GTS 825 TAS/ADS-B OUT AND PHASE 14 SOFTWARE UPDATE ICA Supplement

Transcription

1 AIRCRAFT DIVISION WICHITA, KANSAS GTS 825 TAS/ADS-B OUT AND PHASE 14 SOFTWARE UPDATE ICA Supplement MODEL NO: 208 SUPPLEMENT NO: ICA SUPPLEMENT DATE: 2/18/2016 Cessna Aircraft Company Form 2261 Rev 1

2 AIRCRAFT DIVISION WICHITA, KANSAS REVISIONS ICA Rev: - Date: Feb/18/2016 ICA Summary Pages 1-8 Manuals Affected Description Title Maintenance Manual Pages 1-26 Added Note AF (FAST ETM) to table 3. Maintenance Manual Added EICAS section for clarity. Maintenance Manual Pages Page 1 Changed title and description to add GWX 70 Weather Radar. Maintenance Manual Pages Changed title and information to add GWX 70 Weather Radar. Maintenance Manual Pages Changed title and information to add GWX 70 Weather Radar. Maintenance Manual Pages Changed title and information to add GWX 70 Weather Radar. Maintenance Manual Pages 1-2 Electrical Load Analysis - Description and Operation Engine Indicating and Crew Alerting System (EICAS) - Description and Operation Garmin GWX-68/70 Weather Radar System - Description and Operation Garmin GWX-68/70 Weather Radar System - Troubleshooting Garmin GWX-68/70 Weather Radar System - Maintenance Practices Garmin GWX-68/70 Weather Radar System - Adjustment/Test Garmin GTS 825 Trafic Advisory System - Description and Operation Added TAS section. Maintenance Manual Added TAS to manual. Maintenance Manual Added TAS to manual. Maintenance Manual Added TAS to manual. Maintenance Manual Added TAS to manual. Maintenance Manual Pages Pages Pages Pages Pages 1-2 Garmin GTS 825 Trafic Advisory System - Troubleshooting Garmin GTS 825 Trafic Advisory System - Adjustment/Test Garmin GTS 825 TAS Processor - Removal/Installation Garmin GA 58 TAS Antenna - Removal/Installation Dependent Positioning System - Description and Operation Page 1 of 8 Feb 18/2016 Cessna Aircraft Company

3 AIRCRAFT DIVISION WICHITA, KANSAS Revised to include new additions of supplement. Maintenance Manual Pages 1-3 Added GTX-33/GTX-33ES Transponders to manual. Maintenance Manual Pages Added GTX-33/GTX-33ES Transponders to manual. Maintenance Manual Pages Added GTX-33/GTX-33ES Transponders to manual. Maintenance Manual Pages Added GTX-33/GTX-33ES Transponders to manual. Maintenance Manual Pages Added Comant Transponders to manual. Appendix A: Illustrated Parts Catalog Appendix B: Wiring Diagram Manual 1. Export Compliance See attached parts table Pages Pages Pages Pages Pages Pages 0-3 Garmin GTX-33/GTX-33ES Transponder System - Description and Operation Garmin GTX-33/GTX-33ES Transponder System - Troubleshooting Garmin GTX-33/GTX-33ES Transponder System - Adjustment/Test Garmin GTX-33/GTX33-ES Transponder - Removal/Installation Comant Transponder Antenna - Removal/Installation KRA 405B Radar Altimeter Figure 01 and Figure 02 GWX70 Weather Radar Figure 01 KN63 DME Figure 02 and Figure 03 GTX33 Transponder #1 Figure 01 GTX33 Transponder #2 Figure 01 GTS825 Trafic Advisory System Figure 01 A. This publication contains technical data and is subject to U.S. export regulations. This information has been exported from the United States in accordance with export administration regulations. Diversion contrary to U.S. law is prohibited. ECCN: 9E Revision Bars A. Revision bars in this ICA supplement identify new ICAs and/or changes to the current ICAs in the released maintenance manual. New ICAs that are not in the current maintenance manual will have a revision bar from top to bottom along the left margin. ICAs that are in the current maintenance manual and have information added, deleted or revised will have a revision bar(s) in the left margin adjacent to the added, deleted or revised information. Page 2 of 8 Feb 18/2016 Cessna Aircraft Company

4 AIRCRAFT DIVISION WICHITA, KANSAS New or changed illustrations will have a change bar for the entire length of the page. 3. Page Numbering A. The page number system for ICA included in this supplement have three-element numbers that are separated by dashes. The three-element number is found at the bottom right corner of the page, left of the page number. The date is found below the page number. Figure 1 B. When the chapter/system element number is followed with zeros in the section/subsystem and subject/unit element number ( ), the information is applicable to the entire system. C. When the section/subsystem element number is followed with zeros in the subject/unit element number ( ), the information is applicable to the subsystems in the system. D. The subject/unit element number is used to identify information applicable to units in the subsystems. The subject/unit element number continues in sequence from the number -01- with the number of subsystem units in which maintenance information is necessary. E. All system/subsystem/unit (chapter/section/subject) maintenance data is separated into speciied types of information: Description and Operation, Troubleshooting, Maintenance Practices, etc. Blocks of page numbers that are in sequence are used to identify the type of information: (1) Description and Operation or Troubleshooting information may not be included if the procedure is easy. When subtopics are short, they may be put together into the Maintenance Practices section. Maintenance Practices can have a mix of subtopics that includes information to service, remove, install, adjust, test, clean, paint or do approved repairs. (2) Longer procedures that are not as easy to do may be included in a speciied section. Page 1 through 99 - Description and Operation Page 101 through Troubleshooting Page 201 through Maintenance Practices Page 301 through Servicing Page 401 through Removal/Installation Page 501 through Adjustment/Test Page 601 through Inspection/Check Page 701 through Cleaning/Painting Page 801 through Approved Repairs F. A typical page number: Page 3 of 8 Feb 18/2016 Cessna Aircraft Company

