded
Halted. in MFD.
• Check master configuration
module connector and wiring
for damage inside the GDU
connector backshell.
9 Replace master
configuration module
wiring and pins.
9 If problem persists, replace
master configuration
CNFG MODULE – PFD 1 module.
The PFD master configuration
configuration module is
inoperative.
module has failed. NOTE
New Terrain/Obstacle cards, Jeppesen
Aviation Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
Revision 6 190-00915-01
• Reload the display configuration
files from SD Loader Card.
• Reload system configuration files
MFD1 CONFIG – MFD1 by pressing the UPDT CFG
configuration error. Config service softkey on the Configuration
req’d. Upload Page in the PFD1 System
Page Group to load configuration
files into the configuration module.
9 If message persists, check
PFD1 config module wiring for
faults and replace if necessary.
9 If issue continues, replace
PFD1 master configuration
A configuration mismatch has module.
PFD 1 CONFIG – PFD 1
configuration error. Config service occurred between the display and 9 If problem persists, replace the
req’d. the Master Configuration Module. display.
NOTE
New Terrain/Obstacle cards, Jeppesen
PFD 2 CONFIG – PFD 2 G1000 System ID number will change
configuration error. Config service to a new number when installing a new
req’d. master config module. The old Terrain
System ID number.
190-00915-01 Revision 6
5.9.2 Database Alerts
MFD1 DB ERR – MFD1 aviation
database error exists. • Reload aviation database into
The MFD or specified PFD has the display.
PFD 1 DB ERR – PFD 1 aviation
encountered an error in the
database error exists. • Contact Garmin Technical
Jeppesen aviation database.
PFD 2 DB ERR – PFD 2 aviation Support for assistance.
database error exists.
MFD1 DB ERR – MFD1 terrain The MFD has encountered an

database error exists. error in the terrain database. • Confirm supplemental data card is
inserted fully.
• Reload the database or replace the
supplemental datacard.
PFD 1 DB ERR – PFD 1 terrain • Contact Garmin product Support
database error exists. The specified PFD has
for further assistance if needed.
encountered an error in the terrain
PFD 2 DB ERR – PFD 2 terrain database.
MFD1 DB ERR – MFD1 obstacle The MFD has encountered an

database error exists. error in the obstacle database. • Confirm supplemental data card is
inserted fully.
PFD 1 DB ERR – PFD 1 obstacle • Contact Garmin product Support
database error exists. The specified PFD has
encountered an error in the
PFD 2 DB ERR – PFD 2 obstacle obstacle database.
The MFD has encountered an

MFD1 DB ERR – MFD1 airport
terrain database error exists.
error in the airport terrain • Confirm supplemental data card is
database. inserted fully.
PFD 1 DB ERR – PFD 1 airport • Contact Garmin product Support
terrain database error exists. The specified PFD has
encountered an error in the airport
PFD 2 DB ERR – PFD 2 airport terrain database.
terrain database error exists.
The system has found the
DB MISMATCH – Aviation
Jeppesen aviation database • Load current aviation database
database version mismatch. Xtalk
cycles in the PFDs and/or MFD do versions to all displays.
is off.
not match.
The system has found the
Jeppesen aviation database types
DB MISMATCH – Aviation
in the PFDs and/or MFD do not • Load same type aviation database
database type mismatch. Xtalk is
match (i.e., different regions: to all displays.
off.
Americas, International, Atlantic,
etc)
Revision 6 190-00915-01
DB MISMATCH – Airport Terrain The PFDs and/or MFD have

database version mismatch. Xtalk different Airport Terrain database
is off. versions installed.
The PFDs and/or MFD have

DB MISMATCH – Terrain • Confirm supplemental data card is
different terrain database versions
database version mismatch. inserted fully.
installed.
The PFDs and/or MFD have • Reload the database or replace the
DB MISMATCH – Obstacle supplemental datacard.
different obstacle database
database version mismatch.
versions installed.
The PFDs and/or MFD have
different terrain database types
DB MISMATCH – Terrain
installed (i.e., different regions:
database type mismatch.
Americas, International, Atlantic,
etc).
5.9.3 Cooling Alerts

• Check cooling fan and wiring
for proper operation (if
applicable).
9 Replace cooling fan if
unable to determine if
MFD1 COOLING – has poor MFD1 has exceeded its operating
operating correctly.
cooling. Reducing power usage. temperature range.
the MFD.
• If problem continues contact
Garmin Aviation Product Support
for assistance.
applicable).
PFD 1 COOLING – has poor PFD 1 has exceeded its operating
the PFD1.
for assistance.
applicable).
PFD 2 COOLING – has poor PFD 2 has exceeded its operating
the PFD2.
for assistance.
190-00915-01 Revision 6
5.9.4 Key Alerts
MFD1 “key” KEYSTK – key is The SYSTEM has determined a • Go to the GDU TEST page in
stuck. key is stuck on MFD1. configuration mode and verify
PFD 1 “key” KEYSTK – key is The system has determined a key key is stuck (if key is stuck the
stuck. is stuck on the PFD 1. corresponding indicator will be
green).
• Exercise suspected stuck key
and reset GDU TEST page to
PFD 2 “key” KEYSTK – key is The system has determined a key see if indicator remains green
stuck. is stuck on the PFD 2.
without pressing the key.
9 If problem persists replace
the display.
5.9.5 Miscellaneous Alerts

• Ensure a database error has not
occurred (identified in the ALERTS
window on the PFD).
9 If a database error has
occurred, correct error before
proceeding.
A communication error has • Check display Ethernet
XTALK ERROR – A flight display interconnect wiring.
occurred between the MFD and/or
cross talk error has occurred.
PFDs. • Replace PFD1 with a known good
unit, to verify location of problem:
9 If problem persists, reinstall
original PFD1 and replace
PFD2.
9 If problem persists, reinstall
PFD2 and replace MFD.
• If the CLR key was held during
a power cycle, disregard
message.
• Cycle power to PFD1:
DATA LOST – Pilot stored data
Pilot stored data has been lost. 9 Ensure CLR key is not
lost. Recheck settings.
stuck on the GDU TEST
page.
PFD1.
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• Ensure the MFD connector is
fully seated and locked.
• If the unit was started in a very
dark environment the photocells
may not have enough light to
initially raise the CCFT level.
Go to the GDU STATUS page
in configuration mode, ensure
CCFT CRNT 1 & 2 levels are
MFD1 SERVICE – needs service. The G1000 has determined MFD1 above 50.
Return unit for repair. needs service.
9 If the CCFT levels are not
above 50, apply light to the
photocell and observe if the
CCFT level rises.
9 If the CCFT level rises,
disregard the message.
9 If the CCFT level does not
rise, replace the MFD
• Replace the MFD
• Ensure the PFD connector is
fully seated and locked.
• If the unit was started in a very
dark environment the photocells
PFD 1 SERVICE – needs service.
Return unit for repair. may not have enough light to
initially raise the CCFT level.
Go to the GDU STATUS page
in configuration mode, ensure
CCFT CRNT 1 & 2 levels are
The G1000 has determined
above 50.
the specified PFD needs
service. 9 If the CCFT levels are not
above 50, apply light to the
photocell and observe if the
CCFT level rises.
PFD 2 SERVICE – needs service.
Return unit for repair. 9 If the CCFT level rises,
disregard the message.
9 If the CCFT level does not
rise, replace the PFD
• Replace the PFD.
PFD 1 VOLTAGE – PFD 1 has
low voltage. Reducing power
• Check input voltage to PFD.
usage. The specified PFD supply
voltage is low. • If input voltage is ok, replace
PFD 2 VOLTAGE – PFD 2 has
PFD.
low voltage. Reducing power
usage.
MFD1 VOLTAGE – MFD1 has • Check input voltage to MFD.
The MFD supply voltage is
low voltage. Reducing power • If input voltage is ok, replace
low.
usage. MFD.
190-00915-01 Revision 6
5.9.6 GMA Common Problems
Symptom/Failure Recommended Action
Message
Noise in Audio Most often the cause of the noise is external to the GMA. Try the following to locate the
source of the noise before replacing the GMA:
• Try a different pair of headsets. Noise cancelling headsets may pick up and/or
generate more noise than standard headsets from their own circuitry.
• Check for noise with the engine turned off.
9 If the noise is present only when the engine is running, check the generator
and/or ignition system as possible sources of noise (see applicable airframe
specific maintenance manual).
• Check for noise as all electrical equipment is turned on and off (strobes, other
radios, etc.).
9 If the noise is identified from one electrical system or component refer to the
applicable airframe specific maintenance manual.
• Ensure the NAV/COM squelch is not open.
• Ensure the ADF and DME audio is not active.
• Ensure the marker beacon audio is not active.
• Ensure the ICS squelch is not open.
9 Master squelch level can be adjusted on the GMA CONFIGURATION page for
higher noise environments.
• Replace unit only after all possible external sources of noise are eliminated.
Buttons Do Not Work. • Some buttons are disabled in the GMA CONFIGURATION page by default. This is
to remove potential sources of audio noise for inputs that are not used. If in doubt
as to which buttons should be disabled, reload GMA config files and other config
files for optional equipment installed in the aircraft (i.e. ADF, HF, etc.) from the
loader card.
COM Bleedover • Verify on the GMA CONFIGURATION page that “Disable Split COM” has a green
box. Due to the closeness of the COM antennas and high power of the COM
transceivers, Split COM operation is not approved. If the box is black (indicating
COM ½ button is active), highlight “Disable Split COM” with the cursor and press the
ENT key to turn the box green which will deactivate Split COM mode.
Speaker Cuts Out • Reduce volume level of the item that caused the speaker to cut out when turned up.
A speaker protection circuit disables the speaker output if the volume is too high. If
the volume is not sufficient, replace aircraft cabin speaker, reference the Airframe
Maintenance Manual.
Mic Audio Heard in • Reduce ICS Volume.
Speaker
• Ensure both GMA units are receiving power.
• Ensure both units are properly configured by verifying there are no GMA alert
GMA XTALK – GMA messages.
crosstalk error has
• Check interconnect wiring between the GMA’s for faults.
occurred.
• Replace GMA1.
• If problem persists, reinstall GMA1 and replace GMA2.
Revision 6 190-00915-01
5.9.7 GMA Alerts
GMA1 SERVICE – GMA1 needs
service. Return unit for repair. The system has determined that
the specified GMA 1347D needs • Replace GMA .
GMA2 SERVICE – GMA2 needs service.
service. Return unit for repair.
GMA1 FAIL – GMA1 in • Ensure GMA1 is receiving
inoperative. power.
• Ensure both GIAs are receiving
power.
• Ensure all GDUs are receiving
The system has detected a failure power.
GMA2 FAIL – GMA2 in in the specified GMA 1347D.
inoperative. • Ensure the GMA/GIA RS-232
data lines are working properly.
• Ensure the GIA/GDU Ethernet
data lines are working properly.
Replace GMA1.
MANIFEST – GMA1 software
Halted. The system has detected an Load the correct unit software. See
incorrect software version loaded Section 3.9 for the Software Loading
MANIFEST – GMA2 software in the specified GMA 1347D. procedure.
Halted.
GMA1 CONFIG – GMA1 • Load GMA configuration files, see
configuration error. Config service Section 3.9.
req’d.
• Replace GMA.
• If problem persists, replace
master configuration module,
check config module wiring for
NOTE
The system has detected a GMA
1347D configuration mismatch for New Terrain/Obstacle cards, Jeppesen
GMA2 CONFIG – GMA2 the specified unit. Aviation Database and other optional
configuration error. Config service features (i.e. TAWS unlock card) will
req’d. need to be replaced if the master
System ID number.
190-00915-01 Revision 6
5.10 GIA 63 Troubleshooting
5.10.1 COM
• Switch GIA1 and GIA2, to verify location of problem:
Weak COM transmit power 9 If problem follows unit, replace GIA.
9 If problem does not follow unit, check COM antenna and cabling for
faults.
Weak COM receiver 9 If problem follows unit, replace GIA.
9 If problem does not follow unit, check COM antenna and cabling for
faults.
9 If problem follows unit, replace GIA.
No COM sidetone
9 If problem persists, replace GMA1 with a known good unit.
9 If problem persists, reinstall original GMA1 and replace GMA2.
5.10.2 NAV
• Set up a NAV/COM Ramp Test Set to radiate a test signal.
Weak NAV receiver 9 If problem follows unit, replace GIA.
9 If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
5.10.3 G/S
• Set up a NAV/COM Ramp Test Set to radiate a test signal.
Weak G/S receiver 9 If problem follows unit, replace GIA.
9 If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
Revision 6 190-00915-01
5.10.4 GPS
• Ensure that a cell phone or a device using cell phone technology is
not turned on (even in a monitoring state) in the cabin.
• Using the MFD AUX – GPS Status page, verify the signal strength
bars are not erratic. If so, this indicates outside interference is
affecting the GPS receivers. Find and remove the source of
interference (i.e. cell phones, FBO datalink antennas, etc.).
• Check date and time on Date/Time Setup Page.
9 If date and time are incorrect, enter the correct date and time.
9 If problem follows unit, clear the GPS almanac by performing
the following steps –
o Using the PFD in config mode, go to the GIA RS-
232/ARNIC 429 Config Page.
Will Not Acquire Satellites o At the top of the screen, select the GIA that can not acquire
satellites (GIA1 or GIA2) and press the ENT key.
o Press the “CLR NV” softkey at the bottom of the screen.
o Select “OK” in the “Clear GIA nonvolatile memory?” pop-up
window.
o Next reload GIA Audio and Config files from a loader card,
see Section 4.3 and on for instructions. Be sure to reload
the config files for any optional equipment installed on the
aircraft that require the GIA config to be updated.
• Cycle power on the system and allow it to restart in normal mode.
Place the aircraft outside and allow 15-30 minutes for the GPS to
acquire a position and download a new almanac.
9 If clearing nonvolatile memory is unsuccessful and the GPS
still can not acquire a position, replace the GIA.
9 If problem does not follow unit, check GPS antenna and cabling.
190-00915-01 Revision 6
5.11 GIA Alert Messages
5.11.1 COM Alerts
COM1 SERVICE – COM1 needs The system has determined • Replace GIA1 according to
service. Return unit for repair. COM1 needs service. instructions in Section 6.
COM2 SERVICE – COM2 needs The system has determined • Replace GIA2 according to
service. Return unit for repair. COM2 needs service. instructions in Section 6.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA1/GMA 1347D #1
interconnect.
The COM1 external push-to-talk • Switch GIA1 and GIA2, to identify
COM1 PTT – COM1 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped; see
Section 3.9):
9 If problem follows the unit,
replace GIA1.
defective GMA 1347D #1.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA2/GMA 1347D #2
interconnect.
The COM2 external push-to-talk • Switch GIA1 and GIA2, to identify
COM2 PTT – COM2 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped, see
Section 3.9):
replace GIA2.
defective GMA 1347D #2.
Revision 6 190-00915-01
Press the COM1 external remote transfer
switch again to cycle its operation.
Check COM1 external remote transfer
switch and wiring.
Switch GIA1 and GIA2, to identify
The COM1 external remote whether the unit or connectors/wiring is
COM1 RMT XFR – COM1 remote
transfer switch is stuck in the at fault (Both GIAs must be configured
transfer key is stuck.
enabled (or “pressed”) state. when swapped, see Section 3.9)
replace GIA1.
9 If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
Press the COM2 external remote transfer
switch again to cycle its operation.
Check COM2 external remote transfer
switch and wiring.
The COM2 external remote whether the unit or connectors/wiring is
COM2 RMT XFR – COM2 remote
transfer switch is stuck in the at fault (Both GIAs must be configured
transfer key is stuck.
enabled (or “pressed”) state. when swapped, see Section 3.9):
replace GIA2.
switch & wiring.
COM1 TEMP – COM1 over temp. • Check fan, wiring and air tubing for
Reducing transmitter power. proper operation (if applicable).
The specified COM transceiver • Replace cooling fan if unable to
is reporting a high temperature determine if operating correctly.
condition and is reducing
transmit power to prevent • Replace GIA.
COM2 TEMP – COM2 over temp.
Reducing transmitter power. damage. • If problem persists contact Garmin
Aviation Product Support for
assistance.
190-00915-01 Revision 6
5.11.2 NAV Alerts
NAV1 SERVICE – NAV1 needs The system has detected a failure
• Replace GIA1.
service. Return unit for repair. in NAV1 receiver.
NAV2 SERVICE – NAV2 needs The system has detected a failure
• Replace GIA2.
service. Return unit for repair. in NAV2 receiver.
Press the NAV1 external remote
transfer switch again to cycle its
operation.
Check NAV1 remote transfer switch and
wiring.
The NAV1 external remote
NAV1 RMT XFR – NAV1 remote whether the unit or connectors/wiring is
transfer switch is stuck in the
transfer key is stuck. at fault (Both GIAs must be configured
enabled (or “pressed”) state.
when swapped, see Section 3.9):
9 If problem follows unit, replace
GIA1.
switch & wiring.
Press the NAV2 external remote
transfer switch again to cycle its
operation.
Check NAV2 remote transfer switch and
wiring.
The NAV2 external remote
NAV2 RMT XFR – NAV2 remote whether the unit or connectors/wiring is
transfer switch is stuck in the
transfer key is stuck. at fault (Both GIAs must be configured
enabled (or “pressed”) state.
when swapped, see Section 3.9):
9 If problem follows unit, replace
GIA1.
switch & wiring.
Revision 6 190-00915-01
5.11.3 Glideslope Alerts
G/S1 SERVICE – G/S1 needs The system has detected a failure
• Replace GIA1.
service. Return unit for repair. in G/S1 receiver.
G/S2 SERVICE – G/S2 needs The system has detected a failure
• Replace GIA2.
service. Return unit for repair. in G/S2 receiver.
• Switch GIA1 and GIA2 to verify
location of problem:
The system has detected a failure 9 If problem follows the unit,
G/S1 FAIL – G/S1 is inoperative. replace GIA.
in G/S1 receiver.
9 If problem does not follow unit,
check G/S1 antenna and
cabling.
• Switch GIA1 and GIA2 to verify
location of problem:
The system has detected a failure 9 If problem follows the unit,
G/S2 FAIL – G/S2 is inoperative. replace GIA.
in G/S2 receiver.
9 If problem does not follow unit,.
check G/S2 antenna and
cabling.
5.11.4 GPS Alerts

NOTE
Before troubleshooting, ensure that no cell phones or devices using cell phone technology
are turned on, even in a monitoring state, in the cabin.

MANIFEST – GPS1 software The system has detected an
halted. in GIA1. • Load the correct GPS software. See
Section 3.9 for the Software Loading
MANIFEST – GPS2 software The system has detected an procedure.
halted. in GIA2.
GPS1 SERVICE – GPS1 needs The system has detected a failure
service. Return unit for repair. in GPS1 receiver.
• Replace GIA.
GPS2 SERVICE – GPS2 needs The system has detected a failure
service. Return unit for repair. in GPS2 receiver.
The system has detected a failure • Switch GIA1 and GIA2, to verify
GPS1 FAIL – GPS1 is inoperative.
in GPS1 receiver. location of problem:
replace GIA.
The system has detected a failure
GPS2 FAIL – GPS2 is inoperative.
in GPS2 receiver. 9 If problem does not follow the
unit, check GPS antenna and
cabling.
190-00915-01 Revision 6
If the primary receiver is a WAAS • Verify the area the aircraft was
LOI – GPS integrity lost.
sensor, the alert indicates that traveling through did not have loss
Crosscheck with other NAVS.
GPS position data has timed out. of GPS coverage. FAA NOTAMs
There is no GPS position fix may be issued for periods of
GPS NAV LOST – Loss of GPS outages, or the US Coast Guard
available or the system is in dead
navigation. Insufficient satellites. website
reckoning mode.
http://www.navcen.uscg.gov/gps/gps
The G1000 has detected an notices/default.htm will have notices
GPS NAV LOST – Loss of GPS
internal position warning has posted.
navigation. Position error.
occurred.
• Using the MFD AUX – GPS Status
page, verify the signal strength bars
are not erratic. If so, this indicates
outside interference is affecting the
GPS receivers. Find and remove
GPS NAV LOST – Loss of GPS The G1000 has detected a GPS the source of interference (i.e. cell
navigation. GPS fail. engine failure. phones, FBO datalink antennas,
etc.).
• If GPS receivers can not aquire a
position lock, troubleshoot per the
“Will not acquire satellites” section.
Revision 6 190-00915-01
5.11.5 GIA Cooling Alerts
GIA1 COOLING – GIA1 GIA1 operating temperature is too
• Allow unit to warm up.
temperature too low. low.
GIA2 COOLING – GIA2 GIA2 operating temperature is too
• Allow unit to warm up.
temperature too low. low.
• Check fan, wiring and air tubing for
proper operation (if applicable).
• Replace cooling fan if unable to
GIA1 COOLING – GIA1 over GIA1 has exceeded its operating determine if operating correctly.
temperature. temperature range. • Replace GIA1.
• If problem persists contact Garmin
assistance.
• Check fan, wiring and air tubing for
proper operation (if applicable).
• Replace cooling fan if unable to
GIA2 COOLING – GIA2 over GIA2 has exceeded its operating determine if operating correctly.
temperature. temperature range. • Replace GIA2.
• If problem persists contact Garmin
assistance.
190-00915-01 Revision 6
5.11.6 GIA Configuration Alerts
MANIFEST – GIA1 software The system has detected an
Halted. in GIA1. • Load the correct software. See
Section 3.9 for the Software Loading
MANIFEST – GIA2 software The system has detected an procedure.
Halted. in GIA2.
GIA1 CONFIG – GIA1 audio
config error. Config service req’d.
The GIA’s audio configuration files
• Reload audio configuration files.
are incorrect or missing.
GIA2 CONFIG – GIA2 audio
config error. Config service req’d.
• Load the configuration files for that

GIA. See Section 3.9 for GIA 63
Configuration Loading
procedure.
GIA1 CONFIG – GIA1
configuration error. Config service • If problem persists, replace
req’d. master configuration module,
check config module harness for
The system has detected a GIA NOTE

configuration mismatch. If GIAs • New Terrain/Obstacle cards,
are not properly configured after Jeppesen Aviation Database and
being swapped/replaced, this other optional features (i.e. TAWS
message appears.
unlock card) will need to be
replaced if the master configuration
GIA2 CONFIG – GIA2 module is changed. The G1000
configuration error. Config service System ID number will change to a
req’d. new number when installing a new
master config module. The old
Terrain and other cards will no
longer work as they will remain
locked to the old System ID
number.
HW MISMATCH – GIA hardware
mismatch, GIA1 communication
halted. The G1000 has detected a non-
• Replace GIA with a WAAS unit.
HW MISMATCH – GIA hardware WAAS GIA 63.
mismatch, GIA2 communication
halted.
GIA1 SERVICE – GIA1 needs
service. Return unit for repair. The G1000 has detected a failure
• Replace suspect GIA.
GIA2 SERVICE – GIA2 needs in the specified GIA.
Revision 6 190-00915-01
5.12 GEA Troubleshooting
5.12.1 GEA Alerts
MANIFEST – GEA1 software
halted. The system has detected an Load the correct software verion. See
incorrect software version loaded Section 3.9 for GEA 71 Software Load
MANIFEST – GEA2 software in the specified GEA 71. Procedure.
halted.
GEA1 CONFIG – GEA1 • Load GEA configuration files. See
configuration error. Config service Section 3.9 for GEA 71
req’d. Configuration Procedure.
• If problem persists, replace master
configuration module, check config
module harness for faults and
replace if necessary.
NOTE
New Terrain/Obstacle cards,
The system has detected a Jeppesen Aviation Database and
configuration mismatch in the other optional features (i.e. TAWS
GEA1 CONFIG – GEA2 specified GEA 71. unlock card) will need to be
configuration error. Config service replaced if the master configuration
req’d. module is changed. The G1000
System ID number will change to a
new number when installing a new
master config module. The old
Terrain and other cards will no
longer work as they will remain
locked to the old System ID
number.
190-00915-01 Revision 6
5.13 GTX Troubleshooting
5.13.1 GTX Alerts
MANIFEST – GTX1 software
The system has detected an
halted.
incorrect software version loaded • Reload software. See Section 3.9
MANIFEST – GTX2 software in the specified GTX 33. for the Software Load Procedure.
halted.
XPDR1 CONFIG – XPDR1 • Perform a SET>ACTV
configuration error. Config service configuration reset on the GTX
req’d. Config page and verify the aircraft
registration is present.
• If error is still present, reload config
files from a loader card.
check config module harness
for faults and replace if
The system has detected a necessary.
configuration mismatch for the NOTE
XPDR2 CONFIG – XPDR2 specified GTX 33.
configuration error. Config service New Terrain/Obstacle cards, Jeppesen
req’d. Aviation Database and other optional
System ID number.
XPDR1 SRVC – XPDR1 needs
service. Return unit for repair. The G1000 has detected a failure
• Replace GTX 33.
XPDR2 SRVC – XPDR2 needs in the specified GTX 33.
XPDR1 FAIL – XPDR 1 is
• Check wiring between GIA’s and
inoperative. The specified GTX 33 is not GTX.
XPDR2 FAIL – XPDR 2 is responding.
• Replace GTX 33.
inoperative.
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5.14 GDL 69A Troubleshooting
5.14.1 GDL 69A Common Problems
No XM audio is heard • Ensure the following items are not preventing the audio panel
from distributing XM audio (reference applicable G1000 Pilot’s
Guide):
9 Verify the XM volume is not muted on the AUX – XM RADIO
page on the MFD.
9 Verify the COM squelch is not open.
9 Verify the ICS squelch is not open.
9 Verify the marker beacon tones are not being received.
9 Verify the headphone (if equipped) volume is turned up.
• Go to the AUX – SYSTEM STATUS page on the MFD and
ensure unit is online.
9 If a red X is present, verify the unit is receiving power at the
rack connector.
• Ensure there are no GDL alerts in the alert window. If there is
an Alert for software or configuration error or mismatch, reload
the file noted in the Alert.
• Restart the PFD’s and MFD in configuration mode and go to the
GDL page.
9 Verify unit is active.
9 Verify the Signal number is “2” or “3”. If it is “0” or “1” check
No XM weather information is the GDL 69/69A antenna and cabling for faults.
displayed 9Reseat the GDL 69/69A to verify the coax connector is
fully seated.
9 If unit is not active, contact XM Customer service to have a
refresh signal sent to your unit. You will need to provide
them the Audio Radio ID (and Data Radio ID number for XM
weather) numbers. Also verify with XM that the correct
Weather package (Aviator Lite or Aviator) is on the account,
and that no traffic service has been activated against that
Radio ID. The unit must be on for approximately one hour
after the request for the refresh has been sent to receive the
signal.
9Alternatively, you may also go to XM’s website and enter
the radio ID’s to have a refresh signal sent.
9 If there is still problems receiving weather products after
performing the above step, call XM and have the account
deactivated, and a new account activated to clear out any
corrupt account information.
9 Verify there is a good ground connection through the aircraft
between the MFD and the GDL69/69A unit. Reference the
Aircraft Maintenance Manual for instructions on how to
check bonding and ground points.
9 If problem persists, replace the GDL 69/69A.
190-00915-01 Revision 6
5.14.2 GDL 69A Alerts
• Replace GDL 69A.
The G1000 has detected a failure • Check GDL 69A antenna and
GDL 69 FAIL – GDL 69 has failed. cabling.
in the GDL 69A.
• Check the GDL 69A and MFD
interconnect.
• Reload configuration file. See
Section 3.9 for the Configuration
Procedure.
check config module harness
necessary.
GDL69 CONFIG – GDL 69
The G1000 has detected a GDL NOTE
configuration error. Config service
69A configuration mismatch. New Terrain/Obstacle cards, Jeppesen
req’d.
System ID number.
MANIFEST – GDL software The system has detected an • Load correct software version.
mismatch. Communication incorrect software version loaded See Section 3.9 for the
halted. in the GDL 69A. Software Load Procedure.
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5.15 GRS 77/GMU 44 Troubleshooting
5.15.1 AHRS Common Problems
• Ensure GPS has acquired at least four satellites, has a 3D navigation
solution, and a DOP of less than 5.0. This is particularly important if
this issue appears during ground operation only.
AHRS does not complete
initialization • Calibrate the GRS 77.
• Check GRS 77 configuration module wiring for damage.
• Check GRS 77 connector for bent pins.
9 If no damage can be found, replace GRS 77 configuration module.
9 If problem persists, replace the GRS 77.
• Ensure the four GRS 77 mounting screws are tight. Finger tight is not
sufficient, a screwdriver must be used to verify.
• Ensure mounting rack and airframe shelf are secure and all hardware
and brackets are present (CAUTION - do not loosen the mounting rack
Attitude appears unstable hardware to the airframe shelf or the aircraft will need to be re-leveled
and the PITCH/ROLL OFFSET procedure performed).
• Ensure GRS 77 connector is securely fastened and proper strain relief
is provided.
• Remove GRS 77 connector and verify there are no bent pins.
• Replace the GRS 77.
• Contact Garmin for further troubleshooting if required.
190-00915-01 Revision 6
5.15.2 GRS Alerts
MANIFEST – GRS1 software
halted. The system has detected an • Load correct software version. See
incorrect software version loaded Section 3.9 for the Software Load
MANIFEST – GRS2 software in the specified GRS 77. Procedure.
halted.
AHRS1 SERVICE – AHRS1
magnetic-field model needs The AHRS magnetic field model
update. should be updated for the • Load updated AHRS magnetic field
AHRS2 SERVICE – AHRS2 specified unit. Appears on ground file. See Section 4.6.
magnetic-field model needs only.
update.
GEO LIMITS – AHRS1 too far
north/south, no magnetic • Operate the aircraft only within the
compass. No magnetic compass information
limits as specified in the G1000/GFC
available due to being too far
GEO LIMITS – AHRS2 too far 700, King Air 200/B200 AFMS, listed
north or south.
north/south, no magnetic in Table 1-3
compass.
AHRS1 TAS – AHRS1 not • Check GRS/GDC interconnect for
receiving airspeed. faults.
The specified GRS 77 is not
receiving airspeed from the GDC • Replace the GDC 74B
AHRS2 TAS – AHRS2 not 74B.
receiving airspeed. • If problem persists, replace the GRS
77.
AHRS1 GPS – AHRS1 not The GRS 77 #1 is not receiving • Ensure that a cell phone or a device
receiving backup GPS backup GPS information from using cell phone technology is not
information. either GIA 63. turned on (even in a monitoring
AHRS1 GPS – AHRS1 operating The GRS 77 #1 is operating in the state) in the cabin.
exclusively in no-GPS mode. absence of GPS. • Check GPS status for GIA 1 and 2
AHRS1 GPS – AHRS1 not The GRS 77 #1 is not receiving on MFD - AUX GPS STATUS page.
receiving any GPS information. GPS data from the GPS receivers. If one or both GPS receivers cannot
acquire a position lock, see GPS
AHRS1 GPS – AHRS1 using The GRS 77 #1 is using the troubleshooting section
backup GPS source. backup GPS data path.
• Troubleshoot GIA1/2 –GRS1 wiring
for faults (ref. Failed Path
troubleshooting section).
• Replace the GRS 77 #1.
AHRS2 GPS – AHRS2 not The GRS 77 #2 is not receiving • Ensure that a cell phone or a device
receiving backup GPS backup GPS information from using cell phone technology is not
information. either GIA 63. turned on (even in a monitoring
AHRS2 GPS – AHRS2 operating The GRS 77 #2 is operating in the state) in the cabin.
exclusively in no-GPS mode. absence of GPS. • Check GPS status for GIA 1 and 2
AHRS2 GPS – AHRS2 not The GRS 77 #2 is not receiving on MFD - AUX GPS STATUS page.
receiving any GPS information. GPS data from the GPS receivers. If one or both GPS receivers cannot
acquire a position lock, see GPS
AHRS2 GPS – AHRS2 using The GRS 77 #2 is using the troubleshooting section
backup GPS source. backup GPS data path.
• Troubleshoot GIA1/2 –GRS2 wiring
for faults (ref. Failed Path
troubleshooting section).
• Replace the GRS 77 #2
AHRS MAG DB – AHRS magnetic The G1000 has detected a
• Load AHRS magnetic model field in
model database version magnetic model database version
both GRS units.
mismatch. mismatch.
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• If flying near large radio towers or
other sources of possible
electromagnetic interference, the
MAG VAR WARN – Large condition should correct itself as the
Magnetic variance value from aircraft leaves the area.
magnetic variance. Verify all
GMU 44 is not accurate.
course angles. • If problem persists, run magnetic
interference check in Section 5.15.4
to check for magnetic interference in
the aircraft.
5.15.3 GMU Alerts

MANIFEST – GMU1 software
halted. The system has detected an Load the correct software version. See
incorrect software version loaded Section 3.9 for the Software Load
MANIFEST – GMU2 software in the specified GMU 44. Procedure.
halted.
HDG FAULT – AHRS1 • Check GMU 44/GRS 77
magnetometer fault has occurred A fault has occurred in the interconnect for faults.
specified magnetometer; heading 9 Replace GMU 44.
HDG FAULT – AHRS2 will be flagged invalid.
magnetometer fault has occurred. 9 If problem persists, replace
GRS 77.
190-00915-01 Revision 6
5.15.4 Calibration Procedure E: Magnetometer Interference Test
A magnetometer interference test is available for troubleshooting and/or verifying a magnetically ‘clean’
installation of the GMU 44. This test exercises various devices on the aircraft that could potentially
affect the magnetic field as measured by the GMU 44.
NOTE
This test is used to validate that no electronic device interferes with the operation of the
GMU 44 magnetometer. It is highly recommended that this test be performed after
installation or maintenance of electrical components on the aircraft and/or for
troubleshooting the GMU 44.
Figure 5-7, Magnetometer Interference Test

1. Initiate the AHRS magnetometer interference test procedure by performing the following steps:
2. On PFD1, enter Configuration Mode and go to GRS/GMU Calibration page as shown in Figure
5-7.
Revision 6 190-00915-01
3. This page is protected and requires a keystroke password to perform this test. Press the following
softkeys in sequence: (as counted from left to right on lower bezel of MFD)
• softkey 9
• softkey 10
• softkey 11
• softkey 12
4. Select MAG INTERFERENCE TEST and press the PFD1 ENT key.
5. Follow the checklist items displayed on the PFD1, and press the ENT key as each one is
completed or confirmed.
NOTE
rd
The 3 item on the checklist instructs the operator to “prepare a detailed test sequence
with precise start and stop times for exercising all electronic devices”. The list of
relevant electronic devices are given in Table 5-5. Begin test with flaps retracted, flight
controls in a neutral position, all lights selected OFF.
Elapsed Time since Start of Test

Action
(min:secs)
0:00 Test begins
0:05 Tail Flood lights on
0:10 Tail Flood lights off
0:20 Navigation lights on
0:30 Navigation lights off
0:40 Landing lights on
0:50 Landing lights off
1:00 Taxi lights on
1:20 Taxi lights off
1:40 Strobes on
1:50 Strobes off
2:00 Recognition lights on
2:10 Recognition lights off
2:20 Beacon on
2:30 Beacon off
2:40 Rudder full left
2:50 Rudder full right
3:00 Elevator full nose UP
3:10 Elevator full nose DN
3:15 End of test
190-00915-01 Revision 6
Table 5-5, Magnetometer Interference Test Sequence
Elapsed Time since Start of Test
Action
(min:secs)
0:00 Test begins
0:05 Tail Flood lights on
0:10 Navigation lights on
0:20 Navigation lights off
0:30 Landing lights on
0:40 Landing lights off
0:50 Taxi lights on
1:00 Taxi lights off
1:20 Strobes on
1:40 Strobes off
1:50 Recognition lights on
2:00 Recognition lights off
2:10 Beacon on
2:20 Beacon off
2:30 Rudder full left
2:40 Rudder full right
2:50 Elevator full nose UP
3:00 Elevator full nose DN
3:10 End of test
6. When the CALIBRATE field is blinking, press the ENT key to begin the procedure, and have a
stopwatch ready to begin recording the elapsed time.
Revision 6 190-00915-01
NOTE
It is important that the “time equals zero” moment corresponds with the moment the PFD
first displays the blinking TEST COMPLETE? Message.
7. The operator should carry out the actions called for in the prepared test sequence.
NOTE
It is important that all actions are carried out in the order and at the precise elapsed time
as specified in the prepared test sequence.
8. When the operator has completed the actions specified in the test sequence, press the ENTER button
to indicate that the process is complete. When this is done, the TEST COMPLETE field stops
blinking.
9. PFD1 informs the operator if the installation has passed or failed the magnetometer interference test.
If the test passes, no further action is required for this test.
If the test fails, the installation should be considered unreliable until the source of magnetic interference
is identified and remedied. When the magnetometer interference test fails, record the three magnetometer
maximum deviation values and their corresponding timestamps. Any maximum deviation value greater
than 2.5 milliGauss indicates a problem that must be resolved. Compare the corresponding timestamps
with the prepared test sequence to identify which action produced the problem. Contact Garmin for
assistance in resolving the problem.
NOTE
Three common reasons for a failed magnetometer interference test are: 1) rudder
bellcrank or other structure has become magnetized, 2) new equipment is installed in
close proximity to the GMU 44 magnetometer, and 3) an existing or new electronic
device has become grounded through the aircraft structure instead of via the proper
ground wire in a twisted shielded pair.
10. Press the ENT key on the PFD to conclude this procedure.
190-00915-01 Revision 6
5.16 GDC 74B Troubleshooting
5.16.1 Air Data Common Problems
• Perform a pitot/static check per Section 7.6 of this manual.
• Determine which instrument is outside limits and replace. The
GDC may be field adjusted per Garmin Service Advisory 0720.
Note: Both units may individually be in spec but show a
Altitude is different than standby
altimeter
difference in altitude. Do not return the GDC to Garmin for
service if not outside limits.
Note: The GDC 74B software for the 200/B200 contains error
correction at 19,000 feet and above. The standby altimeter
does not contain any correction.
GDC Config file does not load. • Replace GDC config module.
9 If problem persists, replace GDC config module wire harness.
5.16.2 GDC 74B Alerts

MANIFEST – GDC1 software
mismatch Communication halted. The system has detected an • Load correct software version.
incorrect software version loaded See Section 3.9 for the Software
MANIFEST – GDC2 software in the specified GDC 74B. Load Procedure.
mismatch Communication halted.
Revision 6 190-00915-01
5.17 GWX 68 Troubleshooting
5.17.1 GWX 68 Alerts and Problems
WARNING:
Before energizing the equipment, be sure microwave radiation safety precautions including both fuel and
personnel safety considerations have been observed. These include clearing all personnel to an area
beyond the maximum permissible exposure level (MPEL) boundary. The MPEL for the GWX 68 is 11
feet.

• Load GWX configuration files,
• Replace GWX.
check config module wiring
necessary.
NOTE
GWX CONFIG – GWX configuration The G1000 has detected a New Terrain/Obstacle cards,
error. Configuration service GWX 68 configuration Jeppesen Aviation Database and
required. mismatch. other optional features (i.e.
TAWS unlock card) will need to
be replaced if the master
configuration module is changed.
The G1000 System ID number
will change to a new number
when installing a new master
config module. The old Terrain
and other cards will no longer
work as they will remain locked
to the old System ID number.
• Check Ethernet connection
The G1000 has detected a between the GWX and GDL69A
GWX FAIL – GWX is inoperative. for faults.
failure in the GWX 68.
• Replace the GWX 68
GWX SERVICE – Needs service. The G1000 has detected a
• Replace the GWX 68.
Return unit for repair. failure in GWX 68.
The system has detected an • Load correct software version. See
MANIFEST – GWX software
incorrect software version Section 3.9 for the Software Load
mismatch. Communication halted.
loaded in the GWX 68. Procedure.
190-00915-01 Revision 6
5.18 GMC 710 Troubleshooting
5.18.1 GMC 710 Alerts and Problems
• Load GMC configuration files.
• Replace GMC.
NOTE
The G1000 has detected a Jeppesen Aviation Database and
GMC CNFG – GMC Config error.
GMC 710 configuration
Config service req’d. other optional features (i.e.
mismatch.
• Check wiring for faults (ref Failed
The G1000 has detected a Path troubleshooting section 5.7).
GMC FAIL – GMC is inoperative.
failure in the GMC 710.
• Replace the GMC 710.
The system has detected an • Load the correct software version.
MANIFEST – GMC software
incorrect software version See Section 3.9 for the Software
loaded in the GMC 710. Load Procedure.
Revision 6 190-00915-01
5.19 GCU 477 Troubleshooting
5.19.1 GCU 477 Alerts and Problems
• Load GCU configuration files.
• Replace GCU.
NOTE
The G1000 has detected a Jeppesen Aviation Database and
GCU CNFG – GCU Config error.
GCU 477 configuration
Config service req’d. other optional features (i.e.
mismatch.
• Check wiring for faults (ref Failed
The G1000 has detected a Path troubleshooting section).
GCU FAIL – GCU is inoperative.
failure in the GCU 477.
• Replace the GCU 477.
The system has detected an • Load the correct software version.
MANIFEST – GCU software
incorrect software version See Section 3.9 for the Software
loaded in GCU 477. Load Procedure.
190-00915-01 Revision 6
5.20 Software/Configuration Troubleshooting
Problem Solutions
MFD or PFD displays do not power up: • Ensure that the criteria listed in Section 5.20.1 are
fulfilled for the applicable situation.
• Ensure power is present at display backshell
connector.
• Troubleshoot per the “Blank Display” GDU section.
Software file load fails: • Ensure that criteria listed in Section 5.20.1 are
• Ensure that LRU is reporting data on System
Status page (LRU is ‘ONLINE’). Check data path
wiring as needed.
• Retry software file load or try using a different card.
Ensure that the MFD is not touched during the
loading process.
• Ensure that LRU part number is compatible with
software version and Card Loader. Refer to the
General Arrangement Drawing and to Section 3.8
of this document.
• Replace LRU.
Configuration file load fails: • Ensure that the criteria listed in Section 5.20.1 are
• Ensure that LRU is reporting data on System
Status page (LRU is ‘ONLINE’). Check data path
wiring as needed.
• Retry configuration file load or try using a different
card. Ensure that the MFD is not touched during
the loading process.
• Ensure that LRU part number is compatible with
Card Loader. Refer to the General Arrangement
Drawing and to Section 3.8 of this document.
• Replace LRU.
GIA1 and/or GIA2 to ‘LRU’ data path not • Ensure that the criteria listed in Section 5.20.1 are
working
• Ensure GIA1 and GIA2 are configured correctly.
• Check wiring, connectors & pins as needed.
Software File Mismatch Alert appears in lower • Ensure that proper software file part number and
right corner of PFD when started in normal mode: version were loaded to LRU. Refer to the General
Arrangement Drawing and to Section 5.20.1.
• Check and ensure that correct Card Loader was
used during load process. Refer to the General
Arrangement Drawing.
• Reload software to LRU.
Revision 6 190-00915-01
5.20.1 System Communication Hierarchy
The following criteria must be satisfied to be able to perform the desired operation:
Desired Operation Criteria for Success
Load Software to MFD or PFD Displays • SW Loader Card must be inserted in top slot for
each display to be loaded.
• CLR & ENT keys must be held during power up of
display.
• Power on only one display at a time during
software loading.
Load AIRFRAME, SYSTEM, MFD1, PFD 1, • SW Loader Card must be inserted in top slot of
PFD 1.
PFD 2 and MANIFEST configuration files to
MFD and PFDs • PFD 1 and MFD must be powered on.
• PFD 1 and MFD must have correct software.
Load Software/Configuration files to GIA 63Ws • SW Loader Card must be inserted in top slot of
PFD 1.
• G1000 system must be powered on.
• PFD and MFD must have correct software.
• PFD 1 and MFD must be successfully configured
with AIRFRAME, SYSTEM, MANIFEST, MFD1,
PFD 1 and PFD 2 configuration files.
Load Software/Configuration files to: • SW Loader Card must be inserted into PFD 1 top
slot.
- GMA 1347D • G1000 must be powered on.
- GDC 74B • PFD 1 and MFD must have correct software and
configuration settings.
- GEA 71
• GIA 63Ws must have correct software.
- GRS 77 (software only) • GIA 63Ws must be successfully configured with
GIA1 and GIA2 configuration files.
- GMU 44 (software only)
• Data path from GIA1 to each LRU must be
- GTX 33 operational.
190-00915-01 Revision 6
5.21 Backshell/Backplate Connectors
The following figures depict the backplate connectors as viewed with the LRU removed.
COM ANTENNA CONNECTOR

COM BOARD CONNECTOR (P601) COOLING PORT
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
MAIN DISCRETE CONNECTOR (P604)

MAIN SERIAL CONNECTOR (P603)
GPS ANTENNA CONNECTOR
I/O CONNECTOR #2 (P606) I/O CONNECTOR #1 (P605)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
G/S ANTENNA CONNECTOR

VOR/ILS CONNECTOR (P602)
NAV ANTENNA CONNECTOR
Figure 5-8, GIA 63W Backplate Connectors
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P712 P711
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
Figure 5-9, GEA 71 Backplate Connectors
P13471 P13472
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
Figure 5-10, GMA 1347D Backplate Connectors
COOLING PORT P331
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
22 23 24 25 26 2728 29 30 31 32 33 34 35 36 37 38 39 40 41 42
43 44 45 46 47 48 49 50 51 52 53 54 55 5657 58 59 60 61 62
TOP ANTENNA CONNECTOR BOTTOM ANTENNA CONNECTOR
Figure 5-11, GTX 33/33D Backplate Connectors
190-00915-01 Revision 6
Figure 5-12, GDU 1040A/1500 Backshell Connector (P10401 or P15001)
Figure 5-13, GRS 77 Backshell Connector (P771)
Figure 5-14, GDC 74B Backshell Connector (P74B1)
Figure 5-15, GDL 69A Backplate Connector (P69A1)
Revision 6 190-00915-01
Figure 5-16, GCU 477 Backshell Connector (P4751)
Figure 5-17, GMC 710 Backshell Connector (P7101)
Figure 5-18, GWX 68 Backshell Connector (P681)
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Figure 5-19, GTS 820/850 Mating Connectors (P8001 and P8002)

(Rear View)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37
Figure 5-20, GTS 820/850 Mating Connector (P8003)

(Rear View)
190-00915-01 Revision 6
Figure 5-21, GPA 65 Mating Connector (P651)
(Rear View)
Figure 5-22, Signal Conditioner (1PVIB1 and 2PVIB1)

(Rear View)
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Figure 5-23, GDL 59 Mating Connector (1P591)

(Rear View)
15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
30 29 28 27 26 25 24 23 22 21 20 19 18 17 16
44 43 42 41 40 39 38 37 36 35 34 33 32 31
Figure 5-24, GSR 56 Mating Connector (1P561)

(Rear View)
Revision 6 190-00915-01
5.22 Standby Attitude Indicator Troubleshooting
• Perform the Standby Instrument Electrical Power Checks in Section 8.1.5.
• Remove the unit per Section 6.27 and inspect the electrical connector.
• Check to ensure appropriate electrical power is being supplied to the
Warning flag pops into view, instrument.
indicating that the gyro motor is
• If input electrical power is not adequate, troubleshoot the wiring
not receiving sufficient power to
harness.
operate
• If input power is appropriate, the unit must be removed and serviced
by a qualified service facility See Section 6.27 for removal
instructions. Contact the manufacturer to find a qualified service
facility
• The unit must be removed and serviced by a qualified service facility.
Unit fails to perform to
See Section 6.27 for removal instructions. Contact the manufacturer to
specifications
find a qualified service facility.
5.23 Standby Airspeed Indicator Troubleshooting

• Remove standby airspeed indicator per Section 6.25 and inspect the
electrical connector.
• Check that electrical power is being appropriately supplied to the
Airspeed Indicator lighting is instrument.
inoperative or malfunctioning
• If the input electrical power is not adequate, troubleshoot the wiring
harness.
• If the input electrical power is appropriate, replace the standby
airspeed indicator or contact the manufacturer for further
troubleshooting.
• Using a pitot-static ramp tester, check airspeed displayed on standby
altimeter against airspeed display from ADC2.
• If the airspeeds are the same, inspect the pitot/static ports and
Airspeed displayed is incorrect associated equipment for faults.
• If the airspeeds are different, replace the standby altimeter or contact
the manufacturer for further troubleshooting. See Section 6.25 for
removal instructions.
190-00915-01 Revision 6
5.24 Standby Altimeter Troubleshooting
Altimeter lighting is inoperative or • Remove standby altimeter per Section 6.26 and inspect the electrical
malfunctioning connector.
• Check that electrical power is being appropriately supplied to the
instrument.
• If the input electrical power is not adequate, troubleshoot the wiring
Altimeter Vibrator is inoperative or
harness.
malfunctioning or fail flag is
displayed • If the input electrical power is appropriate, replace the standby
altimeter or contact the manufacturer for further troubleshooting.
• Using a pitot-static ramp tester, check altitude displayed on standby
altimeter (Note that PFD2 has error correction above 19,000 ft. and will
not be the same as the non-corrected standby altimeter.)
Altitude displayed is incorrect
9 Inspect the pitot/static ports and associated equipment for faults.
9 Replace the standby altimeter or contact the manufacturer for further
troubleshooting. See Section 6.26 for removal instructions.
5.25 Safe Flight Lift Computer Troubleshooting

Stall Warning System is not • Troubleshoot in accordance with the King Air 200 Series Maintenance
working properly or is invalid Manual, listed in Table 1-2, section 27-31-00.
Stall Warning Mounting Plate or • Troubleshoot in accordance with the King Air 200 Series Maintenance
Vane Heater Inoperative Manual, listed in Table 1-2, section 27-31-00.
Only Pot 0 provides any • Troubleshoot in accordance with the King Air 200 Series Maintenance
adjustment for Stall Warning Manual, listed in Table 1-2, section 27-31-00.
points.
Stall Warning Self Test Will Not • Troubleshoot in accordance with the King Air 200 Series Maintenance
Work Properly Manual, listed in Table 1-2, section 27-31-00.
Flap Information to the computer • Troubleshoot in accordance with the King Air 200 Series Maintenance
is not working properly. Manual, listed in Table 1-2, section 27-31-00.
• Insure power is removed from the Stall Warning System.
• With the aircraft on the ground, install the SK100360 Breakout Box per
Figure 7-15, Breakout Box and perform the following resistance
measurements per the table below.
Test Points (TP) on SK100360 Breakout Box Expected Readings
24 – 25 140 ± 28 ohms
26 – 27 320 ± 64 ohms
Display of ESP Alpha Floor 28 – 27 320 ± 64 ohms
Symbology is inoperative or
erratic. • If the resistances are not within the ranges specified check the aircraft
wiring between the computer and the transducer in accordance with the
or appropriate Hawker Beechcraft wiring diagram.
Advisory Alert – “ESP DEGRADE • If the wiring between the computer and the transducer is good replace the
– ESP AOA Mode is inoperative” transducer.
• If the resistances are within the ranges specified, check that there is a
ground on TP 2.
• If all the resistances are within the ranges specified and there is a ground
on TP 2, apply power to the (Stall Warning System) Lift Computer and
check for the presence of 28 VDC from the aircraft circuit Breaker (C/B)
on TP 1 (Hi) and TP 2 (Lo).
Revision 6 190-00915-01
• If the 28 VDC is missing, check the C/B.
• If 28 VDC power to the computer is present, check the transducer
excitation voltage on TP 24 (Hi) and TP 25 (Lo). The voltage should be 10
± 0.75 VAC at 720 ± 72 Hz.
• If the excitation voltage is not within the ranges specified, replace the
computer.
• If the excitation voltage is within the ranges specified, check the LAA
output on TP 18 (Lo) and TP 19 (Hi). The output is a varying DC voltage
based on the transducer vane position. The output from the computer with
the vane in neutral position depends on the flap position. See table below.
Flaps Output
Full Up +0.3 to 1.3 VDC
Approach +0.75 to 1.75 VDC
Full Down +1.1 to 2.1 VDC
• If the output on TP 18 (Lo) and TP 19 (Hi) is not within the ranges
specified, replace the Lift Computer.
• If the output on TP 18 (Lo) and TP 19 (Hi) is within the ranges specified,
check the aircraft wiring in accordance with the appropriate Garmin wiring
schematic.
5.25.1 Lift Computer Functional Pinout

Pin I/O Function Information
1 I 28 VDC Input
2 28 VDC ground
4 O Flap Transmitter Excitation 28 VDC
5 I Flap Transmitter Input (Half Flap) 28 VDC input from the flap transmitter
6 I Flap Transmitter Input (Full Flap) 28 VDC input from the flap transmitter
7 I Squat Switch Input Logic: Open/Ground Ground = In-Air
8 I Self Test Input Ground = Test
9 O Valid 28 VDC = Valid, Open = Fail
10 I 28 VDC Essential Bus Input Jumpered from pin 1 of the mating connector
12 O Pre-Stall Warning #1 28 VDC = Stall Warning
15 O Pre-Stall Warning #2 Ground = Stall Warning
16 O Transducer Self-Test Output +15 VDC for On-Ground self test to Lift
Transducer (Pin 8 of the transducer).
17 O System Fail 28 VDC output = Fail
18 O Low Airspeed Awareness (LAA) (Lo) This output is (0 VDC) at stall warning. Potentiometers
3, 4 and 5 on top of the computer are used to adjust the
19 O LAA Output (Hi) (LAA) outputs to 2.2 VDC.
Pot 3 = (0 flaps) LAA adjustment.
Pot 4 = (½ flaps) LAA adjustment.
Pot 5 = (full flaps) LAA adjustment.
22 O Lift Transducer Test Point Varying voltage from Lift Transducer
23 Signal Ground
24 O Lift Transducer Excitation Voltage (Hi)
10 VAC 700 Hz nominal
25 O Lift Transducer Excitation Voltage (Lo)
190-00915-01 Revision 6
26 I Lift Transducer Secondary (Fast) Input
27 I Lift Transducer Center Tap (Common) Lift Transducer Secondary Input into the computer.
28 I Lift Transducer Secondary (Slow) Input
5.25.2 Lift Transducer Functional Pinout

Pin I/O Function Information
1 O Slow Secondary Pin (Hi) Vane resistance Pins 6 to 7 (Lo) = 70 ohms
2 I Center E-Core Primary Pin (Hi) Fast Secondary Pins 3 to 4 (Lo) = 320 ohms
3 O Fast Secondary Pin (Hi) Slow Secondary Pins 1 to 4 (Lo) = 320 ohms
4 Secondary Pin (Lo) Center E-Core Primary
Pins 2 to 5 (Lo) = 140 ohms
5 I Center E-Core Primary Pin (Lo)
Self-Test coil Pins 8 to 7 (Lo) = 50 ohms.
6 I Vane Heater Pin (Hi)
7 Vane Heater Pin (Lo)
All resistances are +/- 20%
8 I Self Test Coil Pin (Hi)
Transducer Mounting Plate heater resistance is 2.1 ± 20% ohms at ambient temperature
5.26 GDL 59 Troubleshooting

• Check power wiring and pin out of GDL 59 unit.
No communication with GDL 59
• Ensure GDL 59 configuration option has been loaded.
• Verify that a wi-fi network is configured and available.
• Ensure the wi-fi antenna is within range of a wi-fi network.
No or low-quality wi-fi signal • Remove any obstacles between the aircraft wi-fi antenna and the wi-fi
network hub that may be blocking the signal.
• Check the wi-fi antenna cable and connectors.
• Verify antenna ground plane is adequate.
• Activate Garmin Flight Data Services (reference Section 7.27). Note that a
Connects to wi-fi but cannot send
replacement GDL 59 unit must be registered again, even if the MFD
report data
already shows REGISTERED.
Revision 6 190-00915-01
5.27 GSR 56 Troubleshooting