5 AIRCRAFT DIVISION WICHITA, KANSAS Figure 2 G. Illustrations use the same igure numbers as the page block in which they appear. For example, Figure 202 would be the second igure in a Maintenance Practices section. 4. Supplement Revisions A. Revisions to this supplement may be accomplished if changes to this supplement are required after release of the original issue and prior to incorporation into the manuals listed in the REVISIONS table. B. All revisions to this supplement will have changes identiied in detail in the revision block(s) above. C. All pages in this ICA supplement will have the same date and are valid as of the date shown. 5. ICA Incorporation into Applicable Manuals NOTE: Most ICA supplements will be incorporated in the next available revision to the manuals listed above and should be used in conjunction with those manuals until the next available revision is released. A. The ICA Supplement List located in the Introduction section of each manual listed in the REVISIONS table will indicate the incorporation status as of the release date of the published revision. B. The manual revision level of the supplement incorporation will be listed in the "Manual Incorporation Status" column in the ICA Supplement List, when those ICAs associated with that manual have been incorporated. After ICAs are incorporated, the manual that they are incorporated in must now be used for those ICAs instead of the supplement. Based on revision cycle times for the affected manuals, MM ICAs, WDM ICAs, etc. in this supplement may be incorporated in the manuals at different times. There will not be a revision to this supplement to indicate incorporation in the manuals. Users are required to check the ICA Supplement List for each manual affected to determine incorporation status. C. This supplement will be completely superseded by the manuals listed in the REVISIONS table when it has been incorporated in all of the manuals. Page 4 of 8 Feb 18/2016 Cessna Aircraft Company

6 AIRCRAFT DIVISION WICHITA, KANSAS Purpose INTRODUCTION A. The purpose of this Supplement is to provide the maintenance technician with the information necessary to ensure the correct functionality and performance of the GTS 825 TAS/ADS-B OUT AND PHASE 14 SOFTWARE UPDATE on the Cessna Model 208/208B until this information gets incorporated into the next revision to the manuals listed in the "REVISIONS" section of this supplement. B. This ICA supplement is designed to satisfy the requirements of 14 CFR "Instructions for Continued Airworthiness" associated with this installation. This document is a supplement to the Model 208/208B Maintenance Manual, and the 208/208B Wiring Diagram Manual and will be incorporated in the next revision to the manual. C. When this information is incorporated in the next revision to the manuals listed in the "REVISIONS" section, those manuals shall take precedence over this supplemental document. Refer to the "ICA Supplement List" in the "Introduction" section of the respective manual for the status of all applicable ICA Supplements. D. Revisions to this supplement may occur if there is a change to any of the ICAs in this supplement prior to incorporation into all of the affected manuals. NOTE: This document must be placed with the aircraft operator's Technical Library CD-ROM or Model 208/208B Maintenance Manual and 208/208B Wiring Diagram Manual and incorporated into the operator's scheduled maintenance program. 2. Effectivity A. These Instructions for Continued Airworthiness (ICA) are effective for the following aircraft model and serialization. Model Beginning Effectivity Ending Effectivity and On 208B , and On (1) Airplanes incorporating service bulletins CAB and CAB Model Beginning Effectivity Ending Effectivity , thru B , , thru B thru Complete ICA Documents A. The following document(s), in conjunction with this supplement, constitute the Instructions for Continued Airworthiness for the GTS 825 TAS/ADS-B OUT AND PHASE 14 SOFTWARE UPDATE on the Cessna Model 208/208B. All items must be available to the operator at initial delivery. (1) Model 208/208B Maintenance Manual (2) Model 208/208B Wiring Diagram Manual 4. System Components A. Refer to Appendix A: Illustrated Parts Catalog. Page 5 of 8 Feb 18/2016 Cessna Aircraft Company

7 AIRCRAFT DIVISION WICHITA, KANSAS B. Refer to Appendix B: Wiring Diagram Manual. Page 6 of 8 Feb 18/2016 Cessna Aircraft Company

8 AIRCRAFT DIVISION WICHITA, KANSAS LIST OF INSTRUCTIONS FOR CONTINUED AIRWORTHINESS 1. Model 208/208B Maintenance Manual A. Chapter 24, Electrical Power (1) ATA , Electrical Load Analysis - Description and Operation B. Chapter 31, Indicating/Recording System (1) ATA , Engine Indicating and Crew Alerting System (EICAS) - Description and Operation C. Chapter 34, Navigation (1) ATA , Garmin GWX 68/70 Weather Radar System - Description and Operation (2) ATA , Garmin GWX 68/70 Weather Radar System - Troubleshooting (3) ATA , Garmin GWX 68/70 Weather Radar System - Maintenance Practices (4) ATA , Garmin GWX 68/70 Weather Radar System - Adjustment/Test (5) ATA , Garmin GTS 825 Trafic Advisory System - Description and Operation (6) ATA , Garmin GTS 825 Trafic Advisory System - Troubleshooting (7) ATA , Garmin GTS 825 Trafic Advisory System - Adjustment/Test (8) ATA , Garmin GTS 825 TAS Processor - Removal and Installation (9) ATA , Garmin GA-58 TAS Antenna - Removal and Installation (10) ATA , Dependent Positioning System - Description and Operation (11) ATA , Garmin GTX-33/GTX-33ES Transponder System - Description and Operation (12) ATA , Garmin GTX-33/GTX-33ES Transponder System - Troubleshooting (13) ATA , Garmin GTX-33/GTX-33ES Transponder System - Adjustment/Test (14) ATA , Garmin GTX-33/GTX-33ES Transponder - Removal and Installation (15) ATA , Comant Transponder Antenna - Removal and Installation 2. Model 208/208B Wiring Diagram Manual A. Chapter 34, Navigation (1) ATA , KRA 405B Radar Altimeter (2) ATA , GWX70 Weather Radar (3) ATA , KN63 DME (4) ATA , GTX 33 Transponder #1 (5) ATA , GTX 33 Transponder #2 (6) ATA , GTS825 Trafic Advisory System Page 7 of 8 Feb 18/2016 Cessna Aircraft Company