• Check power wiring and pin out of GSR 56 unit.
No communication with GSR 56
• Ensure GSR 56 configuration option has been loaded.
• Ensure the Iridium antenna has an unobstructed view of satellite
constellation.
No or low-quality Iridium signal
• Check the Iridium antenna cable and connectors.
• Verify antenna ground plane is adequate.
• Check wiring from GSR 56 toGDL 59
No audio output • Verify subscription with Garmin Flight Data Services (reference Section
7.27).
• Verify signal quality is adequate
• Verify communication between GSR 56 and the display/control device
Unable to make a phone call
• Verify subscription with Garmin Flight Data Services (reference Section
7.27).
5.28 GTS 820/850 Troubleshooting

Problem Cause Solution
Unit does not power up – Data Improper wiring; circuit breaker open Ensure power is properly wired to the
failed message GTS 8XX and the TRFC circuit
breaker is closed
Improper configuration Verify that the GTS 8XX is configured
correctly for the desired display
Traffic Display erroneously Suppression bus I/O fault Check the mutual suppression line to
indicates TA at own ship position ensure it is connected to the correct
pins at the GTS 8XX as well as the
installed transponder. Ensure there
are no fractures in the wire, and that
the suppression line is functioning
properly.
No Audio alerts Improper wiring; Volume not set correctly Ensure the audio is properly wired
from the GTS 8XX and volume is not
set too low
Calibration Fault Factory calibration invalid If the unit fails to go into operate
mode then return to Garmin for
service
Configuration Fault Both internal and external configuration Verify the configuration
checks failed Verify wiring to the configuration
module and replace if necessary
FPGA Fault Internal Fault Return to Garmin for service
ROM Fault Internal Fault Return to Garmin for service
Execution Fault Internal Fault Return to Garmin for service
Electrical Fault Internal Fault Return to Garmin for service
Whisper Shout Fault Internal Fault Return to Garmin for service
Transmit Power Fault Internal voltages are out of tolerance Check power connections to the GPA
65 to verify that they are not
connected to ground or each other.
Ensure that power and ground
connections to the GPA 65 are
190-00915-01 Revision 6
Problem Cause Solution
connected in their proper place.
Verify input voltage and if it continues
return to Garmin for service.
1030 MHz Fault Internal Fault Return to Garmin for service
1090 MHz Fault Internal Fault Return to Garmin for service
PA/LNA Fault Antenna connections or internal fault Ensure all antenna connections are
correct otherwise return to Garmin for
service
Receiver Fault Antenna connections or internal fault Ensure all antenna connections are
service
Transmitter Fault Antenna connections or internal fault Ensure all antenna connections are
service
Baro Altitude Fault Baro Altimeter is not powered on or Verify that the baro altimeter has
improper wiring. power and is properly wired.
Improper configuration settings Verify the configuration correct
Temperature Fault Fan is not operating, Poor ventilation at the Verify the fan is running and the unit
mounting location is getting adequate ventilation.
TCAS Equipage Fault Broken wire, improper configuration Verify configuration settings on the
transponder and the GTS. Ensure
proper wiring between the
transponder and the GTS
Radio Altitude Fault Radio Altimeter is not powered on or Verify that the radio altimeter has
improper wiring. power and is properly wired.
Improper configuration settings Verify the configuration is correct.
Red ‘X’ on a data port on the Improper wiring; wrong port or speed Ensure the port is properly wired to
configuration page selected the GTS 8XX and the correct settings
are selected on the configuration
page.
Revision 6 190-00915-01
6 Equipment Removal & Installation
This section describes how to remove and replace equipment in the King Air 200/B200 associated with
this STC. After removal and replacement, LRUs must be configured and tested as described in Section 7.
CAUTION:
When removing and/or replacing any G1000 component, always ensure that aircraft
power is off. Unplug any auxiliary power supplies. Before performing
maintenance, it is required that the technician verify the LRU software part number
and version number matches the software configuration listed in the General
Arrangement drawing, listed in Table 1-2.
To check an LRU software part number and/or version, follow the procedure defined in Section 3.9.3.
If a faulty LRU is not reporting its software version and part number, check aircraft maintenance logs for
last software version loaded and verify against the General Arrangement drawing. The Software
Manifest page may also be used to check part numbers and versions.
The General Arrangement drawing allows alternate part number units to be installed with certain
hardware/software combination restrictions. Refer to the applicable “Garmin Equipment/Software List”
contained in the General Arrangement drawing for details.
190-00915-01 Revision 6
6.1 GDU 1040A/1500
Removal:
1. Using a 3/32” hex tool, rotate all four ¼-turn fasteners counter-clockwise until they reach their
stops.
2. Carefully remove the display from the panel.
3. While supporting the display, disconnect the connector.
Reinstallation:
1. Visually inspect the connector and pins for signs of damage. Repair any damage. While
supporting the display, connect the connector to the rear of the unit.
2. Carefully insert the display into the panel cutout, ensuring that all 4 ¼-turn fasteners align with
the corresponding holes.
3. Seat the display in the panel cutout. Do not use excessive force while inserting the display.
4. Once seated, rotate all four ¼-turn fasteners clockwise to lock the display to the panel.
5. Configure and test the MFD and/or PFD according to Section 7.1.

Removal:
1. Using a 3/32” hex tool, turn the hex nut counter-clockwise until the GMA 1347D is unlocked
from its location.
2. Carefully remove the GMA 1347D from its rack.
Reinstallation:
1. Visually inspect the connectors to ensure there are no bent or damaged pins. Repair any damage.
2. Gently insert the GMA 1347D into the rack until the locking tab engages the rack.
3. Begin to turn the hex nut clockwise. This draws the unit into the rack until seated. Do not over-
tighten the nut.
4. Configure and test the GMA 1347D according to Section 7.2.
Revision 6 190-00915-01
6.3 GIA 63W Integrated Avionics Units
Removal:
1. Gain access to the forward avionics compartment in the nose of the aircraft.
2. Unlock the GIA 63W handle by loosening the Phillips screw on the handle.
3. Pull the handle upward to unlock the GIA 63W. Gently remove the unit from the rack.
Reinstallation:
2. Gently insert the GIA 63W into its rack. The handle should engage the dogleg track.
3. Press down on the GIA 63W handle to lock the unit into the rack.
4. Lock the handle to the GIA 63W body using the Philips screw.
5. Configure and test the GIA 63W(s) according to Section 7.3.
6.4 GEA 71 Engine/Airframe Unit

Removal:
1. Gain access by removing the appropriate GDU 1040A display unit (see Section 6.1.)
2. Unlock the GEA 71 handle by unscrewing the Phillips screw.
3. Firmly grasp the GEA 71 handle and pull it up vertically. This unlocks the unit from the rack.
4. Gently remove the GEA 71 from its rack.
Reinstallation:
2. Gently insert the GEA 71 into the rack. The handle should engage the dogleg track.
3. Press down on the handle to lock the unit into place.
4. Lock the handle to the GEA 71 body using the Philips screw.
5. Configure and test the GEA 71 according to Section 7.4.
6. Reinstall the GDU 1040A display unit.
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6.5 GTX 33( ) Transponder
Removal:
1. Gain access by removing the cabin center floor panel at the main entry door.
2. Remove the remote equipment shelf. Alternately, detach the two rack mount angles from the
shelf. Retain all mounting hardware.
3. Unlock the GTX 33( ) handle by loosening the Phillips screw on the handle.
4. Pull the handle upward to unlock the GTX 33( ). Gently remove the unit from the rack.
Reinstallation:
2. Gently insert the GTX 33( ) into its rack. The handle should engage the dogleg track.
3. Press down on the GTX 33( ) handle to lock the unit into the rack.
4. Lock the handle to the GTX 33( ) body using the Philips screw.
5. Reinstall the remote equipment shelf or two rack mount angles using the retained hardware.
6. Reinstall the cabin center floor panel.
7. Configure and test the GTX 33( ) according to Section 7.5.
6.6 GDC 74B Air Data Computer

Removal:
1. Gain access by removing the appropriate GDU 1040A display unit (see Section 6.1.)
2. Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single connector.
3. Loosen each thumbscrew on the hold-down clamp and remove the clamp.
4. Carefully remove the unit from its mount.
Reinstallation:
1. Inspect the connector and pins for damage. Inspect the pitot/static plumbing for damage. Repair
any damage.
2. Place the unit in the mounting tray. Position the locking clamp and fasten using the thumbscrews.
3. Connect the backshell assembly and pitot/static plumbing to the unit.
4. Configure and test the GDC 74B according to Section 7.6.
5. Reinstall the GDU 1040A display unit.
6.7 GTP 59 OAT Probe

Removal:
1. Using a deep-socket to hold the probe in place on the outside of the aircraft, loosen the GTP 59
mounting nut and remove the GTP 59.
Reinstallation:
1. Installation is the reverse of removal.
2. No configuration is required for the GTP 59. Test according to Section 7.6.3.
Revision 6 190-00915-01
6.8 GRS 77 AHRS
Removal:
2. Disconnect the AHRS connector.
3. Loosen the four Phillips thumbscrews with a screwdriver until they are free from the rack.
4. Gently lift the GRS 77 from the mounting rack. (If the mounting rack is removed, the GRS 77
must be re-calibrated. Do not loosen mounting bolts. See Section 7.7)
Reinstallation:
2. Place the GRS 77 on the mounting plate, ensuring the orientation is correct.
3. Fasten the unit to the plate using the Phillips thumbscrews.
4. Connect the connector to the GRS 77.
5. Calibrate and test the GRS 77 according to Section 7.7.
6.9 GMU 44 Magnetometer
Removal:
1. Disconnect electrical wiring harnesses and remove the tailcone.
2. Loosen three screws connecting the unit to the aircraft mounting bracket using a non-magnetic
Phillips screwdriver.
3. Remove the cable tie attaching the magnetometer pigtail harness to the shelf.
Reinstallation:
2. Fasten the GMU to the aircraft mounting bracket using a non-magnetic Phillips screwdriver.
3. Attach the magnetometer pigtail harness to the shelf with a cable tie
4. Reinstall tailcone and connect the electrical wiring harnesses.
5. Calibrate and test the GMU 44 according to Section 7.7.
6.10 GDL 69A

Removal:
1. Gain access by removing the right side GDU 1040A display unit (see Section 6.1.)
2. Unlock the GDL 69A handle by loosening the Phillips screw on the handle.
3. Pull the handle upward to unlock the GDL 69A. Gently remove the unit from the rack.
Reinstallation:
2. Gently insert the GDL 69A into its rack. The handle should engage the dogleg track.
3. Press down on the GDL 69A handle to lock the unit into the rack.
4. Lock the handle to the GDL 69A body using the Philips screw.
190-00915-01 Revision 6
5. Configure and test the GDL 69A according to Section 7.8.
6.11 GSA 80 Servos
Removal:
1. Gain access to the desired servo(s).
2. Disconnect the servo harness connector.
3. Use a socket or open-wrench to loosen and remove the servo attachment bolts. The Pitch-Trim
servo bracket will need to be removed to access all the Pitch-Trim servo attachment bolts.
4. Carefully remove the servo and place a protective cover on the output gear.
5. Place a protective cover over the GSM 85A/86 servo gearbox.
Reinstallation:
1. Inspect the servo output gear for abnormal wear.
2. Using a lint-free cloth, remove excess grease build-up from the servo output gear (see Figure
6-1.)
IMPORTANT!
It is not necessary to remove all of the grease from the output gear, only the excess
grease. DO NOT USE SOLVENTS TO CLEAN THE OUTPUT GEAR!
3. Using a brush or other applicator, apply a thin coat of Aeroshell 33MS (Lithium-complex based)
grease to the servo output gear
Figure 6-1, Servo Gear

4. Carefully place the servo into the servo gearbox, ensuring proper orientation and alignment.
5. Fasten the servo to the servo gearbox using the existing hardware. Follow the installation
instructions provided in the respective servo installation drawing(s) listed in Table 1-2.
6. Inspect the harness connectors and check that no pins are bent or otherwise damaged. Connect
the harness and secure it appropriately.
7. If no further maintenance is required, continue to Section 7.9.
Revision 6 190-00915-01
6.12 GSM 85A/86 Servo Gearbox
Removal:
1. Remove the desired servo(s) per Section 6.11.
2. For the Roll, Pitch and Yaw Servos: remove the servo bridle cables from the control cable
clamps. For the Pitch-Trim Servo: disconnect the servo cable at the forward turnbuckle and aft
terminal.
3. Use a socket or open-wrench to loosen and remove the servo attachment bolts.
4. Carefully remove the servo gearbox(es).
5. Remove the cable retention pins and ring (or cover) and then remove the servo cable from the
capstan.
Reinstallation:
1. Ensure cable retention pins are oriented correctly. Follow the installation instructions provided in
the respective servo installation drawing(s) listed in Table 1-2.
2. If no other maintenance is to be performed, reinstall the servo(s) per Section 6.11.
6.13 GCU 477

Removal:
1. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn counterclockwise until
they reach their stops.
2. Disconnect backshell assembly from unit.
Reinstallation:
1. Inspect connector(s) for damaged pins.
2. Connect backshell assembly to unit.
3. Hold unit flush with the pedestal, ensuring locking stud alignment marks are in the vertical
position.
4. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn clockwise. This may
require applying a small amount of forward pressure to engage the ¼ turn sockets.
5. Configure and test the GCU 477 according to Section 7.10.
190-00915-01 Revision 6
6.14 GMC 710
Removal:
1. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn counterclockwise until
they reach their stops.
Reinstallation:
1. Inspect connector(s) for damaged pins.
3. Hold unit flush with the mounting bracket, ensuring locking stud alignment marks are in the
vertical position.
4. Use a 3/32” hex drive tool to turn each of the four locking sockets ¼ turn clockwise. This may
require applying a small amount of forward pressure to engage the ¼ turn sockets.
5. Configure and test the GMC 710 according to Section 7.11.
6.15 GWX 68
Removal:
1. Gain access by removing nose radome.
3. Use a 3/16” hex drive tool to remove each of the four mounting screws.
Reinstallation:
1. Inspect connector for damaged pins.
2. Hold unit flush with the radar mount.
3. Use a 3/16” hex drive tool to tighten each of the four mounting screws.
5. Configure and test the GWX 68 according to Section 7.12.1.
Revision 6 190-00915-01
6.16 Configuration Module Removal & Replacement
Configuration modules (Item 1 shown below) are located in the following LRU harness connector
backshells (Item 6): GDU 1040A PFD, GRS 77 AHRS, GDC 74B Air Data Computer, and the GEA 71
Engine/Airframe Unit. Refer to the Master Drawing List, listed in Table 1-2, for specific installation
drawings.
Figure 6-2, Configuration Module Installation
Table 6-1, Configuration Module Kit – 011-00979-00
Item Description Qty Needed Garmin Part

Number
Configuration Module PCB Board Assembly w/EEPROM & Temp 1
1 012-00605-00 or -02
Sensor
2 Spacer, Config Module 1 213-00043-00
3 Cable, 4-Conductor Harness 1 325-00122-00
4 Pins, #22 AWG (HD) 5 336-00021-00
Removal:
1. Disconnect connector from LRU.
2. Remove 2 screws (8) from cover (7) and remove cover.
3. Unplug connector from configuration module (1).
4. Remove configuration module.
Installation:
1. Inspect connector for damaged pins (4).
2. Place configuration module (1) in position.
3. Insert connector into configuration module (1).
4. Assembly of the connector is the reverse of disassembly.
5. Continue to Section 6.16.1.
190-00915-01 Revision 6
6.16.1 Configuration Module Checkout
If a GRS 77 AHRS Configuration Module is replaced:
All three GRS 77/GMU 44 calibration procedures must be performed. Proceed to Section 7.7.3.
If a GDC 74B Configuration Module is replaced:
Configuration settings must be reloaded to the GDC 74B per Section 3.9, then proceed to Section 7.6.1.
If a GEA 71 Configuration Module is replaced:
Proceed to Section 7.4.1.
If only the Master Configuration Module is replaced:
NOTE
New Terrain/Obstacle cards, Jeppesen Aviation Database and other optional features (i.e.
TAWS unlock card) will need to be replaced if the master configuration module is
changed. The G1000 System ID number will change to a new number when installing a
new master config module. The old Terrain and other cards will no longer work as they
will remain locked to the old System ID number.
1. Start the G1000 system in configuration mode.

2. Go to the Configuration Upload Page on PFD 1.
3. Press the UPDT CFG softkey and press ENT.
If both PFD 1 and Master Configuration Module are replaced:
NOTE
New Terrain/Obstacle cards, Jeppesen Aviation Database and other optional features (i.e.
TAWS unlock card) will need to be replaced if the master configuration module is
changed. The G1000 System ID number will change to a new number when installing a
new master config module. The old Terrain and other cards will no longer work as they
will remain locked to the old System ID number.
1. The entire G1000 system must be re-configured. Insert the correct G1000 software loader card into
PFD 1.
2. Start the G1000 in configuration mode. Go to the System Upload Page on PFD 1.
3. See Section 3.9 for instructions on how to use the System Upload page. Check all configuration
files and reload them.
4. After reloading configuration files, examine the G1000 installation for any installed configuration
options. Options are listed in Section 3.9. Load optional files as necessary.
5. Continue to Section 8 and conduct the return to service checkout.
Revision 6 190-00915-01
6.17 GEA 71 Backshell Thermocouple Removal & Replacement
The GEA 71 has a K-Type thermocouple (Item 1 shown below) installed in its backshell, in addition to
the configuration module. The thermocouple is used in conjunction with the configuration module
temperature sensor to compensate for temperature probe errors resulting from the dissimilar metals at the
pin contacts.
Figure 6-3, GEA Backshell Thermocouple
Table 6-2, Thermocouple Kit (011-00981-00)

Item # Description Qty. Needed Garmin Part Number
1 3” Thermocouple, K type 1 925-L0000-00
2 Pins #22 AWG 2 336-00021-00
3 Screw 1 211-60234-08
Removal:
1. Remove GEA 71 per Section 6.4.
2. Remove GEA connector backplate.
3. Remove connector assembly J711 from the backplate.
4. Remove screws, item 7, and cover, item 6, from the backshell, item 5.
5. Unscrew thermocouple from boss on backshell. Extract the thermocouple pins from the
connector.
190-00915-01 Revision 6
Replacement:
1. Crimp pins, item 2, onto each of the thermocouple wires, item 1. Ensure that pre-stripped wire
length is 1/8” prior to crimping.
2. Insert newly crimped pins and wires into the appropriate connector housing location, item 4, as
specified by King Air 200/B200 Wiring Diagram, listed in Table 1-2.
3. Place thermocouple body, item 1, onto the backshell boss, item 5. Place the thermocouple as
shown in Figure 6-3 so that the wires exit towards the bottom of the backshell.
4. Fasten thermocouple tightly to backshell using the provided screw, item 3.
5. Fasten cover, item 6, to backshell using screws, item 7.
6. Continue to Section 7.4.1 and verify that the ITT indications are valid on the MFD.
6.18 GPS/WAAS Antennas

Removal:
1. Gain access to the antenna coaxial cable connector by removing the cabin interior ceiling panel.
Refer to the Antenna Install drawing listed in Table 1-2.
2. Disconnect the antenna coaxial cable.
3. Remove the antenna mounting screws.
4. Remove antenna.
Reinstallation:
1. Install antenna using retained mounting screws.
2. Connect the antenna coaxial cable.
3. Fillet seal around antenna. Refer to the Antenna Install drawing listed in Table 1-2.
4. Reinstall cabin interior ceiling panel.
5. Proceed to Section 7.3.1 GPS Signal Acquisition for testing.
6.19 Diversity Transponder Antenna

Removal:
1. Gain access to the antenna coaxial cable connector and mounting hardware by removing the cabin
interior ceiling panel. Refer to the Antenna Install drawing listed in Table 1-2.
3. Remove the two nuts and washers securing the antenna.
4. Remove antenna.
Reinstallation:
1. Install antenna using retained hardware.
5. Proceed to Section 7.5.2 for testing of the GTX33D.
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6.20 Iridium Antenna
Removal:
1. Gain access to the antenna coaxial cable connector by removing the aft cabin ceiling panel. Refer
to the Antenna Install drawing listed in Table 1-2.
4. Remove antenna.
Reinstallation:
4. Reinstall the aft cabin ceiling panel.
5. Proceed to Section 7.29 for testing of the GSR 56.
6.21 Wi-Fi Antenna

Removal:
1. Gain access to the antenna coaxial cable connector by opening the tail access door behind the aft
pressure bulkhead. Refer to the Antenna Install drawing listed in Table 1-2.
4. Remove antenna.
Reinstallation:
4. Secure the tail access door.
5. Proceed to Section 7.28 for testing of the GDL 59.
6.22 Signal Conditioners

Removal:
1. For Signal Conditioner No. 1, remove PFD1 from the instrument panel as per Section 6.1. For
Signal Conditioner No. 2, remove PFD2 from the instrument panel as per Section 6.1.
2. Remove 3 top screws from Signal Conditioner rack.
3. Slide mounting tray out from rack and disconnect the unit connector. If needed, remove MFD as
per Section 6.1 to access the Signal Conditioner connector.
4. Remove the four mounting bolts and remove the Signal Conditioner unit.
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5. If planning to reinstall the same unit, it is not necessary to disconnect the ground strap from the
unit ground stud. If replacing with a new unit, disconnect the ground strap from the removed unit
and retain the ground strap and associated hardware for reinstallation on the new unit.
Reinstallation:
1. Reinstallation of the Signal Conditioners is the reverse of the removal.
Note that the p/n 85-292-2 and 85-292-4 units are interchangeable.
Reference the Main Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. Proceed to Section 7.4.1 for testing.
6.23 Instrument Panel Annunciators (Prop Synch and Standby Battery)

Removal:
1. Remove MFD from the instrument panel as per Section 6.1.
2. Using a M22885/108T8234 extraction tool, disconnect connector from the back of the switch.
3. Pull the pushbutton cap fully out of the switch body and allow the cap to rotate 90° where it is
held by the retaining element.
4. While holding the retaining sleeve (back side of the instrument panel), loosen the two screws
inside the switch body until the switch is free to come out.
5. Remove the mounting sleeve and switch from the instrument panel.
Reinstallation:
1. Reinstallation of the Prop Synch and Standby Battery switches is the reverse of the removal.
Reference the Main Instrument Panel Installation drawing, listed in Table 1-2, for more details.
2. Press and hold the cockpit annunciator “Press To Test” switch located to the left of the
annunciator panel, and verify the following:
• For the Standby Battery Annunciator/Switch: STBY Battery Switch legends illuminates
and reflects “STANDBY BATTERY” in white, “ARM” in green, and “ON” in amber.
• For the Prop Synch Annunciator/Switch: Prop Synch Switch legends illuminates and
reflects “PROP SYNC” in white, and “ON” in green.
3. Release cockpit annunciator “Press To Test” switch.
4. If further maintenance is not required, proceed to Section 8.
6.24 L-3 Avionics (BF Goodrich) PS-835(C or D Model) Emergency Battery

Removal:
2. Unscrew the knurled hold-down nut to allow it to move free of the unit.
3. Remove the unit from the rack.
Reinstallation:
1. Install the emergency battery in accordance with the Electrical Equipment Install, Nose Bay
drawing (refer to Master Drawing List, listed in Table 1-2, for specific drawing number). Refer
to the King Air 200 Series Maintenance Manual, listed in Table 1-2, for access requirements as
needed.
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6.25 Standby Airspeed Indicator
Removal:
1. Remove MFD per Section 6.1.
2. Disconnect pitot-static plumbing from the back of the standby airspeed indicator. Take necessary
precautions to prevent foreign object debris from entering the pitot-static lines during
maintenance.
3. Disconnect the electrical connector from the standby airspeed indicator.
4. Use a Phillips screwdriver to remove the attachment screws from the front of the standby airspeed
indicator.
5. Remove the standby airspeed indicator.
Reinstallation:
1. Reinstallation of the standby airspeed indicator is the reverse of the removal. Reference the Main
Instrument Panel Installation drawing, listed in Table 1-2, for more details.
6.26 Standby Altimeter

Removal:
2. Disconnect pitot-static plumbing from the back of the standby altimeter. Take necessary
precautions to prevent foreign object debris from entering the pitot-static lines during
maintenance.
3. Disconnect the electrical connector from the standby altimeter.
4. Use a Phillips screwdriver to remove the attachment screws from the front of the standby
altimeter.
5. Remove the standby altimeter.
Reinstallation:
1. Reinstallation of the standby altimeter is the reverse of the removal. Reference the Main
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6.27 Standby Attitude Indicator
Ensure the standby attitude indicator gyro is not spinning—this may take 10 minutes or longer after the
unit has been turned off. This unit is very delicate; handle like eggs. Refer to the 4200 Series Attitude
Indicator Installation Manual, listed in Table 1-2, for more handling instructions.
Removal:
2. Disconnect the electrical connector of the standby attitude indicator.
3. Use a 0.060” 6-Spline wrench to remove the knob from the front of the standby attitude indicator.
4. Use a Phillips screwdriver to remove the three attachment screws from the front of the standby
attitude indicator.
5. Remove the standby attitude indicator.
Reinstallation:
1. Ensure the lighting control voltage switches on rear of unit are set for 28V.
28V
2. Reinstallation of the standby attitude indicator is the reverse of the removal. Reference the Main
6.28 Nose Avionics Bay Cooling Fans

Removal:
1. Gain access into the nose avionics equipment bay.
2. Disconnect the cooling fan hoses from the cooling fan. Take necessary precautions to prevent
any foreign debris from entering the fan hoses during maintenance.
3. Disconnect the electrical connector of the cooling fan.
4. Use a Phillips screwdriver to remove the attachment screws from the cooling fan.
5. Remove the cooling fan.
Reinstallation:
1. Reinstallation of the avionics cooling fan is the reverse of the removal. Reference the Electrical
Equipment Install, Nose Bay drawing, listed in Table 1-2, for more details.
6.29 GDU Cooling Fans
Removal:
1. Remove the display associated with the cooling fan, per Section 6.1.
2. Disconnect the electrical connector of the cooling fan.
3. Use a Phillips screwdriver to remove the attachment screws from the cooling fan.
4. Remove the cooling fan.
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Reinstallation:
1. Reinstallation of the Sandia GDU cooling fan is the reverse of the removal. Reference the Main
6.30 GTS 8XX Traffic Unit
CAUTION:
After any maintenance or modification is made to the GTS 8XX
TAS/TCAS cables such as replacing a connector or entire cable, be
sure to adhere to all of the specifications and limitations such as
minimum and maximum cable attenuation, attenuation balance
between cables, phase matching etc.
Removal:
1. Gain access to the left forward avionics compartment in the nose of the aircraft.
2. Disconnect the eight coax “quick-lock” connectors.
3. Disconnect the three electrical connectors.
4. Unlock the unit from the rack by loosening the ratcheting latch mechanism.
Reinstallation:
2. Insert the unit into the installation rack.
3. Lock the unit into the rack by using the ratcheting latch mechanism.
4. Reconnect the eight coax “quick-lock” connectors and the three electrical connectors.
5. Close access to the left forward avionics compartment.
6. Configure the GTS 8XX per Section 3.17 and test per Section 7.26.
6.31 GPA 65 PA/LNA Unit

Removal:
1. Remove cabin interior to access FS 158 at WL 119 on the left side of the fuselage. Reference the
Antenna Install drawing listed in Table 1-2 for more details.
2. Disconnect the eight coax “quick-lock” connectors.
3. Disconnect the electrical connector.
4. Remove the four mounting screws that hold the unit to the installation brackets.
Reinstallation:
2. Reattach the unit to the mounting brackets reusing existing hardware.
3. Connect the eight coax connectors. Note the color coded bands which match the mating
connectors on the unit.
4. Reconnect the electrical connector pigtail.
5. Ensure that all connectors (coax and electrical) are locked in place.
6. Reinstall cabin interior.
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7. No configuration is required for the GPA 65. Test the GTS 8XX per Section 7.26.
6.32 GA 58 Traffic Antennas

Removal:
1. Gain access to the antenna coaxial cable connectors by removing the cabin interior ceiling panel.
Refer to the Antenna Install drawing listed in Table 1-2.
2. Disconnect the four coax “quick-lock” connectors.
4. Remove antenna.
Reinstallation:
2. Connect the four coax connectors. Note the color coded bands which match the mating
connectors.
5. Test the GTS 8XX per Section 7.26.
6.33 GDL 59 Wi-Fi Datalink

Removal:
2. Detach the two rack mount angles from the remote equipment shelf. Retain all mounting
hardware.
3. Remove the Philips head screw which holds the locking lever down.
4. Lift the locking lever up to unlock the unit from the mounting rack.
5. Remove the unit from the mounting rack.
Reinstallation:
Do not use excessive force when inserting the GDL 59 into the rack. This may cause
damage to occur to the connectors, unit, and/or unit rack. If heavy resistance is felt
during installation, stop! Remove the GDL 59 and identify the source of resistance. The
rear plate is designed to float in the unit rack. Check to ensure the rear plate is not bound
by the connector harness.
3. Lock the GDL 59 in place using the lever-locking handle. Fasten the handle to the GDL 59 body
using the provided Phillips screw.
CAUTION:
Start the handle screw into the hole carefully to avoid cross-
threading. Do not apply torque in excess of 14 in-lbs to the handle
screw. The application of torque exceeding 14 in-lbs to this screw
will damage the LRU case and/or retaining hardware.
4. Reinstall the two rack mount angles on the remote equipment shelf using retained hardware.
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6. If new unit is installed, register with Garmin Flight Data Services per Section 7.27.
7. Configure the GDL 59 per Section 3.21 and 3.23. Test the GDL 59 per Section 7.28.
6.34 GSR 56 Satellite Receiver

Removal:
2. Detach the two rack mount angles from the remote equipment shelf. Retain all mounting
hardware.
3. Unlock the unit from the rack by loosening the ratcheting latch mechanism.
Reinstallation:
CAUTION:
Do not use excessive force when inserting the GDL 56 into the
rack. This may cause damage to occur to the connectors, unit,
and/or unit rack. If heavy resistance is felt during installation,
stop! Remove the GDL 56 and identify the source of resistance.
3. Lock the unit into the rack by using the ratcheting latch mechanism.
5. If new unit is installed, register with Garmin Flight Data Services per Section 7.27.
6. No configuration is required for the GSR 56. Test the GSR 56 according to Section 7.29.
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7 G1000 Equipment Configuration & Testing
This section provides procedures to be followed after a piece of G1000 equipment is replaced. At the
beginning of each LRU section, instructions are given to guide the technician for various
removal/replacement scenarios. These instructions define necessary procedures to be followed for
situations where original equipment was reinstalled as well as for situations where new equipment (new
serial number) is installed.
CAUTION
Remove Supplemental Database Cards from the lower slot of all displays before loading
software into any unit. Not removing the cards may corrupt them. Replacing corrupted
database cards are not covered under warranty.
NOTE
Garmin recommends the use of SanDisk or Toshiba brand SD cards to load G1000
software and configuration files. If another brand of card is used, and software loading
problems occur, replace the card with a SanDisk or Toshiba brand card and reattempt the
software load.
WARNING
Connect a ground power unit to the aircraft for software loading. Do not rely on only the
aircraft batteries to prevent loss of power during the software loading process. DO NOT
ALLOW POWER TO BE REMOVED FROM THE SYSTEM WHEN LOADING
SOFTWARE! Remove power only when told to do so by the following procedure. As a
general rule all displays should be in the same mode (configuration or normal), unless
instructed differently.
7.1 GDU 1040/1500 MFD & PFD

Original Display Reinstalled
If the removed display(s) are re-installed in their original positions, no software or configuration loading
is required. This does not include units that were returned for repair as their software and configuration
files are deleted during the repair testing process. Continue to the PFD/MFD Test procedure.
Original PFD Displays Installed in Opposite Locations for Troubleshooting
If the PFD 1 and PFD 2 are installed in opposite positions, no software or configuration loading is
required. Continue to the PFD/MFD Test procedure.
New Repair or Exchange Display(s) Installed
If a new, repaired or exchange GDU 1040A or GDU 1500 is installed, the correct software and
configuration files must be loaded to the unit. See Section 3.9. If ChartView or TAWS were previously
installed, these must be reactivated. See Sections 3.29 and 3.30, respectively. If any other options were
previously installed, these must also be reactivated per Section 3.9. Then continue to the PFD/MFD Test
procedure.
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7.1.1 PFD/MFD Test
1. Allow displays to initialize for ~1 minute.
2. Check that all COM/NAV display fields are valid in the top corners of both PFDs.
3. Check that attitude, heading, altitude, airspeed, vertical speed and OAT fields are valid within 2
minutes of power up on both PFDs.
4. Press the SENSOR softkey on each PFD and switch between ADC1 and ADC2. Verify that data
from both GDC 74Bs is valid on both displays.
5. Press the SENSOR softkey on each PFD and switch between AHRS1 and AHRS2. Verify that data
from both GRS 77s is valid on both displays.
6. Check that the engine instrument fields are valid on the MFD.
Figure 7-1, G1000 Normal Mode Check
7. Push the red DISPLAY BACKUP button on the pilot-side GMA 1347D. Verify that the pilot-side
PFD and MFD displays enter reversion mode. MFD should have valid altitude, airspeed, vertical
speed, COMM1, COMM2, NAV1, NAV2 and engine instruments.
8. De-activate pilot-side reversion mode by pushing the DISPLAY BACKUP button. Verify PFD 1 and
MFD return to normal display modes.
9. Repeat Step 1 using GMA2. Ensure that PFD 2 and MFD enter reversion mode and MFD displays
valid altitude, airspeed, vertical speed, COMM1, COMM2, NAV1, NAV2 and engine instruments.
10. De-activate co-pilot’s side reversion mode by pushing the DISPLAY BACKUP button. Verify PFD 2
and MFD return to normal display modes.
11. Select the TAWS page on the MFD.
12. Verify that the title at the top of the page reads “MAP – TAWS-B” or “MAP-TAWS-A”. If TAWS
has not been enabled, the title will read “MAP – TERRAIN PROXIMITY” or “MAP – TERRAIN”.
13. Press the MENU button and select “Test TAWS” from the pop-up menu.
14. After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the cockpit
speaker.
15. If no other service is to be performed, perform final return-to-service test as specified in Section 8.
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Original GMA 1347D Reinstalled
No software/configuration loading or testing is required if the removed GMA 1347D is re-installed. This
does not include units that were returned for repair as their software and configuration files are deleted
during the repair testing process. Continue to the final return-to-service checks in Section 8.
Original GMA 1347D Installed in Opposite Locations for Troubleshooting
If the original GMA #1 and GMA #2 are installed in opposite locations, configuration loading is required.
See Section 3.9, and then continue to the GMA 1347D Test (Section 7.2.1).
New, Repaired or Exchange GMA 1347D Installed
If a new, repaired or exchanged GMA 1347D is installed, the correct software and configuration files
must be loaded to the unit. See Section 3.9, and then continue to the GMA 1347D Test (Section 7.2.1).
7.2.1 GMA 1347D Test

Except for marker beacon operation, an in-aircraft checkout may be performed in the aircraft with known
good microphone, headset, and speaker.
Intercom System (ICS) Check
1. Ensure that the MAN SQ key is off (no light).
2. Adjust GMA1 and GMA2 ICS volume to a comfortable level.
3. Plug in a headset at each COCKPIT ICS position. One at a time, plug a headset into each left and
right CABIN ICS jack location (if installed)(one headset on right, one headset on left).
• Two-way communication between each CABIN ICS jack position.
• CABIN ICS position cannot hear the pilot and copilot.
• CABIN ICS positions cannot be heard by the pilot or copilot.
5. On GMA1 select COM1 MIC and AUDIO.
6. Ensure INTR COM is deselected on GMA1 or GMA2. Verify an active (green) COM1 frequency is
displayed on both PFDs.
7. On GMA1 or 2 select PA and verify the PA select annunciator is illuminated on GMA1 and GMA2.
Verify COM1 active frequency is displayed white.
8. Initiate passenger address using pilot’s headset boom mic by keying the pilot’s PTT. Verify the
following:
• Clear PA audio can be heard over cabin speaker and CABIN ICS headsets
• PA selected annunciator on GMA1 flashes ~ once per second during PA address.
9. Repeat Step 8 using pilot hand mic.
10. Initiate passenger address using copilot’s headset boom mic by keying the copilot’s PTT. Verify the
following:
• Clear PA audio can be heard over cabin speaker and CABIN ICS headsets
• PA selected annunciator on GMA1 flashes ~ once per second during PA address.
11. Repeat Step 10 using copilot hand mic.
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Transceiver Operational Check
Perform a ramp test radio check by exercising the installed transceivers, microphone, microphone key
and audio over the headphones and speaker. Verify that communications are clear and PTT operation is
correct for each pilot position.
1. On the pilot’s audio panel, select the audio source corresponding to each installed avionics unit (i.e.
NAV1, NAV2, COM1, COM2, ADF and DME) and check for audio over the pilot’s headset.
2. Press the SPKR key on pilot’s audio panel and verify that the selected audio is heard over the pilot’s
speaker.
3. On the copilot’s audio panel, select the audio source corresponding to each installed avionics unit (i.e.
NAV1, NAV2, COM1, COM2, ADF and DME) and check for audio over the copilot’s headset.
4. Press the SPKR key on copilot’s audio panel and verify that the selected audio is heard over the
copilot’s speaker.
Failsafe Operation Check – GMA 1347D #1
1. Turn the GMA 1347D #1 off by pulling the AUDIO NO 1 circuit breaker. This directs all COM 1
phone audio, MIC audio and MIC key to the pilot’s position.
2. Check the failsafe operation by exercising the COM 1 boom mic, hand mic, microphone key and
audio over the headphones. All volume control for the COM audio should be through the PFD
volume control. Verify proper operation of COM 1 using the failsafe operation.
3. Close the AUDIO NO 1 circuit breaker to continue testing.
Failsafe Operation Check – GMA 1347D #2
1. Turn the GMA 1347D #2 off by pulling the AUDIO NO 2 circuit breaker. This directs all COM 2
phone audio, MIC audio and MIC key to the co-pilot’s position.
2. Check the failsafe operation by exercising the COM 2 boom mic, hand mic, microphone key and
audio over the headphones. All volume control for the COM audio should be through the PFD
volume control. Verify proper operation of COM 2 using the failsafe operation.
3. Close the AUDIO NO 2 circuit breaker to continue testing.
Marker Beacon Test
Figure 7-2, Marker Beacon Symbology

1. Using a ramp tester, simulate the outer marker, middle marker and inner marker signals by following
the test equipment manufacturer’s instructions. Verify that each marker audio signal is present over
the pilot and co-pilot headphones and speaker.
2. Verify that the outer, middle, and inner annunciations appear on PFD 1 and PFD 2 when the
corresponding signal is applied. Marker beacon annunciations appear at the upper left corner of the
altitude indicator on the PFD (Figure 7-2). Operate the MKR MUTE key on the #1 and #2 GMA
1347D and ensure that the audio signal is muted.
If no other service is to be performed, continue to the return-to-service checks in Section 8.
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7.2.2 Landing Gear Aural Alert Check
This check should be conducted in conjunction with the Phase 2 and Phase 4 Landing Gear Retraction,
Warning Horn check, in the existing King Air Maintenance Program.
NOTE
This procedure is applicable only to aircraft equipped with a tone generator as part of the
aircraft audio system. Refer to the appropriate aircraft wiring diagrams to determine if a
tone generator is installed.
This check can be accomplished in conjunction with the Weight on Wheels and Low
Speed Awareness Band Test in Section 7.22.
1. Conduct the Landing Gear Retraction, Warning Horn check as stated in the King Air 200 Series
2. Verify that the aural tone is played through the G1000 audio system and through both cockpit
speakers.
7.2.3 XM Audio Suppression Check

This procedure is applicable only to aircraft that have XM radio subscriptions.
WARNING
The following steps require movement of the landing gear. Ensure aircraft is safe
for the operation of the landing gear before proceeding.
1. Jack aircraft to allow operation of landing gear (reference King Air 200 Series Maintenance
Manual Chapter 7-00-00).
2. Ensure both left and right throttles are at IDLE position.
3. While monitoring pilot and copilot XM audio, retract landing gear to the full up and locked
position and verify the following:
• landing gear warning horn is active
• XM audio is muted in the pilot and co-pilot stations
4. Increase both left and right throttles forward of IDLE position (towards takeoff position) and
verify the following:
• landing gear warning horn is not active
• XM audio can be heard (For aircraft not equipped with a tone generator, deselect mute
softkey or adjust XM volume to restore XM audio)
5. Extend landing gear to the full down and locked position and return both throttles to idle position.
6. Remove aircraft from jacks.
7. Ensure STALL WARN circuit breaker is closed.
8. While monitoring pilot and copilot XM audio, press the STALL WARN TEST switch and verify
the following:
• Stall warning tone is active
• XM audio is muted in the pilot and co-pilot stations
9. Release the STALL WARN TEST switch and verify the following:
• Stall warning tone is not active.
• XM audio can be heard (For aircraft not equipped with a tone generator, deselect mute
softkey or adjust XM volume to restore XM audio.)
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7.3 GIA 63W Integrated Avionics Unit
Original GIA 63W(s) Reinstalled
No software or configuration loading is required if the removed GIA is re-installed in its original position
(GIA1 and GIA2 in their original racks). This does not include units that were returned for repair as their
software and configuration files are deleted during the repair testing process. Continue to the return-to-
service checks in Section 8.
Original GIA 63Ws Swapped for Troubleshooting
No software loading is required if the originally installed GIA units are re-installed in opposite positions
(GIA1 and GIA2 in opposite unit racks). However, configuration loading is required. See Section 3.9,
and then continue to the GIA 63W Test (Section 7.3.1).
New, Repaired or Exchange GIA 63W(s) Installed
If a new, repaired or exchange GIA 63 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9, and then continue to the GIA 63W Test (Section 7.3.1).
7.3.1 GIA 63W Test

GPS Signal Acquisition
Figure 7-3, AUX – GPS STATUS Page (MFD)

The GIA 63W units should normally acquire a GPS navigation solution within 5 to 10 minutes of startup,
provided the aircraft is outside (or indoors with a GPS repeater). Select the GPS STATUS page on the
MFD (4th page in AUX group). Two softkeys on the bottom of the display allow the user to toggle
between GPS 1 and GPS 2. Verify that both receivers show 3D DIFF NAV on the MFD.
Continue to the VHF COM Interference test.
NOTE
It may be necessary to temporarily disable or move away from GPS repeaters while
testing, as repeaters may adversely affect GPS receiver performance.
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VHF COM Interference Test
This test must be conducted outside. Use of a GPS repeater inside a hangar may result in a failed test.
This procedure assumes that the system is currently set to 25 kHz COM channel spacing. Once the signal
acquisition test has been completed successfully, perform the following steps:
1. On the MFD, monitor GPS signal strength bars on the AUX – GPS STATUS page.
2. On the PFD, ensure that the CDI is set to GPS. If it is not, press the ‘CDI’ softkey until GPS ENR is
displayed.
3. Verify that the GPS “INTEG” flag is out of view.
4. Select 121.150 MHz on the No. 1 COM transceiver.
5. Transmit for a period of 35 seconds while monitoring GPS 1 signal strength levels.
6. During the transmit period, verify that the GPS “INTEG” flag does not come into view on the PFD
and verify that GPS 1 does not lose a 3-D navigation solution on the MFD.
7. Repeat steps 5 and 6 and re-transmit while monitoring GPS 2 signal levels on the MFD.
8. Repeat steps 4 through 7 for each of the following frequencies:
• 121.175 MHz
• 121.200 MHz
• 131.250 MHz
• 131.275 MHz
• 131.300 MHz
9. Repeat steps 4 through 8 for the No. 2 COM transceiver (GIA2).
10. On the MFD, select the AUX – SYSTEM SETUP page.
11. Under the COM CONFIG field, change the COM channel spacing from 25 kHz to 8.33 kHz.
12. Go back to the AUX – GPS STATUS page.
13. Select 121.185 MHz on the No. 1 COM transceiver.
14. Transmit for a period of 35 seconds while monitoring GPS 1 signal strength levels.
15. During the transmit period, verify that the GPS “INTEG” flag does not come into view on the PFD
and verify that GPS 1 does not lose a 3-D navigation solution on the MFD.
16. Repeat steps 14 and 15 and re-transmit while monitoring GPS 2 signal levels on the MFD.
17. Repeat steps 14 through 16 for each of the following frequencies:
• 121.190 MHz
• 130.285 MHz
• 131.290 Mhz
18. Repeat steps 14 through 17 for the No. 2 COM transceiver (GIA2).
19. On the MFD, select the AUX – SYSTEM SETUP page and change the COM channel spacing back
to 25 kHz.
Continue to the VOR/LOC/GS Test.
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VOR/LOC/GS Test
Check the VOR, ILS, and Glideslope functions with ramp test equipment. Operate the equipment
according to the test equipment manufacturer’s instructions. Adjust the RF signal to a level adequate to
perform the test. Select the appropriate HSI source by using the CDI softkey.
NOTE
The PFD HSI does not show a course deviation bar unless a valid VHF NAV frequency
is tuned.
GFC 700 VOR/LOC/GS Test

1. Ensure FD is coupled to PFD1 as indicated by a left pointing arrow next to the AFCS mode
controller XFR button.
2. Simulate a VOR signal on a radial equivalent to the aircraft heading. Tune the NAV 1 and NAV 2
receivers to the simulation frequency.
3. Set the HSI on PFD1 to VOR1 by pressing the CDI soft key until VOR1 is selected. Set the HSI on
PFD2 to VOR2 by pressing the CDI soft key until VOR2 is selected. Rotate CRS1 and CRS2 knobs
to set VOR1 and VOR2 course pointers to aircraft heading. (CDI Synchronization must be set to
OFF on the AUX-SYSTEM SETUP 1 page on the MFD.)
4. Verify full scale deflection of VOR1 and VOR2 CDI by varying CRS1 and CRS2 selected course at
least 10° left and right. Reset course pointers to aircraft heading.
5. Engage the autopilot and press the NAV key on the AFCS mode controller. Using the CRS1 knob
alter course by 10° to the right. Verify the flight director and aircraft controls respond by flying to
the VOR course. Repeat to the left.
6. Couple FD to PFD2 by pressing the XFR button on the AFCS mode controller. Verify FD is
coupled right as indicated by a right pointing arrow on the AFCS mode controller next to the XFR
button. Repeat step 5 using CRS2 knob while coupled to PFD2.
7. Set CRS1 and CRS2 course pointers to aircraft heading.
8. Simulate a Localizer/Glideslope signal. Tune this signal on NAV 1 and NAV 2 receiver. Set the
PFD1 HSI to LOC1 and PFD2 HSI to LOC2 by pressing CDI soft key until LOC1 and LOC2 is
selected. Use the test equipment to center the deviation bars (localizer and glideslope) on PFD1 and
PFD2.
9. Press the APR key on the AFCS mode controller. Verify that the LOC and PIT annunciations are
green and ALTS and GS are white on PFD1 and PFD2. Apply right/left and up/down
localizer/glideslope signals using the test equipment. Verify that the Flight Director and flight
controls respond appropriately.
10. Couple FD to PFD1 by pressing the XFR button on the AFCS mode controller. Verify FD is
coupled to PFD1 as indicated by a left pointing arrow on the AFCS mode controller next to the XFR
button.
11. Repeat step 9 while coupled to PFD1.
Revision 6 190-00915-01
7.4 GEA 71 Engine/Airframe Unit
Original GEA 71 Reinstalled
No software or configuration loading is required if the removed GEA 71 is re-installed. This does not
include units that were returned for repair as their software and configuration files are deleted during the
repair testing process. Continue to the return-to-service checks in Section 8.
Original GEA 71 Installed in Opposite Locations for Troubleshooting
No software loading is required if the original GEA units are installed in opposite locations (GEA #1 and
GEA #2 in opposite unit racks). Continue to the GEA 71 Test (Section 7.4.1).
New, Repaired or Exchange GEA 71 Installed
If a new, repaired or exchange GEA 71 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9, and then continue to the GEA 71 Test (Section 7.4.1).
7.4.1 GEA 71 Test

On the MFD (normal mode), check the indication for each of the sensor or monitor inputs with the
aircraft engines off.
In general, verify all engine and system instruments show valid static normal values and markings, with
no red Xs or erratic indications. Reference Figure 7-4 for normal engine instrument markings (figure
may not reflect actual aircraft installation). If necessary, reference Sections 7.4.2, 7.4.3 and 7.4.4 for
additional tests to verify instrument readings.
Figure 7-4, Normal Engine Instrument Markings (MFD)

190-00915-01 Revision 6
7.4.2 GEA Engine Indication Checks
Perform engine indicating systems checks for the following left and right engine indications:
Reference King Air 200 Series Maintenance Manual, Chapter 77-00-00, “Engine Indicating –
Maintenance Practices”.
• ITT
• N1
• N2
• Torque
7.4.3 GEA Fuel Flow Indication Functional Check

The special tools and equipment listed in Table 7-1 are provided for reference only and are not
specifically required. Any product conforming to the specification listed may be used. It is the
responsibility of the technician or mechanic to determine the applicable specification prior to testing.
Table 7-1, Fuel Flow Indication Special Equipment
Name Requirement
Decade Box 0-1k ohms
Signal Generator 0-10Vdc / 0 – 1k Hz
The following steps are required to be completed on both engines as necessary.
1. Remove the engine cowling (Ref. King Air 200 Series Maintenance Manual, Chapter 71-10-00) to
gain access to the engine MT5 fuel flow transmitter connector (P6).
2. Disconnect the P6 connector from the fuel flow transmitter.
3. Connect the Decade Box, set to a resistance of 1000 Ω, to pins C and D of the P6 connector.
4. Connect the Signal Generator to pins A (+) and B (-) of the P6 connector.
5. Apply external power to aircraft.
6. Set the BATT and AVIONICS MASTER PWR switches to ON.
7. Inject a 25 mV P-P signal with the signal generator and simulate the frequencies specified in the
table below.
8. Observe MFD in normal mode and verify fuel flow indications match those values listed in Table
7-2.
Table 7-2, Fuel Flow Test Points
Test Point (Hz) Indication (PPH)
0 0
140 100
561 400
841 600
Revision 6 190-00915-01
7.4.4 GEA Oil Pressure Indication Functional Check
The special tools and equipment listed in Table 7-3 are provided for reference only and are not
specifically required. Any product conforming to the specification listed may be used. It is the
responsibility of the technician or mechanic to determine the applicable specification prior to testing.
Table 7-3, Oil Pressure Indication Special Equipment
Name Requirement
Signal Generator 0-10Vdc / 0 – 1k Hz
The following steps are required to be completed on both engines as necessary.
1. Remove the engine cowling (Ref. King Air 200 Series Maintenance Manual, Chapter 71-10-00) to
gain access to the engine Oil Pressure Transmitter connector (P12).
2. Disconnect the P12 connector from the Oil Pressure Transmitter.
3. Connect the Signal Generator to pins A (-) and B (+) of the P12 connector.
4. Apply external power to aircraft.
5. Set the BATT and AVIONICS MASTER PWR switches to ON.
6. Inject a DC signal with the signal generator to the values specified in the table below.
7. Observe MFD in normal mode and verify Oil Pressure indications match those values listed in
Table 7-4.
Table 7-4, Oil Pressure Test Points
Test Point (VDC) Indication (PSI)
0 0
1.25 50
2.50 100
3.75 150
5.00 200
190-00915-01 Revision 6
7.5 GTX 33( ) Transponder
Original GTX 33( ) is Reinstalled
No software or configuration loading is required if the removed GTX 33 is re-installed. This does not
repair testing process. Continue to GTX 33 Test (Section 7.5.2).
Original GTX 33( ) Installed in Opposite Locations for Troubleshooting
No software loading is required if the original GTX #1 and GTX #2 are installed in opposite locations.
Continue to Transponder Configuration (Section 7.5.1).
New, Repaired or Exchange GTX 33( ) is Installed
If a new, repaired or exchange GTX 33( ) is installed, the correct software and configuration files must be
loaded to the unit per Section 3.9. Continue to Transponder Configuration (Section 7.5.1).
7.5.1 Transponder Configuration

2. With PFD1 in configuration mode, select the GTX page group, then select the TRANSPONDER
CONFIGURATION page on PFD1.
3. The ‘ADDRESS TYPE’ default is ‘US TAIL’. To enter a non-US Mode-S registration number set
the ‘ADDRESS TYPE’ field to ‘HEX ID’.
4. Activate the cursor and highlight the ‘MODE S ADDRESS’ field. Use the small/large FMS knobs
to enter the US aircraft registration number or other Mode-S registration number.
Figure 7-5, Aircraft Registration

5. For US registered aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘SAME AS TAIL’. For
other aircraft, the ‘FLIGHT ID TYPE’ field should be set to ‘CONFIG ENTRY’ or ‘PFD ENTRY’.
NOTE
The CONFIG ENTRY setting requires the Aircraft Registration/ID number to be entered
once in the ‘FLIGHT ID’ field. The PFD ENTRY setting allows the pilot to enter the
Aircraft Registration/ID number from the PFD, via the ‘TMR/REF’ softkey.
Revision 6 190-00915-01
6. After each configuration setting change, press the ENT key to configure the transponders.
7. Press the ENT key on PFD1 to acknowledge prompt.
8. After completing transponder configuration, deactivate the cursor.
7.5.2 GTX 33( ) Test

Operation of the GTX 33 or GTX 33D Mode-S transponder is accomplished using PFD 1, PFD 2 or the
MFD. Refer to G1000 in King Air 200/B200 Cockpit Reference Guide, listed in Table 1-2, for basic
operation.
The integrated transponder/altitude reporting system must be verified in accordance with Title 14 of the
Code of Federal Regulations (14 CFR) §§ 91.411 and 91.413, every 24 calendar months, or any time
the transponder is removed. This test requires the use of a Mode S ramp generator. Specific instructions
for operating the ramp tester are contained in the applicable operator's manual. Refer to 14 CFR Part 43
Appendices E and F for testing criteria.
Note that for GTX 33D units, the aircraft must be put on jacks to simulate an in-air condition in order to
test the Mode S diversity transmission channel isolation.
7.6 GDC 74B Air Data Computer
Original GDC 74B is Reinstalled
No software or configuration loading is required if the removed GDC 74B is re-installed. This does not
repair testing process. Continue to GDC 74B Test (Section 7.6.1).
Original GDC 74B Installed in Opposite Locations for Troubleshooting
No software loading is required if the original GDC #1 and GDC #2 are installed in opposite locations.
Continue to GDC 74B Test (Section 7.6.1).
New, Repaired or Exchange GDC 74B is Installed
If a new, repaired or exchange GDC 74B is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9, and then continue to GDC 74B Test (Section 7.6.1).
New GDC 74B Configuration Module is Installed
The correct configuration files must be loaded if the GDC 74B configuration module has been replaced.
See Section 3.9, and then continue to GDC 74B Test (Section 7.6.1).
190-00915-01 Revision 6
7.6.1 Air Data Test (GDC 74B)
The G1000 system must be maintained in accordance with the G1000 System Maintenance Manual listed
in Table 1-3 and appropriate regulations. When the GDC 74B is tested in accordance with 14 CFR Part
43, Appendix E, note the following exceptions:
• For paragraph (b)(1)(i) Scale Error, use Table 7-5 of this section instead of Appendix E, Table I
• Do not perform paragraph (b)(1)(iv) Friction
• Do not perform paragraph (b)(1)(vi) Barametric Scale Error
The following Air Data Test is to be performed in addition to or in conjunction with any other regulated
tests. This test must be performed on both pilot and copilot systems with a calibrated Air Data Test Set
(ADTS) with a combined accuracy/repeatability specification of less than ±20 feet for the test altitude
range.
1. Perform pitot static system leak check of each system as described in the King Air 200 Series
Maintenance Manual, 34-00-00, with the following changes:
a. For the pitot leak check, set the air data test unit to an indicated airspeed of 200 knots with the
static system vented to ambient pressure conditions (ground). Pitot leak rate is not to exceed 1
knot in 1 minute.
b. For the static leak check, set the air data test set to 30,000 feet and an indicated airspeed of 120
knots. Static leak rate is not to exceed 300 feet in 1 minute.
2. Connect the pitot/static tester to the aircraft left and right pitot and static ports. Note that the
standby altimeter and airspeed indicator are connected to the copilot side pitot and static lines.
3. Verify that the PFD1 altimeter baro setting is set to 29.92 in Hg (1013.25 mb).
4. Start PFD1 in configuration mode and navigate to the GRS page. The values for altitude and
airspeed are shown on the AHRS/AIR DATA INPUT table as B ALT and IAS for both
AIR DATA 1 and AIR DATA 2.
5. Simulate the altitudes and airspeeds for each condition shown in Table 7-5. Wait for ADTS to
report that target values have been achieved.
6. On Table 7-5, record the altitude (B ALT) displayed on PFD1 for AIR DATA 1 and AIR DATA 2
for each condition.
7. On Table 7-5, record the airspeed (IAS) displayed on PFD1 for AIR DATA 1 and AIR DATA 2 for
each condition.
8. Verify that the indicated altitudes and airspeeds are within allowable tolerances.
9. File the results with the aircraft maintenance records.
If either the pilot or copilot air data system does not meet the tolerances specified, have maintenance
checks performed on the air data system or the pitot/static system.
Revision 6 190-00915-01
Table 7-5, Air Data System Test
Test
Altitude (FT) Airspeed (KIAS)
Point
AIR DATA 1 AIR DATA 2 AIR DATA 1 AIR DATA 2