9 AIRCRAFT DIVISION WICHITA, KANSAS Continuous Inspection Program INSPECTION PROGRAM AND AIRWORTHINESS LIMITATIONS A. This ICA Supplement does not affect the current inspection program. 2. Airworthiness Limitations A. Cessna Aircraft Company Model 208/208B Maintenance Manual, Chapter 4, Airworthiness Limitations, contains the system and airframe limitations for the Model 208/208B. NOTE: The Airworthiness Limitations section is FAA-approved and speciies maintenance required under Section and of Title 14 Code of Federal Regulations, unless an alternative program has been FAA approved. (1) There are no new (or additional) airworthiness limitations associated with this equipment and/or installation. Page 8 of 8 Feb 18/2016 Cessna Aircraft Company

10 1. General ELECTRICAL LOAD ANALYSIS - DESCRIPTION AND OPERATION A. This section describes the electrical load in chart form for the Models 208/208B. 2. Description A. For airplanes without G1000, the electrical load analysis depicts a standard airplane plus available optional equipment. Only the maximum loads of the individual systems are recorded in the load charts. Refer to ( Figure 1). (1) Two light regimes were analyzed; a typical night light under instrument conditions using deicing equipment, and a night light under instrument conditions at 90 F using the air conditioner. A 100-minute duration was selected for both lights. The light proile phases were landing, start, taxi, take off/climb and cruise/descent. (2) The charging system was assumed to be regulated at 28.5 volts DC. It is further assumed that the full 200 ampere capacity of the generator is available (Ng RPM above 66%) immediately after starting. Under this condition, the aircraft electrical loads, plus battery charging current, never exceeds generator capacity and the battery is always in a constant voltage charging mode. B. For airplanes with G1000, the electrical load analysis depicts the highest load coniguration for a standard airplane plus available optional equipment. Nominal load values are shown for individual systems. Refer to ( Figure 2). (1) Maximum possible and average total loads are shown for each bus, both for normal generator operation, and for emergency operation, using the standby alternator only. (2) The charging system was assumed to be regulated at 28.5 volts DC. It is further assumed that the full 200 ampere capacity of the generator is available (Ng RPM above 64.2%) immediately after starting. Under this condition, the aircraft electrical loads, plus battery charging current, never exceeds generator capacity and the battery is always in a constant voltage charging mode. C. For airplanes with G1000 and the PT6A-140 engine installed, the electrical load analysis depicts the highest load coniguration for a standard airplane plus available optional equipment. Nominal load values are shown for individual systems. Refer to ( Figure 3). (1) Maximum possible and average total loads are shown for each bus, both for normal generator operation, and for emergency operation, using the standby alternator only. (2) The charging system was assumed to be regulated at 28.5 volts DC. It is further assumed that the full 200 ampere capacity of the generator is available at Ng RPM above 66.9%. Under this condition, the aircraft electrical loads, plus battery charging current, never exceeds generator capacity and the battery is always in a constant voltage charging mode. Table 1. Airplanes without G1000 Avionics Note A B C D E F G H I J Deinition 275 amps average for seconds during 0 start, 292 amps for seconds during 75 start. External continuous operation is mutually exclusive with internal continuous operation. Load during start only. Used for periodic maintenance test only. Require no bus power. For the purpose of calculation, all dimmable lights are de-rated to 50% during night light. Off during icing conditions. On during icing conditions. De-rated for 10% duty cycle. Secondary actuator operation is mutually exclusive with primary actuator operation Page 1

11 Table 1. Airplanes without G1000 Avionics (continued) Note K L M N Deinition CESSNA AIRCRAFT COMPANY 327 amps average for seconds during 0 start. De-rated to 50% duty cycle on timer (not manual). Powered by other units. In a dual installation, only 1 unit can transmit at a time, assumed to be the #1 unit. Table 2. Airplanes with G1000 Avionics Note A B C D E F G H I J K L M N O P Q R S T U V W X Deinition In auto mode duty cycle is 90 sec on, 90 sec off. On during icing conditions. In normal mode, only draws current in fuel low pressure condition. Used for periodic maintenance testing only. The primary and standby lap motors can not be operated at the same time. The larger load is considered. For the purpose of calculations, half of the interior cabin lights are assumed on. Average battery charge not required for standby alternator only operation landings. In normal anti-ice mode, 2 pumps run 20 sec on, 100 sec off (duty cycle is 17%). When the max anti-ice mode is selected, BOTH pumps run continuously for 2 minutes each time max anti-ice is selected. In high anti-ice mode, one pump runs continuously. When the max anti-ice mode is selected, the second pump also runs continuously for 2 minutes each time max anti-ice is selected. Backup anti-ice will be on only if primary anti-ice is not available. For the purpose of calculations, 1 minute of transmission for every 10 minutes during taxi and light, and 3 minutes of transmission for every 10 minutes during takeoff and landing. Between COM 1, COM 2, only one can transmit at same time. The largest load is included. Horn draws load only during impending stall condition. Only one transponder selected at a time, the second is assumed to be in standby mode. For purpose of calculation assume one extension or one retraction per light phase. On only during engine start. Warning on only in abnormal switch position. For the purpose of calculations, auxiliary 12 Vdc outputs are assumed operating at 50% capability. Dimmers on MAX. Standby mode amps with alarm on. Intermittent use. For purpose of calculation use 75% duty cycle per light phase. Average demand on the listed bus in italics. The Model 208 has 11 reading lights. The model 208B has 14, and the Super Cargomaster has no reading lights. Electric prop anti-ice is mutually exclusive with the TKS option. The larger load is considered Page 2

12 Table 2. Airplanes with G1000 Avionics (continued) Note Y Z AA AB AC Deinition CESSNA AIRCRAFT COMPANY Left and right vent blower load not considered, as that total load is lower than air conditioning total load. ELT switch light not used during normal operation. For ground operations, heaters are limited to 2 minutes on, 2 minutes off. Air conditioning is assumed not to be on in icing conditions. PFD and MFD heaters are powered only to heat up PFDs and MFD to operating temperatures. This takes no longer than 15 minutes AD During load shed light conditions, only the left landing light is needed and is turned on for the 5 minute time period before/during landing. NOT- E LS stands for loads that were shed in standby alternator only coniguration or battery only operation after the loadshed. Table 3. Airplanes with G1000 Avionics and PT6A-140 Engine installed. Note A B C D E F G H I J K L M N O P Q R S T Deinition In auto mode duty cycle is 90 sec on, 90 sec off. On during icing conditions. In normal mode, only draws current in fuel low pressure condition. Used for periodic maintenance testing only. The primary and standby lap motors will be operated at the same time. The larger load is considered. For the purpose of calculations, half of the interior cabin lights are assumed on. Average battery charge. Not required for standby alternator only operation landings. In normal anti-ice mode, 2 pumps run 20 sec on, 100 sec off (duty cycle is 17%). When the max anti-ice mode is selected, BOTH pumps run continuously for 2 minutes each time max anti-ice is selected. In high anti-ice mode, one pump runs continuously. When the max anti-ice mode is selected, the second pump also runs continuously for 2 minutes each time max anti-ice is selected. Backup anti-ice will be on only if primary anti-ice is not available. For the purpose of calculations, 1 minute of transmission for every 10 minutes during taxi and light, and 3 minutes of transmission for every 10 minutes during takeoff and landing. Between COM 1, COM 2, only one can transmit at same time. The largest load is included. Horn draws load only during impending stall condition. Only one transponder selected at a time, the second is assumed to be in standby mode. For purpose of calculation assume one extension or one retraction per light phase. On only during engine start. (One attempt during emergency recognition period). Warning on only in abnormal switch position. For the purpose of calculations, auxiliary 12 Vdc outputs are assumed operating at 50% capability. Dimmers on MAX. Standby mode amps with alarm on Page 3

13 Table 3. Airplanes with G1000 Avionics and PT6A-140 Engine installed. (continued) Note U V W X Y Z AA AB AC Deinition Intermittent use. For purpose of calculation use 75% duty cycle per light phase. Average demand on the listed bus in italics. The Model 208 has 11 reading lights. The model 208B has 14, and the Super Cargomaster has no reading lights. Note deleted. Left and right vent blower load not considered, as that total load is lower than air conditioning total load. ELT switch light not used during normal operation. For ground operations, heaters are limited to 2 minutes on, 2 minutes off. Air conditioning is assumed not to be on in icing conditions. PFD and MFD heaters are powered only to heat up each of the two PFDs and the MFD to operating temperatures. This takes no longer than 15 minutes. AD During load shed light conditions, only the left landing light is needed and is operated for the 5 minute time period before/during landing. AE AF NOT- E Circuit breaker HZ018 is located in standby alternator J-box. Fast ETM draws 0.1 amps per hour (0.5 amps peak) times (1/5th Duty Cycle) maximum from Hot Battery Bus after engine shutdown for GSM data transmission LS stands for loads that were loadshed in standby alternator only coniguration Page 4