Nominal
ALT Altitude
Tolerance Tolerance Tolerance Tolerance
AS
Actual Actual Actual Actual
0 +/-20 +/-20 +/-2 +/-2
0 0
0 +/-20 +/-20 +/-2 +/-2

99 0
0 +/-20 +/-20 +/-2 +/-2

132 0
0 +/-20 +/-20 +/-2 +/-2

198 0
1000 +/-20 +/-20 +/-2 +/-2

50 1000
2000 +/-25 +/-25 +/-2 +/-2

50 2000
4000 +/-25 +/-25 +/-2 +/-2

80 4000
8000 +/-30 +/-30 +/-2 +/-2

80 8000
8000 +/-30 +/-30 +/-2 +/-2

260 8000
10000 +/-30 +/-30 +/-2 +/-2

120 10000
11000 +/-35 +/-35 +/-2 +/-2

120 11000
13000 +/-40 +/-40 +/-2 +/-2

150 13000
14000 +/-40 +/-40 +/-2 +/-2

150 14000
16000 +/-45 +/-45 +/-2 +/-2

180 16000
18000 +/-45 +/-45 +/-2 +/-2

210 18000
19000 +/-47 +/-47 +/-2 +/-2

138 18983
19000 +/-47 +/-47 +/-2 +/-2

162 18971
19000 +/-47 +/-47 +/-2 +/-2

185 18958
19000 +/-47 +/-47 +/-2 +/-2

209 18947
19000 +/-47 +/-47 +/-2 +/-2

221 18947
19000 +/-47 +/-47 +/-2 +/-2

233 18947
190-00915-01 Revision 6
Air Data System Test (Continued)
Test Point Altitude (FT) Airspeed (KTS)
AIR DATA 1 AIR DATA 2 AIR DATA 1 AIR DATA 2

Nominal
ALT Altitude Tolerance Tolerance Tolerance Tolerance
AS Actual Actual Actual Actual
29000 +/-72 +/-72 +/-2 +/-2
111 28999
29000 +/-72 +/-72 +/-2 +/-2

130 28982
29000 +/-72 +/-72 +/-2 +/-2

150 28967
29000 +/-72 +/-72 +/-2 +/-2

169 28953
29000 +/-72 +/-72 +/-2 +/-2

178 28946
29000 +/-72 +/-72 +/-2 +/-2

188 28937
29000 +/-72 +/-72 +/-2 +/-2

196 28928
35000 +/-87 +/-87 +/-2 +/-2

97 35016
35000 +/-87 +/-87 +/-2 +/-2

114 34996
35000 +/-87 +/-87 +/-2 +/-2

130 34978
35000 +/-87 +/-87 +/-2 +/-2

147 34961
35000 +/-87 +/-87 +/-2 +/-2

156 34953
35000 +/-87 +/-87 +/-2 +/-2

164 34946
35000 +/-87 +/-87 +/-2 +/-2

171 34939
Aircraft S/N: _____________________ Date: __________________ Operator: ___________________
ADTS ADC1 ADC2

Make: _______________________ Model: GDC 74B Model: GDC 74B
Model: _______________________ P/N: 011-01110-____ P/N: 011-01110-____
S/N: _______________________ S/N: ___________________ S/N: ___________________
Cal. Date: _______________________ Cal. Date: ________________ Cal. Date: ________________
Leak Check Static System at 30,000 ft, 300 kts (pass if <300 ft in 1 min)
Pilot: _____________ Feet/Min
Copilot: ___________ Feet/Min
Leak Check Pitot System at 200 kts (pass if <1 KIAS in 1 min)
Pilot: _____________ KIAS/Min
Copilot: ___________ KIAS/Min
Revision 6 190-00915-01
7.6.2 Static Port Vertical Speed (Rate of Climb) Test
1. Command ADTS to change the altitude at the rates shown in the table below.
2. Wait for ADTS to report that target rates have been achieved.
3. Verify that the Rate of Climb reported by the Vertical Speed field on PFD1 and PFD2 are within the
tolerances specified in Table 7-6:
Table 7-6, Vertical Speed Table
Vertical Speed, feet/minute Allowed tolerance, ±feet/minute
2000 100
1000 50
500 45
200 45
0 N/A (No VS Display)
-200 45
-500 45
-1000 50
-2000 100
7.6.3 OAT Probe Check

1. Ensure on-side sensors for PFD1 and PFD2.
2. Ensure the outside air temperature (OAT) probes and a calibrated thermometer stabilize at ambient
temperature.
3. Verify that the OAT measurement shown on PFD1 and PFD2, in degrees Celsius, indicate within 2
°C of the ambient temperature as measured by the calibrated thermometer.
190-00915-01 Revision 6
7.7 GRS 77 AHRS / GMU 44 Magnetometer
Original GRS 77 is Reinstalled
If the original GRS 77 is reinstalled, then no software loading is required. This does not include units
that were returned for repair as their software and configuration files are deleted during the repair testing
process.
If the GRS rack was not removed or loosened, continue to the GRS/GMU Test (Section 7.7.6).
If the GRS rack was removed or loosened, continue to the GRS/GMU Calibration Procedures (Section
7.7.1).
Original GRS 77 is Installed in Opposite Location for Troubleshooting
If the original GRS #1 and GRS #2 are installed in opposite locations (GRS #1 and GRS #2 in opposite
unit racks), no software loading is required.
If the GRS rack(s) was not removed or loosened, continue to the GRS/GMU Test (Section 7.7.6).
If the GRS rack(s) was removed or loosened, continue to the GRS/GMU Calibration Procedures (Section
7.7.1).
New, Repaired or Exchange GRS 77 is Installed
If a new, repaired or exchange GRS 77 is installed, then software must be loaded. Continue to Section
3.9 for software loading, then proceed as follows:
If the GRS rack(s) was not removed or loosened, continue to the GRS/GMU Test (Section 7.7.6).
If the GRS rack(s) was removed or loosened, continue to the GRS/GMU Calibration Procedures (Section
7.7.1).
New GRS 77 Configuration Module is Installed
If the GRS 77 configuration module is replaced, no software loading is required. Continue to the
GRS/GMU Calibration Procedures (Section 7.7.1).
Original GMU 44 is Reinstalled
If the original GMU 44 is reinstalled, then no software loading is required. This does not include units
that were returned for repair as their software and configuration files are deleted during the repair testing
process. Continue to the GRS/GMU Test (Section 7.7.6).
Original GMU 44 is Installed in Opposite Location for Troubleshooting
If the original GMU #1 and GMU #2 are installed in opposite locations (GMU #1 and GMU #2 in
opposite unit racks), no software loading is required. However, performing the Magnetometer
Calibration Procedure is required. Continue to the GRS/GMU Test (Section 7.7.6).
New, Repaired or Exchange GMU 44 is Installed
If a new, repaired or exchange GMU 44 is installed, then software must be loaded. Continue to Section
3.9 for software loading, then continue to the GRS/GMU Calibration Procedures (Section 7.7.1).
Revision 6 190-00915-01
7.7.1 GRS/GMU Calibration Procedures
GRS/GMU Recalibration Criteria
The following calibration procedures are provided for the GRS 77 and GMU 44:
• Pitch/Roll Offset: (Procedure A1, PROVIDED IN SECTION 7.7.2)
• Magnetometer Calibration: (Procedure B, PROVIDED IN SECTION 7.7.4)
• Engine Run-Up Vibration Test: (Procedure D, PROVIDED IN SECTION 7.7.5)
• Magnetometer Interference Test: (Procedure E, PROVIDED IN SECTION 5.15.4)
When ready to perform the procedures, shut the PFDs and MFD off by pulling the PFD and MFD circuit
breakers. Restart all displays in configuration mode. Follow the steps given for each procedure on-
screen at the GRS/GMU CALIBRATION page. Note that the CALIBRATE command cannot be
selected and activated until the installer acknowledges all required steps have been carried out by
pressing the ENT key on each step.
Table 7-7, Required GRS/GMU Calibrations

Calibrations Required
Procedure A1: Procedure B: Procedure D:
Condition GRS 77 GRS/GMU Engine Run-up
Pitch/Roll Magnetic Vibration
Offset Calibration Test
Either GMU 44 was removed and None Required.
reinstalled. (no change in serial number) Continue to GRS/GMU Test section.
GMU 44 was replaced with new unit.
X
(New serial number)
GRS 77 AHRS was removed and/or
replaced. The mounting tray was NOT None Required.
removed and the mounting tray bolts were Continue to GRS/GMU Test section.
NOT loosened.
GRS 77 AHRS was removed and/or
replaced. The mounting tray WAS removed
and/or mounting tray bolts WERE loosened. X X X
GRS 77 AHRS Configuration Module was
X X X
replaced.
190-00915-01 Revision 6
7.7.2 Procedure A1: GRS 77 Pitch/Roll Offset Calibration
This procedure must be performed for both GRS 77 units installed in the aircraft. This first procedure
must be carried out with the engine off.
1. Level the aircraft to within ±0.25° of zero pitch and zero roll using a digital level. (Follow
instructions in King Air 200 Series Maintenance Manual, listed in Table 1-2, for leveling)
2. Start the G1000 system in Configuration mode.
3. Go to the GRS Page Group and select the GRS/GMU Calibration page at the PFD. This page is
protected and the following softkey password must be entered at the PFD to continue:
• 9
• 10
• 11
• 12 (Far Right softkey)
4. Ensure that the No. 1 GRS 77 is selected in the SELECT GRS UNIT window on the PFD.
5. Activate the cursor and highlight the SELECT PROCEDURE window and select PITCH/ROLL
OFFSET.
6. Press the ENT key.
7. Use the cursor to highlight the BEFORE CALIBRATION window.
8. Follow the checklist items displayed on the PFD and press the ENT key as each step is completed or
confirmed.
9. When the CALIBRATE field is blinking, press the ENT button to begin the procedure.
10. After several seconds, a new checklist appears in the lower half of the PFD. Press the ENT key as
each step is confirmed. When the CONFIRM AIRCRAFT IS LEVEL field is blinking, press the
ENT key to continue.
Revision 6 190-00915-01
11. The result of the pitch/roll offset compensation is displayed on the PFD. If successful, the AHRS
records the required pitch and roll offsets, informs the operator of a successful conclusion and
returns to normal operation.
12. Press the ENT key on the PFD to conclude this procedure for GRS 77 #1.
13. Repeat steps 1 through 6 for GRS 77 #2.
NOTE
The Magnetometer Calibration Procedure that follows in Section 7.7.4
(Calibration Procedure B) must be carried out at a site that is determined
to be free of magnetic disturbances. If it is unsure whether the site is
‘clean’, the technician should verify that the site is ‘clean’ by following
the guidance provided in Section 7.7.3. The technician may skip Section
7.7.3 if the site condition is acceptable.
7.7.3 Compass Rose Evaluation of Magnetic Disturbances for Magnetometer
Calibration Procedure (Optional)
NOTE
Typically, a compass rose is an acceptable location to perform the
magnetometer calibration procedure. However, because not all compass
roses are well maintained, even an existing compass rose should be
regularly evaluated using the method described here to determine if it is
free of magnetic disturbances. If evaluation of an existing compass rose
indicates that magnetic disturbances are present, then an alternative
location must be found to perform the Magnetometer Calibration
Procedure.
A G1000-equipped airplane that has completed the pitch/roll offset compensation procedure (Procedure
A-1, Section 7.7.2) can be used to evaluate a candidate site for magnetic disturbances and determine
whether it is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters.
In order to evaluate a candidate site, the Magnetometer Calibration Procedure must be performed twice:
once turning clockwise around the site, and once turning counter-clockwise. Both times, the procedure
should be conducted as described in Section 7.7.4 of this document, with the exception of the direction of
turns around the site.
NOTE
Although Section 7.7.4 indicates that the Magnetometer Calibration
Procedure should be performed by making a series of clockwise turns
around the site, the procedure can also be performed by making counter-
clockwise turns for the purpose of evaluating the site for magnetic
disturbances.
If the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN” message upon completion
of the Magnetometer Calibration Procedure in each clockwise and counter-clockwise direction, then the
candidate site is sufficiently free of magnetic disturbances and is acceptable for performing the
Magnetometer Calibration Procedure. It is important to obtain successful result in both the clockwise and
counter-clockwise directions to ensure that the magnetometer sweeps over a large enough area at the
candidate site.
If the PFD displays either the “MAG FIELD AT SITE NOT UNIFORM” or “MAG FIELD AT SITE
DIFFERS FROM IGRF MODEL” message upon completion of the Magnetometer Calibration Procedure
in either of the two directions, then the site contains magnetic disturbances that are too large.
190-00915-01 Revision 6
7.7.4 Procedure B: GRS 77/GMU 44 Magnetic Calibration
NOTE
Procedure A-1 (Section 7.7.2) must first be successfully accomplished before performing
Procedure B, only for situations where the GRS 77 was replaced with a new unit.
Calibration Procedure B must be carried out on a compass rose in order to guarantee
measurements free of environmental magnetic disturbances. Attempting to carry out this
maneuver on a typical ramp area may not yield a successful calibration. The accuracy of
the AHRS cannot be guaranteed if this calibration is not performed on a magnetically
clean compass rose. If the compass rose condition is not known, it is recommended that
the technician follow the guidance in Section 7.7.3.
1. Start the aircraft engine following the procedures referenced in the appropriate King Air AFM or
AFMS as shown in the General Arrangement drawing, listed in Table 1-2.
2. After aircraft engine startup, taxi the aircraft to a properly calibrated compass rose.
3. At the compass rose, align the aircraft to a heading of magnetic north (±5°).
CAUTION
Calibration Procedure B must be carried out on a compass rose in order to guarantee
measurements free of environmental magnetic disturbances. Attempting to carry out this
maneuver on a typical ramp area may not yield a successful calibration. The accuracy of
the AHRS cannot be guaranteed if this calibration is not performed on a magnetically
clean compass rose or equivalent.
NOTE
This procedure provides instructions for calibrating both GRS 77 magnetometers
separately. It is acceptable to calibrate both GRS 77 magnetometers simultaneously by
putting both PFD 1 and PFD 2 in configuration mode and following the procedure below,
using PFD 1 to calibrate GRS #1 and PFD 2 to calibrate GRS #2.
4. Restart the PFD and MFD in configuration mode.

5. Go to the GRS Page Group on the PFD.
6. Select the GRS/GMU Calibration page and enter the following softkey password:
• 9
• 10
• 11
• 12 (far right softkey)
7. Press the FMS small knob to highlight GRS 77 #1. The FMS small knob can now be turned to select
either GRS 77 #1 or GRS 77 #2 for calibration. Press the ENT key after selecting the desired GRS 77
unit to calibrate. The SELECT PROCEDURE field is not blinking.
8. Using the FMS small knob, select MAGNETOMETER. Press the ENT button.
9. Use the cursor to highlight the BEFORE CALIBRATION window.
10. Follow the checklist items displayed on the PFD and press the ENT key as each one is completed or
confirmed. When the CALIBRATE field is blinking, press the ENT key to begin the procedure.
11. The PFD display advises the operator when to turn the aircraft, when to stop, and when to turn again.
Revision 6 190-00915-01
12. Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn from
the last heading, the PFD display advises the operator to stop the aircraft.
NOTE
Due to the difficulties in executing smooth, accurate turns the PFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a 30°
turn. If this scenario is encountered, it is best for the operator to ignore the “HOLD
POSITION” command and instead use outside references to complete the approximate
30° turn. Instead of using the PFD instruction to turn as a real-time indication of when to
turn, simply judge the 30° (±5°) turn increments of the aircraft by using the compass rose
radials. Dwelling at these 30° increments for the time recommended by the PFD should
result in successful calibration.
13. The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE
Due to high winds or excessive airframe vibration, the operator may encounter a
condition where the PFD restarts the 18-second countdown without full completion of the
previous countdown. If this is encountered more than once for a given station, the
operator should begin turning to the next station (approximately 30°). A minimum of 2
successful stations per quadrant is required, where a successful station is a full 18-second
countdown followed by instruction to move. Ensure that at least 2 stations per quadrant
are completed. Thus, it may sometimes be required to dwell at a station after a
countdown restart. A maximum of 30 stations is allowed for the entire calibration
procedure. If too many countdown restarts are encountered, the calibration will fail with
the message, “TOO MANY STATIONS.”
14. Repeat the turn-and-stop process until the PFD advises that a successful calibration is complete.
The GRS 77 AHRS then enters its normal operational mode. Press the ENT button on the PFD to
conclude this procedure.
15. Repeat steps 4 through 14 for GRS 77 #2.
190-00915-01 Revision 6
7.7.5 Procedure D: Engine Run-Up Vibration Procedure
NOTE
Calibration Procedure D is performed in order to guarantee that the AHRS mounting is
sufficiently rigid and insensitive to vibration. This procedure must be performed for both
GRS 77 units installed in the aircraft. Calibration Procedures A1 and B (Sections 7.7.2
and 7.7.4 respectively) are not required prior to this procedure.
Figure 7-6, Engine Run-Up Test Page
1. Press the FMS small knob to highlight GRS 77 #1. The FMS small knob can now be turned to select
either GRS 77 #1 or GRS 77 #2 for calibration. Press the ENT key after selecting the desired GRS 77
unit to calibrate. The SELECT PROCEDURE field is not blinking.
2. Initiate the AHRS engine run-up vibration test procedure by performing the following steps:
a) Select the ENGINE RUN-UP TEST procedure and press the ENT key.
b) Follow the checklist items displayed on the PFD, and press the ENT key as each one is completed
or confirmed. When the CALIBRATE field is blinking, press the ENT key to begin the
procedure.
3. The PFD display instructs the operator to gradually increase power from idle to full throttle and back
to idle over a period of 2-4 minutes.
4. When the operator has completed the engine run-up and the engine is back to an idle setting, press the
ENT key to indicate that the process is complete. When this is done, the TEST COMPLETE field
stops blinking.
5. The PFD informs the operator if the installation has passed or failed the vibration test. If the test fails,
the specific measurements causing the failure are identified and associated numeric values are
displayed on the PFD.
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NOTE
Should a failure occur, the technician may perform the Engine Run-up test up to 3 times
successively before corrective action must be taken. If the test does not pass after three
attempts, then the installation should not be considered reliable until the source of the
vibration problem is identified and remedied. In the event of repeated failure of the
engine run-up test, record the values that are reported to be out of range for future
reference.
The following are potential causes for failure of the engine run-up test:
a) Vibration motion of GRS77 and/or GMU44 caused by neighboring equipment
and/or supports.
b) Mounting screws and other hardware for GRS77 and/or GMU44 not firmly
attached.
c) GRS77 connector not firmly attached to unit.
d) Cabling leading to GRS77 or GMU44 not firmly secured to supporting structure.
e) An engine / propeller that is significantly out of balance.
6. Press the ENT key on the PFD to conclude this procedure
7. Repeats steps 1 through 6 for GRS 77 #2 and proceed to Section 7.7.6.
7.7.6 GRS/GMU Test

The aircraft can now be taxied back and the engine can be shut down for final testing. Restart the
displays in normal mode to conduct final system checks. When the PFDs power up in normal mode, the
AHRS attitude and heading information displayed should become valid within 1 minute of power-up, as
shown in Figure 7-7 (provided both GPS receivers have a valid position; if GPS is unavailable, AHRS
initialization may take as long as 2 minutes).
Figure 7-7, Normal Mode AHRS Check

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7.8 GDL 69A XM Data Link
Original GDL 69A is Reinstalled
No software or configuration loading is required if the removed GDL 69A is re-installed. This does not
repair testing process. Continue to the GDL 69A Test (Section 7.8.1).
New, Repaired or Exchange GDL 69A is Installed
If a new, repaired or exchange GDL 69A is installed, the correct software and configuration files must be
loaded to the unit, then the XM Satellite Radio subscription must be reactivated. See Section 3.9 and the
XM Activation Instructions listed in Table 1-2. Then continue to the GDL 69A Test (Section 7.8.1).
7.8.1 GDL 69A Test

If an XM Satellite Radio subscription has already been activated for the GDL 69A, then power up the
G1000 and go to the AUX – XM INFORMATION page and verify that the GDL 69A is working
properly. Refer to the Cockpit Reference Guide, listed in Table 1-2, for details on XM Radio weather
and music operation.
If the GDL 69A is replaced (new unit), the owner must re-activate the subscription, using the new
GDL 69A’s Radio ID number(s). Refer to the GDL 69A/69A XM Satellite Radio Activation
Instructions, listed in Table 1-3, for details on the activation process.
As a final operations check, make sure there are no MANIFEST errors shown on the PFD for the
GDL 69A.
7.9 GSA 80 Servos

Original Servo(s) Reinstalled
No software loading is required if the removed servo(s) is re-installed. This does not include units that
were returned for repair as their software and configuration files are deleted during the repair testing
process. Continue to the return-to-service checks in Section 8.
New, Repaired or Exchange Servo(s) Installed
If a new, repaired or exchange servo is installed, the correct software files and certification gains must be
loaded to the unit. See Section 3.9 and then continue to the return-to-service checks in Section 8.
NOTE
Refer to the appropriate servo installation drawing listed in Table 1-2.
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7.10 GCU 477 FMS Controller
Original GCU 477 Reinstalled
No software or configuration loading is required if the removed GCU 477 is re-installed. This does not
repair testing process. Continue to the GCU 477 Test (Section 7.10.1).
New, Repaired or Exchange GCU 477 Installed
If a new, repaired or exchange GCU 477 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9 and then continue to the GCU 477 Test (Section 7.10.1).
7.10.1 GCU 477 Test

Perform the following key and knob presses and knob rotations on the GCU 477, and verify the actions
on the MFD.
1. Rotate the large FMS knob and verify that the page groups change.
2. Rotate the small FMS knob and verify that the pages change within the page groups.
3. Use the large FMS knob to display the MAP page group and the small FMS knob to display the
NAVIGATION MAP page.
4. Rotate the RANGE knob to the right and verify the map display zooms out.
5. Rotate the RANGE knob to the left and verify the map display zooms in.
6. Press the RANGE knob to get the pointer on the map display.
7. Move the RANGE knob to the left and verify the pointer moves to the left.
8. Move the pointer up, right and down and verify that the pointer moves accordingly.
9. Press the RANGE knob to stop displaying the pointer.
10. Press the left and right arrowheads of the SOFTKEY SELECT keys. Verify softkeys highlighting
on the MFD changes.
11. Press the SEL key to select one of the softkeys.
12. Press the key to display the DIRECT TO page.
13. Use the keypad to type KIXD and verify KIXD is displayed on the MFD.
14. Press the SPC key to add a space and then the BACK key to delete the space.
15. Press the CLR key to clear the field.
16. Type K34 and then press the ENTER key twice. Verify that the flight path to K34 is displayed on
the map.
17. Press the FPL key to open the ACTIVE FLIGHT PLAN page. Press the FPL key again to close it.
18. Press the PROC key to open the PROCEDURES page. Press the PROC key again to close it.
19. Press the MENU key to open the MENU page. Press the MENU key again to close it.
20. Press the COMM keyuntil 1 is lit. Verify the tuning box is present around the COMM 1 frequency
on PFD1.
21. Using GCU477 keypad, enter in a frequency of 123.450. Verify COMM1 frequency changes as
entered.
22. Press the COMM keyuntil 2 is lit. Verify the tuning box is present around the COMM 2 frequency
on PFD1.
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23. Using GCU477 keypad, enter in a frequency of 123.450. Verify COMM2 frequency changes as
entered.
24. Press the NAV key until 1 is lit. Verify the tuning box is present around the NAV 1 frequency on
PFD1.
25. Using GCU477 keypad, enter in a frequency of 108.00. Verify NAV1 frequency changes as
entered.
26. Press the NAV key until 2 is lit. Verify the tuning box is present around the NAV 2 frequency on
PFD1.
27. Using GCU477 keypad, enter in a frequency of 108.00. Verify NAV1 frequency changes as
entered.
28. Press the XPDR key until the light to the left of the button is lit. Verify a flashing box appears in
the XPDR 1 code window.
29. Using GCU477 keypad, enter in a code of 1234. Verify XPDR1 shows a code of 1234 in the
window.
30. Press the XPDR key until the light to the right of the button is lit. Verify a flashing box appears in
the XPDR 2 code window.
31. Using GCU477 keypad, enter in a code of 1234. Verify XPDR2 shows a code of 1234 in the
window.
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7.11 GMC 710 AFCS Controller
Original GMC 710 Reinstalled
No software or configuration loading is required if the removed GMC 710 is re-installed. This does not
repair testing process. Continue to the GMC 710 Test (Section 7.11.1).
New, Repaired or Exchange GMC 710 Installed
If a new, repaired or exchange GMC 710 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9 and then continue to the GMC 710 Test (Section 7.11.1).
7.11.1 GMC 710 Test

Perform a basic operational check on the GMC 710. The following knob, wheel and key presses and
rotations are to be performed on the GMC 710.
1. Ensure the G1000 is operating in normal mode and the autopilot is operational.
2. Press the FD key a few times; verify the Flight Director display on PFD1 toggles on and off. Leave
the flight director displayed.
3. Press the XFR key and verify the white-illuminated arrowhead points in the opposite direction.
Verify the green arrow displayed at the top of PFD 1 also points in the same direction.
4. Rotate the ALT SEL knob and verify the altitude bug, displayed on PFD 1 altitude tape, moves.
5. Rotate the UP/DN wheel and verify the flight director moves in the vertical direction.
6. Press the HDG key and verify the white illumination appears next to the key. Rotate the HDG knob
and verify the heading bug, displayed on PFD 1 compass card, moves and the flight director follows.
7. Press the HDG knob and verify the heading bug centers.
8. Press the YD key and verify the white illumination appears next to the key.
9. Press the VS key and verify the white illumination appears next to the key.
10. Press the FLC key and verify the white illumination appears next to the key.
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7.12 GWX 68 Weather Radar
Original GWX 68 Reinstalled
No software or configuration loading is required if the removed GWX 68 is re-installed. This does not
repair testing process. Continue to the GWX 68 Test (Section 7.12.1).
New, Repaired or Exchange GWX 68 Installed
If a new, repaired or exchange GWX 68 is installed, the correct software and configuration files must be
loaded to the unit. See Section 3.9 and then continue to the GWX 68 Test (Section 7.12.1).
7.12.1 GWX 68 Test