14 Model 208 and Model 208B Electrical Load Analysis without G1000 Figure 1 (Sheet 1) Page 5

15 Model 208 and Model 208B Electrical Load Analysis without G1000 Figure 1 (Sheet 2) Page 6

16 Model 208 and Model 208B Electrical Load Analysis without G1000 Figure 1 (Sheet 3) Page 7

17 Model 208 and Model 208B Electrical Load Analysis without G1000 Figure 1 (Sheet 4) Page 8

18 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 1) Page 9

19 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 2) Page 10

20 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 3) Page 11

21 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 4) Page 12

22 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 5) Page 13

23 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 6) Page 14

24 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 7) Page 15

25 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 8) Page 16

26 Model 208 and Model 208B Electrical Load Analysis with G1000 Figure 2 (Sheet 9) Page 17

27 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 1) Page 18

28 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 2) Page 19

29 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 3) Page 20

30 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 4) Page 21

31 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 5) Page 22

32 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 6) Page 23

33 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 7) Page 24

34 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 8) Page 25

35 Model 208B Electrical Load Analysis with G1000 and PT6A-140 Engine Figure 3 (Sheet 9) Page 26

36 G1000 ENGINE INDICATING AND CREW ALERTING SYSTEM (EICAS) - DESCRIPTION AND OPERATION 1. General A. This section gives a description and the operation for the Garmin G1000 Engine Indicating and Crew Alerting System (EICAS) for Airplanes and On, Airplanes 208B2000 and On. The line replaceable units (LRU's) maintenance procedures related to the EICAS are found as follows: Chapter 22 Garmin GMC 710 AFCS Controller - Removal/Installation. Chapter 23 Garmin GMA 1347 Audio System - Maintenance Practices Chapter 34 Garmin 1040A Display Unit - Removal/Installation Chapter 34 Garmin G1000 GIA-63W Integrated Avionics Unit - Removal/Installation Chapter 77 GEA 71 Engine/Airframe Unit - Maintenance Practices. B. The GEA 71 Engine/Airframe Unit and the GIA 63W Garmin Integrated Avionics Units are installed on the avionics shelf forward of the instrument panel. They receive signals from the engine and system sensors or switches and supply the data to the GDU1040A displays that show on the Engine Indicating System (EIS) or as a CAS message. C. The GMA 1347 is installed in the instrument panel between the Primary Flight Display (PFD) PFD1 and the MultiFunction Display (MFD). It ampliies aural alerts or tones for Crew Alert System (CAS) message annunciation, the overspeed and ire detect warning horn audio through the cockpit speakers and headsets. The GMA 1347 Audio System also inhibits the Cabin PA system during CAS message aural annunciation. D. The GMC 710 Aircraft Flight Control System (AFCS) is installed above the MFD and provides commands for the AFCS, course and heading controls. 2. Description A. The Engine Indicating System (EIS), EIS ENGINE Page displays all parameters that have an exceedance associated with them (operating in a caution or warning range). As well as, other critical engine, fuel and electrical indicators including optional systems such as TKS Anti-Ice. EIS ENGINE Page parameters are shown are as follows (Refer to Figure 1). (1) Torque Indicator: (a) The Engine Torque Indicator is shown at the top of the Engine display page. It uses a round dial gauge (style) with white a pointer and a numeric readout to show torque in ft-lbs. (2) ITT Indicator: (a) The ITT Indicator shows the gas temperature between the compressor and power turbines. It is shown directly beneath the engine torque and uses a round dial gauge with white a pointer and a numeric readout. (3) Gas generator RPM Indicator (NG): (a) The Gas Generator RPM Indicator shows the percent of gas generator RPM based on 100% at 37,468 RPM. It is found below the ITT indicator and uses a round dial gauge with a white pointer and a numeric readout. (4) Propeller RPM Indicator (NP): (a) Propeller RPM is shown below the gas generator RPM. It is shown numerically. (5) Oil Pressure Indicator: (a) The Oil Pressure Indicator shows oil pressure in pounds per square inch. It is found directly below propeller RPM. It uses a straight slider with a white pointer and indicates numerically. (6) Oil Temperature Indicator: (a) The Oil Temperature Indicator shows oil temperature in degrees Celsius. It is found directly below Oil Pressure. It is uses a straight slider with a white pointer and indicates numerically. (7) Fuel Quantity Indicator: (a) The Fuel Quantity Indicator shows fuel in pounds (separately for left and right wing tanks). It is found directly beneath the Oil Temperature Indicator. It is shown using two parallel (vertical) slider gauges with green pointers. (8) Fuel Flow Indicator: (a) The Fuel Flow Indicator shows the fuel consumption of the engine in lbs. per hour. It is found below the Fuel Quantity Indicator slider gauges Page 1

37 Engine Page EIS Display Figure 1 (Sheet 1) Page 2

38 (9) Battery Amp Indicator: (a) The Battery Amp Indicator shows battery current in amps. It is found below Fuel Flow Indicator and it indicates numerically. A negative Amp display indicates battery discharge and a positive Amp display indicates battery charging. (10) Bus Volts Indicator: (a) The Bus Volts Indicator shows bus voltage in volts. It is found below the Battery Amps Indicator. It indicates numerically. (11) Anti-Ice Gallons Indicator (If Conigured With TKS Anti-Ice Option) : (a) Anti-Ice Gallons Indicator is found below the Bus Volts indicator. It is shown numerically as gallons of luid remaining. (12) Propeller Amps Indicator (If Conigured With Prop Heat Option) : (a) Propeller Amps Indicator is found below Bus Volts. System current (in Amps) is shown numerically. B. The System Page is used by the Garmin G1000 system to display a different set of parameters (however, the irst four are the same as the ENGINE Page). Additionally, the G1000 can Auto Switch the EIS display pages. Auto Switching is initiated when the SYSTEM Page automatically changes to the ENGINE Page (the default page) if exceedance of a parameter occurs while the SYSTEM Page is displayed. System page parameters shown are as follows (Refer to Figure 2). (1) Torque Indicator: (a) Same as ENGINE Page. (2) ITT Indicator: (a) Same as ENGINE Page. (3) Gas generator RPM Indicator (NG): (a) Same as ENGINE Page. (4) Propeller RPM Indicator (NP): (a) Same as ENGINE Page. (5) Fuel Quantity Indicator: (a) The Fuel Quantity Indicator is shown fuel in pounds (separately for left and right wing tanks). It is found directly beneath the propeller RPM indicator and shown numerically. (6) Fuel Flow Indicator: (a) The Fuel Flow Indicator displays the fuel consumption of the engine in lbs per hour on the SYSTEM page and is found below the Fuel Quantity Indicator display - it is shown numerically. (7) Fuel Totalizer Indicator: (a) The Fuel Totalizer Indicator shows pounds remaining (based on system s fuel low consumption rate and the fuel quantity value input by the operator). The indicator also shows pounds used, based on the consumption rate mentioned above (extended over time). Both values are shown numerically. (8) Generator Amps Indicator: (a) The Generator Amps Indicator is found below the Fuel Totalizer with the amps value shown numerically. (9) Alternator Amps Indicator: (a) Alternator Amps Indicator is shown below Generator Amps with the value shown numerically. (10) Battery Amps Indicator: (a) The Battery Amps Indicator is shown below Alternator Amps with the value displayed numerically. (11) Bus Volts Indicator: (a) The Bus Volts Indicator is displayed below Battery Amps with the value shown numerically. (12) The Anti-Ice Gallons Indicator (If Conigured With TKS Anti-Ice Option) : (a) The Anti-Ice Gallons Indicator is found below Bus Volts and indicates numerically as gallons of luid remaining. (13) The Anti-Ice Hours Remaining Indicator (If Conigured With TKS Anti-Ice Option) : (a) The Anti-Ice Hours Remaining Indicator is found below Anti-Ice Gallons and is shown numerically as hours of luid remaining. (14) Propeller Amps Indicator (If Conigured With Prop Heat Option) : (a) Propeller Amps Indicator is found below Bus Volts. System current (in Amps) is shown numerically Page 3

39 System Page EIS Display Figure 2 (Sheet 1) Page 4

40 C. Crew Alerting System (CAS) consists of advisory, caution, and warning Annunciation messages as well as Alert (text style) messages. Due to space limits, a maximum of 12 CAS annunciation messages are visible (at the same time ) in the annunciation window. Should more messages require display, a scrolling feature allows viewing (Alert messages are not limited in number (Refer to Figure 3). NOTE: The CAS messages can be shown with small differences because of software version loaded to the G1000 system. 3. Operation A. Engine indicating system (EIS) data is shown in normal mode on the left side of the MFD in a single column using two display formats. The data is accessed when the Engine and System Softkeys on the MFD are pushed. In reversionary mode, EIS data is shown on the left side of any operating display. Digital and Analog (style) parameter display indicate with amber or red (lashing) backgrounds to indicate a caution or warning (exceedance) condition (Refer to, Figure 4). B. Crew alert system CAS messages are shown in the form of advisory, cautionary, warning alerts, and system failures and process statuses (CAS messages are displayed on PFD's in normal and reversionary modes: MFD in reversionary mode only). CAS messages are triggered by external signals or combinations of signals and are grouped by criticality in the CAS display regions known as the Annunciation Window and Alerts window. Messages are acknowledged by pressing the ALERTS softkey. C. Annunciation Messages (Refer to Figure 5). (1) Message colors are based on the urgency of the message and the recommended or required light crew actions. They are sorted by criticality (warnings above cautions which are above advisories) and then by order of appearance (most recent messages on top within the respective color region). (2) Warning messages - Indicate the need for immediate crew action and are shown in red. They trigger a continuous aural chime until the message is acknowledged by pushing the ALERTS softkey (right side, bottom of display). (3) Caution messages - Indicate the need for possible future corrective action and are shown in amber and trigger a single aural chime. (4) Advisory messages - Are shown in white and do not trigger an aural chime. (5) Whenever a CAS Annunciation message appears, the ALERTS softkey changes name and color to match the condition of message. After acknowledgement, the softkey name returns to steady state white, ALERTS display. D. Alert Messages (Refer to Figure 5). (1) CAS Alert messages only appear in the Alerts Window. Message notiication is through the ALERTS softkey name changing to ADVISORY (in reverse color video). (2) Alerts Window display (for viewing Alert message) is activated when the ADVISORY softkey is pushed to acknowledge message notiication. Alert messages do not trigger an aural chime. E. Scrollbar Function. (1) The scrollbar is found on right side of the CAS message annunciation window. (2) The scrollbar allows the light crew to scroll through messages using (CAS) softkeys (lower left, on PFD's). (3) The scrollbar also aids the light crew to determine how many messages have been triggered and where in the sorting order displayed messages shows. F. Alerts Window. (1) Red warning messages stay at the top of the CAS annunciation window and are not affected by scrolling. (2) Amber caution messages can move out of view. If an amber message has been scrolled off or if there are too many messages to display all active amber messages, the scrollbar track changes color Page 5

41 CAS and Alerts Display Figure 3 (Sheet 1) Page 6

42 CAS and Alerts Display Figure 3 (Sheet 2) Page 7

43 MFD EIS Pages Figure 4 (Sheet 1) Page 8

44 Annunciation and Alerts Windows Figure 5 (Sheet 1) Page 9

45 (3) If the light crew uses the softkeys to scroll down on the list, the scrollbar slider remains in the position it was left in for approximately 45 seconds or until a new amber message is triggered, at which time it will reset back to the top so that top list messages are displayed. (a) White advisory messages can also move out of view. A new off-screen white message can be viewed by scrolling, but the scrollbar does not automatically reposition itself for the message to be seen. (4) The softkey buttons for CAS scrolling are only available if the scrollbar is showing. If the scrollbar slider is at the top or bottom of the list, continued scrolling in that direction is unavailable and the designated softkey is grayed out. G. Reversionary Mode (Refer to, Figure 6). (1) Reversionary is a mode of operation where all important light information is presented identically on at least one of the remaining displays in PFD format and it also includes engine parameters on left side of the display. (2) Reversionary mode is based upon automatic fault monitoring and internal switching detection. (3) This mode can also be manually activated when you push the dedicated DISPLAY BACKUP (red) button at the bottom of the GMA 1347 audio panel. If you push the button again the reversionary mode deactivates Page 10