Operation of the GWX 68 Weather Radar is accomplished using the MFD/GCU 477. Refer to G1000
200/B200 King Air Cockpit Reference Guide, listed in Table 1-2, for basic operation.
NOTE
Before energizing the equipment, be sure microwave radiation safety precautions
including both fuel and personnel safety considerations have been observed. These
include clearing all personnel to an area beyond the maximum permissible exposure level
(MPEL) boundary. The MPEL for the GWX 68 is 11 feet.
1. On the GCU, turn the large FMS knob to select the Map Page Group then turn the small FMS knob
to select the Weather Radar page.
2. Select the MODE softkey.
3. Select the STANDBY softkey to initiate the one minute warm-up period. Verify the radar enters the
standby mode after the warm-up is complete.
5. Select the WEATHER softkey. After reading the CAUTION statement, turn the large FMS knob to
select YES. Press the GCU ENT key.
6. Select the STAB ON softkey to activate antenna stabilization or select the STAB OFF softkey to
deactivate. Verify the current stabilization condition is shown in the upper right of the weather radar
display.
7. Select the BACK softkey.
8. Select the VERTICAL softkey.
9. Select the TILT softkey to activate the cursor in the TILT field.
10. On the GCU, turn the small FMS knob to select the desired antenna tilt angle. Press the GCU ENT
key. Press the GCU FMS knob to remove the cursor.
11. Select the GAIN softkey to activate the cursor in the GAIN field.
12. On the GCU, turn the small FMS knob to adjust the gain for the desirable level. Verify the gain
setting is visible in the gain field as a movable horizontal bar in a flashing box and the line pointer is
a reference depicting the calibrated position. Press the FMS knob to remove the cursor.
13. On the GCU, select the GAIN softkey again to recalibrate the gain. Verify ‘CALIBRATED’ is
displayed in the GAIN field.
15. Select the OFF softkey.
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7.13 Non-Garmin Traffic System Functional Check
1. Select the TRAFFIC MAP page on the MFD.
2. Verify that the STANDBY, OPERATE, TEST and ALT MODE soft keys are available on the bottom
of the MFD. Verify that an operating mode; STANDBY, OPERATE, or TEST (not TAS FAIL) is
displayed in the upper left corner of the traffic map. Verify that NO DATA is not displayed in yellow
in the center of the display over the aircraft symbol.
NOTE
If the ALT MODE softkey is not displayed, the G1000 has not been properly configured
for the traffic system. Reference Section 3.15, “Traffic System Option” to enable the
traffic system.
3. Press the OPERATE soft key and verify that OPERATING is displayed in the upper left corner of the
traffic map.
4. Press the STANDBY soft key and verify that STANDBY is displayed in the upper left corner of the
traffic map.
5. Press the TEST soft key and verify that TEST is displayed in the upper left corner of the traffic map
and a traffic test pattern is displayed. Upon completion of the test, verify that “TAS SYSTEM TEST
OK” is heard over the cockpit speaker.
NOTE
This annunciated traffic system test message may be different from the traffic system
installed on subject aircraft.
6. Open the TRFC circuit breaker on the avionics circuit breaker panel. On the MFD, verify that NO
DATA is displayed in yellow after several seconds.
7. Close the TRFC circuit breaker on the avionics circuit breaker panel and verify that NO DATA is
removed after several seconds.
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7.14 Stormscope Functional Check
Reference Section 3.17, Stormscope (WX-500) Configuration, for configuring Stormscope. This
procedure assumes familiarity with the set-up and operation of the WX-PA portable analyzer kit.
1. Apply power to the WX-500 and verify that no failed test messages appear. If fault messages do
appear, refer to the WX-500 Installation Manual for troubleshooting.
2. Following successful power up, verify the following modes:
• Access to both 3600 and 1200 weather view modes.
• All available ranges can be displayed.
• Access to the cell mode and strike mode.
• Strike counter is displayed in all weather modes and ranges.
3. Key COM1 and COM2 several times on different frequencies representing the lower, mid and upper
portion of the VHF COM frequency band. Verify keying of COM1 or COM2 does not cause strike
data to appear on the MFD.
4. Operate DME, XPDR 1, XPDR 2 and weather radar. Verify these systems do not cause strike data
to appear on the MFD.
5. Connect the WX-PA cable to the WX-PA antenna.
6. Position the WX-PA antenna on the WX-500 antenna. Ensure the connection is tight. If necessary,
use tape to secure the WX-PA antenna. Ensure the “FORWARD” arrows are aligned and the WX-
PA antenna suction cups are positioned forward of center along the longitudinal axis.
7. Secure the WX-PA cable to the aircraft with the attached suction cup and route the cable to the
cockpit.
8. Connect the remaining cable end to the WX-PA.
9. Power up the WX-PA and verify the WX-500 is in the weather mapping mode (i.e. 3600 weather
view at the 200 NM range.
10. Set the WX-500 to STRIKE mode; 100 NM range (or next highest available range).
11. Select the Continuous Out mode displayed on the WX-PA menu and press MENU/ENTER.
12. Select the bottom mount antenna configuration on the WX-PA keyboard (“A” key).
13. Select a cardinal bearing and a range of 120 NM.
14. Use the F1 and F2 keys to adjust range and F3 and F4 keys to adjust heading.
NOTE
The WX-500 will plot data at one-half the range selected on the WX-PA.
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15. Press MENU/ENTER to start the test.
16. Observe the MFD to ensure the proper positioning of the strikes, based on range and azimuth
settings on the WX-PA. Change the cardinal bearings and verify correct test strikes. Verify the
strikes are within 10 degrees of the selected azimuth and plot at 60NM (1/2 120 NM).
17. Verify after 20 seconds of operation the strike counter reads 580 +/-40.
18. After testing for all ranges and bearings indicated, press 2ND then MENU/ENTER to return to the
main menu.
19. Select Circular Pattern mode on the WX-PA mode menu and press MENU/ENTER.
20. Select bottom mount antenna configuration on the WX-PA keyboard (“A” key).
NOTE
The MFD should be set at 100 NM (or next highest available range) on the 360 degree
weather screen and in strike mode.
21. Use the F1 and F2 keys to select 120 NM range and press MENU/ENTER to start the test. Verify
the WX-500 plots discharge points at approximately 60 NM.
22. Observe the MFD to ensure the proper positioning of the test strikes. Verify the strikes are within 10
degrees of the 30 degree azimuth increment and within 12 NM of 60 NM,
23. When complete, set WX-PA for 55 NM, set the MFD for 50 NM (or the next highest available
range) and repeat test.
24. On the MFD, verify the sensor plots points just outside of 25 NM and the strikes are within 10
degrees of the 30 degree azimuth and within 5 NM of 27.5 NM.
25. Repeat above setting the MFD for 25 NM (or the next highest available range) and the WX-PA for
15 NM.
26. On the MFD, verify the positioning of test strikes are within 10 degrees of azimuth and within 2 NM
of 7.5 NM.
27. Restart the G1000 in configuration mode by opening the PFD and MFD circuit breakers. While
holding the ENT keys on the PFDs and MFD, restore power by closing the PFDs and MFD circuit
breakers.
28. Select the OTHER page group on the MFD. The STORMSCOPE page is shown by default.
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7.15 TAWS Functional Check
7.15.1 Functional Check for TAWS-B
1. With the G1000 in Normal Mode, use the GCU FMS knob to select the MAP group and TAWS
page on the MFD.
2. Verify that the title at the top of the page reads “MAP – TAWS-B”.
NOTE
If TAWS has not been enabled, the title will read “MAP – TERRAIN PROXIMITY” or
“MAP – TERRAIN”. Refer to section 3.30 for TAWS Configuration for configuring
TAWS.
3. Press the GCU MENU button and select “Test TAWS System” from the pop-up menu. Verify
TAWS test annunciation is displayed on the MFD and both PFDs.
4. After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the
cockpit speaker (if selected) and the headsets.
5. Press the GCU MENU button again and select “Inhibit TAWS” from the pop-up menu and press
ENT on the GCU. Verify “TAWS INH” is displayed on PFD 1 and PFD 2.
6. Press the GCU MENU button again and select “Enable TAWS” from the pop-up menu and press
ENT on the GCU. Verify the “TAWS INH” annunciation on the PFDs has extinguished.
7. With a GPS position acquired, shield or disconnect the GPS antennas to remove the GPS signal.
Verify “LOI” shows on the MFD and the “TAWS N/A” and “LOI” annunciations show on the
PFDs.
8. Reconnect or remove the shield from the GPS antennas, and verify the MFD “LOI” indication and
PFD “TAWS N/A” and “LOI” annunciations are removed once the GPS satellites are acquired.
9. Pull PFD1 PRI and PFD1 SEC circuit breakers. Re-power PFD1 in configuration mode, and use the
PFD1 FMS knob to select the Audio Alert Configuration page.
10. Ensure cockpit speaker is selected ON. Use the PFD1 FMS knob to highlight each of the following
messages then select PLAY. Verify each of the following audio messages are played:
• Too Low Terrain
• Sink Rate
• Pull Up
• Don’t Sink
• Five Hundred
• Caution, Terrain (2X)
• Terrain (2X), Pull Up (2X)
• Caution, Obstacle (2X)
• Obstacle (2X), Pull Up (2X)
• Terrain Ahead (2X)
• Terrain Ahead, Pull Up (2X)
• Obstacle Ahead (2X)
• Obstacle Ahead, Pull Up (2X)
11. Pull the PFD1 PRI and PFD1 SEC circuit breakers, and re-power PFD1 in normal operating mode.
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7.15.2 Functional Check for TAWS-A
1. With the G1000 in Normal Mode, use the GCU FMS knob to select the MAP group and TAWS page
on the MFD.
2. Verify that the title at the top of the page reads “MAP – TAWS-A”.
NOTE
If TAWS has not been enabled, the title will read “MAP – TERRAIN PROXIMITY” or
“MAP – TERRAIN”. Refer to section 3.30 for TAWS Configuration for configuring
TAWS.
3. Press the GCU MENU button and select “Test TAWS System” from the pop-up menu. Verify
TAWS test annunciation is displayed on the MFD and both PFDs.
4. After the TAWS test has completed, verify that “TAWS System Test Okay” is heard over the
cockpit speaker (if selected) and the headsets.
5. Press the GCU MENU button again and select “Inhibit TAWS” from the pop-up menu and press
ENT on the GCU. Verify “TAWS INH” is displayed on PFD 1 and PFD 2.
6. Press the GCU MENU button again and select “Enable TAWS” from the pop-up menu and press
ENT on the GCU. Verify the “TAWS INH” annunciation on the PFDs has extinguished.
7. Press the GCU MENU button again and select “Inhibit GPWS” from the pop-up menu and press
ENT on the GCU. Verify “GPWS INH” is displayed on PFD 1 and PFD 2.
8. Press the GCU MENU button again and select “Enable GPWS” from the pop-up menu and press
ENT on the GCU. Verify the “GPWS INH” annunciation on the PFDs has extinguished.
9. Press the GCU MENU button again and select “Flap Override” from the pop-up menu and press
ENT on the GCU. Verify “FLAP OVR” is displayed on PFD 1 and PFD 2.
10. Press the GCU MENU button again and select “Disable Flap Override” from the pop-up menu and
press ENT on the GCU. Verify the “FLAP OVR” annunciation on the PFDs has extinguished.
11. With a GPS position acquired, shield or disconnect the GPS antennas to remove the GPS signal.
Verify “LOI” shows on the MFD and the “TAWS N/A” and “LOI” annunciations show on the
PFDs.
12. Reconnect or remove the shield from the GPS antennas and verify the MFD “LOI” indication and
PFD “TAWS N/A” and “LOI” annunciations are removed once the GPS satellites are acquired.
13. Pull the RADIO ALTM circuit breaker. Verify “GPWS FAIL” is displayed on PFD1 and PFD2.
14. Reset the RADIO ALTM circuit breaker. Verify “GPWS FAIL” annunciations are removed.
15. Pull PFD1 PRI and PFD1 SEC circuit breakers. Re-power PFD1 in configuration mode, and use the
PFD1 FMS knob to select the Audio Alert Configuration page.
190-00915-01 Revision 6
16. Ensure cockpit speaker is selected ON. Use the PFD1 FMS knob to highlight each of the following
messages then select PLAY. Verify each of the following audio messages are played:
• Too Low, Terrain • Terrain Ahead (2X)
• Too Low, Flaps • Terrain Ahead, Pull Up (2X)
• Too Low, Gear • Obstacle Ahead (2X)
• Sink Rate • Obstacle Ahead, Pull Up (2X)
• Pull Up • Five Hundred
• Don’t Sink • Four Hundred
• Caution, Terrain (2X) • Three Hundred
• Terrain (2X), Pull Up (2X) • Two Hundred
• Terrain (2X) • One Hundred
• Caution, Obstacle (2X) • Glide Slope
• Obstacle (2X), Pull Up (2X) • Glide Path
17. Pull the PFD1 PRI and PFD1 SEC circuit breakers, and re-power PFD1 in normal operating mode.
NOTE
The following steps require the movement of the flaps and landing gear.
This portion of the check can be accomplished in conjunction with the Landing Gear
Aural Alert and XM Audio Suppression Test in Section 7.2.2.
18. Place the airplane on jacks (Ref. King Air 200 Series Maintenance Manual Chapter 7-00-00) with
the wheels clear of the ground.
19. Ensure all equipment and personnel are clear of the flaps and landing gear. Place the flaps and
landing gear in the full down positions.
20. Using an air data test set connected to the pilot side pitot/static system, set an airspeed of at least 190
kts as displayed on PFD1.
21. After an alert advisory appears, press the softkey directly below the flashing ADVISORY.
22. Verify the “TAWS FLAP FAULT – Flaps detected in the LDG position” and “TAWS GEAR
FAULT – Landing Gear detected in the DOWN position” messages are present.
23. Press the ALERTS softkey to close the alerts window.
24. Place the flaps and landing gear in the full up positions.
25. Press the ALERTS softkey again to open the alerts window.
26. Verify the “TAWS FLAP FAULT – Flaps detected in the LDG position” and “TAWS GEAR
FAULT – Landing Gear detected in the DOWN position” messages not present.
27. Return air data test set to GROUND.
28. Place the landing gear in the down position and remove the aircraft from the jacks.
Revision 6 190-00915-01
7.16 FliteCharts Functional Check
Reference Section 3.20, FliteCharts Configuration, for configuring FliteCharts.
NOTE
This test is not required if ChartView is enabled.
1. With the G1000 in Normal Mode, use the GCU FMS knob to select ‘AUX – System Status’ page,
then select MFD1 DB softkey.
2. Use the small FMS knob to scroll to CHART.
3. Verify “FliteCharts” is displayed in blue text adjacent to “CHART”.
4. Verify the FliteCharts database cycle number is displayed in blue text and the FliteCharts database is
current.
5. Deactivate the cursor and use the GCU large FMS knob to select the Navigation Map Page then
press the SHW CHRT softkey.
6. Verify the airport chart is displayed and the following softkeys are displayed (some softkeys may be
grayed out):
• CHRT OPT
• CHRT
• INFO-1
• DP
• STAR
• APR
• WX
• NOTAM
• GO BACK
7. Press the CHRT OPT softkey and verify the following softkeys are displayed (some softkeys may be
grayed out):
• ALL
• HEADER
• PLAN
• PROFILE
• MINIMUMS
• FIT WDTH
• FULL SCN
• BACK
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7.17 ChartView Functional Check
ChartView must be enabled using a ChartView Enable Card, as specified in the General Arrangement
Drawing listed in Table 1-2, and a current ChartView database. Reference section 3.29, “ChartView
Configuration” for enabling procedures.
NOTE
The required ChartView databases are subscription-based and are to be procured by the
aircraft owner directly from Jeppesen.
1. With the G1000 in Normal Mode, use the GCU FMS knob to select ‘AUX – System Status’ page,
then select MFD1 DB softkey.
2. Use the small FMS knob to scroll to CHART.
3. Verify “ChartView” is displayed in blue text adjacent to CHART.
4. Verify the ChartView database cycle number is displayed in blue text and the ChartView database is
current.
5. Deactivate the cursor and use the large GCU FMS knob to select the Navigation Map Page then press
the SHW CHRT softkey.
6. Verify the airport chart is displayed and the following softkeys are displayed(some softkeys may be
grayed out):
• CHRT OPT • APR
• CHRT • WX
• INFO-1 • NOTAM
• DP • GO BACK
• STAR
7. Press CHRT OPT softkey and verify the following softkeys are displayed (some softkeys may be
grayed out):
• ALL
• HEADER
• PLAN
• PROFILE
• MINIMUMS
• FIT WDTH
• FULL SCN
• BACK
Revision 6 190-00915-01
7.18 SafeTaxi Functional Check
The maximum map ranges for enhanced detail are configurable by the flight crew. When zoomed in close
enough to show the airport detail, the map reveals runways with numbers, taxiways with identifying
letters/numbers, and airport landmarks including ramps, buildings, control towers, and other prominent
features. Resolution is greater at lower map ranges. When the aircraft location is within the screen
boundary, including within SafeTaxi ranges, an airplane symbol is shown on any of the navigation map
views for enhanced position awareness.
Any map page that displays the navigation view can also show the SafeTaxi airport layout, within the
maximum configured range. The following is a list of pages where the SafeTaxi feature can be seen:
• Navigation Map Page
• Inset map
• Weather Datalink Page
• Airport Information Page
• Intersection Information Page
• NDB Information Page
• VOR Information Page
• User Waypoint Information Page
• Trip Planning Page
• Nearest Pages
1. Use the FMS knob on the GCU to select the AUX – System Status page and select DBASE softkey.
Use the small FMS knob to scroll to CHART category and verify “FliteCharts” is displayed in blue
text adjacent to “CHART”.
2. Verify the FliteCharts database ‘REGION’, ‘CYCLE’ number, ‘EFFECTIVE’, ‘EXPIRES’, and
‘DISABLES’ dates of the subscription appear in blue text.
3. Use the FMS knob on the GCU to select MAP - Navigation Map page.
4. On the GCU, press MENU. With Map Setup highlighted, press ENT on the GCU. Rotate the small
GCU FMS knob to select the Aviation group and press the ENT key on GCU.
5. Turn the GCU large FMS Knob to scroll through the Aviation Group options to ‘SAFETAXI’.
6. Turn the GCU small FMS Knob to display the range of distances.
7. Turn the GCU FMS Knob to select 5000ft as the distance for maximum SafeTaxi display range, and
then press the GCU ENT key to complete the selection.
8. Using the GCU range knob, select a range of 5000ft or less. Verify SafeTaxi display represents the
current aircraft location and the airport layout.
190-00915-01 Revision 6
7.19 DME Functional Check
This check verifies that the DME-to-G1000 interface operates correctly.
NOTE
Support for a single Collins DME-42 system is provided as an option in the G1000. If
the DME option is selected, the DME channel one audio level must be adjusted by the
procedure contained within Collins DME-42 Transceiver Repair Manual 523-0772458,
Maintenance Section 523-0772460-006118, to adjust DME channel one audio level.
Recommended nominal DME audio output level is 4.46 Vpp + 0.10 Vpp. Procedure must
be accomplished by an approved repair station.
1. If DME is not displayed, press the PFD softkeys on PFD1 and PFD2, then press the DME softkey.
Verify the DME window is displayed next to the PFD1 and PFD2 HSI.
2. On PFD1 and PFD2, press the BACK softkey then select DME softkeys. Verify the DME TUNING
screen is displayed.
3. On PFD1 and PFD2, use the large FMS knob to select the NAV1, NAV2 and HOLD modes in the
DME field. Verify that the NAV1, NAV2 and HOLD modes can be selected by turning the small
FMS knob.
4. Set NAV1 and NAV2 frequencies to 108.00 and 117.00 respectively.
5. On PFD1 and PFD2, select the DME NAV1 mode. Verify that the DME window display is set to the
NAV1 frequency of 108.00.
6. On PFD1 and PFD2, select the DME NAV2 mode by pressing the ENT softkey. Verify that the
DME window display is set to the NAV2 frequency of 117.00.
7. On PFD1 and PFD2, select the DME HOLD mode by using the FMS knob. Verify that the last
selected NAV frequency of 117.00 remains the same when the NAV2 frequency is changed. Deselect
DME HOLD.
8. On the NAV Test Set, set up a DME test and note the nav frequency. Tune NAV 1 to the test set
frequency and set PFD1 and PFD2 DME MODE to NAV1. Set NAV 2 to a frequency other than the
test set frequency.
9. Verify that the DME distance on PFD1 and PFD2 match the test set.
10. Select, or verify selected, DME and SPKR buttons on GMA1 and GMA2 audio panels to select the
DME audio and select speaker to ON. Verify that the DME audio can be heard over the cockpit
speakers.
11. On PFD1 and PFD2, set the DME mode to NAV2 and verify that the DME distance is dashed out.
12. Tune NAV 2 to the test set frequency. Set NAV 1 to a frequency other than the test set frequency.
13. Verify that the DME distance on PFD1 and PFD2 match the test set.
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7.20 ADF Functional Check
This check verifies that the ADF / G1000 interface operates correctly.
1. Press the PFD softkey on PFD1 and PFD2. Toggle the BRG1 and BRG2 softkey until the ADF
bearing is shown on PFD1 and PFD2.
2. Verify that the ADF window is not invalid (no red ‘X’).
3. Using the ADF control head select a known valid local ADF. Verify that the ADF bearing pointer
moves towards a bearing and stabilizes.
4. Select ADF and SPKR on GMA1 and GMA2. Using the ADF control head, select, ANT mode.
Verify that the audio from the station tuned can be heard on the pilots and copilots headset and
cockpit speaker.
5. Increment the ADF volume control from full low to full high. Verify the volume increases and
decreases appropriately over pilots and copilots headset and cockpit speaker.
7.21 Radio Altimeter Check

This check verifies that the G1000 / radio altimeter interface is operates correctly.
NOTE
This check only verifies the data output from the G1000 equipment. Any
equipment/wiring added that is not part of the installation data will need separate testing
and verification not covered as part of this document.
1. Navigate to the AUX – SYSTEM STATUS page on the MFD.

2. Press the RA TEST softkey and verify that “RA TEST” annunciation is displayed on both PFDs.
3. Verify 50 feet is displayed in the RA display window on both PFDs.
4. Press the RA TEST softkey again. Verify the RA readout window displays 2500 feet and decreases
to 0 feet on PFD1 and PFD 2.
5. Pull the RADIO ALTM circuit breaker. Verify on PFD 1 and PFD 2 that an RA FAIL message is
displayed.
6. Reset the RADIO ALTM circuit breaker.
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7.22 Weight on Wheels and Low Speed Awareness Band Check
This procedure will verify that the GDU air ground status uses valid Weight on Wheels (WOW) inputs.
1. Ensure aircraft is positioned with weight on wheels.
2. Apply external power to the aircraft. Set BATT and AVIONICS MASTER switches to ON and wait
for all aircraft and avionics systems to complete their initialization and begin operating normally.
3. Verify there are no WOW INVALID or WOW FAULT messages. Refer to Section 5.3 to
troubleshoot messages.
4. Verify the Low Speed Awareness band (red band) is NOT displayed on the PFD1 and PFD2 airspeed
tapes (see Figure 7-8.)
NOTE
This portion of the check can be accomplished in conjunction with the Landing Gear
Aural Alert and XM Audio Suppression Test in Section 7.2.2.
5. Place the airplane on jacks (Ref. King Air 200 Series Maintenance Manual Chapter 7-00-00) with the
wheels clear of the ground.
6. Verify there are no WOW INVALID or WOW FAULT messages. Refer to Section 5.3 to
troubleshoot messages.
7. Verify the Low Speed Awareness band (red band) appears at the low end of the Air Speed Tape on
the PFD1 and PFD2 (see Figure 7-8.)
8. Remove airplane from jacks.
Figure 7-8, Low Speed Awareness Band Symbolization
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7.23 RVSM Checks
The following are required initial and continued airworthiness checks to verify proper configuration for
operation in RVSM airspace. RVSM operations are prohibited until the all of the RVSM checks are
completed successfully.
7.23.1 RVSM Required Avionics Check

With the PFD in configuration mode, select the System Status page using the small FMS knob. Press the
small FMS knob to activate the cursor. Highlight each of the following items in the LRU window and
verify that the required software part number and version matches the information in the General
Arrangement drawing listed in Table 1-2. Verify hardware part number by visual inspection of the units.
Record the results in Table 7-8.
HARDWARE SOFTWARE SYSTEM STATUS

DESCRIPTION PART NUMBER
OK DESCRIPTION PART NUMBER VER
OK REPORT
ITEM
MAIN SUB-SYSTEM GIA1
AUDIO GIA1 AUDIO
1 GIA 63W IAU #1
GPS/WAAS ENGINE GPS1
CERTIFICATION GAINS GFC CERT GIA 1
MAIN SUB-SYSTEM GIA2
AUDIO GIA2 AUDIO
2 GIA 63W IAU #2
GPS/WAAS ENGINE GPS2
CERTIFICATION GAINS GFC CERT GIA 2
SYSTEM PFD1
3 GDU 1040A PFD
FPGA PFD1 FPGA
SYSTEM PFD2
4 GDU 1040A PFD
FPGA PFD2 FPGA
SYSTEM MFD1
5 GDU 1500 MFD
FPGA MFD FPGA
GDC 74B AIR DATA SYSTEM GDC1
6
COMPUTER FPGA GDC1 FPGA
GDC 74B AIR DATA SYSTEM GDC2
7
COMPUTER FPGA GDC2 FPGA
GTX 33 TRANSPONDER
8 GTX 33 SYSTEM GTX1
GTX 33D (OPTIONAL)
GTX 33 TRANSPONDER
9 GTX 33 SYSTEM GTX2
GTX 33D (OPTIONAL)
Table 7-8, RVSM Required Avionics
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7.23.2 RVSM Critical Region Visual Inspection
The RVSM critical region is a 24 x 24 inch area around the static ports on both sides of the airplane. The
corners of the RVSM critical region are to be marked on the aircraft with placards or paint of a
contrasting color (see Figure 7-9.) The RVSM critical region must meet the following visual inspection
criteria:
1. The fuselage skin must be free from damage. All skin repairs within the RVSM critical region must
be flush (no external doublers). If any damage is found, the area must be repaired. Locations of
existing protruding head rivets in frames and skin laps are acceptable.
2. The paint (including stripes) must be uniform and smooth. Remove any paint blisters or flaking and
sand smooth. Any decals or placards must be flush with no peeling edges.
3. The static ports must be free from any corrosion, elongation of holes, deformation or obstructions. If
any damage is found, replace the static port.
4. The oxygen servicing door on the right hand side must close approximately flush with the fuselage
skin and be free from damage or deformation. The ELT access hole cover on the right hand side must
be in place.
AFT CORNER MARKING - TYPICAL

(USE CONTRASTING COLOR)
12 INCHES
STATIC PORTS
ELT ACCESS HOLE

OXYGEN SERVICING DOOR
(RH SIDE ONLY)
(RH SIDE ONLY)
12 INCHES
10 INCHES 14 INCHES
AFT
Figure 7-9, RVSM Critical Region
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7.23.3 RVSM Static Port Height Inspection
The Gauging Assembly p/n SPF-4 (A1M-BCH-GE) is available from Hawker Beechcraft. Any alternate
tool authorized in the King Air 200 Series Maintenance Manual for RVSM static port measurements may
be substituted for this tool. Initialize the tool as follows:
1. Make sure the dial indicator reads negative when the plunger is pressed and positive when the
plunger is free.
2. Place the gauging assembly on a flat surface (gauge block or equivalent.)
3. Ensure the smaller needle is at approximately (.1).
4. Rotate the dial indicator to set the large needle at (0) as shown in Figure 7-10.
DIAL INDICATOR
Figure 7-10, Dial Indicator