46 MFD Reversionary Mode Screen Figure 6 (Sheet 1) Page 11

47 1. General GARMIN GWX-68/70 WEATHER RADAR SYSTEM - DESCRIPTION AND OPERATION A. The Garmin GWX-68/70 is a weather radar installed to help the pilot monitor areas of precipitation in the light path of the airplane. This section gives a description and operation of the Garmin GWX-68/70 Weather Radar System. 2. Description A. Garmin GWX-68/70 Weather Radar. (1) The GWX-68/70 weather radar is installed behind a radome on the right wing. The weather radar assembly includes an antenna, receiver, and transmitter in one assembly. (a) The GWX-70 weather radar is installed behind a radome on the right wing. The weather radar assembly includes the receiver transmitter base and the antenna with a 10 inch dish (254 mm), which bolts to the base. (2) The weather radar is adjustable to many scan proiles (20 to 90 degrees) and gives a highdeinition target display. The system also includes a vertical scan function to help the pilot look at thunderstorm tops, gradients and cell buildup activity at many altitudes. The GWX-68/70 Weather Radar has extended Sensitivity Time Control (or STC) logic that digitally integrates weather attenuation and distance compensation. This component prevents a display change in the size of severe weather cells as distance to the cells changes. (3) Garmin s WATCH (Weather Attenuated Color Highlight) feature identiies shadow effects of short-range cell activity. This system identiies the areas behind intense weather cells, or large areas of less intense precipitation, where the radar display can be less accurate. (4) The GWX-68 weather radar also has an Automatic Target Alert feature that looks ahead for intense cell activity in the 80 to 320 nautical mile range. This component will give a warning, even if the pilot does not actively monitor the displays. (a) The GWX-70 weather radar has an Automatic Target Alert feather that looks ahead for intense cell activity in the nautical mile range. This component will give a warning, even if the pilot does not actively monitor the displays. NOTE: The GWX-70 weather radar can be set to the 320 nautical mile range, but its operation is limited to 240 nautical miles on the Model 208/208B. 3. Operation A. Garmin GWX-68/70 Weather Radar. (1) The weather radar on this airplane is a typical weather radar installation. It uses pulsed microwave signals, transmitted by the phased array antenna to look for relections (echoes) of precipitation. The relected signal is received by the same phased array antenna. Detection is a two-way process that needs ms for a signal to travel out to the target and come back to the antenna. The center of the phased array antenna has a higher signal energy, which decreases toward the edge of the antenna. (2) The weather radar gives real time precipitation returns to the light crew and is displayed on the Multi-Function Display (MFD) and on both the pilot and co-pilot's Primary Flight Displays (PFD), and is shown on the inset map. The system uses a four-color display to show intensity and location of precipitation. (3) The weather radar communicates with the Garmin G1000 avionics system gives the operational features that follow. GWX-68 weather radar range modes of 2.5, 5, 10, 20, 40, 60, 80, 100, 120, 160, and 320 nautical miles. GWX-70 weather range modes of 2.5, 5, 10, 20, 40, 60, 80, 100, 120, 160,240. Vertical scan angle of 60 degrees Horizontal scan mode (20 to 90 degrees) Weather and ground mapping modes. (4) The weather radar communicates to the Garmin G1000 system through the HSDB bus and MFD. The weather radar receives power through the RADAR R/T circuit breaker on the avionics circuit breaker panel Page 1

48 1. General GARMIN GWX-68/70 WEATHER RADAR SYSTEM - TROUBLESHOOTING A. This section gives the troubleshooting for the Garmin GWX 68/70 Weather Radar System. For a general description of the Garmin GWX 68/70 Weather Radar System, refer to Garmin GWX-68/70 Weather Radar System - Description and Operation. 2. Garmin GWX 68/70 Weather Radar System Troubleshooting A. Tools and Equipment NOTE: For the supplier publication part number and manufacturer data, refer to the Introduction - Supplier Publication List. (1) Tools and Equipment Multimeter. (2) Special Consumables None. (3) Reference Material Garmin GWX-68/70 Weather Radar System - Description and Operation Garmin GWX-68/70 Weather Radar System - Maintenance Practices Garmin GWX-68/70 Weather Radar System - Adjustment/Test Chapter 20, Model 208 Wiring Diagram Manual, Wiring - Maintenance Practices Garmin G1000 Line Maintenance Manual, refer to the Supplier Publication List. B. Do the Airplane for the Garmin GWX 68/70 Weather Radar System Troubleshooting. (1) Connect external electrical power to the airplane. (a) Adjust the ground power unit (GPU) to 28Vdc, +0.5 or -0.5 Vdc. (2) Make sure that the circuit breaker given in Table 101 is engaged. Table 101. Circuit Breaker Component Circuit Breaker Name Circuit Breaker Location GWX 68/70 Radar RADAR R/T Avionics Circuit Breaker Panel (3) Put the switches in the position(s) that follow: (a) Connect external electrical power to the airplane. (b) Set the EXTERNAL POWER switch to the BUS position. (c) Set the BATTERY switch to the ON position. (d) Set the AVIONICS 1 and AVIONICS 2 switches to the ON position. (4) Refer to Garmin G1000 Line Maintenance Manual and make sure that: (a) The correct software and coniguration has been installed. (b) All related systems are serviceable. (c) The LRU serial number or a version number is not dashed. (5) Make sure the GWX, has check mark (green) next to its nomenclature on the list. (a) This indicates the line replaceable unit (LRU) is serviceable. (6) Select Weather Radar Map on the MFD. (a) GWX failure annunciations will appear if the unit has failed Page 101