The static port measurements are obtained at four locations on each static port as shown in Figure 7-12.
These measurements are used to find an AVERAGE and ANGLE for each of the four static ports. The
AVERAGE is calculated by adding the four measurements and dividing the total by 4. The ANGLE is
calculated by subtracting the minimum measurement from the maximum measurement. The calculated
AVERAGE and ANGLE for each static port must fall within the ranges shown in Figure 7-13.
Perform the static port measurement as follows:
1. Wipe the surface of static ports clean with isopropyl alcohol.
2. Place the gauging assembly onto the static port surface as shown in Figure 7-11.
DIAL INDICATOR
GAGING ASSEMBLY
STATIC PORT
FUSELAGE SKIN
Figure 7-11, Static Port Measurement
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NOTE
The dial indicator shows 0.100 inch when completely flush. Therefore subtract the
readings from 0.100 inch to determine the actual static port height. This should be
completed before making any calculations.
3. For each static port, measure the static port height at the A, B, C and D locations as shown in Figure
7-12. Record the measurements in the measurement log, Figure 7-13.
4. Calculate the AVERAGE for each static port using the measurements by adding the four
measurements and dividing the total by 4. Record the AVERAGE in the measurement log, Figure
7-13.
5. Ensure the AVERAGE for each static port is within tolerance (+0.045 to +0.085 inch.) If it is not,
remove and reinstall the static ports as necessary to meet the tolerance.
6. Calculate the ANGLE for each static port by subtracting the smallest of the A, B, C or D
measurements from the largest of the A, B, C or D measurements. Record the ANGLE in the
measurement log, Figure 7-13.
7. Ensure the ANGLE for each static port is within tolerance (0.000 to +0.026 inch.) If it is not, remove
and reinstall the static ports as necessary to meet the tolerance.
D B
C
Figure 7-12, Static Port Measurement locations
A B C D AVERAGE ANGLE
(A+B+C+D)/4 Largest - Smallest
UPPER
LEFT
LOWER
LEFT
UPPER
RIGHT
LOWER
RIGHT
Aircraft s/n:
Date:
Figure 7-13, Static Port Measurement Log
Revision 6 190-00915-01
7.23.4 RVSM Air Data System Check
Perform the Air Data Test per Section 7.6.1
If either the pilot or copilot air data system does not meet the tolerances specified, have maintenance
checks performed on the air data system or the pitot/static system.
IMPORTANT!
RVSM operations are prohibited until the air data system meets all test conditions.
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7.23.5 RVSM In-Flight Altitude Hold Check
RVSM operation requires that the autopilot system accurately maintain the acquired altitude during non-
turbulent, non-gust cruise conditions. The autopilot must be maintained in accordance with the G1000
System Maintenance Manual listed in Table 1-3. The autopilot must be shown to meet the performance
specification of the following in-flight altitude hold test.
1. Verify the following conditions (normal RVSM cruise flight):
• Altitude FL290 to FL350
• Altimeter setting 29.92 in Hg (1013 HPA)
• Autopilot altitude hold engaged
• Non-turbulent, non-gust conditions
2. Record the data from the primary cockpit displays as specified by Table 7-9 every 5 minutes for a
minimum flight segment of 30 minutes in length. The maximum altitude deviation shown on the
display throughout the test should not exceed ±65 feet.
If the aircraft fails to hold altitude to this tolerance, repeat the test ensuring that the airspeed remains
constant and the air remains stable during the entire test. If the test still fails, have maintenance checks
performed on the GFC 700 system, then repeat the test. RVSM operations are prohibited until the
autopilot is capable of maintaining altitude within ±65 feet of the selected cruise altitude.
Aircraft s/n: Date:

Enroute To: Pilot:
Time Pilot Copilot
(hr:min) Altitude Airspeed Altitude Airspeed
(ft) (kt) (ft) (kt)
0:00
0:05
0:10
0:15
0:20
0:25
0:30
0:35
0:40
0:45
0:50
0:55
1:00
Table 7-9, In-Flight Altitude Hold Performance Test
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7.24 Safe Flight Lift Computer Ground Calibration
NOTE
This procedure is required only for aircraft with the optional Electronic Stability
and Protection (ESP) feature with Angle of Attack (AoA) modes and the Safe
Flight Lift Computer p/n C-05606-1.
Prior to removal of the lift computer, it is recommended that Section 7.24.1 be accomplished to record the
existing stall warning points for Pots 0, 1 and 2.
Original C-05606-1 Lift Computer Reinstalled

No ground or flight calibration is required if the removed C-05606-1 Lift Computer is re-installed and the
potentiometers are not adjusted. This does not include units that were returned for repair as their
calibration will need to be completed at installation.
New, Repaired or Exchange C-05606-1 Lift Computer Installed
If a new, repaired or exchange C-05606-1 Lift Computer is installed, the ground and flight calibration will
need to be accomplished. See Section 7.24.2 for the ground calibration and Section 7.24.3 for the flight
calibration of the C-05606-1 Lift Computer.
NOTE
Safe Flight P/N C-05606-1 lift computers are equipped with six adjustable
potentiometers in the top of the computer. The potentiometers are marked 0, 1,
2, 3, 4, and 5. (Ref. Figure 7-14.)
The potentiometers marked 0, 1, and 2 are used to calibrate the stall warning
points for the three flap positions (full up, approach, and full down.)
The potentiometers marked 3, 4, and 5 are used to calibrate the Low Airspeed
Awareness (LAA) output for the three flap positions (full up, approach, and full
down) which determines Electronic Stability and Protection (ESP) and
Autopilot Underspeed Protection (USP) alpha floor symbol position.
7.24.1 Measuring Lift Computer Stall Warning Points

Prior to removal of the lift computer, it is recommended that the stall warning points from the lift
computer installed in the aircraft be measured. This section is used to measure stall warning points of the
lift computer.
1. Gain access to the stall warning computer.
2. Connect the breakout box (P/N SK100360 or equivalent) between the lift computer and the
airplane wiring harness (see Figure 7-15).
3. Make sure that the stall warning heat system is turned OFF.
4. Remove the potentiometer access cover plate from the lift computer.
5. Simulate an in-flight condition as follows: Bypass the landing gear safety switch by connecting
an electrical ground to TP 7 of the breakout box. This is best accomplished by placing a jumper
between TP 2 and TP 7 of the breakout box.
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CAUTION
The anchor tab of the force applicator can be bent if the knob that applies
tension to the transducer mounting plate is over tightened. Use care when
installing the force applicator to prevent damage to the anchor tab. Refer
to the data supplied with the force applicator.
6. Install the 1952-3 gauge (2 to 15 gram scale), in the force applicator (see Figure 7-16) onto the
left wing in accordance with the manufacturer's instructions. Refer to the data supplied with the
force applicator. The force arm must be positioned so that the applied force is within 1/32 inch of
the transducer vane tip. Forces applied forward or up will be classified as minus values. Forces
applied aft or down will be classified as plus values. Make sure that the vane is free to move with
the force applicator.
7. Apply external power to the aircraft.
8. Place the BATT master switch to the ON position.
9. Verify the STALL WARN circuit breaker on the copilot circuit breaker panel is set.
WARNING:
Make sure that all personnel are clear of the flap area before proceeding
with these procedures.
10. Flaps retracted (Pot 0) measurement

a. Run the flaps to the full UP position.
b. Install voltmeter leads between TP5 (Hi) and TP2 (Lo), TP6 (Hi) and TP2 (Lo) on the
SK100360 Breakout Box. Ensure that 28 VDC is not present. If the flap information is
incorrect, troubleshoot in accordance with King Air 200 Series Maintenance Manual
procedure 27-31-00.
c. Using the force applicator, slowly apply a negative Tip Gram (TG) force forward (UP)
on the vane until the stall warning horn sounds. Record the flaps retracted (Pot 0) TG
value.
d. Return the force on the vane to 0 TG.
11. Approach Flaps (Pot 1) measurement
a. Run the flaps to the APPROACH position.
b. Install voltmeter leads between TP5 (Hi) and TP2 (Lo), TP6 (Hi) and TP2 (Lo) of the
SK100360 Breakout Box. Ensure that 28 VDC is ONLY present between TP5 and
TP2. If the flap information is incorrect, troubleshoot in accordance with King Air 200
Series Maintenance Manual procedure 27-31-00.
c. Using the force applicator, slowly apply a negative TG force forward (UP) on vane
until the stall warning horn sounds. Record the approach flaps (Pot 1) TG value.
d. Return the force on the vane to 0 TG.
12. Flaps Extended (Pot 2) measurement
a. Run the flaps to the FULL DOWN position.
b. Install voltmeter leads between TP5 (Hi) and TP2 (Lo), TP6 (Hi) and TP2 (Lo) of the
SK100360 Breakout Box. Ensure that 28 VDC is ONLY present between TP6 and
TP2. If the flap information is incorrect, troubleshoot in accordance with King Air 200
Series Maintenance Manual procedure 27-31-00.
c. Using the force applicator, slowly apply a negative TG force forward (UP) on the vane
until the stall warning horn sounds. Record the flaps extended (Pot 2) TG value.
d. Return the force on the vane to 0 TG and remove the force applicator from the aircraft.
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13. Place the BATT master switch to the OFF position.
14. Remove external power to the aircraft.
15. Remove the breakout box from the aircraft.
16. Reinstall the potentiometer access cover plate on the lift computer.
7.24.2 Calibration of the C-05606-1 Lift Computer

NOTE
For calibration of the stall warning points, reference King Air 200 Series
Maintenance Manual, listed in Table 1-2, section 27-31-00. The procedures
listed here are provided to augment the King Air 200 Series Maintenance
Manual and allow the installer to adjust the stall warning points (Pots 0, 1 and
2) and LAA output (Pots 3, 4 and 5) simultaneously to save setup time.
1. Connect the SK100360 breakout box between the Safe Flight P/N C-05606-1 lift computer and
the mating aircraft harness (see Figure 7-15).
2. Make sure the stall warning heater system is turned OFF.
3. Remove the potentiometer access cover plate from the lift computer.
4. Simulate an in-flight condition as follows: Bypass the landing gear safety switch by connecting
an electrical ground to TP7 of the breakout box. This is best accomplished by placing a jumper
between TP2 and TP7 of the breakout box.
CAUTION
The anchor tab of the force applicator can be bent if the knob that applies
tension to the transducer mounting plate is over tightened. Use care when
installing the force applicator to prevent damage to the anchor tab. Refer
to the data supplied with the force applicator.
5. Install the appropriate gauge, 1952-1 gauge (0.5 to 3 gram scale) or the 1952-3 gauge
(2 to 15 gram scale), in the force applicator (see Figure 7-16), onto the left wing in accordance
with the manufacturer's instructions. Refer to the data supplied with the force applicator. The
force arm must be positioned so that the applied force is within 1/32 inch of the transducer vane
tip. Forces applied forward or up will be classified as minus values. Forces applied aft or down
will be classified as plus values. Make sure that the vane is free to move with the force
applicator.
6. Apply external power to the aircraft.
7. Place the BATT master switch to the ON position.
8. Verify the STALL WARN circuit breaker on the copilot circuit breaker panel is set.
WARNING:
Make sure that all personnel are clear of the flap area before proceeding
with these procedures.
9. Flaps retracted calibration:
a. Run the flaps to the FULL UP position.
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b. Using the force applicator, deflect the transducer vane forward (UP) to the (Pot 0) TG
force measured in step 10 in Section 7.24.1. If the stall warning horn is already ON, turn
(Pot 0) CCW until the horn is OFF and then slowly turn the (Pot 0) CW until the horn is
ON again. Press down on the vane until the horn is OFF and slowly release the vane. If
the horn is not ON when the vane is released, turn the (Pot 0) until the horn is ON.
c. Reduce the force on the vane to 0 TG and reposition the force applicator to apply a
downward force on the vane.
d. Calculate the (Pot 3) TG force by adding +10 TG to the (Pot 0) TG force.
Example:
If the (Pot 0) force is -4 TG, add +10 TG and the (Pot 3) force is +6 TG.
e. Install voltmeter leads between TP18 (Lo) and TP19 (Hi) of the SK100360 Breakout
Box.
f. Apply the calculated (Pot 3) TG force to the vane with the force applicator.
g. Adjust the (Pot 3) on the lift computer until the voltage output from TP18 (Lo) and TP19
(Hi) reads 2.2 ± 0.2 VDC on the voltmeter.
h. Return the force on the force applicator to 0 TG.
10. Approach Flaps calibration:

a. Run the flaps to the APPROACH position.
the (Pot 1) CCW until the horn is OFF and then slowly turn the (Pot 1) CW until the horn
is ON again. Press down on the vane until the horn is OFF and slowly release the vane. If
d. Calculate the (Pot 4) TG force by adding +14 TG to the (Pot 1) TG force.
Example:
Box.
f. Apply the calculated (Pot 4) TG force to the vane with the force gram applicator.
11. Flaps Extended calibration:

a. Run the flaps to the FULL DOWN position.
the (Pot 2) CCW until the horn is OFF and then slowly turn the (Pot 2) CW until the horn
is ON again. Press down on the vane until the horn is OFF and slowly release the vane. If
d. Calculate the (Pot 5) TG force by adding +17 TG to the (Pot 2) setting.
Revision 6 190-00915-01
Example:
Box.
f. Apply the calculated (Pot 5) TG force to the vane with the force applicator.
12. Place the BATT master switch in the OFF position and remove the external power from the
airplane.
13. Remove the force applicator from the left wing.
14. Remove the breakout box and reconnect the lift computer.
15. Install the potentiometer access cover on the lift computer.
16. Close all panels opened to access the lift computer.
190-00915-01 Revision 6
Figure 7-14, C-05606-1 Lift Computer
Revision 6 190-00915-01
Figure 7-15, Breakout Box
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Figure 7-16, Force Applicator Usage Instructions
Revision 6 190-00915-01
7.24.3 Safe Flight Lift Computer Flight Calibration
NOTE
and Protection (ESP) feature.
1. Disable the STABILITY & PROTECTION item via the MFD AUX – SYSTEM SETUP 2 page.
Verify that the message “ESP OFF” is present.
2. Perform the “Flight Test and Calibration” procedure in accordance with the King Air 200 Series
Maintenance Manual, listed in Table 1-2, Section 27-31-00.
3. If the stall warning points for the new lift computer were set to match the lift computer that was
removed, adjustments to the new lift computer may not be necessary in flight. If the stall warning
points are adjusted in flight, verify the LAA output per Section 7.24.2.
4. Enable the STABILITY & PROTECTION item via the MFD AUX – SYSTEM SETUP 2 page.
Verify that the message “ESP OFF” is not present.
7.25 ESP Functional Check

NOTE
and Protection (ESP) feature.
1. Apply power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to ON. Ensure G1000 system and components are powered and
operating normally.
2. Verify the DISPLAY BACKUP button on the audio panel is pushed in so that the GDUs will not
operate in reversionary mode.
3. Verify no AHRS, ADC, Autopilot, PFD, AFCS Mode Controller, GCU alert messages or monitor
flags (HDG MISCOMP etc) are present on PFD1 or PFD2.
4. On initial power up verify that the MFD splash screen includes a graphic similar to the following:
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5. On the GMC 710 couple the Flight Director to the left side by pressing the XFR button. The
arrow that is illuminated indicates which side is coupled. No flight director modes should be
active at this time.
6. On the GCU, rotate the inner FMS knob to activate the AUX – SYSTEM SETUP page on the
MFD.
7. On the MFD AUX – SYSTEM SETUP page press the SETUP 2 softkey.
8. Verify that on the MFD SETUP 2 page there is a window for Stability & Protection and the status
is “ENABLED”.
9. Verify on PFD 1 and PFD 2 that there are no “ESP FAIL”, “ESP OFF”, or “ESP DEGRADE”
alert messages.
10. Cover both GPS1 and GPS2 antennas.
11. Verify on PFD 1 and PFD 2 the ESP Roll Indices are displayed at 45° on the roll indicator on the
Attitude Display.
12. For installations with AOA mode, verify on PFD 1 and PFD 2 that there is an “ESP DEGRADE”
alert message.
13. On the GCU, press the inner FMS knob to activate the cursor then rotate the outer FMS knob to
select the Stability & Protection window on the MFD.
14. Rotate the inner FMS knob to change the status to “DISABLED”.
15. Verify that on the MFD SETUP 2 page Stability & Protection window that the status is
“DISABLED”.
16. Verify on PFD 1 and PFD 2 the ESP Roll Indices are not displayed at 45° on the roll indicator on
the Attitude Display.
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17. Verify on PFD 1 and PFD 2 that there is an “ESP OFF” and for installations with AOA mode, an
“ESP DEGRADE” alert message.
18. Remove the cover from both GPS1 and GPS2 antennas.
19. Remove power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to OFF.
20. Wait ~ 1 minute before re-applying aircraft power.
21. Apply power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to ON.
22. During power up and GPS satellite acquisition, verify on PFD1 and PFD2 the ESP Roll Indices
are displayed at 45° on the roll indicator on the Attitude Display.
23. Once AFCS PFT is complete and GPS has acquired satellites, verify on PFD1 and PFD2 the ESP
Roll Indices are not displayed at 45° on the roll indicator on the Attitude Display.
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24. On the GCU, rotate the inner FMS knob to activate the AUX – SYSTEM SETUP page.
25. On the MFD AUX – SYSTEM SETUP page press the SETUP 2 softkey.
26. Verify that on the MFD SETUP 2 page there is a window for Stability & Protection and the status
is “ENABLED”.
27. Verify on PFD 1 and PFD 2 that there are no “ESP FAIL”, “ESP OFF”, or “ESP DEGRADE”
alert messages.
28. On the GMC 710, couple the Flight Director to the right side by pressing the XFR button. The
arrow that is illuminated indicates which side is coupled. No flight director modes should be
active at this time.
NOTE
On power up the coupled side will default to the left side. Each time power is
reapplied couple back to the right side and continue test steps.
29. Repeat step 1 thru 27 while coupled to right side.

30. Remove power to the aircraft and avionics systems by placing the aircraft AVIONICS MASTER
PWR and BATT switches to OFF.
31. Wait ~ 1 minute before re-applying power for further testing as required.
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7.26 GTS 8XX Traffic System Functional Check
Perform the following tests to verify GTS 8XX operational and surveillance functions. Use a ramp tester
such as a TIC TR220 or equivalent to perform the tests.
To perform these tests, the aircraft must be on the ground and the GTS 8XX must be in Ground Test mode.
On the MAP-TRAFFIC MAP page of the MFD, press the softkey sequence: 3, 4, 4, 3
The GND TEST softkey will appear. Press the GND TEST softkey to activate Ground Test mode. This
simulates the GTS 8XX to be airborne at 50,000 feet with a magnetic heading of 0 degrees. To exit the
Ground Test mode, press the GND TEST softkey again.
Figure 7-17, GTS 8XX GND TEST softkey
7.26.1 Antenna Verification

The following test assures the antennas and coaxial cables are properly connected. The GTS 8XX must be
in Ground Test mode.
1. On the MAP-TRAFFIC MAP page of the MFD, press the OPERATE softkey. A self test of the
antenna circuit is initialized. If the MFD displays FAILURE at the upper left corner of the traffic
display area, it will be necessary to recheck the coaxial connections. If MFD displays OPERATE
without indicating a fault, proceed to the next step of antenna verification.
2. Ensure that the transmitter or receiver (RX/TX) that you are testing is significantly closer to the
ramp tester than another operating RX/TX, or erroneous and inaccurate results may occur. All
four quadrants (0, 90, 180 and 270 degrees) will be similarly tested to verify bearing of simulated
intruder supplied via the ramp tester are correctly displayed on the MAP-TRAFFIC MAP page of
the MFD.
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3. Set up a stationary intruder by selecting the following on the ramp tester:
• Intruder type: ATCRBS.
• Intruder Start Distance: 2 nm
• Intruder Start Altitude: 50,000 ft
• Vertical Speed: 0 fpm
• Velocity: 0 kts (on some ramp testers, a velocity greater than 0 kts is required and a
stationary intruder is created by not starting the scenario.)
4. Position ramp tester at 0 degrees.
5. Initiate the intruder scenario and verify a target is annunciated on the MAP-TRAFFIC MAP page
of the MFD at the correct bearing of approximately 0 degree azimuth at 2 NM and co-altitude
(read as 00 above a filled diamond indicating proximate traffic).
6. On the ramp tester, toggle intruder traffic to standby or off.
7. Reposition ramp tester and reengage the same intruder scenario for 90, 180 and 270 degrees.
8. Verify a target is annunciated on the MAP-TRAFFIC MAP page of the MFD at the same bearing
as the ramp tester.
9. If the bearing is not as anticipated or multiple targets are displayed during tests, verify the
following:
• Coax cable QMA connectors are 'snapped' firmly in place at the GA58 antennas, GTS
8XX unit and GPA 65 unit
• Coax cable TNC connectors are properly secured at the bulkhead adapter fittings
• Connections are made to the proper channels and color-coded heat shrink is the same color
on both ends of coax cables
• QMA and TNC connectors are correctly installed on coax cables
7.26.2 Ramp Test
The following test provides a scenario that will converge and intercept the GTS 8XX to assure proper
operational and surveillance functions. The GTS 8XX must be in Ground Test mode.
1. On the MAP-TRAFFIC MAP page of the MFD, press the OPERATE softkey.
2. Position ramp tester at 90 degrees.
3. Select the following on the ramp tester:
• Intruder type: ATCRBS.
• Intruder Start Distance: 10 nm
• Intruder Start Altitude: 50,000 ft
• Vertical Speed: 0 fpm
• Velocity: 360 kts
4. Initiate the intruder scenario and observe the following:
• Traffic should be acquired at approximately 10 NM at 90 degree bearing and co-altitude.
Observe intruder closes on own aircraft at a rate of 0.1 NM/sec. Verify that only a single
target is displayed in the expected quadrant.
• The intruder should transition from Other Traffic (displayed as an open diamond with 00
displayed above), to proximate traffic (displayed as a filled white diamond with 00
displayed above), to a Traffic Advisory (TA) alarm (yellow filled circle with 00 displayed
above.)
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NOTE
The aural TA annunciations are muted if the gear is extended (and the Radio
Altimeter indicates below 400 feet).
7.27 Activation of Garmin Flight Data Services

In order to activate the optional GDL 59 wi-fi datalink and optional GSR 56 satellite receiver for Garmin
Flight Data Services, contact Garmin Product Support at one of the following numbers (M-F, 7:00 a.m. to
7:00 p.m. Central Standard Time, - Central USA):
• 1.866.739.5687 (toll free in USA)
• +1.913.440.1135 (worldwide)
Have the following information ready prior to calling:

• If activating services for a GDL 59-only installation
o Aircraft tail number, serial number, manufacturer, and model
o G1000 system ID number
• If activating services for a GDL 59 and GSR 56 installation

o Aircraft tail number, serial number, manufacturer, and model
o GSR 56 unit serial number
o G1000 system ID number
o Name of aircraft owner and contact information
o Credit card information
Garmin Flight Data Services will provide additional information for activation of data services.
To obtain the G1000 system ID number and GSR 56 unit serial number, accomplish the following:
1. Turn the large FMS knob on the MFD to select the AUX page group.
2. Turn the small FMS knob to select the SYSTEM STATUS page. Record the SYSTEM ID
number shown in the AIRFRAME field. This number is unique for each G1000 system.
SYSTEM ID Number Location
3. Use the large FMS knob to scroll the cursor to GSR1 (if GSR 56 is installed). Record the GSR 56
serial number shown in the LRU INFO field.
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For previously activated systems, if the GSR 56 satellite receiver unit is replaced, the new unit serial
number must be registered with Garmin Flight Data Services. Contact Garmin Product Support and
follow the activation procedure as described previously in this section.
For previously activated systems, if the GDL 59 wi-fi datalink unit is replaced, the system must be
registered again. This can be accomplished by entering the same passcode received during the intial
activation process as described in the following steps:
1. Connect to an available network (reference Section 7.28 for details.)
2. Using the large FMS knob, select the AUX page group on the MFD. Using the small FMS knob,
select the AUX-REPORT STATUS page.
3. Press the MENU key on the GCU to display the PAGE MENU window.
4. With the “Register With GFDS” option highlighted, press the ENT key on the GCU to display
the GARMIN FLIGHT DATA SERVICE REGISTRATION window.
5. Using the keypad on the GCU, enter the access code (provided by Garmin Product Support
during the initial activation of the system) in the NEW REGISTRATION - ACCESS CODE field
and press the ENT key on the GCU.
NOTE
The replacement GDL 59 unit must be registered again, even if the MFD
already shows REGISTERED in the STATUS window.
6. With the REGISTER field highlighted, press the ENT key on the GCU.
7. Verify that the STATUS field indicates REGISTERED and that the data displayed in the
CURRENT REGISTRATION field matches the aircraft information.
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7.28 GDL 59 Wi-Fi Data Link Functional Check
This check verifies GDL 59 Wi-Fi Data Link interface is configured and is functional. This check
requires an operating and available wireless network to be within range of the aircraft.
NOTE
This check only verifies the data output from the G1000 equipment. Any
equipment/wiring added that is not part of the installation data will need
separate testing and verification not covered as part of this document.
1. Start the G1000 System in Normal Mode.