49 (7) If the GWX serial number or a version number is dashed, carefully examine the applicable electrical wiring and components as follows: Refer to the Model 208 Wiring Diagram Manual, Chapter 20, Wiring - Maintenance Practices. NOTE: Serial number is not reported for the following equipment: COM1, COM2, GS1, GS2, GTX1, GTX 2 (OPT), NAV1, NAV2, AND WX500. NOTE: The components that follow are not listed on the System Status List page: KR 87 ADF, KN 63 DME, KTA 870 TAS, KRA 405B, KHF 1050 HR Radio System, ME406 ELT, and the C406-N ELT. (a) (b) (c) (d) Do a visual check of the electrical connectors and airplane electrical connectors for bent pins and pushed back pins. 1 If necessary, repair the damage. Make sure that electrical power and ground signals are present. Make sure that data bus lines are correctly terminated and secure. Remove electrical power from airplane. (e) (f) (g) (h) CAUTION: Do not touch bus wiring to each other or to shield grounds. Damage to equipment or circuits can result. Use a multimeter to do a continuity check of the bus wires. 1 Make sure that there is continuity only from each wires' related pin end to end and to no other wires, airplanes grounds, or shields. Do a visual check of the wiring components and make sure that all applicable strapping is correct and any necessary G1000 system strapping is correct. Do a visual check of the wiring bundles for damage. 1 If necessary, repair or replace the wiring bundles. Refer to the Model 208 Wiring Diagram Manual, Chapter 20, Wiring - Maintenance Practices. Do a check of the applicable system wiring for continuity, ground faults, or other unserviceable conditions. 1 If necessary, repair or replace the wiring bundles. Refer to the Model 208 Wiring Diagram Manual, Chapter 20, Wiring - Maintenance Practices. C. GWX 68/70 CAS Message Troubleshooting (1) Check the primary light display crew alert system (CAS) Alerts for messages to aid in troubleshooting the anomaly. (a) For CAS messages related to other Garmin LRU's, refer to the applicable LRU section for CAS message troubleshooting. (b) For GWX Alert message troubleshooting refer to, Table Page 102

50 Table 102. GWX 68/70 CAS Alert Message Troubleshooting GWX 68/70 CAS Alert Messages Cause Corrective Action GWX CONFIG GWX conig error. Conig service req d. GWX FAIL GWX is inoperative GWX SERVICE Needs service. Return unit for repair. MANIFEST GWX software mismatch, communication halted. The G1000 has detected a GWX 68/70 coniguration mismatch. The G1000 has detected a failure in the GWX 68/70. The G1000 has detected a failure in the GWX 68/70. The system has detected an incorrect version loaded in the GWX 68/ Load the correct coniguration into GWX. Refer to Garmin G1000 Line Maintenance Manual. 2. Replace the GWX. Refer to Garmin GWX-68/70 Weather Radar System - Maintenance Practices. 3. Replace the PFD 1 master coniguration module. Refer to Garmin G1000 Line Maintenance Manual. 1. Troubleshoot GWX wiring. Refer to Model 208 Wiring Diagram Manual. 1. If problem persists, replace GWX. Refer to Garmin GWX- 68/70 Weather Radar System - Maintenance Practices 1. Load correct software into GWX. Refer to Garmin G1000 Line Maintenance Manual. If the master coniguration module is replaced the unlock cards for optional systems (TAWS, Jeppesen Aviation Database ect.), and the Terrain database cards must be replaced. D. Put the Airplane Back to its Initial Condition. (1) Put the switches in the position(s) that follow: (a) Set the EXTERNAL POWER switch to the BUS position. (b) Set the BATTERY switch to the ON position. (c) Set the AVIONICS 1 and AVIONICS 2 switches to the ON position. (2) Disconnect the external electrical power from the airplane Page 103

51 1. General GARMIN GWX-68/70 WEATHER RADAR SYSTEM - MAINTENANCE PRACTICES A. This section gives maintenance practices for the Garmin GWX-68/70 Weather Radar System. The GWX-68/70 is the only component of the weather radar system included in this section. For a general description of the GWX-68/70 weather radar, refer to Garmin GWX-68/70 Weather Radar - Description and Operation. 2. GWX-68 Weather Radar Removal/Installation A. Remove the GWX-68 Weather Radar (Refer to Figure 201). (1) Remove electrical power from the airplane. (a) Disengage the RADAR R/T circuit breaker on the avionics circuit breaker panel. (2) Remove the radome to get access to the weather radar. (3) Disconnect the electrical connector from the weather radar. (4) When you do the steps that follow record the quantity of washers at each of the four attachment bolts. (5) Carefully hold the weather radar and remove the bolts and washers that attach the weather radar assembly to the bulkhead assembly. (6) Remove the weather radar from the bulkhead assembly. B. Install the GWX-68 Weather Radar (Refer to Figure 201). NOTE: To prevent water from entering the radome, inspect the seal between the radome and the radar pod for condition. (1) Put the weather radar in position on the bulkhead assembly. (2) When you do the steps that follow make sure you install the correct recorded quantity of washers at each of the four attachment bolts. (3) Install the bolts and washers that hold the weather radar on the bulkhead assembly. (a) Make sure the bonding straps are installed under the bottom bolts. (4) Make sure that the weather radar is Type I electrically bonded to the bulkhead assembly. Refer to Chapter 20, Electrical Bonding - Maintenance Practices. (5) Connect the electrical connector to the weather radar. (6) Engage the RADAR R/T circuit breaker on the copilot's circuit breaker panel. (7) Make sure that the radome seal is in good condition and intact. Replace the seal if necessary. Refer to Radome Seal Removal/Installation. (8) Install the radome. C. GWX-68 Weather Radar Post-Maintenance Checks (1) Do the GWX-68 weather radar software and coniguration load. Refer to Garmin G1000 Line Maintenance Manual, Supplier Publication List. (2) Do the Weather Radar Test. Refer to, Garmin GWX-68/70 Weather Radar - Adjustment/Test. 3. GWX-70 Weather Radar Removal/Installation A. Remove the GWX-70 weather radar (1) Remove electrical power from the airplane. (a) Disengage the RADAR R/T circuit breaker on the avionics circuit breaker panel. (2) Remove the radome to get access to the weather radar. (3) If necessary, remove GWX-70 weather antenna from radar. Refer to the steps for: Remove the GWX-70 weather antenna from the mounting plate. (4) Disconnect the electrical connector from the weather radar. (5) When you do the steps that follow record the quantity of washers at each of the four attachment bolts. (6) Carefully hold the weather radar and remove the bolts and washers that attach the weather radar assembly to the bulkhead assembly. (7) Remove the weather radar from the bulkhead assembly Page 201