2. Using the large FMS knob, select the AUX page group on the MFD. Using the small FMS
knob, select the AUX-REPORT STATUS page.
3. Press the WI-FI softkey on the MFD to select the AUX – WI-FI SETUP page.
4. Press the AVAIL softkey on the MFD to display the available WI-FI networks.
5. Press the FMS knob on the GCU to activate the cursor and rotate the small FMS knob to
highlight the desired network in the AVAILABLE NETWORKS field.
6. Press the CONNECT softkey on the MFD to connect to the network. (Skip to step 12 if the
selected network is a non-secure network.)
7. If the selected network is a secure network, enter the passcode in the ENTER PASSPHRASE
field in the WPA SECURITY SETTINGS pop-up window.
8. Press the ENT key on the GCU to accept the passcode, then press the ENT key on the GCU
again.
9. When the SAVE SETTINGS pop-up window is displayed, press the ENT key on the GCU
keypad to select SAVE CONNECTION.
10. Enter the appropriate airport identifier in the SELECT AN AIRPORT TO ASSOCIATE
WITH THE CONNECTION field, then press the ENT key on the GCU to accept the
identifier.
11. With the CONNECT button highlighted, press the ENT key on the GCU to connect to the
network.
12. Press the ENT key on the GCU if the verification window “Are you sure you want to
connect?” is displayed.
13. Verify that the CONNECTION STATUS field on the AUX – WI-FI SETUP page on the
MFD indicates CONNECTED.
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7.29 GSR 56 Satellite Receiver Functional Check
1. Power up the PFD1 in configuration mode.
2. On the PFD1, select GDL page group using the large FMS knob.
3. Using the small FMS knob select the GSR56 Configuration page. Verify the page can be
displayed and information is available.
Figure 7-18, GSR56 Configuration Page

4. Restart the G1000 System in Normal Mode.
5. Using the large FMS knob, select the AUX page group on the MFD. Using the small FMS
knob, select the AUX-TELEPHONE page.
6. Ensure the system is showing Iridium signal strength (best if aircraft is outside).
7. Press TEL button on the pilot’s GMA.
8. Press the DIAL softkey on the MFD.
9. Enter the test phone number in the ENTER PHONE NUMBER field using the GCU keypad.
10. Press the ENT key on the GCU keypad to accept the phone number.
11. Press the ENT key on the GCU keypad to initiate the dialing sequence.
12. When call is complete, press the HANGUP softkey on the AUX – TELEPHONE page on the
MFD to end the call.
Figure 7-19, AUX-TELEPHONE page

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8 System Return to Service Procedure
After reinstalling any G1000 LRU, verify the correct LRU software part numbers and versions against the
numbers listed on the General Arrangement drawing listed in Table 1-2.
To check an LRU software part number and/or version, follow the procedure defined in Section 3.9.3.
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8.1 Backup Path System Testing
This final checkout tests various secondary communications paths to ensure that the paths function
correctly. Perform the following steps and verify the results of each test.
Before starting, create a simple Direct-To flight plan to an airport or other waypoint that is greater than
31 NM from the present aircraft position. Verify that the phase of flight displayed on the GPS CDI is
ENR.
8.1.1 GPS Failure Test

Step Desired Result
Single GPS Failure Condition: For each of the single GPS failure conditions, the
following shall remain valid on the PFD throughout
1. Ensure GPS satellites are acquired. the procedure:
2. Place a shroud over the GPS antenna for • Attitude and Heading from AHRS.
GIA 1 to prevent signal reception. Verify
loss of signal on MFD AUX page 4. • Airspeed, Altitude, Vertical Speed, and OAT
from Air Data Computer.
3. Check for desired results.
• GPS Course Deviation Indicator
4. Remove shroud from the GIA 1 GPS
antenna and allow system to re-acquire For a GIA1 GPS Failure, an amber BOTH ON GPS2
satellites. is displayed on PFD 1 and PFD 2.
5. Place a shroud over the GPS antenna for For a GIA2 GPS Failure, an amber BOTH ON GPS1
GIA 2 to prevent signal reception. Verify is displayed on PFD 1 and PFD 2.
loss of signal on MFD AUX page 4.
7. Remove shroud from the GIA 2 GPS
antenna.
Dual GPS Failure Condition: For a dual GPS failure condition, the following shall
occur:
1. Ensure GPS satellites are acquired.
• GPS CDI flags LOI on both PFDs.
2. Cover both GPS antennas. Verify loss of
signal on MFD AUX page 4. • Attitude and Heading remain valid from both
3. Check for desired results. AHRS on both PFDs.
4. Remove shrouds from GPS antennas. • Airspeed, Altitude, Vertical Speed and OAT
remain valid from both Air Data Computers on
5. Allow both receivers to re-acquire satellite both PFDs.
signals before continuing.
• LOI appears on MFD Map.
• TAWS N/A aural alert & annunciation given.
When GPS satellites are re-acquired, verify that the
INTEG OK annunciation is given on the HSI in white
for a brief period of time then disappears.
After ~10 seconds of stable GPS position

reacquisition, verify the TAWS AVAILABLE aural
alert is given.
Verify that the system returns to normal navigation

mode (GPS CDI restored, LOI annunciation
removed, & GPS data magenta).
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8.1.2 GIA Failure Test
Step Desired Result
GIA 1 Failure Condition: For a GIA 1 failure condition, the following shall
occur:
1. Ensure GPS satellites are acquired.
• NAV 1 and COMM1 tuning fields on PFD1 and
2. Open GIA1 primary and secondary CBs.
PFD2 are invalid (red X).
3. Verify desired results.
• L/R engine data remains valid
4. Close GIA1 primary and secondary CBs.
Allow system to re-acquire satellites and • XPDR1 is Inoperative.
return to normal display modes. • GMA1 Is Inoperative.
• An amber BOTH ON GPS2 is displayed on
PFD1 and PFD2.
• AHRS and ADC data remain valid on PFD1 and
PFD2.
GIA 2 Failure Condition: For a GIA 2 failure condition, the following shall
occur:
1. Open GIA 2 CB.
• NAV2 and COMM2 tuning fields on PFD1 and
PFD2 are invalid (red X).
3. Close GIA 2 CB. Allow system to re-
acquire satellites and return to normal • L/R engine data remains valid.
display modes. • XPDR2 is Inoperative.
• GMA2 Is Inoperative.
• An amber BOTH ON GPS1 is displayed on
PFD1 and PFD2.
• AHRS and ADC data remain valid on PFD1 and
PFD2.
Dual GIA Failure Condition: For a dual GIA failure, the following shall occur:
1. Open GIA1 primary and secondary CBs • COM1/NAV1 & COM2/NAV2 fields flag invalid.
and GIA 2 CB.
• GPS CDI flags LOI on PFD
• NAV1 & NAV2 CDI loses deviation bar.
3. Restore power to both GIA units.
• XPDR field flags invalid on PFD.
• Engine Instrument field flags invalid on MFD.
• All AHRS & ADC fields remain valid.
• Red AFCS status annunciation given.
• TAWS FAIL annunciation given.
• ADF/DME windows flag invalid.*
*If equipped.
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8.1.3 Display Failure Test
Step Desired Result
MFD Failure Condition: For an MFD failure condition, the following shall
occur:
1. Open MFD CB.
• MFD goes blank.
3. Close MFD CB. • All PFD1 and PFD2 primary flight information is
retained.
• The COM 1/2 and NAV 1/2 tuning fields remain
valid and can be tuned by rotating the tuning
knobs on PFD1 and PFD2.
• XPDR 1/2 fields remain valid and XPDRs can
adjusted via PFD softkeys.
PFD2 Display Failure Condition: For a PFD2 failure condition, the following shall
occur:
1. Open PFD 2 CB.
• PFD2 goes blank.
3. Close PFD 2 CB. • PFD1 and MFD remain in normal display
formats. The following illuminate on PFD1:
• HDG NO COMP illuminates on PFD1
• ROLL NO COMP illuminates on PFD1
• PIT NO COMP illuminates on PFD1
• IAS NO COMP illuminates on PFD1
• ALT NO COMP illuminates on PFD1
• GMA2 Fail – GMA2 is inoperative.
• XPDR2 Fail – XPDR2 is Inoperative.
PFD1 Display Failure Condition: For a PFD1 failure condition, the following shall
occur:
1. Open PFD 1 PRI and PFD1 SEC circuit
breakers. • PFD1 goes blank.
2. Verify desired results. • PFD2 and MFD remain in normal display
3. Close PFD 1 PRI and PFD1 SEC circuit formats. The following illuminate on PFD2:
breakers. • HDG NO COMP illuminates on PFD2
• ROLL NO COMP illuminates on PFD2
• PIT NO COMP illuminates on PFD2
• IAS NO COMP illuminates on PFD2
• ALT NO COMP illuminates on PFD2
• GMA1 Fail – GMA1 is inoperative.
• XPDR1 Fail – XPDR1 is Inoperative.
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8.1.4 G1000 Cooling Fan Fail Annunciation Check
Do the following to verify the cooling fans and annunciations are functioning properly
Step Desired Result

Cooling Fan Failure Conditions: For the cooling fan failure conditions, verify that the
1. Ensure the G1000 is in normal mode and following alert messages are displayed:
verify that there are no fan related alert • AVN FAN 1 FAIL – Avionics cooling fan #1 is
messages displayed in the PFD1 or PFD2
inoperative
Alerts Window.
2. Pull the following cooling fan circuit • AVN FAN 2 FAIL – Avionics cooling fan #2 is
breakers: inoperative
a) PFD/GIA FANS LEFT • PFD 1 FAN FAIL – PFD #1 cooling fan is
inoperative
b) PFD/GIA FANS RIGHT
c) MFD FAN • PFD 2 FAN FAIL – PFD #2 cooling fan is
inoperative
• MFD FAN FAIL – MFD cooling fan is
inoperative
Fan Failure reset and acknowledgement: Verify the above alerts extinguish.
1. Reset all cooling fan circuit breakers.
2. Acknowledge alerts by pressing the
ALERTS softkey on PFD1.
8.1.5 Standby Instrument Electrical Power Checks

This section tests the standby electrical power for the standby attitude indicator, the standby altimeter and
the standby airspeed indicator. (The magnetic compass is tested in each Phase inspection during the
cockpit lights check in the King Air 200 Series Maintenance Manual, listed in Table 1-2.)
Step Desired Result

1. Remove or ensure external aircraft power Verify the STANDBY BATTERY
is removed. Set main battery switch to annunciator/switch is not illuminated
OFF.
2. Ensure the STBY ATT and STBY ALTM
circuit breakers are closed.
3. Ensure the MASTER PANEL LIGHTS
rocker switch in the overhead panel is in
the ON position.
4. Ensure the STBY INSTR knob is turned to
full bright.
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Step Desired Result
5. Select (depress) the STANDBY Verify the following:
BATTERY switch.
• STBY Attitude indicator motor is energized as
indicated by the indicator motor and the absence
of flag.
• STBY altimeter vibrator is active as indicated by
vibrator noise and absence of flag.
• STBY attitude, STBY Altimeter, STBY Airspeed
indicators are illuminated full bright.
• Amber “ON” is annunciated full bright on the
STANDBY BATTERY switch.
• White STANDBY BATTERY legend on the
standby battery switch is illuminated full bright.
6. Activate aircraft power by selecting the Verify the following:
“on” position of the BATTERY switch.
• “ON” annunciation should extinguish on the
• “ARM” should be fully illuminated (green) on the
• The STBY attitude, STBY altimeter and STBY
airspeed instrument lighting reverts to the aircraft
settings.
• The STBY attitude motor and STBY altimeter
vibrator remain active.
standby battery switch remains illuminated.
7. Deselect the STANDBY BATTERY Verify the following:
switch
• “ARM” annunciation extinguishes on the
• STBY attitude motor and STBY altimeter vibrator
remain active.
standby battery switch remains illuminated.
8. Remove aircraft power by selecting the Verify the following:
battery switch to “OFF” position.
• The STBY Attitude motor is deactivated (the
sound of the motor may be present as the gyro
spools down).
• The STBY altimeter vibrator is deactivated.
• The STBY attitude, STBY altimeter, STBY
airspeed and magnetic compass are no longer
illuminated.
standby battery switch extinguishes.
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8.1.6 G1000 Backup Path Test
1. Remove power from the displays by pulling the following circuit breakers:
• PFD1 PRI
• PFD1 SEC
• PFD2
• MFD
2. Reboot PFD1, PFD2 and MFD while holding the ENT key on each display (far right key on MFD)
until the words INITIALIZING SYSTEM appear.
3. In configuration mode, go to the GDU Page Group on PFD1.
4. On PFD1, activate the cursor and select PFD1 in the SELECT UNIT field and press ENT.
5. Observe the GRS 77 and GDC 74 DATA indicators in the ARINC 429 window.
6. Verify both indicators are GREEN, indicating the channels are receiving data as shown below:
Figure 8-1, GDU Data Verification (ARINC 429)

7. On PFD1, activate the cursor and select PFD2 in the SELECT UNIT field and press the ENT key.
8. Repeat Steps 5 and 6.
9. On PFD1, activate the cursor and select MFD1 in the SELECT UNIT field and press the ENT key.
11. On PFD1, go to the GIA Page Group. Go to the RS-232 / ARINC 429 CONFIG page.
12. Verify that GIA1 is selected in the SELECT UNIT field.
13. Observe the data indicators for all configured RS-232 and ARINC 429 channels (except GIA
DEBUG), including the GRS 77 and GDC 74 ARINC 429 channels.
14. Verify all DATA indicators are GREEN, indicating the channels are receiving data as shown in the
following image:
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Figure 8-2, GIA Data Verification (ARINC429/RS-232)
15. Activate the cursor and select GIA2 in the SELECT UNIT field, and then press the ENT key.
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17. On PFD1, go to the CAN / RS-485 CONFIGURATION page in the GIA Page Group.
18. Verify that GIA1 is selected in the SELECT UNIT field.
19. Observe the data indicators for all configured RS-485 channels.
20. Verify all DATA indicators are GREEN, indicating the channels are receiving data as shown:
Figure 8-3, GIA Data Verification (RS-485)

21. Activate the cursor and select GIA2 in the SELECT UNIT field, and then press the ENT key.
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8.2 GFC 700 Ground Checkout
The following procedures verify the proper operation of the GFC 700 AFCS, after maintenance has been
performed. The technician performing these checks should be thoroughly familiar with the G1000 and
GFC 700. Information on the installation and operation of the GFC 700 can be found by referring to
Sections 6.11, 6.14 and the G1000 in King Air 200/B200 Cockpit Reference Guide, listed in Table 1-2.
NOTE
In the sections that follow, an Autopilot disconnect should be accompanied by an aural
alert (two-second tone) unless otherwise specified.
8.2.1 Pre-Flight Test

1. If selected ON, select the BATT and AVIONICS MASTER PWR switches and ground power unit to
OFF. After 30 seconds select the ground power unit and BATT and AVIONICS MASTER PWR
switches to ON. Verify the GFC 700 begins an automatic pre-flight test after AHRS and ADC
parameters become valid.
2. Verify that a white ‘PFT’ annunciation is displayed on PFD1 and PFD2, as shown in Figure 8-4.
Figure 8-4, Pre-Flight Test

NOTE
A momentarily red annunciation displayed before PFT starts is acceptable.
3. Upon successful completion of the test, an aural alert will sound and the annunciation will clear. The
aural alert is generated by either GIA 63W #1 or GIA 63W #2, alternately, with each system power-
up. Thus, the PFT sequence must be run twice to verify both GIA units are providing the correct
aural alert.
NOTE
If the ‘PFT’ annunciation turns red, the test has failed. Return to Section 5 for
troubleshooting.
4. Repeat Steps 1 - 3 to test the PFT aural alert for the other GIA 63W.
Continue to Section 8.2.2.
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8.2.2 AFCS Switch Checks
Verify that the AFCS system buttons and switches are operating correctly by performing the following:
1. Actuate both sections of the PITCH TRIM (NOSE UP/NOSE DN) switch to activate Manual Electric
Pitch Trim (MEPT). Verify the trim clutch engages and the trim wheel drives in the requested
direction. Check operation in both the up and down direction.
2. Press the AP/YD DISC TRIM INTRPT switch and hold while actuating the manual electric trim
switch. Verify trim does not run and the trim wheel rotates freely when moved manually. Release
the AP/YD DISC TRIM INTRPT button and PITCH TRIM switch.
3. Engage the autopilot by pressing the AP key on AFCS mode controller. Press and hold the left section
of the manual electric trim switch. Verify the Autopilot disengages normally with an aural alert and
the trim wheel rotates freely when moved manually.
4. Engage the autopilot again by pressing the AP key on the AFCS mode controller. Verify the pitch
and roll clutches engage and resist movement of the control wheel. Press and hold the CWS switch
and verify the control wheel moves freely when moved manually. Verify the green ‘AP’ at the top of
PFD1 and PFD2 is replaced by a white ‘CWS’.
5. Release the CWS switch and press the ‘XFR’ key on the AFCS mode controller. Verify the clutches
are engaged and resist movement of the control wheel. Press and hold the CWS switch and verify the
control wheel moves freely when moved manually. Verify the green ‘AP’ at the top of PFD1 and
PFD2 is replaced by a white ‘CWS’.
6. Release the CWS switch and press the AP/YD DISC TRIM INTRPT switch on the pilots control
wheel. Verify the autopilot disengages with a flashing amber ‘AP’ annunciation on PFD1 and PFD2,
accompanied by an aural alert. Verify that the control wheel is free in pitch and roll axes.
7. Engage the autopilot again by pressing the ‘AP’ key on the AFCS mode controller. Open AFCS
SERVOS circuit breaker. Verify the autopilot disconnects and the abnormal disconnect is provided,
consisting of a continuous aural alert and a flashing red/white ‘AP’ annunciation. Verify no AFCS
annunciations (e.g. AFCS, PFT, Mistrim) remain on PFD1 or PFD2. Press the AP/YD DISC TRIM
INTRPT switch to cancel the abnormal alert. Close the AFCS SERVOS circuit breaker to restore
power to the system and wait for completion of the pre-flight test sequence.
8. Engage the autopilot again by pressing the ‘AP’ key on the AFCS mode controller. Ensure the
autopilot is coupled to GIA1 by verifying the arrowhead next to the ‘XFR’ key on the AFCS mode
controller is pointing to the pilot’s side. If the arrowhead points to the copilot’s side, press the ‘XFR’
key. Open GIA1 primary and secondary circuit breakers. Verify the autopilot disconnects with a
continuous aural alert and a flashing red/white ‘AP’ annunciation. Press the AP/YD DISC TRIM
INTRPT switch to cancel the alert and annunciation. Close the GIA1 primary and secondary circuit
breakers and wait for completion of the pre-flight test sequence.
9. Press the ‘XFR’ key on the AFCS mode controller and engage the autopilot by pressing the ‘AP’ key
on the AFCS Mode Controller. Press the AP/YD DISC TRIM INTRPT switch on the pilot side to
disconnect the autopilot; verify the flashing amber ‘AP’ alert is displayed on PFD1 and PFD2.
10. Press the GO AROUND button on the left throttle. Verify ‘TO’ is annunciated on PFD1 and PFD2
for both PITCH and ROLL modes and the command bars should be at 8 degrees nose up and wings-
level.
11. Press the Flight Director (FD) key on the AFCS mode controller to deactivate the GA mode. Press
the AP key to engage the autopilot. Press the CWS button for a minimum of 5 seconds and release;
verifying there is no residual force on the control stick for the pitch axis.
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12. Disengage the autopilot by pressing the AP/YD DISC TRIM INTRPT switch on the co-pilot’s control
wheel. Engage VS mode by pressing the VS key on the AFCS mode controller. Verify PFD1 and
PFD2 display ‘VS’ in green and indicates a pitch reference of ‘0 FPM’.
13. Press the FLC key on the AFCS mode controller and verify that ‘FLC’ is annunciated on PFD1 and
PFD2 in green with a reference of 100 KTS.
14. Press the ALT key on the AFCS mode controller and verify that the ‘ALT’ annunciation is displayed
in green on PFD1 and PFD2 with an altitude reference equal to the aircraft altitude (within the nearest
20 feet).
15. Press the FD key and verify that the mode annunciations and command bars are removed from the
display.
8.2.3 Autopilot Clutch Overpower Check
NOTE
The GFC 700 uses electronic torque limiting as well as mechanical slip clutches to limit
the maximum servo effort. When the system is on the ground, the electronic torque
limiting is removed, allowing manual checks of the slip-clutch settings.
1. Engage the Autopilot by pressing the AP key on the AFCS mode controller.
2. Manually overpower the autopilot clutches in pitch, roll and yaw. If the Autopilot clutches cannot be
overpowered, check the GSM 85A clutch torque settings or GSM 86 clutch cartridge. Refer to the
servo installation drawing (listed in Table 1-2) as applicable.
3. Actuate and hold PITCH TRIM switch in either the NOSE UP or NOSE DOWN direction to
disconnect the autopilot. While the trim is running, restrain the aircraft pitch trim wheel and verify
that the trim clutch can be overpowered. If it cannot be overpowered, check the GSM 85A clutch
torque setting or GSM 86 clutch cartridge. Refer to the pitch trim servo installation drawing listed in
Table 1-2.
4. Engage the autopilot by pressing the AP key on the AFCS mode controller. Actuate and hold the
manual electric trim switch in either the up or down direction to disconnect the autopilot. Verify that
the trim wheel moves smoothly in both directions throughout the entire trim range during manual
electric trim operation. If the trim wheel hesitates, this may indicate that the pitch trim clutch is
slipping and proper clutch setting or clutch cartridge and cable tension should be verified. Refer to
the King Air 200 Series Maintenance Manual and Pitch Trim Servo Install drawing, listed in Table
1-2, for clutch settings and cable tensions. If both clutch setting and cable tension are within
tolerance, check the aircraft pitch trim system for excessive friction. Refer to the King Air 200 Series
Maintenance Manual listed in Table 1-2.
8.2.4 Manual Electric Pitch Trim Speed Check

1. Run MANUAL ELECTRIC PITCH TRIM in one direction until it runs against the mechanical stop.
2. Run the trim in the opposite direction, and using a stop watch or equivalent device, time the trim
speed to the opposite mechanical stop. Verify the elapsed time for full travel measures 13 ± 3
seconds.
Revision 6 190-00915-01
8.2.5 Autopilot Operation Checks
NOTE
For aircraft with software version 0985.03 and the Electronic Stability and
Protection (ESP) option, an airspeed of 200 knots must be input using a pitot-
static test set.
1. Engage the Autopilot by pressing the AP key on the AFCS mode controller. Push the HDG knob to
synchronize the heading bug to the current aircraft heading. Select HDG mode by pressing the HDG
key on the AFCS mode controller. Verify the command bars are level and the control wheel is
stationary. (There may be some roll motion in the yoke if the aircraft not perfectly level.)
2. Turn the HDG knob to the left and right and check that the command bars move in the correct
direction and the control wheel follows the command bars.
3. Push and hold the CWS button and pull the control wheel to the center of the pitch control range.
Release the CWS button. Verify the autopilot clutches re-engage and hold the wheel stationary.
4. Holding the control wheel lightly, rotate the NOSE UP/DN wheel on the AFCS mode controller two
clicks UP to increase the pitch reference. Verify the command bars move up 1 degree and the control
wheel begins moving aft. (In some aircraft, the down spring may require manual assistance to get aft
control stick movement).
5. While holding the control wheel firmly, press and hold the CWS button to re-synchronize the pitch
reference. Re-center the control wheel to wings level and mid-range elevator travel. Release the
CWS button and check that servo clutches re-engage before releasing the control wheel.
6. Rotate the NOSE UP/DN wheel on the AFCS mode controller two clicks DOWN to decrease the
pitch reference. Verify the command bars move down 1 degree and the control wheel begins moving
forward. Hold the controls and press CWS to re-center the command bars and stop control wheel
movement.
7. With the Autopilot still engaged and the CWS button pressed, move the control wheel to its aft limit.
Release the CWS button and apply continuous forward pressure, slowly moving the control wheel.
After a brief delay, verify the trim wheel begins moving in a trim up direction.
8. Grip the control wheel and press the CWS button. Verify trim motion stops. Move the control wheel
to the forward limit and release the CWS button. Slowly move the control wheel aft. After a brief
delay, verify the trim wheel begins to trim down. Relieve pressure on the wheel and verify the trim
motion stops. Check that the trim wheel is free to turn. Hold the control wheel and press the AP/YD
DISC TRIM INTRPT switch to disconnect the autopilot.
190-00915-01 Revision 6
8.2.6 VOR/LOC/GS Test
Perform the following test using ramp test equipment. Operate the equipment according to the test
equipment manufacturer’s instructions.
NOTE
The PFD HSI does not show a course deviation bar unless a valid VHF NAV frequency
is tuned.
1. Ensure FD is coupled to PFD1 as indicated by a left pointing arrow next to the XFR button.
2. Simulate a VOR signal on a radial equivalent to the aircraft heading. Tune the NAV 1 and NAV 2
receivers to the simulation frequency.
3. Set the HSI on PFD1 to VOR1 by pressing the CDI soft key until VOR1 is selected. Set the HSI on
PFD2 to VOR2 by pressing the CDI soft key until VOR2 is selected. Rotate CRS1 and CRS2 knobs
to set VOR1 and VOR2 course pointers to aircraft heading. (CDI Synchronization must be set to
OFF on the AUX-SYSTEM SETUP 1 page on the MFD.)
4. Verify full scale deflection of VOR1 and VOR2 CDI by varying the selected course at least 10° left
and right. Reset course pointers to aircraft heading.
5. Engage the autopilot and press the NAV key on the AFCS mode controller. Using the CRS1 knob
alter course by 10° to the right. Verify the flight director and aircraft controls respond by flying to the
VOR course. Repeat to the left.
6. Couple FD to PFD2 by pressing the XFR button on the AFCS mode controller. Verify FD is coupled
right as indicated by a right pointing arrow on the AFCS mode controller next to the XFR button.
Repeat step 5 using CRS2 knob while coupled to PFD2.
7. Set CRS1 and CRS2 course pointers to aircraft heading.
8. Simulate a Localizer/Glideslope signal. Tune this signal on NAV 1 and NAV 2 receiver. Set the
PFD1 HSI to LOC1 and PFD2 HSI to LOC2 by pressing CDI soft key until LOC1 and LOC2 is
selected. Use the test equipment to center the deviation bars (localizer and glideslope) on PFD1 and
PFD2.
9. Press the APR key on the AFCS mode controller. Verify that the LOC and GS annunciations are
green on PFD1 and PFD2. Apply right/left and up/down localizer/glideslope signals using the test
equipment. Verify that the Flight Director and flight controls respond appropriately.
10. Couple FD to PFD1 by pressing the XFR button on the AFCS mode controller. Verify FD is coupled
to PFD1 as indicated by a left pointing arrow on the AFCS mode controller next to the XFR button.
11. Repeat step 9 while coupled to PFD1.
Revision 6 190-00915-01
8.3 Maintenance Records
After conducting required return-to-service procedures in accordance with the King Air 200 Series
Maintenance Manual, listed in Table 1-2, the aircraft may be returned to service.
Record the following information in appropriate aircraft maintenance logs:
• Part number of the G1000 software loader card used to perform software loading or software
updates.
• Record part and serial numbers of any LRU which was replaced.
• Record any database updates which were performed during maintenance.
• Any other applicable information related to the maintenance work performed on the aircraft.
190-00915-01 Revision 6
Revision 6 190-00915-01

G1000 / GFC 700 System Maintenance Manual Hawker Beechcraft Model 200/B200 Series King Air

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G1000 / GFC 700 System Maintenance Manual Hawker Beechcraft Model 200/B200 Series King Air

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G1000 / GFC 700

System Maintenance Manual

190-00915-01 July 2012 Revision 6

Garmin International, Inc.

Garmin (Europe) Ltd.

Revision Revision Date Description ECO #

1.1.2 Identifying an STC Configuration

1.3.1 Units of Measure

1.5 Revison and Distribution

Figure 2-1, Display Units

Figure 2-2, Audio Panel

2.1.3 GMC 710 AFCS Control Unit

Figure 2-3, AFCS Controller

Figure 2-4, FMS Controller

2.1.5 GTX 33( ) Extended Squitter Transponder (2)

Figure 2-5, Transponder

Both GIA 63Ws interface to the following equipment:

Figure 2-6, GIA unit

Figure 2-7, GEA unit

Figure 2-8, Air Data Computer

2.1.9 OAT Probe (2)

Figure 2-9, OAT probe

Figure 2-10, AHRS

2.1.11 GMU 44 Magnetometer (2)

Figure 2-11, Magnetometer

Figure 2-12, GDL 69A Datalink

2.1.13 GDL 59 Wi-Fi Datalink (optional)

Figure 2-13, GDL 59 Wi-Fi Datalink

Figure 2-14, GSR 56 Satellite Receiver

2.1.15 GTS 8XX Traffic System (optional)

Figure 2-15, GTS 8XX Traffic System

2.1.16 GWX 68 Weather Radar

Figure 2-16, Weather Radar

Figure 2-17, Servo

2.1.18 Garmin G36 and 37 GPS/WAAS Antennas

2.1.19 Signal Conditioner (2)

2.1.21 Standby Altimeter

2.1.22 Standby Attitude Indicator

2.1.23 L-3 PS-835(C or D Model) Emergency Standby Battery

• standby attitude indicator (operation and internal lighting)

2.1.24 Safe Flight Lift Computer

2.2 G1000 Optional Interfaces

E XT P OWER B ATTER Y BUS

S TBY ATT S TAN DBY E SSEN TIAL

L AN DING GEAR L AN DING GEAR

N O.2 DU AL FED BUS

Figure 2-18, 200/B200 Electrical Distribution (Post G1000 STC)

PFD NO.2 CABIN PRES CTRL

STBY INSTR ESSENTIAL AVIONICS AVIONICS

STBY BATTERY PFD NO.1 PRI AFCS GDL 69

STBY ATT GIA NO.1 PRI GMA NO.2 TRAFFIC

STBY ALTM COMM NO.1 COMM NO.2 STORMSCOPE

AHRS NO.1 PRI GTX NO.2 ADF

ADC NO.1 PRI RADAR RADIO ALTIMETER

GTX NO.1 DME

GMA NO.1 ENTERTAINMENT BUS

Figure 2-19, G1000 Component Power Sources

L/H PITOT ALTERNATE STATIC

Figure 2-20, Pitot/Static System (Post G1000 STC)